HomeMy WebLinkAboutTIA Callaway TIA Executive Summary
Page 1
Executive Summary
A comprehensive traffic impact analysis has been completed for the proposed residential
development of the Callaway - Fract. This 13.76 acre tract adjacent to Marion Pugh Drive south of
George Bush Drive will provide 704 bedrooms and will generate traffic accordingly. The study of
the area shown below included traffic counts of several intersections and the gathering of data
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Figure 2 Site Vlap
Callaway TIA Executive Summary
Page 2
including traffic information and proposed improvement information from the Texas Department
of Transportation ( TxDOT) and the gathering of data from the City of College Station including
zoning restrictions, traffic signal data and information on the City Thoroughfare Plan. Discussions
were had with City staff and TxDOT planners to develop some of the information presented herein.
Trip generation calculations for the residential development were made based on accepted Institute
of Transportation Engineers data. Data collected on bus ridership and student residence
occupancies in the study area indicated that net production of vehicle trips would be reduced by
34% considering the multi -modal transportation methods that students make use of, such as
pedestrian connections to the on campus shuttle and the offcampus transit system operated by Texas
ABM Univeristy (TAMU.) The net result in daily trip ends for various potential uses of the site are
summarized in Table A below:
Table A
Daily Trip End Generation
For Development Alternatives
Development Size Daily Traffic
(Vehicles per day)
Student Residences 704 Persons 1614 VPD
• Office Park 13.7 Acres 2740 VPD
Tire Store 85 KSF 2295 VPD
Lumber Store 85 KSF 3825 VPD
Garden Center 85 KSF 4420 VPD
These data show that the proposed development would have much less traffic irnpact than a number
of other tenable uses of the tract.
Capacity of the receiving traffic stream was studied including the intersections of Marion Pugh at
George Bush, Holleman at Wellborn Road, and the new intersection to be provided by the proposed
connection of Marion Pugh Drive to Holleman Drive which will be completed for this project.
These intersections are currently near capacity during the peak two to three hours of the day,
however, adequate capacity remains to accommodate the traffic generated by this project. During
off peak hours capacity remains in all intersections to handle the additional traffic from this
residential development with little additional congestion. Levels of service (LOS) will remain at
current levels.
Improvements in the area are proposed by TxDOT in the form of a grade separation of Wellborn
Road at George Bush Drive for construction in the next five years. Additional improvements such
as the connection of Jones Butler Road to George Bush Drive are shown on the City Thoroughfare
Plan and have been studied and recommended in report to TAMU in 2000.
Callaway - RA Executive Summary
Page 3
Conclusions and Recommendations
1. The traffic volumes generated by the proposed residential development of the Callaway
tract can be accommodated by the existing transportation system without significant adverse
effects, assuming the connection of Marion Pugh Drive is made to Holleman Drive.
2. The presence of the connection of Marion Pugh Drive to Holleman Drive will stop the cut
through traffic that currently uses routes through private property to access Holleman Drive.
This will improve safety in the area.
3. Other types of commercial development allowed under the current zoning restrictions would
cause more traffic problems in the immediate area than the proposed residential
development of the subject tract.
4. The Level of Service of the Holleman Drive - Wellborn Road intersection will remain at
LOS D during the peak hours given the addition traffic directed to it from the subject tract.
5. Minor adjustments to the traffic signal timing at Holleman Drive may be required to balance
the traffic flow there.
6. The intersection of Marion Pugh Drive and George Bush Drive has limited capacity during
• the morning and evening peak periods to receive additional traffic in great quantities.
7. The accommodation of small amounts of additional traffic at this intersection will become
possible from the reductions in traffic that are expected from the connection of Marion Pugh
to Holleman Drive.
8. The intersection of Marion Pugh Drive and George Bush Drive has the necessary additional
capacity to handle the traffic generated by the subject tract in the off peak hours of the day.
9. No significant negative effects of the additional traffic generated by the residential
development of the subject tract should be noticeable.
10. The presence of multi-modal outlets, including pedestrian access to the on campus shuttle
and the off campus transit system will greatly reduce the traffic generation of the subject
tract if developed as a student residence development.
11. The connection of Jones Butler Road to George Bush Drive should be a high priority
element of the transportation system improvements planned for College Station and Texas
A&M University.
12. The construction of the grade separation of Wellborn Road and George Bush Drive will
solve many of the current traffic congestion problems in southern and western College
Station.
Callaway TIA Executive Summary
Page 3
1. The traffic volumes generated by the proposed residential development of the Callaway
tract can be accommodated by the existing transportation system without significant adverse
effects, assuming the connection of Marion Pugh Drive is made to Holleman Drive.
2. The presence of the connection of Marion Pugh Drive to Holleman Drive will stop the cut
through traffic that currently uses routes through private property to access Holleman Drive.
This will improve safety in the area.
3. Othertypes of commercial development allowed under the current zoning restrictions would
cause more traffic problems in the immediate area than the proposed residential
development of the subject tract.
4. The Level of Service of the Holleman Drive - Wellborn Road intersection will remain at
LOS D during the peak hours given the addition traffic directed to it from the subject tract.
5. Minor adjustments to the traffic signal timing at Holleman Drive may be required to balance
the traffic flow there.
6. The intersection of Marion Pugh Drive and George Bush Drive has limited capacity during
the morning and evening peak periods to receive additional traffic in great quantities.
7. The accommodation of small amounts of additional traffic at this intersection will become
possible from the reductions in traffic that are expected from the connection of Marion Pugh
to Holleman Drive.
8. The intersection of Marion Pugh Drive and George Bush Drive has the necessary additional
capacity to handle the traffic generated by the subject tract in the off peak hours of the day.
9. No significant negative effects of the additional traffic generated by the residential
development of the subject tract should be noticeable.
10. The presence of multi -modal outlets, including pedestrian access to the on campus shuttle
and the off campus transit system will greatly reduce the traffic generation of the subject
tract if developed as a student residence development.
11. The connection of Jones Butler Road to George Bush Drive should be a high priority
element of the transportation system improvements planned for College Station and Texas
A &M University.
12. The construction of the grade separation of Wellborn Road and George Bush Drive will
solve many of the current traffic congestion problems in southern and western College
Station.
Callaway Tract
Marion Pugh Drive
College Station, Texas
Traffic Impact Assessment
May 2005
Jeff MilburnEngineering
P.O. Box 10240
College Statioq Texas 77842
979- 690 -2560
Callaway Tract Traffic Impact Assessment
Page 2
List of Figures
Figure No.
Title
Page
1
Vicinity Map
5
2
Site Map
6
3
Existing Volume ADT
7
Marion Pugh @ George Bush
4
Existing Volume ADT
7
Holleman @ Wellborn
5
Existing Volume AM Pk Hr
7
Marion Pugh @ George Bush
6
Existing Volume PM Pk Hr
7
Marion Pugh @ George Bush
7
Existing Volume AM Pk Hr
8
Holleman @ Wellborn
8
Existing Volume PM Pk Hr
8
Holleman @ Wellborn
9
Site Plan
9
10
Projected Volume ADT
11
Marion Pugh @ George Bush
11
Projected Volume ADT
11
Holleman @ Wellborn
12
Projected Volume AM Pk Hr
11
Marion Pugh @ George Bush
13
Projected Volume PM Pk Hr
11
Marion Pugh @ George Bush
14
Projected Volume AM Pk Hr
12
Holleman @ Wellborn
15
Projected Volume PM Pk Hr
12
Holleman @ Wellborn
16
City Major Thoroughfare Plan
13
17
TxDOT Grade Separation Plan
15
Callaway Tract Traffic Impact Assessment
Page 3
List of Tables
Table No. Title Page
Trip Generation
10
2 Peak Volume Versus Capacity 16
Holleman at Wellborn
Summary of Conflicting Volumes & Capacity 17
Holleman Drive at Marion Pugh
Callaway Tract Traffic Impact Assessment
Page 4
Introduction
This Traffic Impact Assessment was commissioned by Mr. Chuck Ellison on behalf of Callaway
Group, the developer of the proposed tract. The understanding of the project has come from several
sources, including Mr. Rabon Metcalf, Mr. Page Callaway, and Mr. Chuck Ellison. Assistance was
provided in gathering data by Messrs. Fogle and Rother of the City of College Station and by
TxDOT staff. Additionally, Ms. Laura Johnson of TAMU Transit Operations supplied ridership
data concerning transit bus use. Various existing apartment and condominium complexes in the
study area provided data on occupancy. The contribution of each is acknowledged and appreciated.
The report is intended to address several issues and concerns that have been related by City of
College Station staff personnel as well as those issues that have presented themselves during the
development of this study. The assumptions made in this report are documented herein and are
based on information provided by the client or supplied as mentioned above. The study has been
performed based on generally accepted engineering principles and in accordance with existing
guidelines for traffic engineering studies including the ITE Trip Generation data.
The assumption made for this study has been that Marion Pugh Drive will be extended to connect
with Holleman drive along the dedicated right -of -way. The primary question is the ability of
Holleman Drive/ Wellborn Road and George Bush Drive to receive the traffic generated by this
development within its existing capacity. If adequate capacity does not exist on these thoroughfares,
the question of reliever roadways for this area presents itself. The proposed traffic impact study
should answer several questions, including:
1) What traffic volumes would be expected to be generated by the proposed
development?
2) What will be the expected distribution in time and direction of this generated traffic?
3) What is the capacity of the existing transportation system to receive this generated
traffic without undue effect on that system?
4) Are additional connections necessary or beneficial to relieve aproblem which might
be caused by the existing and additional traffic?
5) If additional connections are necessary, which connection should be made?
6) What levels of service currently exist, and what LOS can be expected at critical
intersections after the construction of this project?
STUDY AREA
The proposed site is located as shown on the Vicinity Map, Figure 1, and essentially is composed
of the approximately 13.76 acres which fronts on Marion Pugh Drive, and is located between the
intersection of Marion Pugh with George Bush on the north and Luther Street on the south. There
are a few miscellaneous structures on the site that are not expected to remain. The study area is
limited to the nearby arterial streets of George Bush Drive to the north and Holleman Drive to the
south. Wellborn Road forms the boundary to the east and FM 2818 limits the study area to the
Callaway Tract Traffic Impact Assessment
Page 5
°Vn west. No significant impact is
r s-
expected outside defined Andy
4z p °µe y ew
�e
area although larger issues of the
�9
transportation condition of the general
e
0 4, Val � "= p
area west of Wellborn and south of
� a
George Bush are discussed.
�,�,x
The City of College Station is the
regulating authority for site
p4
development under the Unified
Development Ordinance (UDO)oftue
3 y °^
City. The Texas Department of
Transportation (TxDOT) is the agency
Vicinity Map
in control of the major roadways
A
Figure 1 Est
which contain signalized intersections,
oarosry nv.w
being George Bush, FM 2818 and
Wellborn Road, however, the City of College Station operates the signals themselves. Holleman
Drive is acity street. Both the City amdTxDOT as well as Texas A &M University may reviewthis
report and share the potential concerns about some of the issues discussed herein.
Existog Development
The study area contains primarily university related, multi- family residential developments, which
vary from around 150 units to more than 450 units in size. The only commercial business in the
study areais aMcDonalds fast food restaurant that occupies the southeast comerofthe GeorgeBush
- Marion Pugh intersection. There is no access drive from the McDonalds to George Bush. West
of Motion Pugh along the north side of Luther Street, the Texas A &M campus land extends to FM
2818, which borders the study area to the west. South of Luther Street less dense residential
development exists formuch of the eastern section of Holleman Drive, although additional student
housing apartment type complexes exist along the western section of Holleman approaching FM
2818.
The proposed site is shown on the Site Map, Figure 2. The tract only has finvtage on Marion Pugh
and backs up to the railroad tracks. There are no critical features of the site that should adversely
affect traffic generation or flow, and site plan issues do not appear to influence the traffic patterns
inthearea. The development is composed of multi- family residences with aspecific student related
appeal and market. The proposed development will consist of approximately 232 units with
approximately 704 total bedrooms. Parking is to be provided on the basis of one space for each
bedroom.
Callaway Tract Traffic Impact Assessment
Page 6
6
a�
Fiqure 2 Site Me
EXISTING AND FUTURE TRAFFIC CONDITIONS
Existing Traffic. Conditions
One important feature
of the area is the
existing Callaway
House residence and
puking garage which
is just west of Marion
Pugh and fronts on
George Bush Drive.
The exit from that
development is
aligned with Olsen
Drive, which has a
traffic signal. It is
anticipated that there
will be features of the
Callaway House,
such as dining
facilities and others,
that will be shared
with the subject tract
development. It is
further anticipated
that adequate
pedestrian
connections will be
made between the
two tracts to promote
this relationship.
Existing conditions of traffic volume and patterns are detailed in this section of the report and are
shown graphically on Figures 3 -8 below. Existing traffic volumes are based on a program of
machine counts taken in late April and early May of 2005, as well as from historical data provided
by TxDOT via their regular counting program on state roadways. This data was taken priorto the
completion of classes at Texas A &M University and on regular school days for local public schools
and is expectedto have generated normal daily and peak hour traffic. Traffic count data is available
Callaway Tract Traffic Impact Assessment
Page 7
onrequest. Existing volumes are divided into average daily traffic(ADT) and peak hourly volumes
for morning and everung peak hours. Machine counts were supplemented with turning movement
counts where needed.
Peak hour volumes follow the pattern of the ADT's and show the expected directional splits, with
northbound volumes significantly higher in the morning and southbound volumes higher in the
afternoon along Wellborn Road. For the most part, the peak hours are well defined on Wellborn
from about 5:00 p.m. to 6:00 p.m, but with consistently high volumes throughout the afternoon
periods. Of specific significance to this area is the difference between the peakhour of the generator
and peak hours that are normally expected for roadways. There really is no morning peak
Callaway Tract Traffic Impact Assessment
Page 8
q L
5' y'
Figure 7 Figure 8
Existing Volume Existing Volume
AM Pk Hr. ir PM Pk Hr.
period for college student housing, as the volume is spread consistently, rising from about 9am to
noon, indicative of the late hours kept by students and the general avoidance of early classes by
them. Interestingly, peak periods on George Bush Drive and Holleman Drive are similar to the
Marion Pugh peaks. Evening peak periods are consistent in their differences. with Wellborn
peaking inthe 5 -6 p.m. hour and student traffic generally spreading the afternoon peak from 4 -9 p.m.
It is clear from the traffic observed that much of the traffic currently using Marion Pugh to access
George Bush Drive is coming from the west on Luther Street.
Future Traffic Conditions
The projection of future conditions is not an exact science, although, certain methods canbe used
to reasonably predict the effects of certain land developments and transportation facility
developments on traffic volumes. For a traffic impact assessment, generally, some conception is
made of expected development, and traffic generation projections are made utilizing typical trip
generation data. For this report the hip generation data contained in the ITE publication on Trip
Generation, 7 Edition, 2003 has beenutilized. This document is used throughout the United States
for these purposes and is basically a compendium of data from traffic studies that yield trip
generation rates for various standard development definitions and sizes. The data is not precise but
can be used as a general guide to determine the number of vehicles per hour or day that a particular
development would be expected to contribute to the load on the transportation system.
Calculation of expected future traffic conditions is normally based on a specific development plan,
however, in this study a variety of uses have been considered to compare the actual proposed
residential development with other potential traffic generators. The plan utilized in this study was
provided by the developers of the tract and changes made to the plan may affect the hip generation
calculations. The Site Plan, Figure 9, with the included data on structure size and location was
Callaway Tract Traffic Impact Assessment
Page 9
BUILDING PROGRAM
man
W.. UNR > E AREA EXIENDEDARFA
BEM EXIENDEDBEOB
• A 4BR/UM 1A61 a,,880
4 M
• B 4BR 21M ,,088 61,180
4 EMI
112 C 2B 2b BA 910 105M
M
EBE UNR5 RFMABU:ARFA T/8,1009.F.
i01 BE0.9
CIXAMUNIIYCEXIER f0,0009.F,
MMNIENONCE & W. 1,0� &.F.
TO,AL FRgIE4TAREA E81',180 &.F.
PPAMING REWIRED
90'A'UNG9 ®49PACE9 = ENI9PACE9
80'B'UNR9 ®48PACE8 = E409PACE8
1fE'C UNIIS 2SPACES =EEI SPACES
109 roTAI SPACES RE W IRED
7mro5KSPncss FRONDED
SITE PLAN - Figure 9
considered as the basis for the calculations in this
study.
Four additional specific land uses were considered
applicable to this tract, based on current C -1 zoning
and the definitions used in the UDO and the ITE
publication. The land uses analyzed are applicable to
the zoning currently in place on the subject tract so
that no rezoning request would be required to proceed
to site planning with these uses. Several variables
that are considered useful indicate size of the actual
structures occupied when predicting traffic
generation. In this analysis where gross acreage is
included in the ITE tables, that primary variable is
used for the 13.76 acres comprising the subject tract.
For several of the uses, only gross floor area is the
primary variable included in the trip generation data..
For these uses an approximation of the maximum
structure size that can be supported by the local
economy and building site has been used. These are
estimates only, to compare the expected trip
generation from currently valid land uses to the
residential land use that requires the zoning change.
These trip generation rates and the resulting trip end
calculations are shown on Table 1 below. The ITE
data give values for ADT and Peak Hours along with
some directional information on inbound versus
outbound traffic generation for peak periods. The trip
generation values are. given in ranges, with an average
value published, and mustbe used with judgement, to
more accurately model the expected traffic from the
center. In general the average values have been used
.for comparison purposes. This is to say that above
average trip generation would not be expected from
any development on this site, including the student
apartments.
The data given below do not necessarily indicate that
the land uses given for comparison are viable or that
there are any current considerations given to these
uses. Itis reasonable to expect; however, thatvacant
land so close to Texas A &M would be developed in
some way, and traffic would be generated in some
Callaway Tract Traffic Impact Assessment
Page 10
Callaway Tract
Trip Generation
Table 1
Area Lend Use
Average Dally Tragic
1 Subject Tract (Apartments)
2 Once Perk (750)
3 Tee Store (848)
4 Lumber Store (812)
5 Garden Center (817)
Morning Peak Hour
1 Subject Tract
2 Office Park (750)
3 Tire Store (848)
4 Lumber Store (812)
5 Garden Center (817)
Evening Peak Hour
1 Subject Tract
2 Once Perk (750)
3 Tire Store (848)
4 Lumber Store (812)
5 Gwden Center(817)
Size Unit
Generation Rate
Reduction
Trio Ends
In
99
41.0 VPiVAC
562
(Occucancvl
45
85 KSF
3.9 VPHMSF
332
209
a Transit)
85 KSF
3.2 VPHKSF
268
704 Persons
3.5 VPD/Per
34%
1,614
807
807
13.7 AC
200.0 VPD /AC
0.485 VPHIPer
2,740
1370
1370
85 KSF
27.0 VPDMSF
699
2,295
1148
1148
85 KSF
45.0 VPDMSF
175
3,825
19125
1912.5
85 KSF
52.0 VPD /KSF
203
4,420
2210
2210
704 Persons
0.3 VPH/Per
34% 143
14
129
13.7 AC
41.0 VPiVAC
562
517
45
85 KSF
3.9 VPHMSF
332
209
123
85 KSF
3.2 VPHKSF
268
179
68
85 KSF
4.0 VPHKSF
340
204
136
704 Persons
0.485 VPHIPer
34% 224
134
89
13.7 AC
51.0 VPH/AC
699
105
594
85 KSF
4.8 VPHKSF
408
175
233
85 KSF
4.5 VPH/KSF
383
180
203
85 OF
5.0 VPH/KSF
425
213
213
reasonable quantity from this tract. In assessing the impact of the actual proposed development it
is the purpose of this section to give some context to the various types of development that could
take place on this tract.
These tabulatedvalues represent "trip ends." A trip end includes the end of a trip where a vehicle
is coming onto the site and a trip beginning where a vehicle that has previously come to the site is
leaving. The actual number of cars is half of the trip ends shown, however, the driveways see each
of the trip ends. Trip ends are assigned a directional split and are aggregated to the appropriate
intersections based on time of day and existing traffic patterns. The resulting projected volumes
for residential development only are presented by intersection on Figures 10 -15 and are discussed
below.
Some discussion of multiple transportation modes is necessary, as that factor was used in
developing the expected trip generation figures. The specific area of the subject tract, as well as the
larger area of student related housing in the study area, is currently served by TAMU Transit
Callaway Tract Traffic Impact Assessment
Page 11
Operations, the off campus bussing provider. This service provides inexpensive and reliable access
to the campus from off campus areas along specific predetermined routes. There is also a bus
system internal to the campus, which is active in the area and has a major stopping point at Olsen
Field. Both systems affect the expected trip generation to the subject tract.
The current transit route comes from the campus westbound on George Bush Drive and enters the
area with a left turn onto Marion Pugh. After a number of stops along Marion Pugh, the bus
proceeds westward on Luther Street to FM 2818 and then back to campus. This route in the most
current semester carried about 9200 passengers per week. To gauge the degree of usage of this
system, data was collected from the student housing complexes along this route. It was found that
there are approximately 3000 net bedrooms along this route, considering actual size and occupancy
data from the various housing developments. This indicates that about 20 °% of all trips from this
area use the transit system andthatmore like 35 °% ofTAMU related hips use the off campus system.
This would reduce student vehicle trip generation for residential development that uses the street
system by those percentages. It would be generally unexpected that commercial uses would
experience trip reduction from the transit system.
The on campus bus system would further reduce the trip generation from the subject tract. Although
ridership data are not kept for the on campus bus system, observations made at the intersection of
Olsen Drive and George Bush indicate heavy pedestrian traffic using the on campus bus system that
has a stop at Olsen Field. Currently a significant portion of the existing Callaway House tenants use
this system to get to their various campus destinations. This percentage has been estimated at 70%
by Callaway House staff. It is obvious that the walking distance from the subject tract is longer than
from the Callaway House, however, since several features of the two developments, such as meal
plans, are expected to be shma it is expected that some percentage of the tenants of the subject
tract development will indeed use the direct pedestrian route through Callaway House property to
the oncampus bus system. This percentage reduction in campus bound trips from the subject tract
has been estimated at 20% yielding a further 11 ° %net reduction in all vehicle hip generation from
the subject tract.
These two transit and pedestrian features should result in a campus hip reduction of about 55 %, and
a total tap generation reduction of about 31%. The values used are estimations but have been
carefully considered and are expected to reflect approximate usages of the site and the transit
systems in place. In addition to reductions in trip generation for transit and pedestrian modes the
facility is not expected to operate at 100 °% occupancy. An occupancy of 90 °% has been used to
estimate actual expected trip generation. It is noted that the occupancy of a development like this
may take up to three years to reach normal operatinglevels. Combining these factors leads to a total
reduction in vehicle trips generated of 34% for the student residential development.
Callaway Tract Traffic Impact Assessment
Page 12
Callaway Tract Traffic Impact Assessment
Page 13
EXISTING AND PROPOSED TRANSPORTATION SYSTEM
Existing Transportation System
The existing roadway system in the study area has been in place as it is currently configured for
some period of years. The major roadways are identified on the City of College Station
Thoroughfare Plan included below as Figure 16. Each is discussed briefly as follows:
Wellborn Road is a major
arterial street carrying heavy
traffic volumes that are
primarily University related
but not exclusively so. It
runs north and south and
splits the A &M campus
down the middle. In the
vicinity of the subject tractit
has five normal width lanes,
including a left turn lane, and
is composed of asphaltic
pavement with curb and
gutter drainage. The speed
limit varies from 40 -45 mph,
reducing on the approach to
George Bush Drive. There
are signalized intersections at
Holleman and George Bush
as well as Southwest
George Bush Drive has been upgraded most recently having been rebuilt west of Wellborn in the
last few years. It currently has six normal width through lanes with a raised curb median with a
median opening provided at Marion Pugh and at Olsen Drive. The speed limit in the vicinity of
Marion Pugh is 45 mph, although at peak hours operating speeds are much less nearing the
intersection with George Bush, which is signalized as is the intersection with Olsen Drive. The
roadway is a major arterial and forms much of the southern boundary of Texas A &M University to
the east of Wellborn Road. The University property, however, currently occupies areas south of
George Bush west of Olsen Drive and provides major access routes to the airport and George Bush
Presidential Library.
Holleman Drive is a major collector which provides east -west mobility across much of western
College Station and provides access to both Wellborn Road and FM 2818. Naturalboundaries, such
as the railroad tracks, prevent it from producing arterial function in the study area. It is a curb and
gutter street which generally allows parking on both sides and provides access to primarily
residential development west of Wellborn Road. Its intersection with Wellborn Road very close to
the train tracks and is signalized. The proposed intersection of Marion Pugh is more than 800 feet
Parkway to the south.
Callaway Tract Traffic Impact Assessment
Page 14
from the Wellborn intersection. The speed limit is 35 mph on the approach to Wellborn Road.
Luther Street is also designated as a major collector although it does not connect with Wellborn
Road. Luther is predominantly composed of an open ditch section and provides access to anumber
of student residential developments west of Marion Pugh where it connects to FM 2818. Luther
Street forms the southern boundary of this area of Texas A &M University. Much of the traffic on
Marion Pugh comes from the student residential areas along Luther Street.
Southwest Parkway, while not itself in the study area, exists to the south of Holleman Driven and
is designated as a minor arterial street. Its importance to this project is primarily that the
Thoroughfare Plan shows that it is planned to connect to Jones Butler Road to the west of Marion
Pugh. Jones Butler currently runs only from Luther to Holleman in the study area. However, its
connection northward to George Bush Drive is contemplated on the Thoroughfare Plan.
Marion Pugh Drive is a short street but is designated as a major collector primarily because of the
traffic volume it carries. It provides access to the McDonalds previously mentioned and a number
of student housing developments. It has three lanes at its intersection with George Bush Drive and
currently terminates just south of Luther Street. The intersection of Marion Pugh with George Bush
Drive is not well placed for traffic function being just 350 feet from Wellborn Road( c -c) and 475
feet from Olsen Drive. These spacings along with the high traffic volumes on each of these
roadways make for a difficult situation, particularly at peak hours, as is discussed later. The speed
limit is 30 mph.
The train tracks that run parallel to Wellborn Road also bear some mention here. These tracks have
been in place for as long as local memory exists and were the original location of the college station
for the A &M College of Texas, whence the City gets its name. The tracks provide a primary north
south train route from Houston to all points north and are very busy carrying an estimated 20 -30
trains per day. They also form a considerable barrier for development and traffic and present a
formidable risk to the local population. All crossings mentioned above are at grade crossings with
active crossing protection measures.
Future Conditions
There are three major proposed changes in the transportation system which will affect the function
of Marion Pugh and the surrounding intersections. Each proposed improvement is discussed below
and the effects of each are outlined in the analysis section of this report.
The most significant issue for the subject tract, and the closest in time proximity, is the extension
of Marion Pugh Drive to connect with Holleman Drive south of the current terminus of Marion
Pugh. This connection, which is proposed as apart of this development will occur in existing platted
right -of -way and will intersect Holleman Drive some 800 feet west of its intersection with Wellborn
Road. The extension of Marion Pugh is anticipated on the Thoroughfare Plan and should match the
existing section of Marion Pugh at its terminus.
The largest project in the group is the grade separation proposal made by TxDOT for the Wellborn
Road intersection with George Bush Drive. The schematic for this proposal was reviewed and is
Callaway Tract Traffic Impact Assessment
Page 15
providedbelow as Figure 17. The current schedule, which is not securely fixed, is for this project
to go to construction in about 2010, according to TxDOT planners.
Figure 17
Gra Separati Plan -
The project will provide a lowered at grade intersection between through and turning movements
on George Bush with all turning movements for Wellborn Road. The throughlanes of Wellbom will
go over George Bush, as will the railroad tracks. The lower surface intersection will be signalized
and should carry greatly reduced volumes.
A third project is the connection of Jones Butler Road to George Bush Drive. This connection is
also contemplated on the Thoroughfare Plan and has been studied on several occasions, most
recently for TAMU in 2000 where it was strongly recommended for immediate implementation.
This improvement, along with addition improvements both on the TAMU campus and in south
College Station will provide an additional route into west campus, Reed Arena and through to
University Drive. The spacing between the anticipated intersection between Jones Butler and
George Bush will allow for signalization in the long term.
For purposes of completeness, the relocation of the railroad tracks to the western section of the
county should be mentioned. This improvement has been contemplated for many years. No
schedule is set and many barriers remain before this project can progress.
ANALYSIS
Three basic areas of analysis are presented herein. First, basic capacity analysis for the traffic
generated by the subject tract is needed, including a determination of Level of Service (LOS) in
Callaway Tract Traffic Impact Assessment
Page 16
accordance with the Highway Capacity Manual (HCM). Additionally discussion of the effects of
the future connection of Marion Pugh to Holleman Drive is required. Lastly the effects of the other
two future projects and the long term transportation condition of the study area requires some
discussion. Each is considered in that order.
Capacity analysis is needed for the Holleman Drive eastbound movement at Wellborn Road where
some portion of the additional traffic generated by this site will likely go, given the connection of
Marion Pugh to Holleman Drive. A study of left turn movements during morning peak hours
indicates that about 80 percent of the eastbound traffic turns left to travel north on Wellborn Road.
A similar study of evening peak traffic shows that about 65 percent of the eastbound traffic turns
left. These percentages have been applied to the total eastbound volumes presented in Figures 14
& 15 to provide left turn demand at this intersection. The LOS calculation assumes existing signal
timings at this intersection and that the exclusive left turn movement is the critical lane group. At
this intersection the eastbound and westbound movements on Holleman are split from each other
due to the heavy turning volumes. The appropriate adjustment factors are applied to the base
saturation flow and the green time for this movement is assumed to be that allowed under the timing
plan, 23 seconds. Results are presented below in Table 2.
Table 2 - Holleman at Wellborn
Peak Volume Versus Capacity
LT w/ LT V/C Ratio Delay
Generation Capacity
AM Peak Hour
316
309
1.02
54 sec
PM Peak Hour
295
309
.95
49 sec
Volume Capacity ratios for the left turn movement are nearly one which indicates that this signal
would be operating at capacity with the additional traffic generated by the proposed development.
It is apparent that minor adjustments to green time can provide accommodation of the additional
traffic. The current provision of 4.5 seconds of yellow interval on both Holleman approaches seems
excessive for an intersection under this level of demand and given the low speed approaches. A
value of 3.5 -4.0 seconds should be adequate, particularly with the 1.5 seconds of all red provided
for these movements. If the time saving from this adjustment is applied to the green interval for
Holleman eastbound, the V/C ratios are both below one.
Level of Service (LOS) is a term used by transportation professionals to describe in a qualitative
way the adequacy of function, sometimes called operational condition, of a particular roadway to
move traffic based on the travel demand. It encompasses such factors as comfort, convenience,
speed, travel time, ease of making lane changing maneuvers and flow interruption. The LOS for
signalized intersections is based on stopped delay at the intersection which is primarily a function
ofvolume /capacity ratio. The LOS for the Holleman Wellborn intersection was Level D before the
addition of the traffic from this development and will be low in the Level D category after the
addition of that traffic based on HCM analysis.
Callaway Tract Traffic Impact Assessment
Page 17
Capacity analysis of the Marion Pugh - George Bush Drive intersection is analytically much more
difficult since it is essentially an unsignalized intersection which is controlled by the adjacent
signalized intersections of George Bush at Wellborn and Olsen Drive. Observations made across
morning and evening peak periods indicates that this unsignalized intersection has little remaining
capacity during the peak hours. This being said, observation also indicates that the existing volume
is being accommodated by considerate drivers on George Bush Drive allowing right turns into and
left turns across the through movements during stopped traffic queued back from the Wellborn
intersection. Sufficient queues on George Bush eastbound to block Marion Pugh are experienced
for relatively short periods and righttums out as well as left turns into Marion Pugh work reasonably
well, particularly at off peak times, because of the gaps provided by the signal at Olsen Drive. For
these reasons little additional peak hour capacity remains at this intersection, but significant off peak
capacity is available there. It is believed, however, that some minimal additional traffic that is
generated by the proposed development will utilize this intersection during peak hours and will be
accommodated there. The existing issues at the intersection of Marion Pugh and George Bush
predate this development proposal. The other solutions to the problems there are discussed below.
The provision of the connection of Marion Pugh to Holleman Drive has been assumed and is
necessary for the additional traffic flow generated by the subject tract development. An analysis of
the capacity of Holleman Drive to receive the traffic created at the new intersection of Marion Pugh
has been investigated. This would be an unsignalized intersection and has been analyzed as such
using HCM procedures. This new intersection is sufficiently distant (800 ft.) from the Wellborn
intersection that they will operate independently. Results are shown below in Table 3
Table 3
Holleman Drive at Marion Pugh
Summary of Conflicting Volumes & Capacity
Conflicting
Potential
Turning
Volume
Capacity
Volume -Max
Right Turns 450 VPH
600 VPH
50 VPH
Left Turns 904 VPH
250 VPH
162 VPH
This connection is consistent with the Thoroughfare Plan shown in Figure 16 above and will also
tend to relieve existing traffic congestion in the area. Generally when congestion exists, such as at
the intersection of Marion Pugh and George Bush Drive, queues develop and delay increases. At
some point motorists will not tolerate the delay and will seek out other pathways to their
destinations. Presently in the study area this phenomenon is observed where, rather than utilizing
the intersection of Marion Pugh and George Bush Drive, the traffic will take Marion Pugh south
to Luther Street and then to Jones Butler and Holleman. Alternatively, some traffic utilizes a cut
through at an apartment complex on the corner of Luther and Marion Pugh to gain access to
Holleman directly. Such cut through traffic, particularly when using private property, compromises
safety and indicates serious problems in the transportation system. The direct connection of Marion
Pugh to Holleman will negate the need for cut through traffic to Holleman Drive and therefore
increase safety in the area..
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Page 18
The presence of queues at George Bush at Wellborn, the presence of cut through traffic taking a
back route to Holleman and queues at Holleman and Wellborn and Marion Pugh at George Bush
point to a fundamental problem in the study area. Two projects contemplated for the future will
relieve these problems and provide transportation health for the area for the foreseeable future.
These projects are the grade separation at Wellborn and George Bush Drive and the extension of
Jones Butler Road northward to George Bush and on into the west campus area.
TxDOT planners indicate thatthe grade separation is onthe letting schedule for 2010, justfive years
away. While the schedule is not completely secure, the need for the project is well recognized by
transportation authorities and is crucial to the continued improvement of the western sections of
College Station and the west TAMU campus area. Essentially the intersection of George Bush
Drive and Wellborn Road is saturated for about six hours of the day and substantial delay is being
experienced there. The only two solutions are additional lanes on Wellborn Road, which would be
atemporary postponement of the issue, or afundamental change in the way the intersection works,
which will be provided by the grade separation. The primary effect of the grade separation will be
to dramatically increase the capacity of Wellborn Road to handle north -south traffic. Secondary
effects will relieve the George Bush east west corridor of a major point of congestion. Bydrastically
reducing the volume using the signalized portion of the intersection, the remaining movements will
see increased green times and therefore much greater capacity and much less delay.
The peripheral effect of this improvement will be to dramatically increase the mobility of the
southwest portions of College Station to get to the west campus and core campus areas. This bodes
well for the development of student housing in that area since the campus is the primary destination
of these residents. It also indicates that if this construction schedule is followed, the current
limitations in the intersections as described above are relatively short lived.
The connection of Jones Butler Road to George Bush, while not as significant to the community at
large, is crucial to the continued development, including any type of development, in the study area.
Particularly for student housing development, but not exclusively so, this connection is required to
provide an additional corridor for north south mobility in the area. This will help many types of
situations including daily commute trips and special event access to Olsen Field or Reed Arena A
report provided to TAMU in 2000 recognizes these benefits and recommends the construction of
this connection. Pertinent to this study area, the student housing developments along Luther and
Holleman will have a way to campus that fits in with the transportation system rather than the
utilization of facilities, such as Marion Pugh, that were not designed for the traffic loading they
currently experience. This is recognized on the Thoroughfare Plan. Additional transportation
infrastructure is needed for future development in this area.
Conclusions and Recommendations
1. The traffic volumes generated by the proposed residential development of the Callaway
tract can be accommodated by the existing transportation system without significant adverse
effects, assuming the connection of Marion Pugh Drive is made to Holleman Drive.
2. The presence of the connection of Marion Pugh Drive to Holleman Drive will stop the cut
through traffic that currently uses routes through private property to access Holleman Drive.
Callaway Tract Traffic Impact Assessment
Page 19
This will improve safety in the area
3. Other types of commercial development on the subject tract, allowed under the current
zoning restrictions, would cause more traffic problems in the immediate area than the
proposed residential development.
4. The Level of Service of the Holleman Drive - Wellborn Road intersection will remain at
LOS D during the peak hours given the addition traffic directed to it from the subject tract.
5. Minor adjustments to the traffic signal timing at Holleman Drive may be required to balance
the traffic flow there.
6. The intersection of Marion Pugh Drive and George Bush Drive has limited capacity during
the morning and evening peak periods to receive additional traffic in great quantities.
7. The accommodation of small amounts of additional traffic at this intersection will become
possible from the reductions in traffic that are expected from the connection of Marion Pugh
to Holleman Drive.
8. The intersection of Marion Pugh Drive and George Bush Drive has the necessary additional
capacity to handle the traffic generated by the subject tract in the off peak hours of the day.
9. No significant negative effects of the additional traffic generated by the residential
development of the subject tract should be noticeable.
10. The presence of multi -modal outlets, including pedestrian access to the on campus shuttle
and the off campus transit system will greatly reduce the traffic generation of the subject
tract if developed as a student residence development.
11. The connection of Jones Butler Road to George Bush Drive should be a high priority
element of the transportation system improvements planned for College Station and Texas
A &M University.
12. The construction of the grade separation of Wellborn Road and George Bush Drive will
solve many of the current traffic congestion problems in southern and western College
Station.
Callaway TIA Executive Summary
Page 1
Executive Summary
A comprehensive traffic impact analysis has been completed for the proposed residential
development of the Callaway Tract. This 13.76 acre tract adjacent to Marion Pugh Drive south of
George Bush Drive will provide 704 bedrooms and will generate traffic accordingly. The study of
the area shown below included traffic counts of several intersections and the gathering of data
i
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Callaway TIA Executive Summary
Page 2
including traffic information and proposed improvement information from the Texas Department
of Transportation (TxDOT) and the gathering of data from the City of College Station including
zoning restrictions, traffic signal data and information on the City Thoroughfare Plan. Discussions
were had with City staff and TxDOT planners to develop some of the information presented herein.
Trip generation calculations for the residential development were made based on accepted Institute
of Transportation Engineers data. Data collected on bus ridership and student residence occupancies
in the study area indicated that net production of vehicle trips would be reduced by 34% considering
the multi -modal transportation methods that students make use of, such as pedestrian connections
to the on campus shuttle and the off campus transit system operated by Texas A &M Univeristy
(TAMU.) The net result in daily trip ends for various potential uses of the site are summarized in
Table A below:
Table A
Daily Trip End Generation
For Development Alternatives
Development
Size
Daily Traffic
(Vehicles per day)
Student Residences
704 Persons
1614 VPD
Office Park
13.7 Acres
2740 VPD
Tire Store
85 KSF
2295 VPD
Lumber Store
85 KSF
3825 VPD
Garden Center
85 KSF
4420 VPD
These data show that the proposed development would have much less traffic impact than anumber
of other tenable uses of the tract.
Capacity of the receiving traffic stream was studied including the intersections of Marion Pugh at
George Bush, Holleman at Wellborn Road, and the new intersection to be provided by the proposed
connection of Marion Pugh Drive to Holleman Drive which will be completed for this project.
These intersections are currently near capacity during the peak two to three hours of the day,
however, adequate capacity remains to accommodate the traffic generated by this project. During
off peak hours capacity remains in all intersections to handle the additional traffic from this
residential development with little additional congestion. Levels of service (LOS) will remain at
current levels.
Improvements in the area are proposed by TxDOT in the form of a grade separation of Wellborn
Road at George Bush Drive for construction in the next five years. Additional improvements such
as the connection of Jones Butler Road to George Bush Drive are shown on the City Thoroughfare
Plan and have been studied and recommended in report to TAMU in 2000.
Conclusions and Recommendations