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Home My WebLink AboutPACKET Public Works 1998-01-22. , AGENDA TOWN OF ESTES PARK PUBLIC WORKS COMMITTEE JANUARY 22, 1998 8:00 A.M. preparation date: 1/16/98 *revision date: 1/21/98 1. Big Horn Dr. Water Main Project Request approval of a change order 2. Utility Easement Vacation,f da_, 7< 1% 1 Elk Ridge Subd. Developer's request to vacate easement 3. Water Dept.light & Power Dept. G.P.S. Unit-~*2 ~ 1 Request approval to purchase 4. Water Accountability Study Request approval of Scope of Services f-bLK 41 5. Water Dept. Automatic Meter Reading Project Request approval to proceed Â»/0 6. Hwy. 34/36 Intersection Feasibility Stud~18 Request to solicit price 7. Manford Ave. Sidewalk/Estes Park School Traffic Study * Staff Request for approval Reports: 1. Customer Service Response 2. R.O.W. Permit and Road Standards Revisions Update I - SECTION 00950 CHANGE ORDER TO THE AGREEMENT C . Id r(241(2) State Order Number I 11-1% 4 7 1- a.r Â¢ 9--ar- -- Date County Owner:-~~.Â©Y, 0-~ L---3 1 0 AS PLE,2 i Description of Work:_Â©i_.r - D a _kÂ«-a- --- -I- f ------ 01 ' Contractor: _KLIR-Un P Co,Cya.u~ You are hereby requested to col-nply with the fo:lowing changes to ihe Contract Documents . Description of Changes DECREASE TO ~lqITRE-Asp 5.0 ~ Supplemental Plans & Specs Attached Contract Amount 44Wtactar:gui~' - 24(z_Pal diÂ·,4 a# io.ou =246.00+ 3/4 ./ CO s.Â«44 r cdc 31 <_vy I 9,- = (109.Â°Â° + :,25'0+41",Pr.s,Jtpâ‚¬ MY#.ellds.~ ell,-= 45044# $ $ TVO.Â°Â° s U 08, 00 % TOTALS $ $ 4 50,00 NET CHANGE WI CONTRACT AMOUNT $ $ ~ 2939, 00 AA*12_94,200Â°Â° JUSTIFICATION: Â¥-7/I:-~Uil 2.cl~ 72 --r.2.-place' pueN-el, 4,74 1-kal- 6,3 29 -5,9-4,aiÂ·-cd Ju.Â£ ta-7:0'Â· ( Â·ca-El- GB (0 G.t-tr *u-i ., w ar W r o ot'. 6. 6741-~';t,Â·- I f AL . ----PipÂ·,2-i 610-11 : La-bor i Aâ‚¬18-1\,-*,j d ra-, n-40<.pipe . The amount of the Agreement .Â·.21 ty. (decreased) ~bythesum of (S / 29 8. C":) 1, - $ Dollars. The Contract AnÂ·,ourÂ·,t including this and previous change orders will be: ($_fftipil,+9. 0 944 Ze.0-ZZ-), $ .Dollais. The Contract Time provided for completion will b,3 (increased) (decreased) <unchai,gedD-('-3 days. - 1-1 . câ€¢-Al:-n nr,Arn n.,n n 4 ,Â·., 1 , ESTES PARK SURVEYORS & ENGINEERS, INC. Telephone 970-586-5175 Receive FAX at 970-586-6331 Post Office Box 3047 Estes Park, CO 80517 January 20,1998 W.O. 2911 LETTERS \ 2911 Bill Linnane Town of Estes Park P.O. Box 1200 Estes Park, CO 80517 Re: Elk Ridge Condominiums Dear Mr. Linnane: The attached information was given to the water department and the electric department. We asked them to verify that the vacation of the easements as shown would appropriate. No other utility lines exist in the vicinity or they have their own easements. Both Bob Goehring and Ed Dragon signed to indicate approval of the vacation. If you need additional information or have any questions, please contact us. Respectfully yours, Estes Park Surveyors & Engineers, Inc. O OAA V 41 Paul M. KochebaR, P. E. & P.L.S. ~ President CC: Leonard Arnold 2-1 1==am= - N 8 OrD â‚¬.439,~tr<4-6 448*Ult 7 ...l .3*33 iL 15' UTILITY EASEMENT -- AND U.T.S.D. SEWER EASEMENT *,4 1/1,2:,%44 . RECORDED IN BOOK 2254 AT PAGE 1512 ON JANUARY 16,1984 tatamEL--4 ~20' WIDE ELECTRICAL EASEMENT -- RECORDED AT RECEPTION -./ NO. 89023939 (TYPICAL) BLOCK 1 35,524 SQ. FT. 2-6,7 CURVE DATA 6 = 40'51'38 k'fAP '' - R .122.50' 04Â¥tit- L = 87.36' UTILITY C = N 69'34'11" E ,/-- EASEMENT~-i 2 .Â·,1-Â£.*. . 85.52' , ~10' 45.00' . L , ~ 0 10Â· N 90*00'90' E 4 155.52' R.O.W. 0 M -3 '*an' A / c S 08'35'04" E 99.Bo' 4 1 m 'Â·-F-~1 f \ 0 N 90'00'00' W -4 k fr 9. 4 15' WIDE SEWER EASEMENT li:, 41 RECORDED AT RECEPTION A NO. 89023937 ON MAY 31,1989 CURVE DATA p. 1 + 8 â€¢90.00'00" R. 77.50 54 392' ' 4 14' , L â€¢ 12L74' ... C . S 45'00'00- W S f81.-c 109.60' ; ,3 - 290:00(00' E 2.61' I -Â·It ./'9 1 - , 4. 20' WIDE WATER EASEMENT AND RECEPTION NO.'S 89023938 8 3 ke 89023939 RESPECTIVELY (TYPICAL) 40 21.1 5 1 , Bul . L 4. 20' WIDE WATER EASEMENT -- RECORDED AT RECEPTION , NO. 89023938 (TYPICAL) ELECTRICAL EASEMENT RECORDED AT D. . . 10. N 90'00'00' E 383.80' 3- JILITY .Ul'Â·. EMENT -. Â·$ 6&4- .1 -&4 WAPITI CIRCLE fiok 10* N 90'00'00' E - 383.78' UTIL 1[03.-5. 0 -./7 - Â·Â· '4 'f' ,2 10' UTILITY - - 4 RL - EASEMENT 2-2 k ..2.-I i ; . i= d? r ' ,OIL*I 3 ,00,00.00 N + 1 3AlhICI IlldVM 335~-3300,22-N g 45.00' . IVIA I It-IC. VÂ¥ 4.Ir-\ULL (NON I M 541.ZO) N 00'01'20" W 541.42 . -h -L UTILITIES CHECK SHEET APPLICANT NAME & ADDRESS: 41 u 88 1 LAKE 12#EVT-Al EBTS LANDOWNER'S ADDRESS: I L,00 WAP; 7-1 01~C-,LE ENGINEER/SURVEYOR NAME & ADDRESS:PAUL M. KOCHEVAR. P.O. BOX 3047. ESTES PARK.CO 80517Â· EL k Fi 1-176.6 - 0}C.477 44 EAS E-/VI 2/4 7' -g--WATER DISTRICT: TOWN OF ESTES PARK . 1306 60Ett~1 1467 COMMENTS: 0 4 s\GNED'. K lyu-<7 //( /_29*3Â·,4- DATE: U E (5 9- It 1 SANITATION DISTRICT: UPPER THOMPSON SANITATION DISTRICT NOTE: This is for lots which are served by public sewer only. If on-lot sewage disposal is proposed, this blank is not applicable. DO NOT CONTACT HEALTH DEPARTMENT. COMMENTS: SIGNED: DATE: - U.S. WEST: Contact Business Office for the service area in which the property is located. COMMENTS: SIGNED: DATE: _4.- TOWN OF ESTES PARK - LIGHT AND POWER DEPARTMENT ED DAN#ON '\ COMMENTS: SIGNED: CDÂ¢'- - 1 - .- DATE: /- 9-0- 7 F PUBLIC SERVICE COMPANY:CONTACT GARY HUETT, 1800 EAST PROSPECT, FORT COLLINS, CO COMMENTS: SIGNED: DATE: 2-3 ESTES PARK SURVEYORS & ENGINEERS, INC. Telephone 970-586-5175 Receive FAX at 970-586-6331 Poet Ofnoe Box 3047 E-PA CO 80517 November 17,1997 W.O. 2911 2911//.sornartv=- Mr. BiU Unnane, Public Works Director Town of Estes Park P.O. Box 1200 Estes Pak CO 80517 -4 62... - 44Â· thit Re: Easement Vacations - Elk Ridge Project Dear Mr. Unnane: Two utility easements were dedicated to the Town when Mountain Fairways condominiums were developed. These easements covered an existing water line and an existing electric line that served the condominium development but were located upon the neighboring property which is now known as Elk Ridge Condominiums. Copies of these easement documents and the Title Commitment exception page are enclosed. Both the water line and the electric lines have now been relocated and the easements that cover their new locations are shown on the Amended plat of Thirteenth Fairway Subdivision. It is now time to vacate these old easements as they are located beneath two proposed building sites. Would you please ask the Town Attorney to prepare the vacation ordinance 7 If you have any questions or require additional information, please contact us. Respectfully yours, Estes Park Sulveyors $ Engineers, Inc. ~aul M. Kdch*var, P.E. & P.L.S. - President cc: Leonard Arnold 2,9 /(cl 41-7 4.ft=.:4 - 1. - 11.1 2-4 I F4<.:.,1.-3 - ( w E-0 5 6 , 1.3 6/ .9 2.6 0/3 = f 'Â· ~ , 1 ' . 4 ~' 9 4 M b F 0 4 M 1 44 *- *.0 . M a joe 6-1 76 U .- U 11 4 f W M , â‚¬ 0>-0 4 -0 C .8 9 ..CU Z u O N.g . C : bo -0 U 58 14 t > 33 : C.4 - EwÂ» 4 9 8 4 11 C U MU U Ltd MEE c cd 5 E/D râ‚¬ a M M, o 2- Â¤ -~ -0- M ~:8xid t g. id 8%* 0 - O 0 A k 0-1 1 cd M U 2 2.940 2 2 M EME . .-4 1 1 h -O C. 0 -2 4 9 7 1 -RE us *2*,EME* , U Uk 3 8 -6 1 6 t.% 0 -2 g . -8 t U U 00 d- C U n. 1 O cs 'G U,C U k M ce U U 2-1 05= 1% 10 4 Â£ E i d &21 .2 C g g E E-1 N O 8,- : u. 20 4.5 2 . 0.- -0 4 n, 4- P.4 k .- -91/5~(2092 u N J C U %-8 Ize W O . c 8 U >< c. 1 62 1 8 8 1 A -0 0 M 8 u o 2 3 6. C C - A . 2 t.t 2.6%2: 32% .E R R. 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A bui -in virtual reference station (VRS) permits the satellite corrections to be uniformly accurate over d more positions, more accu technolo 1 rectly from any device SlDSSE jO 03 q nU St IOU.I.IOUJ I.{1!AA pp SO 1 UUEU.1 04119 0lq!suodsal o.Iu son!10 1{Ine [C ID!Unt.I.I pur JAIstodx# 'BUILLInSU03 ,Unl U Jq Unle,3 14130 uoursod 341 glois puu sairpp X11Â£3!lutliolne IDA<3)31 Sdt) 741 'armeaj inoX NATURAL RESOURCE AND LAND NIANAGEMENT ENVIRONMENTAL MONITORING AND SCIENTIFIC RESEARCH ever bef re s, Geiger counters, mag CLUP]SXS~>fx CIVE)01nv O :iNI/31]v SE l.p UO!1!pUOJ pile SU Ipn U 20 HV .[C!11 E SUID]SXS UjAO JO 0p23 JAU 5~[eki nOX OPI~Ai X~eonue uip p3pi002[ Oq 01 51[n]1333 8218 pUE JU!1 JIquu) 9 sainleg lupod pog SE Dns 'sall'llug) EaTE JO DUIT JO Uo!1,!sod 74:t puy *1I O11XOU Â·PlJH UnS are ]U U.IR~BUEUI U ID 00 mupjo spadsÂ£ IW 'mt[JO JJpUT-Iled 4111'JIBAUJOS ~ existing network of community base stations to differentially correct your data. With the Pro XR an ur position and d mely cost effective Data collection used to be extremely lab nensiv as a cut Blep Jq} PITnap 001 k 9110LUId UJUp Jitprii 00 01 IUMSXS UO !107~03 build a complete the features exact position in real-time. more. The recorded data is automatically combined wi GPS Olu! UOU UD lurip/4 219 U SU IpnS '0.ITUUJj }U!Od 23 210 00 Ul@}SXS gx Old Jo kIX Old inOA '5@JIAA IDI11 10 3 59223 JO P inOX NUIZILundo sopI Old pue '391 pue uleOI oi Xseo siI nOX '1 113 UI 'MmEDJ E jO resourc es has become an affordable reality. can now receive reliable real time differential corrections, free of charge. If you are in areas not yet covered by you need for making smart management c Cisions. ill Managers of the world's lands and natural difficult task. Now, more pressure is on to walk FREE DIFFERENTIAL an only be achieved systems, accurate, up 11?puels 11{0!1 01 'SJUOZ SupP!!nq UIOJj @SUB.I slosse 3&041 'sl DAndposop pormop 10]UO Uu) nOX 'sm ]ERJ inoX jo u~!31Â¤01 Jqi Spl0301 XIOIE.Inâ€žU IJA!0)01 8 93AJA\OH as @Ao.Idtu! pUE SisoJ 931!nbal 133(0.Id .InoXJI .2,~Up LIJAO BE.Hme Jolituqns 01 521mipjjo spuesnot{} deul IID noX 'Xouop uthorities often do 't h conomic viability and .UOF'331100 U.lup .10 SUBDUI JA!1321JD 'SOD 13 pjau IloA *X@u ess r ds anc[ lake boundari or as you simple as standing next to it fault lines or ' Lu.19 put munDDE 9! I.I.I@}SXS .I@prl!!HIEd 'IDA!002-1 SdD Â·InOX UIOIg SUOI[!sod ip!7Â¢L Poz!uolIpuXS puE pou!quio:, 4Ieo!lutuoin-e S! 933!A SU~Up JO BUD[~EM 1St1( Xq p~)102>01 Jq UED 'SOUOZ BU!uu-eld X[1331!p Blup SID mok Ile 100!103 SID In00 121}!3 D pUU 'SJ)13UI UO!1E1}U Jouoo PFUL@40 PUB S Japut}Hled E 41!AA UO!]UU.I.Igur BUE[03!1~3 7SUE.Il XSE+ JOj Xpeal ~imble is a pioneer in developing GPS as a data acquisition tool. Since bringing the first mapping system to market in 1984, Trimble has worked closely with customers for continual improvement. This has reSulte in today's higher performance levels making geographic data collection even simpler and more accurate than ever before. The GPS Pathfinder Pro XR and Pro XRS systems are the products of many years of development and research. Providing submeter accuracy on a second-by-second basis, these systems make GPS data The Pro XR now makes differential correction unbelievably simple. By completely integrating a radiobeacon receiver and antenna with the GPS receiver and antenna, you can now tap into the worldwide network of differential GPS radiobeacons. Using the Pro XR, customers within the broadcast area of a DGPS radiobeacon beacon transmissions, you can purchase the Pro XRS or the GPS-only version of the Pro XR and can use the The Pro XRS now extends the use of real-time where satellite differential corrections are most appropriate or where other sources of real-time differential corrections, such as MSK radiobeacons, are currently not available. 'palltaID JOAD Spol Suiddeut JAponpold tre ME.In)08 }SOUI '19019) 241 018 Stlimsks SHX Old pUB the entire satel| te coverage area, without degradation in the accuracy associated with increasing distance from Â·UI:) O1 ump 10]loq 01 mup ast:qd .10!110 spoold un noX 'sompooold oie!.Ido.Idde BuIMoll nooe 13 SNX Old pire NX Old 2411 'Spu!!ISEOD JO SO!Â·Irpunoq 'grEll 'SPBO] SU Ipng 982.Te 10 SOUTI d= 01 8 JUJUU 01 'SSVHE) put SSON 'uo!]Elson! IN HdoilimuI ~ Xo duID un noX t[OX,AJIns 12SF 41!7Â¢L 101)<Io, mup u Su!90 UI,41 pU collection not just a promising technology but a productive reality. SATELLITE DIFFERENTIAL 33Id:10 MTICINI:IHi 0311212/01 POXg 0 Memo Date: 01/12/98 To: Public Works Committee CC: From: Shawn Kraft, Bill Linnane RE: Global Positioning System (GPS) I am presenting the Global Positioning System or GPS that the Town budgeted for 1998. We called four vendors: Trimble, Magellan, Ashlech, and Sokkia for rough pricesof their respective systems. $16,000.00 was budgeted for this system. All four vendors were within a $1,000.00 price range of each other. Since the prices were close, we were able to compare them evenly. We decided to obtain a formal price quote from Trimble. There are several reasons why we chose Trimble. Since costs were pretty even we were able to consider capabilities. The Trimble system has several features that are significant advantages. 1. Trimble is currently in use by Rocky Mountain National Park, U.S. Forest Service, and Boulder County. All entities are very pleased with the technical support and performance of their GPS systems. 2. The availability of Trimble signal data. Since all of the above mentioned entities use Trimble, they are sources where signal data can be obtained. 3. Trimble has their own type of signal and therefore can achieve greater accuracies for the price than a signal that is written for more than one type of receiver. For example and accuracy of 10cm( approx. 4 inches) can be achieved with the Trimble for the price. The other manufacturers for the same price can achieve 20 cm( approx 11.5 inches). 4. Trimble has been in the GPS business longer than any other company and therefore has a long history as well as an excellent reputation as being the leader in GPS. They are going to be around for a long time. 5. Price: $15,534.00 is the lowest of all vendors. 6. The Trimble GPS unit is lighter, more mobile than the other comparable units by the other companies. We request approval to purchase the Trimble GPS. 3-1 08/23/97 10:22 BLACK & VEATCH T&D 002 August 28, 1997 Mr. Bill Linnane, P.E. Town of Estes Park Director of Public Works P. O. Box 1200 Estes Park, CO 80517 Dear Mr. Linnane: As requested, we are submilling this proposal to perform a water accountability study for ihe Town of Estes Park. Our proposal includes a scope of set vives and estimated fee. SCOPE OF SERVICES Proposed professional services include the followins tasks: 1. Meet with Town representatives to gather information fur the study and discuss Town policies affecting the study. 2. Identify amount of water delivered lo waler disti ibution system for most recent 24-month period. The accuracy of the water treatment plants' treated water production meters will be verified through Ieview of calibration and resting records. 3. Determine metered water sales during same 24-month period. 4 Estimate unmetered usage in water system for hydrant flushing, construction water, park irrigation, street sweeping, fire fighting, meier inaccuracies, theft, normal joint leaks and other purposes. 5. Review Town meter testing, repair and replacement policies and practices. 4-1 08/28/57 10:23 BLACK & VEATCH lau UU.3 Page 2 Mr. Bill Linnane January 24, 1997 6. Assist in testing isolated areas of distribution system. Such testing will include installing a temporary meter to measure water usage to isolated area of distribution system and comparing that usage with that area's water sales. 7. Determine reasonable amount of unaccounted-for water in Town system based on investigations conducted in Tasks 1 ihrough 6. The American Water Works Association Manual M36 will be used as a guide to this determination. 8. Provide study report documenting assumptions, procedures, calculations, findings, and recommendations. 9, Attend one meeting with Town repiesentatives 10 preseni study findings. ESTIMATED FEE A fee of $11,900 is estimated to complete the proposed scope of services based on 140 hours of effort. This fee is based on billable hourly rates plus direct expenses at cost. Dirccl expenses include travel, computer, postage, reptoduction, and telephone costs. 4-2 08/28/97 10:23 BLACK & VEATCH T&D 004 Page 3 Mr. Bill Linnane January 24, 1997 We greatly appreciate this opportunity to submit this proposal Please call me if you have any questions. If this proposal is acceptable to you, please return one executed original agreement to me. Very truly yours, John A. Gallagher alh ACCEPTED BY TOWN OF ESTES PARK Name Title Date 4-3 r. =1121-:Ellk ESTES PARK SCHbOL 47 vi.iMA 10' .*Â£t..... ~--Â· TRAFFIC REVIEW V;<-rÂ¥mt--~1)*dgqdii~ My/4-4 punt-15&41 .F)$,dz.2 127 - yr 3-ritrb/AA Ae'Gtlt-1 '~94/87 I Prepared-tor:*sm,a Au 78* 09:0/5*. bal "84/*/Bigff*4<1:5~*57 Tgn of Esys PaF k#*%3*0 AP.O. 82~11200 ~1 4Ettes ParRÂ¥CO 80517 Gliey Contact. Mr. Billihnnane 434# **,01 ,#[*7 W 5-51 AA i.fli#Â£4492/'mfyv ya .2 ~WgG**>99 t 93 4*A Prepared by: + ./- 3â‚¬4 ; 1 ~~â€¢ '<75572'I~ N~Nifels&tlrg Holt & Ullevig ..,~&* 52949~3978 Boulevard, Suite 400 2 -Gam~: f Englewood, CO 80111 303/721-1440 C ediect Engineer: Richard R. Follmer, P.E. $ rtncipal: Robert W. Felsburg, P.E., C.C.E. - FHU Reference No. 97-071 October, 1997 7-1 I I TABLE OF CONTENTS Page 1. INTRODUCTION ...................... .........................1 11. EXISTING CONDITIONS .........................................2 A. Roadway/Access Geometry .................................2 B. Traffic Volumes/Level of Service ........................ .4 C. Existing Traffic Control .....................................7 D. Bus Circulation Patterns .9 E. Pedestrian Movement Characteristics ...........................9 F. Vehicle/Pedestrian Operational Observations ..................... 13 111. RECOMMENDED IMPROVEMENTS .14 A. Vehicle Access/Circulation Improvements .......................14 B. Pedestrian Access Improvements............................. 15 IV. SUMMARY OF FINDINGS/RECOMMENDATIONS .......................23 . LIST OF FIGURES Â£222 1. Existing Street Network/Access Locations .3 2. Existing AM Peak Period Traffic Volumes - Week of May 12 ................5 3. Existing AM Peak Period Traffic Volumes - Week of September 15 ...........6 4. Existing Traffic Control Measures .......... ........................8 5. Bus Circulation Patterns ........................................10 6. Existing Bike/Walk Lane and Crosswalk Locations ........ ..............12 7. Recommended Traffic Control Measures .............................16 8. Recommended Sidewalk and Crosswalk Improvements ..................18 9. Recommended Traffic Control/Sidewalk/Bike Lane/Crosswalk Scenario .......20 1. INTRODUCTION The Town of Estes Park, in cooperation with the Park School District R-3, has initiated efforts to analyze traffic and pedestrian related issues adjacent to the Estes Park school campus. This campus houses all of the school classroom facilities for the Town, including Kindergarten through Grade 12, in four existing buildings (Elementary School, Intermediate School, Middle School and High School). The Intermediate School is new and has only been opened since the beginning of the 1997-98 school year. Also on the school property are the facilities management office, a school-sponsored day-care facility, and the local Park School District and Larimer County offices. This review focuses on two specific issues. The first issue involves vehicle movement/circulation patterns along Community Drive, Manford Avenue and Brodie Avenue adjacent to the school property. School bus arrival/departure movements, in combination with parent drop-off and student passenger car maneuvers, create a congested environment during the peak arrival and departure times during the school day. This review suggests improvements to relieve existing congestion and to improve safety. Second, since the school campus includes Kindergarten through Grade 12, pedestrian traffic to/from the campus includes young children, and their safety is a primary concern of both the Town and the school district. A designated school crossing across Community Drive exists at the Graves Avenue intersection and is part of a designated bike/walking lane along the south side of Graves Avenue. Along Manford Avenue at the northern edge of the campus, a designated bike/walking lane is also provided along the south side of Manford Avenue and a marked school crossing is provided across Community Drive. The second task of this review is to analyze pedestrian needs along Manford Avenue and to recommend sidewalk/walkway and crosswalk improvements adjacent to the school campus. This report includes information regarding existing traffic volumes, bus circulation patterns, the physical roadway layout adjacent to, and on, the campus property, an evaluation of traffic circulation issues, an analysis of sidewalk/walkway improvement options and a summary of the analysis findings and recommendations. 1 11. EXISTING CONDITIONS A. Roadway/Access Geometry A representation of the local street network adjacent to the school campus along with on-site streets is shown in Figure 1. The roadway network consists of four primary streets, more precisely described as follows: â€¢ Communitv Drive - This street is directly adjacent to the west property boundary of the school campus and is a two-lane roadway with left turn lanes at its intersections with Graves and Manford Avenues. This street serves as a major access road to the school campus with a number of the school bus movements utilizing this street. Access to the school property can be accomplished at four locations along the east side of Community Drive. Approximately 125 feet south of Manford Avenue is a bus-only access which directs bus pick-up and drop-off maneuvers to the Elementary, Middle and High School buildings. This access is for inbound movements only, with three (3) bus movements during the morning peak period and ten (10) bus movements during the afternoon peak period. Two other accesses are located at the northern and southern ends of the Elementary School parking area. These access points are used for circular pick-up/drop-off movements through this parking area as well as for teacher, parent and visitor parking. Inbound movements occur at the Graves Avenue intersection with Community Drive, while outbound movements occur about 240 feet north of Graves Avenue. A fourth access is provided about 150 feet south of Graves Avenue (about 405 feet north of Brodie Avenue). This access point is used for the Childrens Center day-care facility and for delivery vehicle access to the rear of the Elementary School building. This portion of Community Drive terminates at Manford Avenue at a "T" intersection, while approximately 350 feet to the east, Community Drive continues north toward U.S. 36 via another intersection with Manford Avenue. This offset alignment of Community Drive with Manford Avenue creates an .S. type movement for vehicles traveling northbound or southbound on this street. These two intersections will be referred to in this report as the West and East Community Drive intersections with Manford Avenue. Manford Avenue - A two lane roadway, this street connects Community Drive and the school campus with South St. Vrain Avenue, approximately 1900 feet to the west. A bike/walk lane approximately 7 feet wide exists along the south side of Manford Avenue. Manford Avenue terminates at the school campus on the east; however, access through the campus to Brodie Avenue is provided, though strictly meant for school vehicle maintenance and access activities. 2 4> ,,i* / 1 / LU W .>. \ 1 7 J V: 1 / , S .O I /- Â· o c):r flÂ«C A-PL 43 - ...4:E):*2 ~ 7- / / Â«/4 /~1 C / W. / 1- U -< --1 f./ 2 00 - -- R C Z = - <izati,7 / . W 0 - .1*=.I 2 -- - '. ~ ~ 2. ~.62 8. Community Drive ~ .. Â· LU I. Â· Â· A VI14--__j -r tf//I Community Drive 00 & 0 h 2 O e HIGH SCHOOL DNIallne ELSBURG LLEVIG~ Three points of access to the school property are provided along Manford Avenue. The easternmost access directly abuts the high school property and can be used for both inbound and outbound movements. An access to the school is also provided at the eastern Manford Avenue/Community Drive intersection. Although this access is the fourth "leg" of the intersection, only inbound movements are permitted. Both of these access locations serve the main High School and Middle School parking area. The remaining access location along Manford Avenue is approximately 90 feet east of the Manford Avenue/West Community Drive intersection. This access is used strictly for inbound bus movements to the pick-up/drop-off staging areas for the Elementary and Middle Schools. , Graves Avenue - This street is also a two-lane roadway connecting Community Drive with South St. Vrain Avenue approximately 1150 feet west of the school property. A bike/walk lane of about 7 feet wide is provided along the south side of Graves Avenue. At its intersection with Community Drive, access to the school property is by a designated school crosswalk along the south side of the intersection, connecting the bike/walk lane with the school property. Brodie Avenue - A two lane roadway, this street abuts the southern school property line, with a western terminus at Community Drive and an eastern connection to Fish Creek Road. Access points exist along Brodie Avenue to serve the Park School District offices (combined with the Larimer County offices) and the Park School District maintenance/facilities building. Access to the Intermediate School is provided at two points along Brodie Avenue. The easternmost access is used for both inbound and outbound movements; however, it appears that the school drop-off area is designed so that outbound movements at this access would be for service/delivery vehicles only. The westernmost access is restricted to outbound movements only. Typical student drop-off maneuvers have a counter-clockwise rotation through the Intermediate School access area. B. Traffic Volumes/Level of Service Traffic volumes were recorded during the weeks of May 12,1997 and September 15,1997 by Felsburg Holt & Ullevig and Park School District staff. Individual turning movements were recorded between 7:30 and 8:00am on a typical weekday and are shown in Figures 2 and 3. Traffic volumes were recorded on these dates to document the influence of the opening of the Intermediate School on circulation patterns adjacent to the school campus. As can be seen by comparing the traffic volumes contained in these two figures, an approximate 40 percent reduction in vehicles entering the school property at Graves Avenue and exiting directly to the north has occurred with the opening of the Intermediate School. 4 FELSBURG HOLT & ULLEVIG~ 0*- *_53 -4.. 41 JIL 7=101 f-- 94 Manford Avenue 111 - 43_! 7 110 1 F 49- PEDS o w 115-7 h C) 7Â·----- PEDS CO Inbound Bus Access Only CO to (0 t-- 98 ~ ,- 45 Parking / Drop-Off Access N NNO cv-- t~ 3 ' Graves Avenue JIL P=g Parking / Drop-Off Access 11_+ ltE 2-1 1-c,ce 10 N 14Â·----- PEDS R E E 0 0 Figure 2 Existing AM Peak Period Traffic Volumes - VN Week of May 12 (7:30 - 8:00 am) A NOT TO SCALE ~ North -A Estes Park School Analysts 97-071 10/6/97 eA!]0 4!UnWWOO 136 73 - FELSBURG HOLT & ULLEVIG~ 91Â·NO Y Mr t_ 47 - 63 - 109 JIL 7=87 -F-- 46 Manfor#Avenue E-2 96- 149 -\ 25_! 5:I.2 1 F 3 --~ 24- PEDS Lo e 100 -1 m LO 5-----\-- A PEDS ~ 5.----. PEDS g Inbound Bus f F Access Only .- C.) 2 L. 49 ~ F 32 Parking / Drop-Off Access - Â¢90091Â· r(0911 Graves Avenue JIL Parking / Drop-Off Access itd 7 1 F 6-l oooÂ©O N C) 4. 6 -----* PEDS Parking / Drop-Off Access OÂ® Ocul 1_119 00 .r JIL -0 r 12 J L -51 82 -1 t F 81 -+ 2 PEDS 0-7 Ohe) 4 1 Â·----4. . M ,-, PEDS ( PEDS 5 Figure 3 Existing AM Peak Period Traffic Volumes - VN Week of September 15 (7:30 - 8:00 am) A NOT TO SCALE A North Estes Park School Analysis 97-071 10/6/97 eA!10 4!UnUJUIOO Community Drive 92 - Other changes or shifts in the traffic volumes are evident at the remaining intersections and access locations. Some of these changes or shifts are likely attributable to the opening of the Intermediate School, while other changes or shifts can be attributed to normal day-to-day traffic fluctuations. The traffic volumes of Figure 3 were used to conduct a current level of service analysis at the following intersections: â€¢ Manford Avenue/West Community Drive Manford Avenue/East Community Drive , Community Drive/Graves Avenue Community Drive/Elementary School Parking Access . Community Drive/Brodie Avenue Brodie Avenue/Outbound Intermediate School Access A level of service (LOS) analysis provides a qualitative assessment of the traffic flow characteristics of an intersection with letter designations ranging from LOS A, representing essentially uninterrupted flow, to LOS F, a breakdown of traffic flow typical of excessive congestion and delay. An unsignalized level of service analysis for the morning peak time period was conducted per methods described in the 1994 Highwav Caoacitv Manual (TRB Special Report 209) for each of the intersections listed above. The analysis revealed that critical turning movements at each intersection operate at LOS B or better, representing a situation whereas each vehicle would experience 15 seconds or less of delay. However, due to the close proximity of these intersections, and in conjunction with bus access locations along Community Drive and Manford Avenue, congestion was observed, specifically on Community Drive. C. Existing Traffic Control Each intersection adjacent to the school campus operates with unsignalized control, i.e., stop signs control traffic on the minor street approaches. Brodie Avenue and Graves Avenue are stop-controlled at their intersections with Community Drive and both the East and West Community Drive intersections with Manford Avenue are stop-controlled. In addition, at the Manford Avenue/East Community Drive intersection, westbound vehicles on Manford Avenue are also required to stop. In conjunction with these vehicle right-of-way assignment controls, other regulatory and guide signs exist along the adjoining streets. For example, school crossing signs are provided at numerous locations. Regulatory speed limit signs also exist along Manford Avenue, Community Drive and Graves Avenue. These signs identify that a school zone exists, dictates the maximum speed in these areas (20 MPH) and specifies the times of the day that this speed -limit ib in operation -(7:30-8:30am and 2:30-4:00pm). These school speed limit sign assemblies are located on all approaches to the school campus (other than Brodie Avenue) and are also provided directly east of the Graves and Manford Avenue intersections with South St. Vrain Avenue, stipulating that all of Graves and Manford Avenues are regulated during school hours to 20 MPH. Figure 4 depicts the existing traffic control measures on Manford Avenue, Community Drive and Graves Avenue. 7 CD 135=,1 - b LL 5 / RPX / tifÂ·. -,tit.tz , i k': . 7 0,/5./Vh- 64v g.t(k,J:.fÂ·PiÂ·u: -4 .A -/14 g \ CD Z E 4,2-, ~ . el / r. F. LAJ- un__.j / / Juj --1 1.7 d 1 ///>/ 2.22.3.7/n - A : .t: I ./ Nut ;- /N / . ..11 ---- 11 ' -1 1 /4'rk/ 4....c ----11 /28&,2 HY..~. -'Â·7 , .- \...li: LU , V l > 12 .1 g 2, -A 1 I f P O -1 Community Drive 50 LU CO 1. 11 11 -L@, / -J Ul g & 6 â‚¬ -r S -1.18 g A 0# ....1 /1 4 4 0 -'- 1 '45 Community Drive 2â€¢4 r // e 5 1( 0 N 1 1 11% 7Af 07 2 - ,2 e _AL:e, EN: S einseeIN IO]jUOO 0!JJEJ1 6u!ls!x3 Manford Avenue SCHOO VI 1=131141 enueAV 0!POJ8 Lee 1/01 1Â£016 sisA,cuy 1004OS Mied solsil 31VOS 011ON FELSBURG HOLT & ULLEVIG~ D. Bus Circulation Patterns The facilities management building is located along the north side of Brodie Avenue near its intersection with Fish Creek Road. This building and adjacent property is used for bus storage and maintenance uses while also housing the facility manager's office. Bus circulation movements begin and end at this location, with a total of ten (10) buses being used for student pick-up/drop-off each day. During the morning route, buses start on their respective routes from the facilities management property. When returning to the school campus to unload students, three (3) buses access the school campus at the bus-only access on Community Drive (just south of Manford Avenue), while seven (7) buses access the campus at the bus-only access on Manford Drive (about 90 feet east of Community Drive). These buses then proceed to the staging areas directly adjacent to the Elementary and Middle Schools. When all students have unloaded, the buses proceed through the school property to Brodie Avenue and then east on Brodie Avenue to the facilities management property. During the afternoon period, all buses exit the facilities management property and proceed west along Brodie Avenue, north on Community Drive and into the school property to the bus staging areas. When students have boarded, all buses exit the school property at Brodie Avenue, with two (2) buses proceeding eastward on Brodie Avenue, and the remaining eight (8) buses proceeding westward to Community Drive (four (4) buses each then proceed north or south along Community Drive). The bus circulation patterns for the morning and afternoon routes are shown in Figure 5. E. Pedestrian Movement Characteristics On both Manford and Graves Avenues, there exists an ,approximate seven (7) foot wide bike/walk lane along the south side of these streets. The bike/walk lane is provided along the full length of these streets between South St. Vrain Avenue and Community Drive. In addition, the bike/walk lane on Manford Avenue extends about another 350 feet to the east to the East Community Drive intersection, although with a somewhat lesser width. At this intersection, the bike/walk lane connects to an existing sidewalk that proceeds along the existing interior street with access to the Middle/High School parking area. Designated crosswalks for pedestrian movements to/from the school campus exist at the following locations: , Community Drive/Graves Avenue intersection - A designated school crossing is provided across Community Drive along the south side of this intersection. This crossing serves as the eastern terminus of the bike/walk lanealong the south side of Graves Avenue between South St. Vrain Avenue and Community Drive. School crossing warning signs are placed in advance of this intersection on each approach. 9 C a, .8 E . 0 1- Ul Z. 1- 1 2 42/ 7 -1 C C 0 ./. A .CD ZZ E Ei <D \m \ r-1-_zi0 W . 1_394 7 1-J 9 8 t.(.1 Â«~ 149 J I - -- -il- I i 4. / A /.th J P E| f. \FIO O / \ + LU O e -- h= I. :. \ rm o / i EEFf / U.1 01/ / tt 00 ---Pli % f V Community Drive ~ .C m *k -4 1. 03 <&Â¥ n \Ut fift U u 1- K. Community Drive Ir 08 ( lE- E PAG O I X\12 U.le#ed uo!]e'no'!0 UOOUJeuv = 4- 31A13DVNV1N g em61:1 su.lelled u0!lego]!o sne HIGH SCHOOL LEGEND SCHOOL Manford Avenue ELEMENTARY SCHOOL FELSBURG 31VOS 011ON Â£022/ot imÂ·LO SISNNY 1004DS 419 #*3 ULLEVIG~ . â€¢ Manford Avenue/West Community Drive Intersection - Crosswalk markings are provided across the northbound (Community Drive) approach of this intersection. School crossing signs are located on the eastbound and westbound approaches. â€¢ Manford Avenue/East Community Drive Intersection - There is not a designated school crossing at this intersection; however, approximately 165 feet east of this intersection, there exists a designated school crossing across Manford Avenue. On the north side of Manford Avenue, the crossing serves access to recreational facilities. On the south side of Manford Avenue, however, the crosswalk does not attach to any physical pedestrian facility, only a grass embankment area. Approximately 20-25 feet to the south, this crosswalk continues across the interior parking area access street with connection to the existing sidewalk. â€¢ Community Drive/Brodie Avenue Intersection - A crosswalk exists along the east side of this intersection (across Brodie Avenue). A connection to asphalt walkways is available on both the north and south sides of Brodie Avenue. Figure 6 illustrates the bike/walk lane and crosswalk locations. During the morning peak access period, it was observed that the following number of pedestrians used each of these designated school crossings during the 7:30-8:00am time period. Intersection Mav '97 Sentember '97 Manford Avenue/West Community Drive 7 5 East of Manford Avenue/Community Drive 0 Community Drive/Graves Avenue 14 Community Drive/Brodie Avenue (Not Recorded) *One (1) pedestrian crossed Community Drive toward the Intermediate School. Five (5) pedestrians turned toward the Intermediate School from the south on Community Drive, walking along the south side of Brodie Avenue and then crossing Brodie Avenue toward the Intermediate School. 11 O 0 * . 4 FELSBURG HOLT & ULLEVIG~ d ASPHALT zf~~ BIKE /WALK ~| PATH ~ Manford Avenue BIKE / WALK LANE .......... r--1 BIKE /WALK LANE - i Ill lilli . = 1111111 : : SIDEWALK - 1 1 SIDEWALK i ~* = ~ Â·Â· ~ SIDEWALK ~94 ,~00.- \ 44,5 ) - I. \ NIP & ~ ELEMENTARY Graves Avenue ~ ' ..,\ 90000 , .. SCHOOL BIKE /WALK ,~ 1 LANE ! R f 't Q C 2 E E LEGEND C DOODO Existing Crosswalk Existing Sidewalk or ASPHALT - Bike /Walk Lane Â·: BIKE / WALK i PATH ~~ Sandie Avenue Figure 6 Existing Bike / Walk Lane VN and Crosswalk Locations A NOT TO SCALE North .A Estes Park School Analysis 97471 10/13/97 ema h#Unwwoo F. Vehicle/Pedestrian Operational Observations A site investigation of vehicle and pedestrian movements/characteristics along Community Drive and Manford Avenue during the morning peak period revealed the following observations: , Community Drive has a high level of vehicle activity, and the area between Brodie Avenue and Manford Avenue has the highest number of conflicting turning movements and vehicle congestion. Southbound left turn movements into the Elementary School parking area experienced a queue of 6-8 vehicles on a regular basis when recorded during May of this year; however, the recorded queues were not over 4 vehicles in September. Northbound right turn movements into the Elementary School parking area were required to queue on Community Drive during May. Queuing was not evident during September, however. Both of these congestion issues during May of this year were a result of dwell times of vehicles making student drop-off movements adjacent to the Elementary School in the parking area. With the opening of the Intermediate School, these traffic volumes have diminished, and in the case of the northbound right turn queue, were not evident. , Between the West and East Community Drive intersections with Manford Drive, vehicle activity was also at a high level; however, a lower number of conflicting turning movements and fewer access locations than on Community Drive allows this area to operate more smoothly. The number of queued vehicles on Manford Avenue for the westbound left turn movement at West Community Drive was not more than 1 or 2 during the morning peak period, while the eastbound left turn at the East Community Drive intersection is not stop-controlled and, therefore, vehicle queues were not evident for this movement. â€¢ The Elementary School principal assisted students with their crossing maneuvers at the Community Drive/Graves Avenue intersection. It is our understanding that this assistance occurs on a frequent basis; however, it is not guaranteed that the principal or other school employees will provide this service each day. 13 111. RECOMMENDED IMPROVEMENTS A. Vehicle Access/Circulation Improvements Physical and operational changes to the local street network and existing traffic control adjacent to the school property were investigated to develop a safer operating environment for both school children and the traveling public. As part of these changes, the following improvements were investigated: â€¢ Create all-way stop-controlled intersections at some locations which would reduce delay for minor street vehicles when attempting to merge into the major street traffic (e.g., it would be easier for a northbound vehicle on Community Drive to turn left or right if vehicles on Manford Avenue were required to stop). â€¢ Realign Community Drive through the adjacent rodeo grounds to align with Community Drive south of Manford Avenue, thereby creating one 4-legged intersection and eliminating the existing two offset "T" intersections. I Changes to signing, striping, crosswalk and traffic control measures along Community Drive, Manford Avenue, Graves Avenue and Brodie Avenue adjacent to the school campus. As noted previously, a new Intermediate School bu.ilding has been constructed along Brodie Avenue and is used for Grades 3 through 5. The new building houses some of the students who previously used the Elementary School as well as students that had been receiving class instruction in temporary buildings on the school campus. From a conversation with school staff, approximately half of the students enrolled at the Elementary School in the spring of 1997 have been relocated to the new Intermediate School. Therefore, approximately half of the parent drop-off maneuvers at the Elementary School would be expected to relocate to the new Intermediate School also. As was noted in Section 11-B, inbound and outbound movements adjacent to the Elementary School have decreased significantly. The following information serves to document the traffic control and signing and striping recommendations for the adjacent street system: , It is recommended to convert the Manford Avenue/West Community Drive intersection to an all-way stop-controlled intersection. Currently, only the Community Drive approach (northbound) to the intersection is stop-controlled. Field investigations revealed that the northbound direction of travel experiences queues of 5-6 vehicles on a regular basis while waiting for an appropriate gap in the Manford Avenue travel stream. An all-way stop condition would benefit this movement by creating opportunities for the northbound direction of travel to access Manford Avenue. Average vehicle delay on each approach is expected to be less than four (4) seconds per vehicle with all-way stop control. 14 b It is not recommended to realign East Community Drive to the West Community Drive location. Although this action would create a four-legged intersection at this location and would eliminate the two offset "T" intersections, the realignment of East Community Drive is not necessary to provide improved vehicle operations or pedestrian safety in this area. The benefit of such an improvement would be to consolidate turning movement conflict points to one location in anticipation of reduced vehicle delay and an improved level of service. Vehicle operational analyses revealed, however, that levels-of-service would remain at LOS B or better, the existing condition. There also is concern that the realignment of these two "T" intersections would create additional "cut-through" traffic between U.S. 36 and South St. Vrain Avenue. Implementing improvements that may increase traffic volumes adjacent the school campus is not recommended. If traffic volumes were to increase as a result of street realignment, any improvements in vehicle operations may be offset. , As part of the overall traffic control recommendations, certain signing changes should be considered. These include the addition of new signs or the removal of existing signs and are based on the recommended improvements for both vehicle and pedestrian access. Note: The Manual On Uniform Traffic Control Devices states "The School Crossing sign is intended for use at established crossings including signalized locations used by pupils going to and from school, excelot that at crossinas controlled bv ston sians. the sign should be omitted". In addition, the Institute of Transportation Engineers, in their publication School Trip Safety Program Guidelines, states "A school crossing sign is intended for use at established school crossings. They mav not be necessarv at a crossing where there is a yield or stop sign or traffic signal". Based on this information, existing school crossing signs could be removed from the local streets, specifically, southbound East Community Drive approaching Manford Avenue, eastbound Manford Avenue approaching West Community Drive, westbound Manford Avenue approaching West Community Drive and eastbound Graves Avenue approaching West Community Drive. Since pedestrian safety is of utmost concern adjacent to the school campus, it is recommended that each approach with designated crosswalks, whether stop controlled or not, be signed with School Crossing Signs. Figure 7 shows the recommended signing changes for the adjacent street network. B. Pedestrian Access Improvements The second task of this review was to recommend pedestrian access improvements to enhance the overall pedestrian safety of the adjacent street system. These tasks specifically include a recommendation for a pedestrian sidewalk location along Manford Avenue between Corhmunity Drive and South St. Vrain Street. Crosswalk, sidewalk/bike lane and signing recommendations are also included. 15 â‚¬3 Iii*gi * * Â§12 - liT- (De r-le *ile =5%*:11'ee m \-lee . dee U. / 'MIEEN 18 1 1 . -4 ./ I N<4>,/ \ 42/ \ 7 /1 Â«<:r Z ZE a 3 0 w-r Qi =436443 --- / Bi / / 1 2 kl iEEE // ~ NA Â»Cf ----,1 1 n- ke - . 1 , - ---,1 2 E 2 if 3 . ---- Â»13 jim -1 4-- - eÂ¥1 ==F/ (34 6 \ t< \ Community Orive / Â» '.>~7 EX / 11 / :Â·A : 0.-1 ./ \ -le e e ti <INIi \0 b GO ConÂ¥â„¢,14 Drive ~ ff/9 4 4 3 13 : 3 1 2. 2 Yl eV Â§ i > LU Cqi z air,61:1 REMAIN REMOVE Salnseell !04UOO 0!J}Bil papUOUJU.IOJeE LEGEND F E L ~ B U R G .1 Manford Avenue Sidewalk The impetus of this task was to determine which side of Manford Avenue (north or south) would be the best location for a new pedestrian sidewalk. Site investigations revealed that the south side of Manford Avenue has nine businesses, including the Estes Park Lumber Company, Rent All Sales and Service, and the Rains Motor Company, to name a few. It is possible to construct a sidewalk along the south side on Manford Avenue; however, to provide a safe pedestrian environment, it may be necessary to consolidate driveway locations and/or limit parking at some locations to refine the "wide-open" nature of these areas. Woodstock Drive also intersects Manford Avenue as a "T" intersection and would necessitate a formal pedestrian crossing at that location. On the north side of Manford Avenue, however, only the Standley Park Rodeo Grounds and one private residence exist. Sufficient area is available between the existing edge of pavement and the Rodeo Grounds property to construct a sidewalk in this area with less disruption to the adjacent property owners and at an anticipated lesser cost. Based on this information, it is recommended that the pedestrian sidewalk be located along the north side of Manford Avenue between South St. Vrain Avenue and East Community Drive. With this in mind, two (2) basic design concepts could be used for the construction of the sidewalk - attached or detached. As noted previously, sufficient area is available along the north side of Manford Avenue to construct a sidewalk. Approximately 15-25 feet (depending upon the location along Manford Avenue) exists between the existing edge of pavement and the existing right-of-way of Manford Avenue. Therefore, either type of sidewalk could be provided. An attached sidewalk would require the construction of curb and gutter along the pavement edge and could necessitate earthwork improvements since the top of the sidewalk would be approximately 6 inches above the adjoining pavement elevation. The construction of curb and gutter, however, does not require that the sidewalk be attached. A detached sidewalk could be constructed at ground level, thereby minimizing earthwork requirements. Also, the sidewalk could be constructed in a more meandering manner and could be an aesthetically pleasing alternative to a more straight alignment. At the intersection of Manford Avenue and South St. Vrain Avenue, pedestrian crosswalks and a pedestrian signal phase at the new traffic signal are being provided as part of the construction of the South St. Vrain Avenue improvements. A new sidewalk along the north side of Manford Avenue could connect to the proposed sidewalk and curb ramp in the northeast corner of the South St. Vrain Avenue/Manford Avenue intersection. Related Pedestrian Improvements With either an attached or detached sidewalk along Manford Avenue, additional sidewalk would also be required on school property to connect to existing sidewalk locations so that pedestrians could have continuous access along Manford Avenue or other local streets to/from the school campus. In addition, new sidewalks and crosswalks are also recommended at other locations to provide improved pedestrian access and safety. The recommended locations for new sidewalk and crosswalks are discussed below and are shown in Figure 8. 17 FELSBURG Â· HOLT & ULLEVIG~ t<ASPHALT 11 BIKE / WALKPATH SIDEWALK P EZZE'.r -/<LES449#72/â€ž//ill,#1,1,//1/1///I///1///.I/##/#ium 1~A ..Â«kET..... -â„¢42Zk/,=////////////////////////////////////= . BIKE LANE == Manford Avenue BIKE LANE<V23>.. - - - ~ ASPHALT 4 - 19 BIKE /WALI<PATH r. JI1111111 1 E|SIDEWALK \ ' -Ii ---- = 1111111 SIDEWALK ~ ~ SIDEWALK j . 5 .. SIDEWALK ,- :: n I \ Graves Avenue > ~ 4#~,~~-~~ < 1 + ELEMENTARY BIKE / WALK ./ SCHOOL LANE . . .. M /.. 0 . .C : LEGEND Q *i C : lilli Proposed Crosswalk E E i 00000 Existing Crosswalk O Â· Proposed Sidewalk or Bike / Walk Lane b . Existing Sidewalk or B ike / Walk Lane ASPHALT BIKE /WALK r PATH SIDEWALK *111,1,1,11*12"11'll#"Unt,11"i#in#,1,11,"1,1~~1~~~I~~L~I~ZI Brodie Avenue - lili Figure 8 Recommended Sidewalk and Crosswalk Improvements A NOT TO SCALE North A Estes Park School Analysis 97-071 10/2297 eA!Ja /[1!Unt.Ull,00 -azz= ]BO[ ... ~ .......... t Sidewalk â€¢ Along the east side of Community Drive between Manford Avenue and the Elementary School parking area. Between Manford Avenue and the access road to the High School, thereby connecting the existing crosswalks across these streets. , Along the north side of Brodie Avenue and adjacent to the outbound Intermediate School access. Crosswalks â€¢ Across Manford Avenue on the east side of the West Community Drive intersection. , Across Manford Avenue on the west side of the East Community Drive intersection. â€¢ Across Graves Avenue at Community Drive. Across Community Drive on the south side of the Brodie Avenue intersection. Another important aspect to consider is bicycle activity. A new sidewalk along Manford Avenue is recommended for pedestrian activity only and, therefore, the existing bike/walk lane could remain and be used by bicyclists. However, the Bicvcle Desian Guidelines by the Colorado Department of Transportation, states "bicycle lanes should always be one-way facilities and carry traffic in the same direction as adjacent motor vehicle traffic". Therefore, it is recommended that separate bicycle lanes be provided on Manford Avenue, one each on the north and south sides of the street. The width of Manford Avenue is approximately 36-38 feet. This dimension would provide sufficient width to incorporate two 5 foot bike lanes (the minimum width recommended by CDOT) and two 13-14 foot vehicle travel lanes on Manford Avenue. Further, as noted in Section 11-E, twice as many pedestrians were recorded;at the Community Drive/Graves Avenue intersection than at the Manford Avenue/West Community Drive intersection during May of this year, while an approximately equal number of pedestrians were recorded during September. If these levels of pedestrian adtivity represent typical conditions at each of these intersections, the Town should also examine whether walkway improvements should be provided along Graves Avenue as well. Initial investigations revealed that either side on Graves Avenue may be equally suited for a new sidewalk. Signing The signing improvements adjacent to the school campus include the necessary signing to implement the improvements stated previously in this section. Some of the more significant changes are as follows: , Stop signs for eastbound and westbound Manford Avenue at West Community Drive. Schdol crossing signs for northbound and southbound West Community Drive at Brodie Avenue. , One Way signs and a Do Not Enter sign should be added to the existing stop sign at the outbound Intermediate School access. , Additional School Speed Limit signs have been added at several locations. Figure 9 is a compilation of the traffic control, sidewalk, bike lane and crosswalk improvements if all of the recommendations are implemented. 19 f NI u- r-Om r- r- r- m - 'A < 03 ..N rÂ·-IE -relm @~* - 0- C N 0 i1%BZ Q = 4 1 8 = 0 2Â·f. e@>~ ~ ~ ~IIB ~A - ). . ii I Ncula 4 hÂ» 11 10.10 / 4 l/8 / :11-1 - , . / \ 4/41/ ,-1 1 \ 912 /Fil Â¥ â€ž,1 + A *./il14i/ - '-Al DA!10 4!Unwwoo 4 /11.1 = c -2 ,*::~'\ f==p-irÂ« - ,,,, k. //IRE-il V ..4 |0~ /-r: i~ L.Â«4=,1111 i // e a 18% ~/'hA!JO Al,UnWUJOO Â· 1," , &4~ Bur /.41 rÂ» JL P 'WAol 1 e Â· A 4 ~. ..3 A 1\ -1 .2 \ iiI N[=9 - 4 11 059 m.t \ T El -J tÂ« 1 --Z f -- 3 1 7 1 I. 1 1 rl - - - e eL 9/7Â·.\ / / 1/ , ---- / VIC.Y.g.*11>1.- 4% / Ldth 427*3-/ lij 'll E g 3 0 - t.'J 1 11. .64~ 181 Zimm 1 1 - ill' 'be.i? u* 2>. y:, .1 44.jjÂ» 14:?Â·t?% N44/ \67 k PARKING ~ enueAV @!POJE! 10OH~> Manford Avenue SCHOOL 0!JelleOS MleAASSOJO / auel 84!8 / MIBMeP!S / 101 :UOO 0!Jieil pepualliWOOew < - HIGH SCHOOL --1 <---h r 6 ain61=1 Crossing Guard Operations As noted in Section 11-F, the Elementary School Principal or other school employees provide crossing guard services at the Community Drive/Graves Avenue intersection. The question has arisen as to the necessity of crossing guard operations at this, or other, intersections adjacent to the school campus. The Manual On Uniform Traffic Control Devices has developed information regarding school crossing supervision. Some of the salient information is: â€¢ Adult guards may be used to provide gaps in traffic at school crossings where an engineering study has shown that adequate gaps must be created. , Adult control of pedestrians and vehicles can be used, while only pedestrians should be controlled by student patrols. â€¢ Adult guards should be special police officers appointed by the local police agency. , The local police agency should be responsible for the selection, training and supervision of adult guards. , Adult guards must understand children and in addition should possess such qualifications as: average intelligence, good physical condition including sight and hearing, mental alertness, neat appearance, good character, dependable and sense of responsibility for safety of children. , Adult guards should be uniformed with a distinctively different uniform from what is worn by local police officers. A reflectorized 18" stop paddle should be used to create gaps in the vehicle travel stream. , Student patrols should only be used when there is no need to create gaps in traffic. As can be seen from this information, using crossing guards to create gaps in vehicle traffic for improved pedestrian safety is not a matter to be taken lightly. All of the information in the MUTCD should be adhered to so that pedestrian safety is guaranteed and that legal ramifications do not occur. A theoretical vehicle gap analysis was conducted using a poisson distribution method based on three factors: the recorded traffic volumes, a conservative estimate of the time necessary to cross Community Drive and the number of seconds during the time period when traffic volumes were recorded. The analysis estimated that there are a sufficient number of gaps in the vehicle travel stream to service the number of pedestrians recorded at the Community Drive/Graves Avenue crosswalk during either May or September of this year (a maximum of 14 pedestrians). To exactly determine the number of available gaps for pedestrian crossing movements, an engineering stOdy of vehicle gaps should be undertaken based-on the procedures outlined in Transportation and Traffic Engineering Handbook by the Institute of Transportation Engineers. It would be necessary to conduct the study without crossing guard operations so that a good sampling of gaps could be recorded. If the results of these analyses reveal that a crossing guard is necessary, the criteria in the MUTCD for establishing crossing guard supervision should be followed. 21 . This study has investigated whether the Community Drive/Graves Avenue intersection should also have all-way stop-control as is recommended for the Manford Avenue/West Community Drive intersection, thereby eliminating the need for a crossing guard. While the analyses revealed that vehicle operations at the Manford Avenue/West Community Drive intersection would benefit from all-way stop-control (northbound vehicle queues on Community Drive would be lessened), the same is not true for the Community Drive/Graves Avenue intersection. The level of vehicle activity from Graves Avenue onto Community Drive is considerably less than the level of vehicle activity on northbound Community Drive at Manford Avenue. Thus, continually stopping vehicles on Community Drive would cause undue delay to the northbound and southbound movements, while only providing limited benefit to vehicles on Graves Avenue. Please keep in mind that the affect of installing all-way stop-control at any of these intersections will be felt during every day of the year and during each hour of the day, not only during the school year and during the peak pick-up and drop-off times. iJ 22 IV. SUMMARY OF FINDINGS/RECOMMENDATIONS The Town of Estes Park, in cooperation with the Park School District R-3, has initiated efforts to analyze traffic and pedestrian issues adjacent to the Estes Park school campus. All of the school classroom facilities for the Town are housed in four buildings on the school campus, including the Elementary School, Intermediate School, Middle School and High School. This review focuses on two specific issues: (1) vehicle operational characteristics and circulation patterns adjacent to the campus, and (2) pedestrian safety and access to/from the school property. Specific issues investigated in this review include changes to traffic control measures at adjacent intersections, changes to both vehicle and pedestrian signing and the addition of new sidewalk, bike/walk lanes and crosswalks. Traffic volumes were recorded during the weeks of May 12,1997 and September 15,1997 by Felsburg Holt & Ullevig and Park School District staff. Traffic volumes were recorded on these dates to document the influence of the opening of the Intermediate School on circulation patterns adjacent to the school campus. Each intersection adjacent to the school campus operates with unsignalized control, i.e., stop signs control traffic on the minor street approaches. Brodie Avenue and Graves Avenue are stop-controlled at their intersections with Community Drive, and both the East and West Community Drive intersections with Manford Avenue are stop-controlled. In addition, at the Manford Avenue/East Community Drive intersection, westbound vehicles on Manford Avenue are also required to stop. In conjunction with these vehicle right-of-way assignment controls, other regulatory and guide signs exist along the adjoining streets. For example, school crossing signs are provided at numerous locations. Regulatory speed limit signs also exist along Manford Avenue, Community Drive and Graves Avenue. These signs identify that a school zone exists, dictates the maximum speed in these areas (20 MPH) and specifies the times of the day that thisspeed limit is in operation (7:30-8:30am and 2:30-4:00pm). Bus circulation routes begin and end at the facilities management building located along the north side of Brodie Avenue near its intersection with Fish Creek Road. A total of ten (10) buses are being used for student pick-up/drop-off each day. A site investigation of vehicle and pedestrian movements/characteristics along Community Drive and Manford Avenue during the morning peak period revealed the following observations: , Community Drive has a high level of vehicle activity, and the area between Brodie Avenue and Manford Avenue has the highest number of conflicting turning movements and vehicle congestion. Vehicle queues were- evident during May of this year for southbound left turn movements and northbound right turn movements into the Elementary School parking area. With the opening of the Intermediate School, these traffic volumes have diminished, and in the case of the northbound right turn queue, were not evident. 23 ./ , Between the West and East Community Drive intersections with Manford Drive, vehicle activity was also at a high level; however, a low number of conflicting turning movements and few access locations allows this area to operate relatively smoothly. I The Elementary School principal assisted students with their crossing maneuvers at the Community Drive/Graves Avenue intersection. It is our understanding that this assistance occurs on a frequent basis; however, it is not programmed that the principal or other school employees will provide this service each day. Physical and operational changes to the local street network and existing traffic control adjacent to the school property were investigated to develop a safer operating environment for the traveling public. The following information serves to document the traffic control, signing and striping, and pedestrian access recommendations for the adjacent street system: â€¢ Convert the Manford Avenue/West Community Drive intersection to an all-way stop- controlled intersection. Currently, only the Community Drive approach (northbound) to the intersection is stop-controlled. Field investigations revealed that the northbound direction of travel experiences queues of 5-6 vehicles on a regular basis while waiting for an appropriate gap in the Manford Avenue travel stream. An all-way stop condition h would benefit this movement by creating opportunities for the northbound direction of : travel to access Manford Avenue. Average vehicle delay on each approach is expected '' to be less than four (4) seconds per vehicle with all-way stop control. , Do not realign East Community Drive to the West Community Drive location. Although this action would create a four-legged intersection at this location and would eliminate the two offset "T" intersections, the realignment of East Community Drive is not necessary to provide improved vehicle operations or pedestrian safety in this area. There also is concern that the realignment of these two "T" intersections would create , additional "cut-through" traffic between U.S. 36 and South St. Vrain Avenue.9 If traffic Z volumes were to increase due to a realignment, any improvements in vehicle operations may be offset. â€¢ Construct a new pedestrian sidewalk along the north side of Manford Avenue between South St. Vrain Avenue and East Community Drive. , Provide a sidewalk along the east side of Community Drive between Manford Avenue and the Elementary School parking area. â€¢ Construct an asphalt bike/walkpath between Manford Avenue and the access road to the High School, thereby connecting the existing crosswalks across these streets. , Construct a sidewalk along the north side of Brodie Avenue and adjacent to the outbound Intermediate School access. 24 . ./ f . Provide new crosswalks at the following locations: -across Manford Avenue on the east side of the West Community Drive intersection. -across Manford Avenue on the west side of the East Community Drive intersection. -across Graves Avenue at Community Drive. -across Community Drive on the south side of the Brodie Avenue intersection. , Install a separate bicycle lane for westbound Manford Avenue between East Community Drive and South St. Vrain Street. , As part of the overall traffic control and pedestrian access recommendations, certain signing changes will be necessary. These include the addition of new signs or the removal of existing signs and are based on the above improvements. Some of the more significant changes are as follows: -Stop signs for eastbound and westbound Manford Avenue at West Community Drive. -School crossing signs for northbound and southbound West Community Drive at Brodie Avenue. -One Way signs and a Do Not Enter sign should be added to the existing stop sign at the outbound Intermediate School access. -Additional School Speed Limit signs have been added at several locations. To determine if a crossing guard is necessary at a particular location, an engineering study of vehicle gaps should be undertaken based on the procedures' outlined in Transportation and Traffic Engineering Handbook by the Institute of Transportation Engineers. If the results of these analyses reveal that a crossing guard is necessary, the criteria set forth in the Manual On Uniform Traffic Control Devices tor establishing croising guard supervision should be followed. 25 - IV. SUMMARY OF FINDINGS/RECOMMENDATIONS The Town of Estes Park, in cooperation with the Park School District R-3, has initiated efforts to analyze traffic and pedestrian issues adjacent to the Estes Park school campus. All of the school classroom facilities for the Town are housed in four buildings on the school campus, including the Elementary School, Intermediate School, Middle School and High School. This review focuses on two specific issues: (1) vehicle operational characteristics and circulation patterns adjacent to the campus, and (2) pedestrian safety and access to/from the school property. Specific issues investigated in this review include changes to traffic control measures at adjacent intersections, changes to both vehicle and pedestrian signing and the addition of new sidewalk, bike/walk lanes and crosswalks. Traffic volumes were recorded during the weeks of May 12,1997 and September 15,1997 by Felsburg Holt & Ullevig and Park School District staff. Traffic volumes were recorded on these dates to document the influence of the opening of the Intermediate School on circulation patterns adjacent to the school campus. Each intersection adjacent to the school campus operates with unsignalized control, i.e., stop signs control traffic on the minor street approaches. Brodie Avenue and Graves Avenue are /1,Â· stop-controlled at their intersections with Community Drive, and both the East and West Community Drive intersections with Manford Avenue are stop-controlled. In addition, at the Manford Avenue/East Community Drive intersection, westbound vehicles on Manford Avenue are also required to stop. In conjunction with these vehicle right-of-way assignment controls, other regulatory and guide signs exist along the adjoining streets. For example, school crossing signs are provided at numerous locations. Regulatory speed limit signs also exist along Manford jAvenue, Community Drive and Graves Avenue. These signs identify that a school zone exists, dictates the maximum speed in these areas (20 MPH) and specifies the times of the day that this speed limit is in operation (7:30-8:30am and 2:30-4:00pm). Bus circulation routes begin and end at the facilities management building located along the north side of Brodie Avenue near its intersection with Fish Creek Road. A total of ten (10) buses are being used for student pick-up/drop-off each day. A site investigation of vehicle and pedestrian movements/characteristics along Community Drive and Manford Avenue during the morning peak period revealed the following observations: Community Drive has a high level of vehicle activity, and the area between Brodie Avenue and Manford Avenue has the highest number of conflicting turning movements and vehicle congestion. Vehicle queues were evident during May of this year for southbound left turn movements and northbound right turn movements into the Elementary School parking area. With the opening of the Intermediate School, these traffic volumes have diminished, and in the case of the northbound right turn queue, were not evident. 23 7-1 . . , Between the West and East Community Drive intersections with Manford Drive, vehicle activity was also at a high level; however, a low number of conflicting turning movements and few access locations allows this area to operate relatively smoothly. â€¢ The Elementary School principal assisted students with their crossing maneuvers at the Community Drive/Graves Avenue intersection. It is our understanding that this assistance occurs on a frequent basis; however, it is not programmed that the principal or other school employees will provide this service each day. Physical and operational changes to the local street network and existing traffic control adjacent to the school property were investigated to develop a safer operating environment for the traveling public. The following information serves to document the traffic control, signing and striping, and pedestrian access recommendations for the adjacent street system: â€¢ Convert the Manford Avenue/West Community Drive intersection to an all-way stop- controlled intersection. Currently, only the Community Drive approach (northbound) to the intersection is stop-controlled. Field investigations revealed that the northbound direction of travel experiences queues of 5-6 vehicles on a regular basis while waiting for an appropriate gap in the Manford Avenue travel stream. An all-way stop condition would benefit this movement by creating opportunities for the northbound direction of travel to access Manford Avenue. Average vehicle delay on each approach is expected to be less than four (4) seconds per vehicle with all-way stop control.. I Do not realign East Community Drive to the West Community Drive location. Although this action would create a four-legged intersection at this location and would eliminate the two offset "T" intersections, the realignment of East Community Drive is not necessary to provide improved vehicle operations or pedestrian safety in this area. Thdre also is concern that the realignment of these two "T " intersections would create additional "cut-through" traffic between U.S. 36 and South St. Vrain Avenue. If traffic volumes were to increase due to a realignment, any improvements in vehicle operations may be offset. %\ Construct a new pedestrian sidewalk along the north side of Manford Avenue between South St. Vrain Avenue and East Community Drive. ~~*:~ Provide a sidewalk along the east side of Community Drive between Manford Avenue and the Elementary School parking area. %1~~~:~ Construct an asphalt bike/walkpath between Manford Avenue and the access road to the High School, thereby connecting the existing crosswalks across these streets. outbound Intermediate School access. Construct a sidewalk along the north side of Brodie Avenue and adjacent to the 24 4 â€¢ Provide new crosswalks at the following locations: -across Manford Avenue on the east side of the West Community Drive intersection. -across Manford Avenue on the west side of the East Community Drive intersection. -across Graves Avenue at Community Drive. -across Community Drive on the south side of the Brodie Avenue intersection. â€¢ Install a separate bicycle lane for westbound Manford Avenue between East Community Drive and South St. Vrain Street. , As part of the overall traffic control and pedestrian access recommendations, certain signing changeÂ§_will be necessary. These include the addition of new signs or the femoval of existing signs and are based on the above improvements. Some of the more significant changes are as follows: -Stop signs for eastbound and westbound Manford Avenue at West Community Drive. -School crossing signs for northbound and southbound West Community Drive at Brodie Avenue. - , I + 4 -One Way signs and a Do Not Enter sign should be added to the existing stop I I sign at the outbound Intermediate School access. -Additional School Speed Limit signs have been added at several locations. e .J V f ... U To determine if a crossing guard is necessary at a particular location, an engineering study of vehicle gaps should be undertaken based on the procedured outlined in Transportation and Traffic Engineering Handbook bv the Institute of Transportation Engineers. If the results of these analyses reveal that a crossing guard is necessary, the criteria set forth in the Manual 1 On Uniform Traffic Control Devices for establishing crodsing guard supervision should be followed. 25 F,EL S B U R G ' HOLT & ULLEVIG~ t/ASPHALT 11 BIKE /WALKPATH SIDEWALK - 4/:-: -.9... -=miti,1 .......Im/mill./.............. ..! -- BIKE LANE === anford Avenue BIKE LA~Nk:. ~ ~ = \ 4 Â· BIK / WALKPATH lilli111 SIDE A K = Illllll SIDEWALK ' ' ..........~-~ SIDEWALK i: . SIDEWALK <,- 5- \ \ \ 45554.... Graves Avenue > ELEMEN RY BIKE / WALK ODD[ i. .- SCHOO LANE . 5080 . 85 , g LEGEND lilli Proposed Crosswalk C Â· . E 00000 Existing Crosswalk E i 0 .. . Proposed Sidewalk or Bike / Walk Lane Existing Sidewalk or B ike / Walk Lane j ASPHALI ---- : BIKE / WALK r PATH SIDEWALK 1111,11,111,11,1,11,0,11,111â€ž1*11,111111,1,11#111~~~~ ~ \ = Brodie Avenue Figure 8 1 Recommended Sidewalk VV and Crosswalk Improvements A NOT TO SCALE North ~ Estes Park School Analysis 97Â·071 10/2297 aA!JO AliunUJUIOO 11 , Sidewalk ,~ â€¢ Along the east side of Community Drive between Manford Avenue and the Elementary School parking area. , Between Manford Avenue and the access road to the High School, thereby connecting the existing crosswalks across these streets. , Along the north side of Brodie Avenue and adjacent to the outbound Intermediate School access. Crosswalks , Across Manford Avenue on the east side of the West Community Drive intersection. â€¢ Across Manford Avenue on the west side of the East Community Drive intersection. â€¢ Across Graves Avenue at Community Drive. , Across Community Drive on the south side of the Brodie Avenue intersection. Another important aspect to consider is bicycle activity. A new sidewalk along Manford Avenue is recommended for pedestrian activity only and, therefore, the existing bike/walk lane could remain and be used by bicyclists. However, the Bicvcle Design Guidelines by the Colorado Department of Transportation, states "bicycle lanes should. always be one-way facilities and carry traffic in the same direction as adjacent motor vehicle traffic". Therefore, it is recommended that separate bicycle lanesbe provided on Manford Avenue, one each on the north and south sides of the street. The width of Manford Avenue is approximately 36-38 feet. This dimension would provide sufficient width to incorporate two 5 foot bike lanes (the minimum width recommended by CDOT) and two 13-14 foot vehicle travel lanes on Manford ~ Avenue. Further, as noted in Section 11-E, twice as many pedestrians were recorded at the Community. l Drive/Graves Avenue intersection than at the Manford Avenue/West Community Drive. intersection during May of this year, while an approximately equal number of pedestrians were recorded during September. If these levels of pedestrian activity represent typical conditions at each of these intersections, the Town should also examine whether walkway improvements should be provided along Graves Avenue as well. Initial investigations revealed that either side on Graves Avenue may be equally suited for a new sidewalk. Signing The signing improvements adjacent to the school campus include the necessary signing to implement the improvements stated previously in this section. Some of the more significant changes are as follows: â€¢ Stop signs for eastbound and westbound Manford Avenue at West Community Drive. , School crossing signs for northbound and southbound West Community Drive at Brodie Avenue. , One Way signs and a Do Not Enter sign should be added to the existing stop sign at the outbound Intermediate School access. , Additional School Speed Limit signs have been added at several locations. < J Figure 9 is a compilation of the traffic control, sidewalk, bike lane and crosswalk improvements , if all of the recommendations are implemented. z 19