HomeMy WebLinkAbout2.0 BOCC Staff Report 08.12.1997BOCC 8/12/97
PROJECT INFORMATION AND STAFF COMMENTS
REQUEST: An exemption from the definition of
subdivision.
APPLICANT: Glenwood Land Company
LOCATION: A tract of land located in Sections 5, 6, 8, and
9, T6S, R89W of the 6th P.M.; located west of
Glenwood Springs corporate limits at the
intersection of Red Mountain Drive and
Midland Avenue.
SITE DATA: 416 Acres +/-
WATER: City of Glenwood Springs
SEWER: City of Glenwood Springs
ACCESS: Red Mountain Drive
EXISTING ZONING: A/R/RD
ADJACENT ZONING: South: O/S
North; East; West: Glenwood Springs
municipal zoning
I. RELATIONSHIP TO THE COMPREHENSIVE PLAN
The subject tract is located in the Low Density Residential Proposed Land Use District (10+
acres per dwelling unit) according to the Garfield County Comprehensive Plan for Study
Area I.
H. DESCRIPTION OF THE PROPOSAL
A. Property Description: The parent tract is known as the Wulfsohn Ranch, a 416 acre
tract of land located south of the Midland Avenue alternate route, adjacent to the City
of Glenwood Springs. The area subject to exemption is approximately 4.1 acres in
size, located at the extreme eastern portion of the parent tract, essentially at the
intersection of Red Mountain Drive and Midland Avenue.
B. Adjacent Land Uses: Land uses adjacent to and in the vicinity of the tract include
residential, agricultural and commercial.
C. Development Proposal: Officially, Glenwood Land Company, as the owner of the
tract, is the applicant in this matter. The site would be sold to and utilized by Yampah
Mountain Educational Foundation for the location of an alternative high school that
would replace the existing facility located east of the proposed site. The owner of the
property consents to the action being sought by Yampah as confirmed on the
acknowledgement on page,. • . Ultimately, the proposed school would
accommodate up to 200 students and operate between the hours of 8:00 a.m. and
8:00 p.m. Various portions of the application discuss construction of a church in
conjunction with the school; however, a church is not currently contemplated.
III. MAJOR ISSUES AND CONCERNS
A. Subdivision Regulations: Section 8:52 (A) of the Garfield County Subdivision
Regulations states that "No more than a total of four (4) lots, parcels, interests or
dwelling units will be created from any parcel, as that parcel was described in the
records of the Garfield County Clerk and Recorder's Office on January 1, 1973. In
order to qualify for exemption, the parcel as it existed on January 1, 1973, must have
been larger than 35 acres in size at that time and not part of a recorded subdivision;
however, any parcel to be divided by exemption that is split by a public right-of-way
(State or Federal highway, County road or railroad), preventing joint use of the
proposed tracts, and the division occurs along the public right-of-way, such parcels
thereby created may, in the discretion of the Board, not be considered to have been
created by exemption with regard to the four (4) lot, parcel, interest or dwelling unit
limitation otherwise applicable. For the purposes of definition, all tracts of land 35
acres or greater in size, created after January 1, 1973, will count as parcels of land
created by exemption since January 1, I973;"
According to a statement by Land Title Guarantee Company and included in the
application, the parent tract has never been the subject of an exemption proceeding.
See letter, page 40 . Staff has researched County records and can confirm the
opinion given by Land Title, therefore, this application complies with Section 8:52 (A)
of the Subdivision Regulations.
B. Zoning: The tract of land is zoned A/R/RD and the proposed exemption parcel is in
excess of the two (2.0) acre minimum lot size requirement. The tract is not identified
within a regulated floodplain; however, slope of the tract may be a factor affecting
development, which is discussed later in this report.
C. Water/Sewer: Water for the project, as well as wastewater treatment, would be
suytplied by the City of Glenwood Springs, as confirmed by the letter attached on page
• • . The letter concludes by stating that the provision of these services would
require annexation to the City.
D. Soils/Natural Hazards: CTL/Thompson has conducted an evaluation of the site
relevant to the exemption parcel, and suggests that the various, identified geologic
hazards would not preclude development of the site when planned for and mitigated
accordingly. The report states that the surficial debris fan is underlain by the Eagle
Valley Evaporite and although this situation may not impart a favorable geometry to
slope stability, concerns are generally limited to man-made excavations. The debris
flow potential above the area proposed for the school, has been quantitatively
estimated by CTL/Thompson as "low." However, there are source areas that can
contribute debris and mud flows toward the site, requiring the construction of a
drainage swale to intercept and redirect these flows.
The debris fans consist of unconsolidated materials and any excavation would increase
the local instability of the slope. According to the report, excavation depths of up to
31 feet are expected, likely requiring temporary and permanent retaining structures.
See report, pages 9 •/Q . In terms of average slope, the center of the proposed
parcel has been calculated to have a slope of 20.3%, which conforms to Section
5.04.02 of the Zoning Resolution.
E. Access: The school site is proposed to be accessed from Red Mountain Drive,
approximately 75 feet south of its intersection with Midland Avenue. A traffic
engineering firm has recently evaluated this intersection who concluded it to be
currently operating at "Level of Service (LOS) A." The addition of the school would
have no impact on the LOS for vehicles turning from Midland; however, the shared
left/right turn from Red Mountain to Midland would drop to LOS B, during the
morning peak. This drop in service would likely be limited to a 15 minute time period
between 7:45 a.m. and 8:00 a.m.
The study concludes with the following, three recommendations that should enhance
safety:
1] The exit from the property to Red Mountain [Drive] should be separated and
moved uphill from the entrance;
2] Circulation in front of the school entrance should be one-way, counterclock-
wise with angle parking;
3] A one -lane recirculation drive should be provided between the divided access
points. See report, pages now IS..
F. Fire Protection: The Glenwood Springs Department of Emergency Services has
submitted a letter stating that the site is within its Rural Fire Protection District and
emergency services would continue to be provided. See letter, page, . Staff
would recommend the inclusion of the standard plat note addressing wildfire
mitigation.
G. Comprehensive Plan: Although education is not directly addressed within the Plan,
the Demographics section as well as practical experience, projects that local and
regional population will increase, necessarily increasing the need for educational
.3-
opportunities. In fact, the Colorado Division of Local Governments projects the 10
to 24 year-old age group to account for a significantly larger population by the year
2010. Assuming this projection is accurate, services traditionally associated with this
segment of the population will experience greater demand than currently exists.
H. Regulatory Oversight and Creation of the Parcel: This exemption application is
unique in that Garfield County is being asked to legally create the parcel, which would
then be developed under State of Colorado and City of Glenwood Springs
regulations, after annexation. In fact Yampah maintains that the parcel "could be
created by deed in lieu of eminent domain," and submits to this proceeding pursuant
to discussions with the County. To that extent, it appears that the fundamental
decision the Board is requested to make is a decision concerning parcel creation.
Based on this decision, the City of Glenwood Springs would then be entrusted with
granting any required land use and building permits.
R S P $'eri%j; % (i.-,0_11
IV. SUGGESTED FINDINGS
tc_4,./ri-A,
C ..TF //4-114)C1- F%1. 1/6 C if /
l . That proper posting and public notice were provided as required for the meeting
before the Board of County Commissioners.
2. That the meeting before the Board of County Commissioners was extensive and
complete, that all pertinent facts, matters and issues were submitted and that all
interested parties were heard at that meeting.
3. That for the above stated and other reasons, the proposed exemption is in the best
interest of the health, safety, morals, convenience, order, prosperity and welfare of the
citizens of Garfield County.
V. RECOMMENDATION
Based on this analysis, staff recommends APPROVAL of the petition for an exemption from
subdivision, pursuant to the following conditions:
1. That all representations of the applicant, either within the application or stated at the
meeting before the Board of County Commissioners, shall be considered conditions
of approval.
2. A Final Exemption Plat shall be submitted, indicating the legal description of the
property, dimension and area of the proposed lots, access to a public right-of-way,
and any proposed easements for setbacks, drainage, irrigation ditches, access, utilities,
etc.
3 That the applicant shall have 120 days to present a plat to the Commissioners for
signature, from the date of approval of the exemption. The Board may grant
extensions of up to one (1) yefrom the original date of approval.
'1/
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4 ... _op
4. Development of the exemption parcel shall be subject to State of Colorado and City
of Glenwood Springs regulations and provision of municipal services. Annexation of
the parcel, to the City, must occur within the time allotted for completion of this
exemption.
5. That the exemption plat submittal include a copy of a computer disk of the plat data,
formatted for use on the County Assessor's CAD system.
6. That the recording fees for the exemption plat and all associated documents be paid
to the County Clerk and Recorder prior to the signing of an Exemption Plat by the
Board of County Commissioners and a copy of the receipt be provided to the
Planning Department.
That the following notes shall be included on the exemption plat:
"The minimum defensible space distance for structures shall be 30 feet on level
terrain, plus appropriate modification to recognize the increased rate of fire spread at
sloped sites. The methodology described in "Determining Safety Zone Dimensions,
Wildfire Safety Guidelines for Rural Homeowners," (Colorado State Forest Service)
shall be used to determine defensible space requirements for the required defensible
space within building envelopes in areas exceeding five (5) percent grade."
"The owner of the parcel shall be responsible for the control of noxious weeds."
"No open hearth solid -fuel fireplaces will be allowed anywhere within an exemption.
One (1) new solid -fuel burning stove as defined by C.R.S. 25-7-401, et. seq., and the
regulations promulgated thereunder, will be allowed in any dwelling unit. All
structures will be allowed an unrestricted number of natural gas burning stoves and
appliances."
"All exterior lighting shall be the minimum amount necessary and that all exterior
lighting be directed inward, towards the interior of the subdivision, except that
provisions may be made to allow for safety lighting that goes beyond the property
boundaries."
•
5
•
07-16-1997 03:18PM GLC/SDG 1 970 925 9076 P.01
r ,
t4 TO A 1C MONJeR! $4JO MS1O;IDGVIVISI
LAND At+IY,+ ti , theowner of record of thit pe y described in the
rbc , hereby cior�entr, and jobs in said app�b�loR
O t,0
foregoing i .'
Furthermore, the tided. as Manager of Glenwood Land Convent: U.,C, authorizes the
repress vas of Meinntain BOCES antlicr Yarm Mountain Educallohel F to act on behalf of
said record owner; with respect to thepublic hearing and approval pcooses of tq County In Obtaining
the action sought by the; Application for 8ubdirieion Exemption
GLENWOOD LAND COMPANYi, LLC:
57-16-1997 O2:21 -'M
BY:
1
I
6
aI
121.02
TOTAL P.01
LAND TITLE
GUARANTEE
COMPANY
Representing Land Title Insurance
Corporation & Old Republic National
7111e insurance Company
July 16, 1997
Mr. Patrick M. Fitzgerald
Broker/Owner
Coldwell Banker Buzick & Associates, LLC
901 Grand Avenue
Glenwood Springs, CO
Dear Mr. Fitzgerald,
Pursuant to your request, we have searched the real property records of
Garfield County, Colorado and found no recorded instruments evidencing any
subdivision by exemption on the property now owned by the Glenwood Land
Company, which property is commonly known as the Wulfsohn Ranch.
Should you require anything further, please do not hesitate to call.
Very truly yours,
David Harris
Vice President
Land Title Guarantee Company
10" sow
817 Colorado Avenue Suite 102
P.O. Box 2102 Glenwood Springs, CO 81602
(303) 945-2810 FAX (303) 945-4784
July 9, 1997
Steven M. Beattie
Beattie & Chadwick
710 Cooper Avenue, Suite 200
Glenwood Springs, CO 81601
Re: Water and wastewater service to the proposed Yampa Mountain High School
Dear Steve:
City staff has reviewed the request to provide water and wastewater service to the new Yampa Mountain
High School to be located at the northwesterly corner of Midland Avenue and Red Mountain Drive.
The water main located in Red Mountain Drive adjacent to this parcel is 8" Ductile Iron Pipe. The City
currently has adequate water supply and pressure to serve this property and is willing to provide
domestic water service to the proposed school.
The wastewater collection system serving the northerly portion of the Roaring Fork Subdivision
currently has the capacity to accept flows from the proposed school, and the wastewater treatment plant
currently has treatment capacity to accept this flow. The City is willing and able to provide wastewater
service to the proposed school. Details of any necessary extensions, and the point of connection will
need to be evaluated.
Water system improvement fees and wastewater system improvement fees will be calculated based on
the final design of the facility.
As you are already aware, the request for water service outside the corporate limits requires a pre-
annexation agreement. As this property is now contiguous to the corporate limits, the annexation process
now stated should proceed to completion.
If you have any questions or require additional information, please feel free to contact me.
Sincerely,
Aet,thei
Michael Copp9
City Manager
XC: Robin Millyard
Public Works Director
a
iECFlvFn JUL 1 11997
806 COOPER AVENUE GLENWOOD SPRINGS, COLORADO 81601 970/945-2575 FAX: 945-2597
July 15, 1997
Baker Falin Associates
P.O. Box 2902
Glenwood Springs, CO 81602
Attention: Mr. John R. Baker, AIA
President
Subject: Additional Comments
Potential Geologic Hazards
Proposed Yampah Mountain High School Site
Wulfsohn Ranch
Garfield County, Colorado
Job No. GS -2078
We understand that some concerns regarding the geologic hazard potential
of the planned Yampah High School site have been voiced. This letter presents
excerpts from our Geologic and Preliminary Geotechnical Investigation of the site
that addressed geologic hazard potential and mitigation techniques and summarizes
our opinions regarding construction of the planned building and site geologic
hazards.
Our geologic study identified potential geologic hazards that need to be
considered during the planning and development phases of this project. None of
the potential geologic hazards identified will prevent the development of the
property, however, potential geologic hazards must be planned for and mitigated
during site development.
The site is located on a remnant from an ancient debris fan which is
comparatively large and overlained by two smaller more recent debris fans. We do
not consider the remnant debris fan to be active. We consider the smaller, more
recent debris fans to be active, however, the source areas above the fans are
comparatively small and well vegetated so that the amount of debris available is
comparatively low. Debris or mud flows that can be expected to occur would likely
be small. At this site we qualitatively judge the potential debris flow hazard to be
low. We did not observe any evidence that a rockfail exists at this site.
We did not observe any evidence of landslide activity on the site during our
field reconnaissance or on aerial photographs of the site. Natural slopes occurring
at the subject site appear to be stable. Although the site is underlain be the Eagle
Valley Evaporite which does not impart a favorable geometry for slope stability, we
believe stability concerns will be limited to man made excavations.
CTLiTHOMPSON, INC.
CONSULTING ENGINEERS
N i ;i �(;I��f a ..� ! NWS
, ,i r ,F;nn(g ,;0 i ■ ;��, r . JF»
The planned Yampah High School Building at this site can be protected from
debris flows by constructing a drainage swale above the buildings to channelize
debris flows around and away from structures. We suggest a swale approximately
4 feet deep be built above the buildings as part of surface grading to channelize
surface drainage around and away from the building during construction. We should
check the site, improvements during constructed to observe the effects of
development on the site. We may need to modify our suggested swale
recommendations and will assist in determining the most appropriate alignment.
It the site is designed and developed according to the recommendations we
have presented and the contractor builds the site improvements as indicated on
plans developed with our recommendations in mind, we do not believe that the site,
building, drives or parking areas would be adversely effected by geologic hazards.
We will work with the design team members and the contractor to check that our
recommendations are being adhered to.
We appreciate the opportunity to work with you on this project. If you have
questions, please call.
Very truly yours,
INC.
n echling
ranch Man
JM:cd
(5 copies sent)
BAKER FAUN ASSOCIATES
JOB NO. GS -2078
• /0..
2
TDA
COLORADO
INC.
July 28, 1997
Joe D. Hope, PE
High Country Engineering
923 Cooper Ave.
Glenwood Springs, CO 81601
Re: Yampah Mountain High School
Dear Joe,
Transportation Consultants
This letter summarizes our assessment of traffic capacity and safety issues associated with
locating a 200 -student alternative high school near the intersection of Red Mountain Drive
and Midland Avenue in Glenwood Springs, see Figure 1 attached. We visited the site during
a typical weekday to observe prevailing traffic conditions. Turning movement and
mechanical traffic counts were taken at the intersection and along the approaches to the
intersection.
It should be noted that our assessment was based on full enrollment -- 200 students.
Presently, enrollment is 90 students. At opening day of the new facility enrollment is
expected to be 110 students with gradual increases thereafter of 15 to 20 students per year.
Hence, our a findings should be considered a "worse case" scenario, probably overstating
actual conditions for the initial six to eight years of operation. Our peak hour conditions are
likely overstated as well since we used trip generation data representative of traditional high
schools where virtually all students for the day have arrived by 8:00 AM and depart by 3:30
PM. As an alternative school, Yampah Mountain students will have varying arrival and
departure times throughout the 12 -hour 8:00 AM to 8:00 PM school day. Hence, Yampah
Mountain High peak travel times will likely be less intense than the traditional high school
conditions we used in our assessment.
Existing Conditions
Midland Avenue is a two-lane arterial road, passing through a lightly developed portion of
Garfield county. It connects the West Glenwood I-70 interchange with central Glenwood and
the Roaring Fork Valley via the 8th and 27th street bridges across the Roaring Fork River.
The road serves as a bypass of Grand Avenue for West Glenwood/I-70 west trips destined
in the core area of Town or south along State Highway 82 or Four Mile Road corridors.
During a typical weekday the road carries about 8,000 vehicles (total of both directions of
travel) in the vicinity of Red Mountain Drive. Volumes in the morning are much heavier in
the eastbound direction, conversely the PM peak hour shows westbound volumes to be much
higher than eastbound. This pattern suggests that Midland has a lot of commuter traffic
heading upvalley in the morning and returning in the afternoon. The highest traffic hour of
the day, 4:45 to 5:45 PM, had 860 vehicles (10.8% of daily) using Midland Avenue.
•
/.1
1675 Lorimer Street, Suite 600 • Denver, Colorado 80202 • (303) 825-7107 • FAX: 825-6004 • E -Mail: TDACoIo@aol.com
Joe D. Hope
July 28, 1997
Page 2
Posted speed is 25 MPI I in town, increasing to 35 and 45 MPl1 west of Red Mountain Drive
where the road passes through lightly developed rolling terrain enroute to the West
Glenwood interchange. During school travel times a flashing speed sign connotes a 20 MPII
speed zone. Six-foot wide paved shoulders exist west of Red Mountain Drive, reducing to
3 feet and one foot on the north and south sides respectively, east of the intersection.
Red Mountain Drive is a low volume two lane, 22 foot wide paved road serving a mature
residential enclave at the foot of Red Mountain. It rises above and parallels Midland Avenue,
connecting back to Midland several blocks southeast via West 10th Avenue. The road is used
principally by local residents and by hikers accessing a trail head that leads to Red Mountain.
Daily traffic volume near the school site is about 450 vehicles.
Midland/Red Mountain Intersection. Red Mountain Drive intersects Midland Avenue at a
Stop sign on a slight downhill grade. Motorists approaching Midland can see vehicles
approaching from the left about 580 feet away. Looking to the right the sight line extends -
about 400 feet. The available sight lines are more than adequate for executing turns safely
in a 25 to 30 MPH prevailing speed zone. There are no separate left or right turn lanes at
any of the three approaches to this t -intersection.
Turning movement counts show resident trips are much more oriented toward town (to/from
the east) than to the west, 75% vs. 25%. No backups were observed as most motorists were
able to turn after a brief wait at the intersection.The highest single movement was 12 right
turns from Red Mountain to Midland during the PM peak hour, see Figures 2 and 3.
Yampah Mountain High School Trips
Students will travel to school by a number of means -- school buses, bike/walk from home
or from RFTA bus routes, dropped off by family or friends or drive alone or with another
student. Information published in Trip Generation, 5th Edition, 1991 by the Institute of
Transportation Engineers, shows over half of high school students using school or public
transit buses. Similarly, fewer than half the Yampah Mountain students are expected to drive
their cars to school. As shown in Table 1, at 200 students, the school site could generate
276 daily vehicle trips, with 82 (30%) occurring in the AM peak hour while 16 (6%) trips
occur during Midland's peak hour in the afternoon. From this it is clear that school traffic
will coincide more with Midland's morning peak travel time than with the afternoon peak.
We expect most of the school trips will be oriented to/from the southeast along Midland
Avenue. There will be no driveway access to Midland -- all school trips will use a short
stretch of Red Mountain Drive just south of the Midland intersection.
Joe D. Hope
July 28, 1997
Page 3
Table 1
Vehicle Trip Generation
Yarnpah Mountain High School
200 Students
source: ITE Trip Generation, 1991, land use 530, High School
Unless they have a particular purpose, no school trips are expected to travel along the
remaining portion of Red Mountain Drive that climbs up to the residential neighborhood
south of the school site.
Impact of School Traffic
Using Highway Capacity Software based on the 1984 Highway Capacity Manual, we
analyzed AM and PM intersection operation with school traffic added. The term "level of
service" is used to evaluate operation. Six rankings from A to F are used to describe
distinctly different driving experiences. Delay is the most evident indicator of level of
service. At LOS A motorists turning off or onto a busy street such as Midland Avenue will
experience virtually no perceived delay in doing so. At LOS E almost every opportunity to
enter or leave the main road is being used and the particular movement is operating at
capacity with wait times averaging 45 seconds to a minute. Los B, C and D represent
increasing levels of delay with C considered "average" acceptable delay. At LOS F the
movement is "over capacity" and the resulting queues of waiting vehicles extend far enough
to block other side streets and driveways.
Most jurisdictions strive for no worse than level of service D at project buildout wherever
practical to achieve. Our LOS analysis shows that with school traffic added (see Figure 4):
1. morning peak hour conditions for the left turn from Midland Avenue will remain at
LOS A, very little delay while the shared left/right turn from Red Mountain drops
one level from A to B, and;
�3
PM Peak Hour
Daily
AM Peak
School Midland
IN
OUT
138
138
56
26
16 5
30 11
TOTAL
276
82
46 16
% of Daily 100%
30%
17% 6%
source: ITE Trip Generation, 1991, land use 530, High School
Unless they have a particular purpose, no school trips are expected to travel along the
remaining portion of Red Mountain Drive that climbs up to the residential neighborhood
south of the school site.
Impact of School Traffic
Using Highway Capacity Software based on the 1984 Highway Capacity Manual, we
analyzed AM and PM intersection operation with school traffic added. The term "level of
service" is used to evaluate operation. Six rankings from A to F are used to describe
distinctly different driving experiences. Delay is the most evident indicator of level of
service. At LOS A motorists turning off or onto a busy street such as Midland Avenue will
experience virtually no perceived delay in doing so. At LOS E almost every opportunity to
enter or leave the main road is being used and the particular movement is operating at
capacity with wait times averaging 45 seconds to a minute. Los B, C and D represent
increasing levels of delay with C considered "average" acceptable delay. At LOS F the
movement is "over capacity" and the resulting queues of waiting vehicles extend far enough
to block other side streets and driveways.
Most jurisdictions strive for no worse than level of service D at project buildout wherever
practical to achieve. Our LOS analysis shows that with school traffic added (see Figure 4):
1. morning peak hour conditions for the left turn from Midland Avenue will remain at
LOS A, very little delay while the shared left/right turn from Red Mountain drops
one level from A to B, and;
�3
Joe D. Hope
July 28, 1997
Page 4
2. PM peak hour conditions for all turning movements will remain the same -- LOS A
for left turns from Midland, LOS B for the shared left/right from Red Mountain.
Hence, the most noticeable change for nearby residents will be a slight increase in delays in
the morning when turning onto Midland, not unlike the brief level of delay (LOS B) now
experienced in the PM peak. In reality, as with most schools, there will likely be a 5 to 10 -
minute period just before 8:00 AM start of classes that will witness noticeable turn delay as
a cluster of students will arrive "just in time" rather than spread out uniformly over the 7:45
to 8:00 AM 15 -minute analysis period. From experience, most residents will likely adjust
their travel patterns to avoid these brief predictable surge periods, if they do in fact occur.
Site Access Safety Issues
Upon review of a High Country Engineering site plan dated 7/17/97 we offered the following
recommendations:
1. The &it from the property to Red Mountain Road should be separated and moved
uphill from the entrance. This will provide greater separation between site motorists
entering Red Mountain Drive and motorists turning off Midland concurrently. Also,
this arrangement brings exiting site trips behind several resident cars that may be
queued back from Midland, while waiting their turn at the Stop sign, rather than the
sequence being the other way around.
Circulation in front of the school entrance should be one-way, counterclockwise with
angle parking. One way operation will reduce on-site maneuvering conflicts and
facilitate circulation for full-size (40 -foot) school buses as well as reinforce the
divided entrance/exit plan, item #1 above.
3 A one -lane recirculation drive should be provided between the divided access points.
This will enable motorists not finding a parking spot on their first try, a chance to
recirculate without having to use Red Mountain Drive.
These recommendations were incorporated in a sketch site plan presented to the Town
Council on the evening of July 17, 1997.
Conclusion
Traffic generated by a 200 -student alternative high school will result in a small increase in
delay for Red Mountain Drive motorists entering Midland Avenue during school day
morning peak hours. The resultant periods of short delay will be similar to Stop sign delays
now experienced during afternoon peaks for Midland Avenue traffic. Conditions will be
better than delays commonly thought of as extensive and rarely should more than two or
Joe D. Hope
July 28, 1997
Page 5
three cars be waiting to turn at the Stop sign. Separating the entry and exit drives and -
providing one-way circulation with angle parking will ensure safe on-site bus/car circulation.
Please call me if you have any questions on our assessment.
Sincerely,
TDA Colorado, Inc.
David D. Leahy, PE
Principal
Attachments: Figures 1, 2, 3 & 4
• is-
7-31-97
DEPARTMENT OF EMERGENCY SERVICES
Mr. Eric McCafferty
Garfield County Planning Dept.
109 8th Street
Glenwood Springs, CO. 81601
Dear Eric,
EMS • FIRE • RESCUE
AUG 0 i 997
CGAFC€LD (XXA TY
This letter is in reference to the proposed annexation of the property along Midland Avenue for
the Yampah Mountain High School. At this time, the property is within the boundaries of the
Glenwood Springs Rural Fire Protection District and fire and medical services are provided by
this department. If the property is annexed into the City, services for fire and medical
emergencies will continue to be provided by the Department of Emergency Services.
Fire protection needs for the new building will be reviewed by this office before construction
begins. If you have any questions, please give me a call at 945-4942.
Sinely,
Jones Fire Marshall
Glenwood Emergency Services
cc: file
10,
806 Cooper Avenue • Glenwood Springs, Colorado 81601 • (970) 945-2575 • Fax (970) 945-2597
1
7-31-97
• •
DEPARTMENT OF EMERGENCY SERVICES
Mr. Eric McCafferty
Garfield County Planning Dept.
109 8th Street
Glenwood Springs, CO. 81601
Dear Eric,
EMS • FIRE • RESCUE
L•
AUG 0 i 1997
GAF* i€LD COUNTY
This letter is in reference to the proposed annexation of the property along Midland Avenue for
the Yampah Mountain High School. At this time, the property is within the boundaries of the
Glenwood Springs Rural Fire Protection District and fire and medical services are provided by
this department. If the property is annexed into the City, services for fire and medical
emergencies will continue to be provided by the Department of Emergency Services.
Fire protection needs for the new building will be reviewed by this office before construction
begins. If you have any questions, please give me a call at 945-4942.
Sincerely,
Jones Fire Marshall
Glenwood Emergency Services
cc: file
806 Cooper Avenue • Glenwood Springs, Colorado 81601 • (970) 945-2575 • Fax (970) 945-2597
11
TDA
COLORADO
INC.
July 28, 1997
• •
Joe D. Hope, PE
High Country Engineering
923 Cooper Ave.
Glenwood Springs, CO 81601
Re: Yampah Mountain High School
Dear Joe,
Transportation Consultants
This letter summarizes our assessment of traffic capacity and safety issues associated with
locating a 200 -student alternative high school near the intersection of Red Mountain Drive
and Midland Avenue in Glenwood Springs, see Figure 1 attached. We visited the site during
a typical weekday to observe prevailing traffic conditions. Turning movement and
mechanical traffic counts were taken at the intersection and along the approaches to the
intersection.
It should be noted that our assessment was based on full enrollment -- 200 students.
Presently, enrollment is 90 students. At opening day of the new facility enrollment is
expected to be 110 students with gradual increases thereafter of 15 to 20 students per year.
Hence, our a findings should be considered a "worse case" scenario, probably overstating
actual conditions for the initial six to eight years of operation. Our peak hour conditions are
likely overstated as well since we used trip generation data representative of traditional high
schools where virtually all students for the day have arrived by 8:00 AM and depart by 3:30
PM. As an alternative school, Yampah Mountain students will have varying arrival and
departure times throughout the 12 -hour 8:00 AM to 8:00 PM school day. Hence, Yampah
Mountain High peak travel times will likely be less intense than the traditional high school
conditions we used in our assessment.
Existing Conditions
Midland Avenue is a two-lane arterial road, passing through a lightly developed portion of
Garfield county. It connects the West Glenwood I-70 interchange with central Glenwood and
the Roaring Fork Valley via the 8th and 27th street bridges across the Roaring Fork River.
The road serves as a bypass of Grand Avenue for West Glenwood/I-70 west trips destined
in the core area of Town or south along State Highway 82 or Four Mile Road corridors.
During a typical weekday the road carries about 8,000 vehicles (total of both directions of
travel) in the vicinity of Red Mountain Drive. Volumes in the morning are much heavier in
the eastbound direction, conversely the PM peak hour shows westbound volumes to be much
higher than eastbound. This pattern suggests that Midland has a lot of commuter traffic
heading upvalley in the morning and returning in the afternoon. The highest traffic hour of
the day, 4:45 to 5:45 PM, had 860 vehicles (10.8% of daily) using Midland Avenue.
1675 Larimer Street, Suite 600 • Denver, Colorado 80202 • (303) 825-7107 • FAX: 825-6004 • E -Mail: TDACoIo@aol.com
• •
Joe D. Hope
July 28, 1997
Page 2
Posted speed is 25 MPI 1 in town, increasing to 35 and 45 MPI1 west of Red Mountain Drive
where the road passes through lightly developed rolling terrain enroute to the West
Glenwood interchange. During school travel tines a flashing speed sign connotes a 20 MPI1
speed zone. Six-foot wide paved shoulders exist west of Red Mountain Drive, reducing to
3 feet and one foot on the north and south sides respectively, east of the intersection.
Red Mountain Drive is a low volume two lane, 22 foot wide paved road serving a mature
residential enclave at the foot of Red Mountain. It rises above and parallels Midland Avenue,
connecting back to Midland several blocks southeast via West 10th Avenue. The road is used
principally by local residents and by hikers accessing a trail head that leads to Red Mountain.
Daily traffic volume near the school site is about 450 vehicles.
Midland/Red Mountain Intersection. Red Mountain Drive intersects Midland Avenue at a
Stop sign on a slight downhill grade. Motorists approaching Midland can see vehicles
approaching from the left about 580 feet away. Looking to the right the sight line extends
about 400 feet. The available sight lines are more than adequate for executing turns safely
in a 25 to 30 MPH prevailing speed zone. There are no separate left or right turn lanes at
any of the three approaches to this t -intersection.
Turning movement counts show resident trips are much more oriented toward town (to/from
the east) than to the west, 75% vs. 25%. No backups were observed as most motorists were
able to turn after a brief wait at the intersection.The highest single movement was 12 right
turns from Red Mountain to Midland during the PM peak hour, see Figures 2 and 3.
Yampah Mountain High School Trips
Students will travel to school by a number of means -- school buses, bike/walk from home
or from RFTA bus routes, dropped off by family or friends or drive alone or with another
student. Information published in Trip Generation, Sth Edition, 1991 by the Institute of
Transportation Engineers, shows over half of high school students using school or public
transit buses. Similarly, fewer than half the Yampah Mountain students are expected to drive
their cars to school. As shown in Table 1, at 200 students, the school site could generate
276 daily vehicle trips, with 82 (30%) occurring in the AM peak hour while 16 (6%) trips
occur during Midland's peak hour in the afternoon. From this it is clear that school traffic
will coincide more with Midland's morning peak travel time than with the afternoon peak.
We expect most of the school trips will be oriented to/from the southeast along Midland
Avenue. There will be no driveway access to Midland -- all school trips will use a short
stretch of Red Mountain Drive just south of the Midland intersection.
Joe D. Hope
July 28, 1997
Page 3
• •
Table 1
Vehicle Trip Generation
Yampah Mountain High School
200 Students
source: ITE Trip Generation, 1991, land use 530, High School
Unless they have a particular purpose, no school trips are expected to travel along the
remaining portion of Red Mountain Drive that climbs up to the residential neighborhood
south of the school site. '+
Impact of School Traffic
Using Highway Capacity Software based on the 1984 Highway Capacity Manual, we
analyzed AM and PM intersection operation with school traffic added. The term "level of
service" is used to evaluate operation. Six rankings from A to F are used to describe
distinctly different driving experiences. Delay is the most evident indicator of level of
service. At LOS A motorists turning off or onto a busy street such as Midland Avenue will
experience virtually no perceived delay in doing so. At LOS E almost every opportunity to
enter or leave the main road is being used and the particular movement is operating at
capacity with wait times averaging 45 seconds to a minute. Los B, C and D represent
increasing levels of delay with C considered "average" acceptable delay. At LOS F the
movement is "over capacity" and the resulting queues of waiting vehicles extend far enough
to block other side streets and driveways.
Most jurisdictions strive for no worse than level of service D at project buildout wherever
practical to achieve. Our LOS analysis shows that with school traffic added (see Figure 4):
1. morning peak hour conditions for the left turn from Midland Avenue will remain at
LOS A, very little delay while the shared left/right turn from Red Mountain drops
one level from A to B, and;
PM Peak Hour
Daily
AM Peak
School Midland
IN
OUT
138
138
56
26
16 5
30 11
TOTAL
276
82
46 16
% of Daily 100%
30%
17% 6%
source: ITE Trip Generation, 1991, land use 530, High School
Unless they have a particular purpose, no school trips are expected to travel along the
remaining portion of Red Mountain Drive that climbs up to the residential neighborhood
south of the school site. '+
Impact of School Traffic
Using Highway Capacity Software based on the 1984 Highway Capacity Manual, we
analyzed AM and PM intersection operation with school traffic added. The term "level of
service" is used to evaluate operation. Six rankings from A to F are used to describe
distinctly different driving experiences. Delay is the most evident indicator of level of
service. At LOS A motorists turning off or onto a busy street such as Midland Avenue will
experience virtually no perceived delay in doing so. At LOS E almost every opportunity to
enter or leave the main road is being used and the particular movement is operating at
capacity with wait times averaging 45 seconds to a minute. Los B, C and D represent
increasing levels of delay with C considered "average" acceptable delay. At LOS F the
movement is "over capacity" and the resulting queues of waiting vehicles extend far enough
to block other side streets and driveways.
Most jurisdictions strive for no worse than level of service D at project buildout wherever
practical to achieve. Our LOS analysis shows that with school traffic added (see Figure 4):
1. morning peak hour conditions for the left turn from Midland Avenue will remain at
LOS A, very little delay while the shared left/right turn from Red Mountain drops
one level from A to B, and;
• •
Joe D. Hope
July 28, 1997
Page 4
2. PM peak hour conditions for all turning movements will remain the sane -- LOS A
for left turns from Midland, LOS B for the shared left/right from Red Mountain.
Hence, the most noticeable change for nearby residents will be a slight increase in delays in
the morning when turning onto Midland, not unlike the brief level of delay (LOS B) now
experienced in the PM peak. In reality, as with most schools, there will likely be a 5 to 10 -
minute period just before 8:00 AM start of classes that will witness noticeable turn delay as
a cluster of students will arrive "just in time" rather than spread out uniformly over the 7:45
to 8:00 AM 15 -minute analysis period. From experience, most residents will likely adjust
their travel patterns to avoid these brief predictable surge periods, if they do in fact occur.
Site Access Safety Issues
Upon review of a High Country Engineering site plan dated 7/17/97 we offered the following
recommendations:
1. The exit from the property to Red Mountain Road should be separated and moved
uphill from the entrance. This will provide greater separation between site motorists
entering Red Mountain Drive and motorists turning off Midland concurrently. Also,
this arrangement brings exiting site trips behind several resident cars that may be
queued back from Midland, while waiting their turn at the Stop sign, rather than the
sequence being the other way around.
2. Circulation in front of the school entrance should be one-way, counterclockwise with
angle parking. One way operation will reduce on-site maneuvering conflicts and
facilitate circulation for full-size (40 -foot) school buses as well as reinforce the
divided entrance/exit plan, item #1 above.
3. A one -lane recirculation drive should be provided between the divided access points.
This will enable motorists not finding a parking spot on their first try, a chance to
recirculate without having to use Red Mountain Drive.
These recommendations were incorporated in a sketch site plan presented to the Town
Council on the evening of July 17, 1997.
Conclusion
Traffic generated by a 200 -student alternative high school will result in a small increase in
delay for Red Mountain Drive motorists entering Midland Avenue during school day
morning peak hours. The resultant periods of short delay will be similar to Stop sign delays
now experienced during afternoon peaks for Midland Avenue traffic. Conditions will be
better than delays commonly thought of as extensive and rarely should more than two or
• •
Joe D. Hope
July 28, 1997
Page 5
three cars be waiting to turn at the Stop sign. Separating the entry and exit drives and
providing one-way circulation with angle parking will ensure safe on-site bus/car circulation.
Please call me if you have any questions on our assessment.
Sincerely,
TDA Colorado, Inc.
David D. Leahy, PE
Principal
Attachments: Figures 1, 2, 3 & 4
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Midland Avenue
Overflow
Atkinson Cana!
De . rex
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ro
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O
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m
14th St
8th St
9th St
Vicinity Map
Yampah Mountain High School
Glenwood Springs
Figure 1
23rd St
TDA 1
•
AM Peak Hour
Traffic Volumes
Yampah Mountain High School
Midland 53
3
Project Trips
Midland
Red Mnt Dr. f'
100
4
415
2
0
Background Traffic
Midland
100
57
Total Traffic
LO)
CO
Figure 2
TDA �'
•
PM Peak Hour
Traffic Volumes
Yampah Mountain High School
Midland ,A(- 5
1
Project Trips
Midland
Red Mnt Dr. `'
575
11
280
5
L
0
Background Traffic 7c,
Midland
—`4 575
16
280 — —
6
Total Traffic
ILO cr)
CN
Figure 3
TDA
AM Peak Hour
Level of Service
Yampah Mountain High School
Midland A (A)
PM Peak Hour'
Level of Service
Yampah Mountain High School
Midland #
A (A)
0
D
a)
cC
m
Figure 4
Legend
A =
(A) =
Background Traffic
Total Traffic
TDA