a a - WyomingWyoming State Highway 191 (SH 191), in Sweetwater County. This study is a means of ......

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TABLE OF CONTENTS

SECTION

1. GENERAL PROJECT INFORMATION ........................................................................ 1

II. EXISTING CONDITIONS ............................................................................................ 2

111. FUTURE CONDITIONS ........................................................................................... 12

IV. ALTERNATIVE ANALYSIS ...................................................................................... 15

V. EVALUATION .......................................................................................................... 23

VI. COST ESTIMATES ................................................................................................. 26

VII. RECOMMENDATIONS .......................................................................................... 26

VIII. PUBLIC INVOLVEMENT/INFORMATION MEETINGS ......................................... 27

APPENDIX A - Capacity Analyses Worksheets APPENDIX B - Level of Service Worksheets APPENDIX C - Budgetaty Level Cost Estimate Information

.. Blairtown Road Planning Project I1

LIST OF TABLES

Table Paae I Blairtown Road Prowrtv Survev ........................................................................ 14 . - 2 Trip Generation .................................................................................................. 15 3 Capacity Deficient Locations - No-Build Scenario ............................................. 18 4 Capacity Analyses .............................................................................................. 22 5 Alternative Evaluation ......................................................................................... 24

LIST OF FIGURES

Fiaure 1 2 3 4 5 6 7 8 9 10

Paae Project Location ............................................................................................... 3 Land Designation ............................................................................................ 4 Existing Land Use ........................................................................................... 5 Zoning ............................................................................................................. 7 AM/PM Peak Hour Counts .............................................................................. 8 Average Daily Traffic Volumes (ADT) & Vehicle Classification ....................... 9 Existing Level of Service ............................................................................... 11 Traffic Distribution Model and Assignment of Traffic Volumes ...................___ 16 2020 Traffic Volumes .................................................................................... 17 2020 No-Build Scenario ................................................................................ 19

Blairtown Road Planning Project ... 111

1. GENERAL PROJECT INFORMATION

Introduction The City of Rock Springs in conjunction with Sweetwater County has initiated the Blairtown Road Planning Study. The study area is defined as Blairtown Road (West Second StreeVCounty Road 51) from State Highway 376 (South Side Belt Route) to Wyoming State Highway 191 (SH 191), in Sweetwater County. This study is a means of evaluating the transportation system within the study corridor to provide adequate roadway capacity and provide mobility.

Study Goal The goals for the Blairtown Road Planning Project will be to increase the accessibility and mobility options available within the study area. This mobility includes travel within the planning area as well as through traffic. This increased accessibility and mobility is needed to support the economic viability of the area with an efficient and safe transportation system.

Study Objective The primary objective of the Blairtown Road Planning Project is to develop a comprehensive transportation plan that will accommodate future traffic volume generated by increases in industrial/commerciaI activity and existing traffic volumes. In addition, this study makes recommendations for transportation improvements that will ensure that adequate capacity and levels of seivice are maintained in the future years.

Methodology Based on the goals and objectives of this Study, a detailed procedure was utilized in the development of Blairtown Road transportation alternatives. The basic procedure is listed below:

> Data Collection: Existing transportation and land use data was collected for the BlairtownRoad study area from the City of Rock Springs, Sweetwater County, and Wyoming Department of Transportation. This data set was the basis for all future analysis and comparisons made.

> Existing Conditions: Key existing traffic volumes and patterns were documented and deficiencies and capacity issues were identified. This data is related to the existing conditions that the public experiences along Blairtown Road, such as traffic volumes, congestion, level of service, and travel time. Existing land uses were identified and described.

P Future Conditions: Future land use projections were key drivers for approximating future transportation conditions. Future roadway system deficiencies were identified and recommended improvements were developed to solve those deficiencies.

> Alternative Analysis: Alternatives and strategies were identified and examined that improved the operations and capacity on Blairtown Road. These build alternatives were compared and contrasted with a No-Build Alternative. Land use options, traffic operation improvements, as well as intersection improvements were considered for the build alternatives,

Blairtown Road Planning Project 1

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> Evaluation: A set of evaluation criteria was developed for the Blairtown Road Planning Project. The evaluation of alternatives was made simple and straightforward.

> Cost Estimates: Cost estimates were developed for the recommended project improvements.

> Recommendations: A matrix was used in conjunction with the City of Rock Springs and Sweetwater County to develop a qualitative ranking system. This ranking system formed the basis for recommended improvement alternative.

II. EXISTING CONDITIONS

The study area is defined as Blairtown Road from South Side Belt Route to SH 191, in Sweetwater County. The study area includes portions of Sweetwater County, as well as the City of Rock Springs. The study corridor is approximately 4.5 miles in length. The Blairtown Road Planning Study area is shown in Figure 1.

Land Use The existing land designation within the corridor includes a number of government agencies. The Blairtown Road corridor traverses land within the city limits of Rock Springs, Sweetwater County, and Bureau of Land Management (BLM). Figure 2 shows the land designation of Blairtown Road. The existing land uses surrounding the Blairtown Road corridor consist of residential and industrial land uses but the predominate properties are vacant land. The study area has been divided into two basic sections for purposes of analysis: east and west. The east section begins at the South Side Belt Route and continues west to approximately the railroad track spur. The west section begins at the railroad track spur and ends at SH 191. Figure 3 shows the existing land use along Blairtown Road.

East Section: The eastem portion of the study area is characterized by residential development on the both sides of Blairtown Road, with some heavy industrial zoning along the north side. All of this land is within the Rock Springs city limits.

West Section: From west of the railroad track spur to the western portion of the study area, the land adjacent to Blairtown Road is zoned primarily light industrial and heavy industrial with some residential zoning and some land zoned as agriculturehrban reserve. Most of the property zoned as agriculture/urban reserve is Bureau of Land Management land. Much of this stretch of Blairtown Road is outside of the city limits and, thus, in Sweetwater County. However, the land along the north side of Blairtown Road, west of Westgate Drive is outside of city limits and is designated as a future City Growth Area on the Sweetwater County Growth Management Plan.


The current zoning within the city limits for the Blairtown Road corridor is light and heavy industrial with some residential and manufactured home areas. The zoning within Sweetwater County is light industrial (I-1), heavy industrial (l-2), and agriculture/Urban Reserve (UR). Figure 4 illustrates the current zoning for the corridor.

Some of the more prominent development along Blairtown Road includes:

BJ Services Company Key Energy Service, Inc. Trimac Transportation Systems Questar

These four companies account for approximately 85 percent of the total employment along Blairtown Road, and the oil and gas industry accounts for approximately 75 percent.

Transportation Blairtown Road is a two-lane roadway with 12-foot lanes and paved shoulders on both sides. Pedestrian and bicycle facilities are not present. The east section of the roadway has an existing right-of-way width of 60 feet. West of the existing residential section to SH 191, the existing right-of-way width is 100 feet. The segment of Blairtown Road that is within city limits is classified as a minor arterial. Streets that intersect with Blairtown Road, excluding SH 191 and South Side Belt Route, are local streets and include:

3a Avenue 4'h Avenue 5m Avenue 6m Avenue Quealy Road Westgate Drive Little Bitter Creek Road Westgate Road Other local streets

All local streets that intersect with Blairtown Road are two-lane streets, and all of these intersections are stop sign controlled with Blairtown Road having the right-of-way. The SH 191 intersection is also stop sign controlled, although SH 191 has the right-of-way. The South Side Belt Route intersection is signalized and operates in six phases, with protected left tums from South Side Belt Route onto Blairtown Road. The South Side Belt Route intersection is the only cross street along Blairtown Road with more than one lane on any approach leg. There are separate lanes for all turning movements at this intersection, except for the westbound left tum and the eastbound right tum.

AM and PM peak period turning movement counts were collected at two intersections and 24-hour classification traffic volume counts were collected at five locations on Blairtown Road. Figure 5 shows the location and AM and PM turning movement volumes. Figure 6 shows the location of the 24-hour classification volume counts and the percentage of cars and trucks. This traffic data was used in developing future traffic patterns and assessing traffic operations alternatives.


Traffic operations at signalized and unsignalized intersections are defined by Levels Of Service (LOS), ranging from LOS A, which depicts an uncongested, free-flow condition, to LOS F, which depicts a congested, unstable flow. The LOS “grade” represents a range of average vehicle delay, as outlined in the Transportation Research Board’s Special Report 209 - Hiuhwav Capacitv Manual (HCM) 2000 and calculated using the associated Highway Capacity Software (HCS). At signalized intersections, levels of service are calculated for individual movements and approaches but presented for the intersection as a whole. At two-way, stop-controlled intersections, levels of service are calculated for individual movements and presented as such. Typically, LOS D is considered to be the minimum acceptable level of service for signalized intersections in an urban setting. Individual movements at unsignalized intersections may operate below LOS D and still be considered acceptable.

Intersection LOS analyses for existing conditions were conducted for the AM and PM peak hour volumes at the major intersections with existing data within the study area. These intersections were found to currently operate at the following LOS (AM/PM):

Blairtown Road at Belt Route - LOS C/LOS C Blairtown Road at Route 191 South - LOS B/LOS B

The LOS C for the Belt Route intersection reflects acceptable levels of service during both peak hours. The LOS B for the SH 191 intersection depicts the levels of service for the westbound approach leg of Blairtown Road. This, too, is considered acceptable. These levels of service are presented in Figure 7. Capac‘Q analyses worksheets are provided in Appendix A.

Posted speed limits and actual speeds were also gathered. The posted speed limit along Blairtown Road ranges from 30 miles per hour (mph) along the eastem section, to 45 mph along the central section, to 55 mph along the westem section. The posted speed limits correlate with the level of development along respective sections of Blairtown Road. The City of Rock Springs performed a s eed analysis along certain sections of Blairtown Road, including at 4m Avenue, at 5 Avenue, at 6m Avenue, at Quealy Road, and at the Coke Plant. All five locations revealed mean speeds that were close to the posted speed limits, with approximately 31 mph at 4m Avenue, 5* Avenue, 6m Avenue, and Quealy Road, and 49 mph at the Coke Plant.

Link level of service analyses were also conducted for Blairtown Road. Link LOS follows a similar framework as intersection LOS, although link LOS is based on average travel speed rather than average vehicle delay. Based on the above described field observations from the City of Rock Springs, LOS A is experienced along Blairtown Road at each location.

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111. FUTURE CONDITIONS

Planning Period Based on discussions with the City, a long term planning horizon of 2020 was established. Study Corridor Improvements The planned land development and planned transportation improvements by the City of Rock Springs, Sweetwater County, and the Wyoming Department of Transportation (WYDOT) were examined. The following are transportation capacity improvements for WYDOT, Sweetwater County, and City of Rock Springs Transportation Improvement Program (TIP) or Capital Improvement Program (CIP):

Dewar Dr Int - Pilot Butte Int

A Street Viaduct

Source: WYDOT, Sweetwater County, and City of Rock Springs

Land Use Development of the vacant land parcels along Blairtown Road is contingent upon the success of the oil and gas exploration industry, with businesses such as Halliburton, Key Energy Services, Questar Gas, BJ Services, and Flint Energy potentially expanding andlor relocating to this area. As discussed earlier, the east section of Blairtown Road consists of residential development and industrial zoning. Most of the residential zoning has already been developed, while most of the industrial zoning is currently vacant. Therefore, there is potential for primarily industrial development to occur along this section of Blairtown Road.


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The west section is composed primarily of land use zoned as light and heavy industrial. This section of Blairtown Road could experience significant industrial land use growth in the near future. Some of the proposed expansions include:

Expansion of BJ Services Company Expansion of Trimac Transportation Systems Expansion of Coca-Cola Expansion of Flint Energy Construction Relocation of Halliburton Energy Services

These expansions and relocations alone could account for more than 450 new employees and more than 400 more heavy vehicles on these properties along Blairtown Road.

It is anticipated that land along the west end of the corridor could be developed sooner than any other land, due primarily to the intercity extended water and sewer service area. Also, this area has efficient access to 1-80, with an interchange at SH 191 approximately one-half mile from Blairtown Road. This area encompasses approximately 100 acres of light and heavy industrial zoned land. The development potential of land across the central portions of Blairtown Road could be impacted by potential subsidence. This impact could be detrimental, depending upon the exact conditions of each site.

The property owners or businesses leasing property along Blairtown Road were contacted to gain an understanding of the current type of businesses operating at these sites, the number of employees, and the number of square feet. In addition, questions were asked related to potential future development and expansion plans. Table 1 summarizes the results of the survey.


Table 1 Blairtown Road Property Survey

Based on the information presented above, it is anticipated that development along the Blaittown Road corridor would likely extend from existing development to the west, and from the SH 191 intersection to the east.

Transportation Approximations of future conditions were focused on accurate projection of traffic demand within the study area, which is primarily dependent on reliable land use projections. The impottance of accurate travel projections is critical to the development of viable alternatives. Future land use data estimates where people will live and work and what roadways will be used in the future. A careful review of the land use data will result in better traffic projections.

Once the land use projections were finalized, trip generation rates were used to develop future-year traffic projections. Trip generation rates were taken from the Institute of Transportation Engineers (ITE) Trip Generation Manual, Sth Edition. Use of this manual is an accepted practice in the field of land development traffic estimation. The results of this analysis are summarized in Table 2.


Table 2 Trip Generation

Trip Generation sh Edition - lnsnufe of Tmsportabon Engineen (IT€) 1997

Once trip generation was developed for each parcel, traffic was assigned to the roadway network based on an assumed traffic distribution model. This model was based on existing traffic volumes, area attractions, and area residential development. A summary of traffic distribution model is presented in Figure 8. The resultant assignment of traffic volumes is also shown in Figure 8. The traffic volumes shown in Figure 8 represent daily and peak-hour traffic volumes along various sections of Blairtown Road.

Another element of future-year traffic volumes is the growth of existing volumes. As cities and towns increase in size, existing attractions tend to draw more traffic. This can be accounted for by increasing existing traffic volumes at the same rate as site- generated traffic increases. The traffic generated by development along Blairtown Road was added to the increase in existing traffic to obtain the 2020 traffic volumes shown in Figure 9.

While we have discussed the movement of people by personal vehicles, the business of commerce, i.e., the movement of goods into and through an area is of critical concern to the City of Rock Springs. Economic vitality and sustainability, as well as quality of life issues are both implicitly and explicitly linked with the transportation system and the system’s ability to respond to the changing and evolving needs of the Blairtown Road business entities.

IV. ALTERNATIVES ANALYSIS

Several build scenarios and a No-Build scenario were evaluated to investigate potential accessibility and mobility improvements along the corridor. The No-Build scenario consists of maintaining the existing 2-lane facility and minor Transportation System Management (TSM) and intersection geometry improvements at SH191. The Build scenarios would provide levels of service consistent with current county and local standards and policy. A number of alternatives were considered under the Build scenario and those alternatives will be discussed in this section of the report.


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No-Build Scenario The No-Build scenario (Alternative 1) consists of the existing roadway network and future-year traffic volumes. This represents the impact of area traffic growth assuming no improvements to the mainline roadway and minor intersection improvements at SH 191. LOS analyses, including intersection and link, were performed for the no-build scenario and the results are presented in Figure 10. Calculation sheets for these analyses can be found in Appendix B. The results of these analyses identify those locations along Blairtown Road where capacity is anticipated to be insufficient to handle the demand. Table 3 summarizes the capacity deficient locations along Blairtown Road under the No-Build scenario. Roadway link deficiencies are defined by insufficient volume-to-capacity (v/c) ratios, while intersection deficiencies are defined by levels of delay that cause LOS E or F in the peak hour.

Table 3 Capacity Deficient Locations -- No Build Scenario

One critical element that is represented in the analyses, but is somewhat qualitative, is the impact of truck traffic turning left from Blairtown Road into businesses and onto any of the side streets. Traffic turning left from Blairtown Road must do so from the through lane and only once an acceptable gap in opposing traffic has been found. This gap is much shorter for a passenger vehicle than a large truck. The ultimate growth of land uses that generate significant truck traffic will likely have a significant impact on the function of Blairtown Road if it remains as a two-lane facility.

Build Scenarios The Build scenarios consist of the future-year traffic and potential capacity improvements that would satisfy the deficiencies that were identified by the analysis of the No-Build scenario.

Alternative 2. This alternative would widen Blairtown Road to an urban four-lane section for the eastern segment and a rural four-lane section for the westem segment. This alternative would likely require at least 70 feet of right-of-way. As stated above, the right-of-way west of Quealy Road is 100 feet, but only 60 feet east of Quealy. As such, 10 feet of right-of-way would be required to provide this section, including five feet on each side of the road. This would result in building and/or front yard encroachment on either side of the road. This alternative would impact existing non conforming on-street parking and potentially resulting in elimination of this parking.

This alternative would provide some additional improvement to traffic flow because it nearly doubles the through capacity for each direction of travel. Left turning traffic would

Blahtown Road Planning Project 18

continue to wait in the through for an acceptable gap in traffic, but the additional lane would provide through traffic with an opportunity to go around left turning traffic.

This alternative could greatly improve traffic operations at the South Side Belt Route and Blairtown Road intersection if Blair Avenue, east of the South Side Belt Route, were also widened to include two through lanes in each direction. Otherwise, this alternative would do nothing more to improve traffic operations at this intersection than would the three-lane alternative.

Alternative 2A. This alternative would widen Blairtown Road to a three-lane section urban section with sidewalks and parking on both sides for the eastern segment, and a three-lane rural section for the western segment with 2 foot shoulders. Both segments would include one through lane in each direction and a center left turn lane. This alternative would likely require at least 66 feet of right-of-way. Right-of-way takes would be required to construct this alternative. Improving Blairtown Road to a three-lane section would result in converting the existing non conforming on-street parking to formal on-street parking. In addition, this widening effort may require that some landscaping be removed along the north side of the road, again, within the eastem residential section of Blairtown.

This alternative would provide some improvement to traffic flow along Blairtown Road because it would remove left turning traffic from the through lanes. The current two lane section requires that left turning traffic wait in the through lane for an acceptable gap in traffic. This condition is made worse than typical situations due to the relatively high percentage of large truck traffic experienced along Blairtown Road. Installing a center left turn lane would also improve the relative degree of safety by reducing the potential for rear end accidents, since left turning traffic would be removed from the through lane, and head-on and sideswipe accidents, which can occur when opposing traffic is separated by only a double-yellow line. This alternative would not significantly change traffic operations at the South Side Belt Route and Blairtown Road intersection.

AIternatives 3 and 4. These alternatives consist of bypassing the eastern residential segment of the study area. Alternative 3 would consist of a northern bypass and Alternative 4 would consist of a southern bypass. These twa alternatives would either terminate Blairtown Road prior to its connection to the South Side Belt Route, altering the existing intersection to a T-intersection, or terminate Blairtown Road between the neighborhood and the railroad crossing, leaving the existing South Side Belt Route and Blairtown RoadBlair Avenue intersection in its current configuration. The northern bypass would require construction of a bridge structure to connect to the South Side Belt Route between the existing Blairtown RoadBlair Avenue intersection and the railroad crossing. The southern bypass would connect to the South Side Belt Route south of the existing Blairtown RoadBlair Avenue intersection, requiring significant earthwork due to severe topography south of the neighborhood.


These bypass alternatives could greatly improve traffic flow along Blairtown Road, particularly if the bypass were constructed with a four-lane cross-section. The bypass connection with the South Side Belt Route would be a signalized T-intersection and could be coordinated with the existing, although altered, South Side Belt Route and Blair Avenue intersection to provide optimal traffic operations between the two. These alternatives would effectively remove truck traffic from the neighborhood section of Blairtown Road, and access to the neighborhood could be taken directly from the South Side Belt Route or from an intersection along the bypass.

Alternative 5. This alternative would be similar to Alternative 2A but would also include an interchange at 1-80 and Gookin Road and would connect Gookin Road to Blairtown Road, roughly equidistant between the South Side Belt Route intersection and the SH 191 intersection. This alternative would require a 1,700 foot railroad viaduct to span both the tracks and Little Bitter Creek. Currently, Gookin Road crosses over 1-80 and connects with the frontage roads on either side of the highway.

Installing an interchange at Gookin Road, and connecting Gookin to Blairtown Road, could reduce the amount of traffic that would use segments of Blairtown Road. More importantly, a more direct connection to 1-80 could significantly reduce the amount of truck traffic that passes through the residential section of Blairtown Road. Further, a portion of the traffic volume at the South Side Belt Route and SH 191 intersections would be diverted to the Gookin Road intersection.


Capacity Analysis A capacity analysis was performed for the No-Build scenario each of the Build Alternatives. The results of these analyses can be found in Table 4. The calculation sheets can be found in Appendix A.

Table 4 Capacity Analyses

Way AM

Peak

C

C

C

C

B

rnative No-Build

Widen Blairtown Road to 4 Lanes from SH 191 to South Side Belt and improve South Side Belt and SH 191

Stop) PM

Peak

F

F

F

F

C

intersections Widen Blairtown Road to 3 Lanes from SH 191 to South Side Belt and improve South Side Belt and SH 191 intersections Construct Northern bypass from RR tracks to South Side Belt around residential

from RR tracks to South Side Belt around residential neighborhood (4-lanes from SH-191 to South Side Belt) Install interchange at 1-80/ Gookin Road a h extend Gookin Road (2-lanes) to Blairtown Road. Widen Blairtown Road (3 lanes)

Blairtown Road Planning Project

Roadway Link LOS Blairtown Road

T - west of South

F

C ~

__ C

___ C

~

C

on LOS Blairtown

RoadISouth Side

AM Peak

C

C

__

~

3elt zed) PM

Peak

F

C

~

~

22

As can be seen in the table, the levels of service for Blairtown Road and the intersections would be LOS C to LOS F under the No-Build Scenario. The level of service for each alternative within the Build scenario shows that Blairtown Road should operate at LOS C, regardless of the alternative. The South Side Belt Route intersection should operate at LOS C or better under each alternative, while the SH 191 intersection should operate at LOS F in the PM peak hour under all alternatives except the new interchange alternative, where LOS C would likely be achieved.

All scenarios and alternatives were analyzed using the most current adopted procedures, as outlined in the Transportation Research Boards Special Report 209 - Hishwav CaoaciW Manual (HCM). Specific analysis techniques utilized in this study include signalized intersection analysis and the arterial level of service estimating software.

V. EVALUATION

Evaluation of each scenario and alternative was based on the following generalized areas:

Traffic Operations Community Acceptance and Impacts Capital Construction Costs

The traffic operations criterion was based on the quantitative assessment of each alternative. The community acceptance and impacts criterion was based on feedback from public meetings, discussions with City and County staff, and the analysis of how each alternative would impact traffic flow and travel demand along Blairtown Road. The capital cost impacts of the roadway improvements were evaluated on a qualitative basis. The results of the alternatives evaluation is summarized in Table 5 below.


Table 5 Alternative Evaluation

I I I capital Construction cosc~ ~ and ImDack Alternative Traffic Operations

I

0

i-om I I ’ 0 I Wden B i a i W n Road m 4 l a m Fm SH 191 toSouth We W a n d imp- South Side kit and SH 191

1-ll3 I I 0 I wden ~ i a i ~ n ~ o a d m 3 lam fmm SH 191 to South M e Belt and imprwe South Side Beit and SH 191

6 n

0

The “Key“ for this table illustrates an evaluation rating system that is similar to that of the well-known Consumer Reports rating system, with five levels of circles filled in for various ratings.

Alternative 7. The No-Build scenario shows individual criterion ratings ranging from “poor” to “excellent.” The No-Build is depicted as having a “poor” rating for traffic operations and community acceptance since traffic flow would not be improved and truck and other traffic would not be removed from the residential section of Blairtown Road. No contrast, the No-Build scenario has an “excellent” rating for capital construction costs, since no improvements would be made and, thus be the least expensive.

Alternative 2. The widening of Blairtown Road to four lanes shows individual ratings ranging from “bad to “good.” Widening Blairtown to four lanes would result in some improvement to traffic operations, but right-of-way takes and impacts to on-street parking make this alternative less than acceptable to the community. Also, capital


0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

construction would be moderate due to the doubling of pavement width along the corridor, intersection improvements, and bridge widening efforts.

Alternative 2A. The widening of Blairtown Road to three lanes shows individual ratings ranging from "bad to "good." Widening Blairtown to three lanes would result in some improvement to traffic operations. Right-of-way takes would be required. Current non conforming on-street parking would be converted to formal on-street parking. Pedestrian facilities would be significantly improved. Capital construction costs would be moderate.

Alternatives 3 and 4. The bypass alternatives, coupled with widening Blaittown Road to four lanes, have a "good" rating for traffic operations and community acceptance and a "bad" rating for capital construction costs. The bypass alternatives would improve traffic operations by providing more capacity along Blairtown and improving the intersection at South Side Belt. Community acceptance would have a "good" rating since these alternatives would remove truck and other traffic from the neighborhood section of Blairtown. The southern bypass alternative would carry a "bad rating for capital construction costs due to extensive earthwork required for this alternative. The northem bypass alternative would carry the same rating due to the need for a bridge structure to connect to South Side Belt.

Alternative 5. The new interchange alternative is depicted with ratings ranging from "poor" to "excellent." Traffic operations would be greatly improved since this alternative would provide a direct connection to 1-80, reducing the travel demand on the South Side Belt and the SH 191 intersections. Community acceptance would be favorable since travel demand through the neighborhood section would be greatly reduced, especially truck traffic. However, capital construction costs would be extremely high due to the need to construct a viaduct structure over the railroad tracks and the need to connect to 1-80, likely requiring improvements to the existing bridge structure.

Summary. Summarizing the evaluation matrix by criterion shows that each alternative provides a positive rating for at least one criterion.

The traffic operations criterion shows that the interchange alternative would provide the greatest improvement to traffic operations along Blairtown because it would increase the roadway capacity into and out of the corridor and it would decrease the travel demand along Blairtown. The No-Build scenario would provide the worst traffic operations along Blairtown Road because traffic flow would not be improved. The four and three lane widening alternatives and the bypass alternatives fall somewhere between the interchange alternative and the No-Build scenario because widening Blairtown or constructing a bypass would improve the capacity of the corridor, but the travel demand would not decrease.

The community acceptance and impacts criterion shows that the bypass alternatives and the interchange alternative would provide the greatest reduction of impacts to homeowners and business owners because these alternatives would significantly reduce the travel demand along the residential sections of Blairtown Road. The No-


Build scenario would provide the worst impacts because traffic volumes would simply increase along the corridor without any improvement to capacity. The four lane widening alternative would provide some relief to traffic congestion. However, this would require impacts to homeowners and business owners along the eastern portion of the corridor. The three lane alternative would require right-of-way takes, but also improve parking and pedestrian operations. However, truck traffic in the residential area would not be reduced.

The capital costs for the No-Build scenario were the lowest of any alternative because it would require essentially no capital improvements. The four and three-lane alternatives would require full length widening of the roadway. The bypass alternatives would require new bridge structures and/or extensive earthwork, as well as full length widening. Finally, the interchange alternative would require a major viaduct, new roadway construction, and full length widening of the existing roadway.

VI. COST ESTIMATES

To supplement the decision making process, budgetary level cost estimates based on preliminary engineering and historical transportation costs were developed for Alternatives 2A and 5. Supporting information for these budgetary level cost estimates is provided in Appendix C. Total project costs, including construction, preliminary engineering, construction engineering, and right-of-way acquisition costs are as follows:

Alternative 2A $6,545,000 Alternative 5 $1 6,726,000

VII. RECOMMENDATIONS

The following considerations and recommendations take into account the three evaluation criteria as a whole.

Alternative 2A would improve traffic operations, require right-of-way acquisition, improve on-street parking and pedestrian conditions, and could be constructed at a reasonable cost.

Alternative 5 would significantly improve traffic operations, require right of way acquisition in developed areas, improve on-street parking and pedestrian conditions, and reduce truck traffic in residential areas. However, the cost of this alternative is preclusive.

When evaluated globally, considering all factors together as a whole, Alternative 2A provides partial traffic operations benefit, provides partial benefit to community impacts, and is within the fiscal abilities of the community.


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VIII. PUBUC INVOLVEMENThNFORMATlON MEETINGS

The goal of the public involvement process was to provide the opportunity for individuals to easily access information as well as participate in the planning process. Three (3) public meetings were held that presented an overview of the project in the initial, dmft and final stages of the project. The public meetings were designed to generate active interest in the project and solicit input and concerns within the Blairtown Road Planning Study boundaries. Presentation and handout materials were prepared in association with the public meetings and public input was solicited.

Blaittown Road Planning Project 21

Appendix A

Capacity Analysis Worksheets

B B B B B B b

D B D B B D B D B D B B B B B B I, I, I,

B B

0 0 0 0 0 0 0 0 0

Appendix C

Budgetary Level Cost Estimate Information

Blairtown Road Planning Project

0

B B B

B

D

0

0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Blairtown Road Planning Study

Alternative 2A Budgetary Level Estimate !

lfem Construction Costs (2003)

Mobilization (10%) Stom Water Control Clearing and Grubbing Removal of Structutes and Obstructions Unclassified Excavation Borrow Special Excavation Topsoil Seeding and Mulching Aggregate Base Hot Bituminous Pavement Bridge 1 Widening Bridge 2 Widening Riprap Guardrail Cross Culverts Sorm Drain Concrete Sidewalk Curb and Gutter Roadway Lighting Toraffic Signal

Temporary Traffic Control Contingencies/Other Miscellaneous Items

Subtotal w/o Mobilization

Subtotal w/o Mobilization Total Constructton Costs (Rounded)

Preliminary Engineering (12%) Construction Engineering (12%)

Right-of- Way Acquisition

TOTAL

Unit

LS LS AC LS CY CY CY AC TON TON LS LS CY LF LF LF SY LF LS LS

1

-_

Parcels

Qty Unit Price Extension

1 1

39.500 1

65,900 10,880 10,510

20 39,720 24,340

1 1

628 1,000 3,010 2.220 3,200 4,440

1 1

9% 30%

$438,820 $20,000 $3,500

$20,000 $4 $7 $4

$1,750 $13 $40

$100,700 $72,300

$100 $35 $70

$105 $22 $25

$50,000 $1 10,000

wa,820 $20,000

$138,250 $20,000

$280,080 $76,160 $42,040 $34,480

$516,360 $973,600 $700,700 $72,300 $62,800 $35,000

$210,700 $233,100 $70,400

$I 11,000 $50,000

$1 10,000 $3,156,970

$284,127 $94 7.09 1

$4,388,188 $4,827,W

$579,000 $579,000

8 $70,000.00 $560,000

$634WOO

GCW, 0 3 1 1/03 X:lTrafficlP~'act.slb'~rtoairrown RoadlPublic Workshop ~~udetarvJeveCestimate-l.~ls]ALT-5

Blairtown Road Planning Study

Alternative 5 Budgetary Level Estimate

Item COnStNCtiOfl COStS (2003)

Mobilization (10%) Storm Water Control Clearing and Grubbing Removal of Structures and ObstNctions Undassified Excavation Borrow Special Excavation Topsoil Seeding and Mulching Aggregate Base Hot Bituminous Pavement Concrete Pavement (9 Inch Depth) Bridge 1 Widening Bridge 2 Widening Viaduct Riprap Guardrail Cross Culverts Storm Drain Concrete Sidewalk Cu& and Gutter Roadway Lighting Traffic Signal

Temporary Traffic Control Contingenciedother Miscellaneous Items

Subtotal w/o Mobilization

Subtotal w/o Mobilization Total Construction Costs (Rounded)

Preliminary Engineering (12%) Construction Engineerhg (12%)

Right-of-way Acquisitiofl

TOTAL

Unit

LS LS AC LS CY CY CY AC TON TON SY LS LS SF CY LF LF LF SY LF LS LS

- -

SF Parcels

Qfy Unit Price

1 1

45.000 1

75,500 10,860 13,430 22.700 44,550 28,190 1,290

1 1

64,600 628

1,500 3,310 2320 3,200 4,440

1 1

9% 20%

96,000 8

GCW, 03/11/03 X::\TrafficWrojectss\Blairtown RoadlPublic Workshop #3budeta~-lev&estimate- 1.xkJALT-5

$25,000 $3,500 $23,000

$4 $7 $4

$1,750 $13 $40 $60

$100,700 $72,300

$90 $100 $35 $70 $105 $22 $25

$85,000 $110,000

$1.50 $70,000

Extension

$1,215,650 $25,000 $157,500 $23,000 $320,880 $76,160 $53,720 $39,730 $579,150

$1,127,600 $77,400 $100,700 $72,300

$5,814,000 $62,800 $52,500 $231,700 $233, I00 $70,400 $I I1,OOO $85,000

$I lo, 000 $9,423,640 $a, 128

$1,884,728 $12,156,496 $13,372,0011

$1,605,000 $1,605,000

$144,000 $560,000

$16,726,000

George Walton B B B From: B Szn' B Subject:

Kevin Dusenberry Monday, March 17,2003 9:55 AM George Walton R E Bridge Widenings

For the Viaduct: Assuming a precast concrete girder bridge with a cast-in-place deck and pile supported bents and ' abutments the cost would be between 575 and $100 per Square Foot. Due to the height and length of the bridge I would use about $90 per Square Foot for a preliminary value. Water crossings are also more expensive than dry crossings, however, since you could pretty well span over Bitter Creek the $90 should be more than adequate.

B

D -

8 8 0 8- 0

e

--Original Message---- From: George Walton Sent: Friday, March 14,2003 1:38 PM To: Kevin Dusenbeny

- Subjeck RE: Bridge Widenings

Thanks Kevin. I've accounted for the items listed below.

There is an alternative that we are looking at with a railroad viaduct overpass.

Stats: 1700' length (spans two milroad tracks, a minor roadway, and Bittercreek) 38' width (2-12' lanes, 3 foot shoulders, and 4' allowance each side for curb/rail) 32' deck height for about 250' of the length (vertical clearance needs to be 23 ft, I assumed 9' super structure

7% approaches depth)

Thubnail sketch of a square foot price?

George C. Walton, P.E. Senior Transportation Engineer (0 ) 970.221.3600 (f) 970.221.9933 [email protected]

--Original Message--- From: Kevh Dusenbeny S e n i To: Gewge Waltan SUbjeCE Bridge Widenings

The attached spreadsheet contains cost estimates for the two bridges you sent me. The costs do not include the following:

Friday, March 14,21393 1255 PM

Mobilization Traffic Control Additional Bank Protection Guardrails at the approaches

I'll fax you a copy of the calculations

cc File: blairtownroadCost.xls >>

1

PRELIMINARY COST ESTIMATE BLAIRTOWN ROAD

BITTER CREEK BRIDGE WIDENING

0 0 0 0

Contingency (1 5%) $ 13,136 Total Estimated Cost $ 100,706

0 0 0 Total Square Foot Cost $ 54.49

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

ENTRANCO blairtownroadCost.xls

0 5/30/2003

a a a a a a a a a a a a a a a a a a a a a 9 a a a a a a a a a a a a a a a a a a a a a a

PRELIMINARY COST ESTIMATE ELAIRTOWN ROAD

SWEENVATER CREEK BRIDGE WIDENING

Subtotal Contingency (1 5%) Total Estimated Cost Total Square Foot Cost

$ 62,850 $ 9,420 $ 72,278 $ 65.11

ENTRANCO blairtownroadCost.xls 5/30/2003

345 East Mountain Avenue Fort Collins, Colorado 80524 Phone (970) 221-3600 Fax (970) 221 -9933 www.entranWm

Fax Date: 3/11/03

To: Kevin Dusenberry From: George Wdton

Of: Project Name: Blairtown Road

Fax: 602.889.7101 Project Number: 3-25-02035, 10-09, LO301

Phone: 602.889.7000 cc:

No. of Pages (Incl. Cover): 5 Original to Follow: Yes No

For Your Information c] For Review 0 Please Reply

Items Transmitted I Message: Two bridges. Both very similar. However, one is on a curve.

After looking at the proposed typical section the widening is a little more sigdicant than I thought.

For Bridge 1 let’s say widen

For Bridge 2 let’s say widen

flowline to flowline with no sidewalk.

flowline to flowline and an 8’ sidewalk.

4 z‘ Thanks for the help.

The information in this Fax is confidential and proprietary and is intended only for the individual(s) or entity(ies) named on the cover sheet If you are n d the intended recipient(s), disclosure, copying, distribution, or use of this information is prohibited. If you do not receive all of the pages or have received this transmmal in error, please notify us immediately at the number above.

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