Alternatives Considered 2.0 ALTERNATIVES CONSIDERED

Transcription

1 Alternatives Considered 2.0 ALTERNATIVES CONSIDERED

2 PROPOSED ACTION The Proposed Action calls for six continuous lanes (three in each direction) from I-25 to Powers Boulevard and four continuous lanes (two in each direction) from Powers Boulevard to US 24. Bicycle and pedestrian facilities are an integral part of the design. Transit can be accommodated within the Proposed Action design. vd I-25 Academy Bl Union Blvd Taos Dr Lexington Dr. Powers Blvd US 24 Generally 145'-165' ROW with variations for ramps 145' ROW 220' ROW Woodmen Rd raised, Academy Blvd lowered Woodmen Rd under Union Blvd Proposed Action Alternative Diagram = Proposed interchange = 6 lanes with raised median + 2 auxiliary turn lanes + bike lanes = 6 lanes with raised median + bike lanes = 4 lanes with depressed median, bike lanes on frontage road system = Interchange (by others) ROW = Right-of-Way width

3 2.0 ALTERNATIVES CONSIDERED 2.1 Introduction This chapter discusses the process used to develop concepts and the range of alternatives that were formed from them. It describes the alternative screening process and the two final alternatives that are considered in this Environmental Assessment (EA), the Proposed Action, and the No Action Alternative. Both of these are described in detail, as well as the rationale for the Proposed Action and a comparison to the No Action Alternative. 2.2 Alternatives Development Process The Woodmen Road Corridor Improvements Project is approximately 11 miles long, from I-25 to US 24. Land use along the project corridor ranges from dense urban development west of Powers Boulevard to rural landscapes east of Powers Boulevard. US 24 on the eastern end of the project is a T intersection. The existing intersection of Woodmen and US 24 has been improved by the developers of Falcon Town Center to include signals, four lanes on Woodmen Road, and appropriate turn lanes on both Woodmen and US 24. Additional improvements to the intersection are needed and were considered in the development of the Woodmen Road Corridor Improvements Projects. Improvements to US 24 beyond the intersection were not evaluated because widening of US 24 to four lanes is included in the constrained 2030 Regional Transportation Plan, is partially funded in the current State Transportation Improvements Program, and is a connected but separate action. A decision to widen US 24 beyond the intersection will be made based upon a separate NEPA study. At the west terminus, most vehicles traveling west on Woodmen Road beyond Academy Boulevard are bound for I-25. Thus, US 24 and I-25 are logical termini for this project. The Project Team identified and organized roadway sections based on demand and adjacent property needs. These sections fell within three basic areas from west to east: I-25 to Woodmen Commons Shopping Center (Sam s Club), the most congested and urbanized section, is characterized by mostly commercial and retail uses with some neighborhoods along Woodmen Road. Woodmen Commons Shopping Center (Sam s Club) to Lexington Drive is characterized by older large-lot neighborhoods, apartments, town homes, and some existing and emerging commercial and retail establishments. Lexington Drive to US 24 has older, large-lot homes; newer apartments and housing; and commercial developments, mixed with remnant rural or agricultural lands. Organization of Chapter 2.1 Introduction page Alternatives Development Process page Alternatives Eliminated page Proposed Action, Costs, and Rationale page No Action Alternative page Summary of No Action and Proposed Action Alternatives page 29 Definitions Roadway and Intersection Improvement Concepts: Options that will work in a specified location along the corridor. Sixty concepts were evaluated. Alternative Packages refer to the 12 alternatives that remained after creating logical combinations of the 60 Roadway and Intersection Improvement concepts. These were screened to two alternatives, which were then studied in detail. The final Two Alternatives are the Proposed Action and No Action alternatives described in detail in this chapter. 2.0 Alternatives Considered 17

4 These sections often had conflicting needs, and developing workable concepts for them was a complex task. For example, near the commercial and retail properties at Woodmen Road and Academy Boulevard, access and visibility are critical issues to the retail tenants and property owners. In contrast to the businesses, the citizens of the Brookwood neighborhood, located just east of this section, have an opposite desire; to have no access to Woodmen Road, and to reduce visibility into the neighborhood; hence the existing wall along its border with the roadway. Nearer to I-25, more through-lanes, traffic signals, and acceleration/deceleration lanes are necessary to manage heavy traffic volumes. But on the eastern-most end of the project, where development is currently less dense, fewer through-lanes and traffic signals are required. Within this diversity of contexts, Woodmen Road must have a logical continuity of design along its length so that drivers, bicyclists, and pedestrians can anticipate what to expect as they travel from one end to the other. All of these elements were considered as the Project Team developed concepts and then alternatives. The concept development and alternative screening process was comprehensive and targeted toward resolving complex and often competing issues. The concepts (the 60 intersection and roadway improvement concepts) developed for specific roadway sections and intersections were the initial step to understand the implications of, for example, moving the centerline north or south, changing the elevation of the roadway, or expanding equally to both sides of the road. These concepts were then used as a basis for developing alternatives that reduced congestion while minimizing impacts. As required by the Council on Environmental Quality (CEQ), a no action alternative is the basis of comparison to the Proposed Action. The No Action Alternative is further described in Section 2.5. Purpose The purpose of the proposed improvements to Woodmen Road is to reduce the existing traffic congestion to make traffic flow more smoothly throughout the corridor, now and in the future, to the year Alternatives Eliminated As an initial step, the Project Team created 60 design concepts for roadway and intersection improvements. The Project Team then reviewed all 60 concepts and eliminated those that did not sufficiently address the purpose identified in Chapter 1, Purpose and Need. The screening criteria for eliminating these concepts included: Failure to meet future traffic capacity needs ( LOS E or worse) Creation of more traffic capacity than is necessary Poor performance at key intersections (LOS E or worse or potential for accidents, or an unacceptable pedestrian environment) Alternatives Considered

5 Once these concepts were screened for capacity at a broad level, environmental issues were used to further refine and screen the remaining concepts. Beyond capacity and environmental effects, some concepts resulted in additional benefits. These additional benefits included many of the issues important to the public such as an improved pedestrian environment, preferred access to businesses and neighborhoods, and bicycle lanes. While not part of the purpose of the project, these benefits were evaluated and were used to help screen concepts that were otherwise very similar. Diamond Interchange: One road going over another with ramps in a diamond (as seen from the air) configuration and a traffic signal at both ramps. Urban Interchange: One road going over another with one traffic signal on one road. Likewise, some concepts created problems such as hostile pedestrian environments, undesirable access, or visual intrusion. These concepts were rated lower. As an example, one concept, an at-grade intersection at Woodmen Road and Academy Boulevard, was eliminated. Many people who live along Woodmen Road initially wanted the intersection to be at-grade because it would be more compatible with the character of the area. They were also concerned about noise and visual impacts to their neighborhoods. But attempting to retain an at-grade intersection with six or more through-lanes and multiple turn lanes did not provide an acceptable LOS of D or better for this intersection concept. The at-grade intersection also created problems, such as: A hostile pedestrian environment of as many as 13 traffic lanes to cross on all four corners, including three left-hand turn lanes, two right-hand turn lanes and their two acceleration lanes after the turn, and six through lanes. Triple left-hand turn lanes that could create difficult conditions for drivers, pedestrians, and bicyclists. Unacceptable levels of delay (LOS E or F) at the intersection during peak traffic times. A potential need to create access between adjacent neighborhoods and Woodmen Road. Several interchange types were also examined and eliminated. For example, at Woodmen Road and Academy Boulevard, a tight diamond interchange with ramps close to the adjacent roadways and two signals did not relieve congestion as well as the urban interchange with just one signal. Interchanges with ramps along Woodmen Road, rather than Academy Boulevard, were eliminated because of the magnitude of right-of-way (ROW) requirements that would severely impact adjacent properties. The diamond interchange is gradeseparated with traffic lights to control turning movements. Right-of-Way The land needed to accommodate the roadway, sidewalks, and other public facilities. 2.0 Alternatives Considered 19

6 These problems and others led the Project Team to eliminate the at-grade option, as well as several grade-separated concepts. When the public learned of these problems, particularly with the at-grade intersection, many concerned citizens at the public workshops understood that the at-grade intersection would create significant problems, which led to its elimination. See (Chapter 5) Public Involvement and Project Coordination, for more information on public meetings and public opinion. The first level of screening focused on the combinations of the individual roadway and intersection concepts into 12 logical alternative packages along the entire corridor. These alternatives included different ramp configurations, grade-separation options, property access options, and the amount of land required to implement each alternative. Ten of the twelve alternative packages contained many negative features, including some that were unacceptable to adjacent businesses, residents, and neighborhoods. The Project Team worked closely with citizens, property owners, and businesses to eliminate alternatives that were unacceptable from their collective perspectives. Visual intrusion, noise, and difficult access to commercial properties were important issues to those who live, work, or own businesses along Woodmen Road. Beyond these issues, screening criteria included: Capacity of the roadway and intersections, and the ability to maintain a LOS of D during peak times, particularly the evening rush hour as commuters exit I-25 and travel east on Woodmen Road. Potential environmental effects to adjacent property and on air quality, water quality, wetlands (including the possibility for wetland preservation), low income and minority populations, habitat, and wildlife. Additional screening criteria included: Prohibitive ROW requirements and the number of buildings or homes that would need to be acquired within the ROW Poor neighborhood compatibility because of increased noise and visual intrusions Inability to accommodate acceptable local access Lack of public support Alternatives Considered

7 After screening all twelve alternative packages and comparing them to each other, two alternatives emerged that did not rate poorly on environmental issues or had serious flaws such as: Inability to maintain a minimal LOS of D to the year 2030 More wetland acquisition compared to other alternatives Right-of-way acquisition of apartments with low-income or minority populations More building acquisitions of both homes and businesses when compared to other alternatives The two remaining alternatives and the No Action alternative were then advanced to a more rigorous screening process. These two alternative packages had the following elements in common: Six through lanes from I-25 to Powers Boulevard Four through lanes from Powers Boulevard to US 24 An urban interchange (grade separated) at Woodmen Road and Academy Boulevard On-street bicycle lanes on Woodmen Road from I-25 to Powers Boulevard The major differences between the final two alternative packages included: Improvements at the Union Boulevard and Woodmen Road intersection: One package proposed an at-grade intersection, and the other proposed grade separation. ROW width between Rangewood Drive and Powers Boulevard along Woodmen Road: One package proposed a 145-foot ROW, and the other proposed 120-foot ROW. The urban interchange is grade-separated with only one traffic light, making the intersection operate more efficiently. The Woodmen Road median between Marksheffel Road and Meridian Road: One package proposed a depressed grass median, and the other proposed a barrier median. In the final step of review, the Project Team further analyzed the effectiveness of these two alternative packages and the No Action Alternative to meet the project purpose, and selected a Proposed Action. Screening criteria at this step included a more extensive traffic analysis and a more detailed environmental analysis than the previous screening. 2.0 Alternatives Considered 21

8 Final Alternatives The two final build Alternatives contained the best ideas from the 12 alternative packages. These, along with the No Action Alternative, were evaluated to identify which one best met the purpose of the project: to reduce congestion along Woodmen Road. Proposed Action The Proposed Action is the preferred alternative being proposed in this EA. After the agencies and the public review and comment on this EA and its Proposed Action, the Federal Highway Administration will make a decision about further action. The Proposed Action and the No Action alternatives are the two options for final comparison in this Environmental Assessment. The alternative package that was eliminated from the final two contained the at-grade intersection at Union Boulevard and Woodmen Road and the barrier median (as opposed to a depressed grass median) between Marksheffel and Meridian roads. The reasons for elimination were: The results of further analysis of the traffic models showed that the at-grade intersection at Union Boulevard and Woodmen Road did not clearly meet the criteria of maintaining minimum LOS of D to the year The grade-separated interchange was more reliably able to handle the projected traffic. The 120-foot ROW option had a potentially negative effect on safety, implementation costs, aesthetic treatments, and utility function. The 145-foot ROW width, as opposed to the 120-foot width, between Rangewood Drive and Powers Boulevard provides a consistent corridor width. This is important to driver expectation. The ROW acquisition for the additional 25 feet did not substantially affect adjacent properties. Therefore, the alternative with the 120-foot ROW option was eliminated. The barrier median between Marksheffel and Meridian roads was eliminated because a depressed grass barrier is both safer and more in keeping with the developing suburban character. The Proposed Action is described in Section 2.4 and the No Action Alternative is described in Section 2.5. The environmental effects of the Proposed Action can be found in Chapter 3 of this document. A more detailed discussion of the alternative screening process, including documentation of the criteria used to eliminate alternatives, is included in Appendix A of the report, Supporting Technical Documents, available for review at the offices of the City of Colorado Springs and El Paso County. 2.4 Proposed Action, Costs, and Rationale The Proposed Action was identified as the preferred because it met the purpose of the project as described in Chapter 1, Purpose and Need, and has the fewest negative impacts on the surrounding environment. The Proposed Action contains the following elements (see Figures 2-4 and 2-5 at the end of this chapter): Intersections Woodmen Road and Academy Boulevard will be a grade-separated, singlepoint urban interchange, consisting of diagonal ramps placed closely alongside Academy Boulevard and a single traffic signal placed on the elevated portion of Woodmen Road. Academy Boulevard will be the through movement and will be lowered approximately 15 feet to pass under Woodmen Road, which will be elevated approximately 15 feet Alternatives Considered

9 Woodmen Road and Union Boulevard will be a grade-separated, singlepoint urban interchange with one traffic signal on Union Boulevard. Woodmen Road will be the through movement and lowered so that it can pass under Union Boulevard. All other intersections from I-25 to US 24 will remain at-grade, except Powers Boulevard, which will soon become a grade-separated interchange, already approved by a Powers Boulevard Environmental Assessment and Finding of No Significant Impact (February 2, 1998) and will be funded by CDOT. Lanes Woodmen Road from I-25 to Powers Boulevard will have six through lanes, three in each direction, and two auxiliary acceleration/deceleration lanes between Campus Drive and Academy Boulevard. Woodmen Road from Powers Boulevard to US 24 will have four through lanes on Woodmen Road, two in each direction. The four travel lanes will be separated by a depressed grass median. Access is currently provided by frontage roads paralleling Woodmen Road. Roadway Grade Modifications At Union Boulevard and Woodmen Road, Woodmen Road will be lowered to pass under Union Boulevard. At Woodmen Road, west of Lexington Drive, Woodmen Road will be lowered to match the new grade of the road as it passes under Union Boulevard. Grade modifications (i.e., changes to the vertical alignment) between Black Forest Road and Marksheffel Road have been included to improve sight distances and safety. Rights-of-Way (see Figure 2-4) From I-25 to Taos Drive, the roadway ROW width will be adjusted as needed to accommodate the interchange ramps at Woodmen Road and Academy Boulevard as the roadway parallels the commercial properties at this intersection. From Taos Drive to Powers Boulevard, the roadway ROW width will be 145 feet to accommodate additional traffic lanes as well as sidewalks and bicycle lanes. From Powers Boulevard to US 24, the roadway ROW width will be 220 feet to accommodate travel lanes and on-street bicycle lanes (on frontage roads). Existing intersection at Woodmen Road and Academy Boulevard. The Woodmen Road/Academy Boulevard urban interchange is designed to keep traffic flowing at the intersection of two heavily traveled primary arterials. Existing intersection at Woodmen Road and Union Boulevard. Union Boulevard and Woodmen Road will need an interchange to keep traffic flowing. 2.0 Alternatives Considered 23

10 Figure 2-1 Examples Demonstrating the Use of the Designated Rights-of-Way Alternatives Considered

11 Access Management Residential driveways that open directly onto Woodmen Road pose a safety problem and interfere with traffic flow. They will be eliminated, where possible, and other access will be provided for residents along Woodmen Road. Businesses that have multiple access points will have accesses modified to restrict turning movements, but will still be provided with reasonable access. For example, the Academy Boulevard access point to the Woodmen Valley Shopping Center (King Soopers and Hobby Lobby) will be restricted to a right-in right-out access. However, the Woodmen Road access to the shopping center will remain a full-access, signalized intersection. To the east of Powers Boulevard, El Paso County already has an Access Management Plan in place. Some local streets, including Bell Drive; Gail, Ruth, and Cindy Places; and Taos Drive, in the Columbine Estates neighborhood, will be closed, and access to the adjacent properties will be rerouted to Shrider Road. Yellowwood Drive, between Rangewood Drive and Austin Bluffs Parkway, will be modified to restrict left-hand turns from Yellowwood Drive onto eastbound Woodmen Drive. Side streets in the area where frontage roads currently exist, east of Black Forest Road, will access the frontage roads. Bicycle and Trail Accommodations From Campus Drive to Powers Boulevard, 6-foot (including gutter) on-street bicycle lanes on both sides of Woodmen Road, and trail accommodation across Woodmen Road at Union Boulevard and Austin Bluffs Parkway, are called for. From Powers Boulevard to US 24, the Woodmen Road bicycle and pedestrian facility will be built on the Woodmen frontage road and will accommodate trails crossing Woodmen Road at the Falcon Town Center and Sand Creek. Pedestrian and Transit Accommodations From I-25 to Powers Boulevard, the addition of sidewalks on both sides of Woodmen Road will provide a continuous pedestrian walkway. At Woodmen Road and Academy Boulevard, the interchange design includes islands that separate moving traffic lanes from turning lanes. There is an island between the east- and west-bound lanes at the pedestrian crosswalks. These islands will function as pedestrian refuges for those crossing several lanes of traffic. The environmental impacts of the Proposed Action and the No Action alternatives, and mitigation commitments can be found in Chapter 3, Affected Environment, Impacts, and Mitigation. Traffic islands provide a Pedestrian Refuge (Safe Area) amidst traffic lanes. 2.0 Alternatives Considered 25

12 These islands allow the pedestrian to cross only a few lanes of traffic at a time, rather than trying to cross many lanes all at once. Analysis of the transit needs on Woodmen Road showed that a separate transit right-of-way was not warranted, nor did it negate the need for additional lanes. The Project Team worked closely with Springs Transit to ensure that existing and planned bus service along Woodmen Road from I-25 to US 24 will be accommodated as shown in Figure 2-1. The Proposed Action could also accommodate Express Bus service by Springs Transit if they so desire. Implementation Steps and Funding Process The implementation steps described here will go forward only after public and agency review and if FHWA makes a decision to proceed based on the National Environmental Policy Act. Most projects of this magnitude are funded over many years and with the funding resources at hand. The City and County have partnered to develop a comprehensive funding package for the project that includes federal funds and local match, as well as contributions from the Woodmen Road Improvement District and the PPRTA. Other improvements beyond those called for in the bulleted sections above, include upgraded drainage facilities, storm drains, and detention basins as well as utility relocations associated with the roadway expansion. Costs, Funding, and Implementation All of the capacity improvements described in the Proposed Action are included in the adopted fiscally constrained 2030 Regional Transportation Plan. The approved Transportation Improvement Program shows funding for six lanes and other capacity improvements between I-25 and Stinson and widening to four lanes between Powers Boulevard and US 24. At the time of this EA, the estimated cost to construct the Proposed Action was approximately $98 million. If, as a result of the NEPA process, FHWA determines that the Proposed Action can proceed with federal funding, construction will occur in phases as funding becomes available from a variety of sources, including federal, the Pikes Peak Rural Transportation Authority (PPRTA), City and County, Woodmen Road Improvement District, and private developers. As of this writing, there are insufficient funds to complete the Proposed Action all at one time. The Woodmen Road improvements will be implemented by two jurisdictions: the City of Colorado Springs and El Paso County. The pie charts show the funding sources for the Woodmen Road Corridor Alternatives Considered

13 In summary: El Paso County will be working with the private sector developers on improvements as part of development agreements. The City and County voters have approved the formation of a Rural Transportation Authority (RTA), now referred to as the Pikes Peak Rural Transportation Authority, or PPRTA. An RTA is an intergovernmental organization formed to improve transportation and is supported by a sales tax that is used for capital projects, as well as for maintenance and transit services. The PPRTA is a mechanism to raise funds for capital improvements to roadways throughout the City and County, including Woodmen Road. When the NEPA process is finalized, federal funds could be used on this project. 2.5 No Action Alternative A No Action Alternative, the baseline for comparison to the Proposed Action, was evaluated in accordance with federal requirements and the regulations of the Council on Environmental Quality. The No Action Alternative is based on the following assumptions: Woodmen Road would remain essentially as it exists today but would reflect improvements that have not yet been completed but are programmed for funding in a currently adopted Transportation Improvement Program (TIP) or local agency improvement plan. These committed improvements include new traffic signal equipment for signal-timing optimization, additional turn lanes at certain intersections, and the interchange at Powers Boulevard and Woodmen Road. Safety improvements would be made as appropriate. For example, minor adjustments to the roadway layout, adjustments to signals, and roadway resurfacing would continue. No Action Alternative Federal regulations for implementing NEPA require a No Action Alternative as a basis for comparison. This alternative includes all previously planned, funded, and approved improvements. It does not include capacity improvements and other major changes to intersections, roadway widths, road grades, and amenities such as bicycle lanes and sidewalks. All existing highway and transit infrastructure and services within the corridor would be maintained. The No Action Alternative includes the following elements: Intersection Configurations From Campus Drive to US 24, existing at-grade intersections at all locations will remain at-grade except for the interchange at Woodmen Road and Powers Boulevard. The No Action Alternative would maintain four through lanes from Campus Drive to Powers Boulevard. 2.0 Alternatives Considered 27

14 The No Action Alternative would leave all intersections at-grade except for the interchange at Woodmen Road and Powers Boulevard. Additional right- and/or left-turn lanes are included at Academy Boulevard, Union Boulevard, Lexington Drive, Rangewood Drive, and Duryea Road intersections to enhance traffic operations and safety. Access to Woodmen Road between Powers Boulevard and US 24 will be limited to signalized intersections at Black Forest Road, Marksheffel Road, Banning Lewis Parkway, Mohawk Road, Golden Sage Road, Meridian Road, McLaughlin Road, and US 24. Existing Lanes on Woodmen Road Campus Drive to Powers Boulevard will remain four through lanes, two in each direction. Powers Boulevard to US 24 will remain two through lanes, one in each direction. Rights-of-Way ROW widths will remain as they currently are except at intersection turnlane locations. Access Management El Paso County currently has an Access Management Plan that will be implemented for the two-lane section of roadway east of Powers Boulevard. The City does not have an Access Management Plan for the roadway west of Powers Boulevard. Bicycle and Trail Accommodations No improvements are planned; however, this alternative does not preclude the facilities included in City and County master plans, such as at the Skyline Trail along Union and the Sand Creek Trail near Marksheffel Road. Pedestrian and Transit Accommodations No improvements are planned; however, this alternative does not preclude any facilities included in City and County master plans for the corridor. These include two planned park-and-ride facilities that intersect the eastern portion of Woodmen Road, on Black Forest Road and US 24. These parkand-rides are not located on Woodmen Road, but their service area includes the Woodmen Road Corridor. A third is planned for Woodmen Road west of I-25 beyond the project area boundaries Alternatives Considered

15 Related and Concurrent Projects El Paso County has recently completed two roadway safety projects on Woodmen Road. One project realigned the intersection of Black Forest Road and Templeton Gap Road so that they form a single, signalized intersection. A second project east of Black Forest Road added shoulders, improved sight distances, adjusted roadway layout to improve safety, and created a section of frontage road. Almost all intersections along Woodmen Road will fail by An interchange at Woodmen Road and Powers Boulevard, previously approved, will be constructed by CDOT. 2.6 SUMMARY OF NO ACTION AND PROPOSED ACTION ALTERNATIVES No Action Alternative The No Action Alternative involves very limited strategies, described earlier, that provide short-term improvements to operations but do not address longterm capacity needs. It does not address Woodmen Road s fundamental problem: it is undersized to handle traffic demands today and will become progressively worse as new developments -- currently being built, already planned, or permitted -- occur. This lack of capacity is both a local and a regional problem with implications for the roadway system throughout the northwest quadrant of El Paso County. By 2030, under the No Action Alternative: Almost all intersections along Woodmen Road will fail (see Figure 2-2). Pedestrian crossings at Woodmen Road and Academy Boulevard will become even more difficult than they are today because of the increased traffic with no pedestrian refuges. Safety problems will continue, associated with overcrowded roads, minimal access management, inadequate sight distances, and the undercapacity two-lane section from Powers Boulevard to US 24. The No Action Alternative does not meet the Purpose and Need identified in Chapter 1. Implementing the plans for Woodmen Road that are included in the approved Transportation Improvement Program and local work programs, such as adding turn lanes and updating signal equipment, will not resolve the congestion problems in this corridor. Air Quality Idling vehicles along Woodmen Road can create emissions and visible pollution that lower nearby air quality. Improving traffic flow will help reduce this pollution. Safety Most of the accidents along Woodmen Road can be attributed to lack of adequate capacity or sub-standard roadway layout without shoulders along the side of the road to allow drivers recovery space for errors. The Proposed Action will fix these problems to reduce safety hazards. 2.0 Alternatives Considered 29

16 Delays Associated with Level of Service (LOS) LOS Associated Delay in Seconds A less than 10 B 10 to 20 C 20 to 35 D 25 to 55 E 55 to 80 Figure Traffic under the No Action Alternative shows that most of Woodmen Road and its intersections are failing because the demand is greater than the capacity of the roadway. (This Figure also appears as Figure 1-6 in Chapter 1 but is repeated here for comparison to Figure 2-3.) F greater than 80 Level of Service Woodmen Road and Academy Boulevard Alternative AM PM Existing D F Figure Traffic under the Proposed Action Alternative shows most roadway sections and intersections under capacity and able to accommodate the current and projected traffic. No Action F F Proposed Action C C Woodmen Road and Union Boulevard Alternative AM PM Existing C D No Action F F Proposed Action C C Proposed Action The key reason for increasing the capacity of Woodmen Road is to meet the traffic needs from future approved growth while addressing the existing demand created over the last 20 years by unprecedented, robust growth in the northeastern portion of the Colorado Springs area. The Proposed Action, described earlier, addresses these needs. As shown in Figure 2-3 and in the boxes to the left, the level of service along Woodmen Road and at intersections will improve from D and F in 2030 to C at many locations during peak traffic volume times. This will improve travel time, reduce accidents, and maintain air quality levels significantly better than the No Action Alternative. Conversely, because more vehicles will be traveling at a consistently higher speed, noise levels are likely to increase. Noise wall locations have been identified to mitigate noise and are discussed further in Section 3.1, Traffic Noise. These issues and many others are explained further in the following Chapter 3, Affected Environment, Environmental Consequences, and Mitigation Alternatives Considered

17 Besides the improvement in traffic capacity and flow, additional benefits of the Proposed Action include continuous sidewalks on both sides of Woodmen Road from I-25 to Powers Boulevard and intersection crosswalk upgrades. For example, at Academy Boulevard and Woodmen Road, the Proposed Action provides for a series of traffic control islands that can be used as pedestrian refuges for those crossing several lanes of traffic on both Woodmen Road and Academy Boulevard. Bicyclists are also accommodated throughout the corridor in a combination of on-street facilities, frontage roads, and connections to trails crossing Woodmen Road. Proposed Action Benefits Additional benefits of the Proposed Action include: Improved safety New bicycle lanes and sidewalks Improved pedestrian crossings Managed access In summary, the Proposed Action addresses the traffic problems on Woodmen Road -- the purpose of the project -- while creating a safer environment for vehicles, pedestrians, and bicyclists. Figure 2-4 at the end of this chapter shows a plan of the proposed improvements. Figure 2-4 Proposed Action Alternative Summary Diagram 2.0 Alternatives Considered 31

18 Figure 2-5 Proposed Action (See Attached Map on Next Page) Alternatives Considered