4.0 Recommended Transportation Plan

Transcription

1 4.0 Recommended Transportation Plan The Town wants to provide a multi modal transportation system for its residents in order to provide them with options when making trips. The automobile has always been the option around which transportation plans are built, but more and more towns are considering and adopting into their plans the concept of complete streets, in which all modes of travel are accommodated. This is basically the concept around which this TMP is being designed. Getting people to leave their cars and walk, or bike, to work, for shopping trips, or for errands requires more than describing the benefits. It requires a transportation system that is safe for walking and biking, on facilities that meet their abilities. The transportation system must also be able to help the Town meet its responsibilities, as well as meeting the needs of its residents. The Town must work to encourage economic development, to provide emergency services and to meet the day to day needs of its residents. The Guiding Principles and Policies shown in Section 1 provide the direction for preparing a TMP that will help the Town meet its goals. Each of the three transportation alternatives walking, biking and driving has been studied individually and in combination with one another. This plan has recommendations for meeting the requirements of each. Roadway Plan Meeting Future Traffic Demands The 2030 roadway plan was developed based upon an analysis of the Town s anticipated growth in households and employment over the next 20 years. A traffic model was prepared and utilized, previous studies and regional planning efforts were reviewed and public input was taken. Comments and suggestions were solicited from other Town Departments that rely upon the transportation system to fulfill their responsibilities. In general, this plan closely conforms to the roadway plan included in the 2003 TMP, with the following exceptions: The easterly limit of the North Meadows Extension has been changed from US 85 to I 25. A new two lane road, roughly paralleling East Plum Creek, from Meadows Parkway to Liggett Road has been added to the plan. Coachline Road, from Wolfensberger Road to Meadows Boulevard, is now being shown as a two lane arterial instead of a 4 lane arterial. Projected future traffic volumes are not large enough to require the additional 2 lanes. Red Hawk Drive, Butterfield Crossing Drive, Foothills Drive, Diamond Ridge Parkway, and Sapphire Pointe Boulevard are being shown as residential collectors, instead of local streets. Although there is no difference in the number of lanes between these two categories, the change in classification does reflect the how these streets function. They collect the traffic from through their neighborhoods and direct it to arterial streets. Prairie Hawk from Meadows Blvd. to Plum Creek Parkway has been changed from a 4 lane arterial to a 2 lane arterial. The majority of development along Prairie Hawk is located along only one side (the west side) of the street. There will be no development along the east side of the street south of the commercial area in the southeast quadrant of Meadows Parkway and Prairie Hawk Dr. This will limit the congestion problems from turning traffic that often require a wider street cross section. Recommended Plan 47

2 Figure 4 1 shows the proposed 2030 roadway plan, the roadway classifications and the number of travel lanes of each facility. Figure 4 2 shows the locations and type of roadway projects needed to implement the recommended plan. Project Evaluation and Comparison The projects shown in Figure 4 2 were evaluated using a variety of criteria in order to assess their relative importance to the Town s transportation system. Seven of the criteria are very subjective in nature. Because of this, a Yes/No rating system, rather than a numerical one, was used. Project costs were developed by the Town s Public Works Department and based upon 2010 construction costs. Table 4 1 shows the results of the evaluation. Input related to several of the criteria was provided by the Town s Fire and Police Departments and the Development Services Department. The Castle Rock Economic Development Council provided input on the potential economic impact of certain projects. Consideration was also given to the Public Works Commission s recommendation that it was more important for the Town to first complete the basic framework of the roadway system and then later to concentrate on expanding the individual elements of the network to their ultimate design. After completing the criteria ratings for each project, the projects were then classified as being either first or second tier projects. As with the individual criteria, this was also a subjective process. The tiers reflect how well the projects support the general responsibilities of the Town and also their ability to improve traffic circulation. These criteria relate only to vehicle travel, and not how well the projects would support bicycle and pedestrian travel. The design of each project will include the bicycle and pedestrian facilities necessary to meet the recommendations of the bicycle and pedestrian elements of this plan. The Parks and Recreation Department s Master Trail Plan identifies the needed multi use trail improvements, while the TMP identifies (see the Pedestrian and Bicycle Plans included in this section) the on street bicycle system and the multi use sidepath system. A separate evaluation will be made for the bike lanes and multi use sidepaths that need to be built along the existing roadway network. First Tier Projects As shown in Table 4 1, the first tier projects had the highest percentage of yes responses to the criteria. They are also those that will complete the basic framework of the roadway system and eliminate missing links. Of this group of projects, the Town Council has established the North Meadows Extension project as the Town s top priority. This project provides the greatest positive impact from the standpoint of easing traffic congestion, improving emergency access and supporting economic development. Since the Town will dedicate most of its transportation funding over the next several years to this project, completion of the remaining first tier projects may be dependent upon the development of adjacent properties. For this reason, developer participation was important in the evaluation process. Only one project, the Liggett Road Extension, is expected to be entirely funded by the Town. One of the Town s primary responsibilities is to provide emergency services, and to do this most efficiently there should a number of routes available to a responder in case their primary route is Recommended Plan 48

3 blocked or unusable. Two of the criteria reflect how well the projects help meet that goal. Each of the first tier projects will improve emergency response: Project #2 (Woodlands Blvd.) and #6 (Perry St.) construct a missing section of existing streets Project #1 (North Meadows Extension), #3 (Liggett Rd.) and #4 (Prairie Hawk Dr. Extension) extend existing streets so that they connect to other streets and improve traffic circulation Project #5 (Prairie Hawk Dr. Relocation) relocates a roadway away from the BNRR tracks, thereby avoiding a serious barrier to emergency response Not only do these projects improve police and fire response, they will also increase economic development opportunity, serve future development areas and reduce roadway congestion. While the initial phases of each of these projects may not build the roadways to their ultimate cross section, they do help complete the basic roadway network. Project ID Number Project FIRST TIER PROJECTS Planning Level Cost Estimate (millions) Developer Participation Improves Police Response Improves Fire Response Supports Economic Development Improves Traffic Flow Environmental Mitigation Required 1 North Meadows Extension $66.5 Yes Yes Yes Yes Yes Yes 2 Woodlands Blvd Connection $5.2 Yes Yes Yes Yes Yes No 3 Liggett Rd Extension to Caprice St $3.8 No Yes Yes Yes Yes Yes 4 Prairie Hawk Dr Extension (Wolfensberger to Plum Creek Pkwy) $2.5 Yes Yes Yes Yes Yes No 5 Prairie Hawk (West Frontage Rd) Relocation (Plum Creek Pkwy to Dawson Ridge) $15.8 Yes Yes Yes Yes Yes No 6 Perry St. Connection to East Frontage Rd $5.7 Yes Yes Yes Yes Yes Yes SECOND TIER PROJECTS 7 Crowfoot Valley Rd Widening $3.5 Yes No No No Yes No 8 Castle Oaks Drive Construction $9.5 Yes No Yes No Yes No 9 Meadows Blvd Widening (Prairie Hawk to Coachline) $2.6 Yes No No No Yes No 10 Prairie Hawk Dr Improvements (Meadows Blvd to Wolfensberger) $2.6 Yes No No No Yes No 11 New Roadway Between Meadows Blvd to Liggett Rd $6.0 Yes No No Yes No Yes 12 Liggett Rd Widening (south of Blackfeather) $4.4 Yes No No No Yes No 13 Wolfensberger Widening (Prairie Hawk to Coachline) $5.9 No No No No Yes No 14 5th St improvements (Gilbert to Founders Blvd) $4.3 No No No No Yes No 15 Ridge Rd Widening (SH 86 to Plum Creek Pkwy) $2.3 No No No No Yes No 16 Plum Creek Pkwy Widening (I 25 to Wolfensberger) $3.8 No No No No Yes No 17 Valley Dr Completion (Hover to Hudson Ln) $3.2 No Yes Yes No Yes No 18 Plum Creek Pkwy Widening (Gilbert to Ridge Rd) $4.4 No No No No Yes No 19 Crystal Valley/Dawson Ridge/I 25 Interchange $38.5 Yes Yes Yes Yes Yes Yes 20 Crystal Valley Pkwy Widening (I 25 to Lake Gulch Road) $9.3 Yes No No No Yes No 21 East Frontage Rd Improvements $4.0 Yes No No No No No Table 4 1: Roadway Projects (Note: While Yes indicates a positive attribute, in the case of the Environmental Mitigation Required criteria, it is just the opposite. For this criteria, a No response would be the most desirable.) Recommended Plan 49

4 Figure 4 1: Recommended 2030 Roadway Plan Recommended Plan 50

5 Figure 4 2: Recommended Roadway Projects (see following section for project descriptions) Recommended Plan 51

6 Second Tier Projects Most of the second tier projects involve either widening or improving an existing street or roadway. Although the projects in this grouping are classified as Second Tier Projects, they are still important and will significantly improve the operation of the Town s transportation system. This classification simply refers to the fact that it is the Town s intention that the first tier projects be finished before work on this group is started, since none of these help complete the basic roadway network. Some of these Second Tier projects will be constructed as part of the development of adjacent properties and are not being funded by the Town; they may actually be completed prior to some of the first tier projects, depending upon the pace of development. In this grouping, the criteria Improves Traffic Flow was felt to be the most important. The projects that would provide the most improvement to traffic movement include: #7: Crowfoot Valley Road Widening construction of an additional 2 lanes between Founders Parkway and Sapphire Pointe Boulevard #9: Meadows Boulevard Widening construction of an additional 2 lanes between Prairie Hawk Drive and Coachline Road #14: 5 th Street Improvements widening, construction of turn lanes and other improvements between Gilbert Street and Founders Parkway #15: Ridge Road Widening construction of an additional 2 lanes between Plum Creek Parkway and SH 86 The I 25/Crystal Valley/Dawson Ridge interchange met all but one of the criteria. It still fell into the second tier category, primarily due to the fact that its construction and funding will be almost completely controlled by the schedule of the adjacent developments, and not by the Town. Both 5 th Street and Ridge Road are on DRCOG s 2035 Regional Transportation Plan and may be eligible to compete for operational funding through DRCOG s Transportation Improvement Program (TIP). Major Roadway Project Descriptions 1. North Meadows Extension to US 85 and I 25 Project Description: Construction of a new 4 lane, major arterial from The Meadows neighborhood to US 85 and to I 25. Two lanes may be constructed initially, with the additional lanes being constructed as the demand for additional capacity increases. Project length: 1.7 miles Includes interchanges at US 85 and I 25 Project Cost Estimate: $66.5 million Environmental Assessment completed in Finding of No Significant Impact (FONSI) signed in 2011 Approximately two thirds of the funding will come from the Town and one third will come from other sources (private development, CDOT and Douglas County) The project will relieve traffic congestion and improve safety at the US 85/Meadows Parkway intersection and at the I 25/Meadows/Founders interchange. The extension will also provide a second northerly access into The Meadows neighborhood and to the Castle View High School. Recommended Plan 52

7 The project will improve access to and from US Highway 85 and Interstate 25. Improves emergency response to The Meadows and the Factory Shops commercial area 2. Woodlands Boulevard Connection Project Description: Construction of the missing section of Woodlands Boulevard between Scott Boulevard and Dales Pony Drive. Project length: 0.6 miles Project Cost Estimate: $5.2 million Cost of project to be shared between the Town and private development. The project can be phased with the first two lanes being constructed with the development of the adjacent property. Improves traffic circulation by providing an additional north south route in the northeast area of Town Traffic volumes will be reduced on Front Street, Founders Parkway and Scott Boulevard Improves development potential for large parcels of land along both sides of the Woodlands Boulevard alignment Improves police and fire emergency response Will complete the on street bike route from Founders Parkway to 5 th Street 3. Liggett Road Extension Project Description: Extend Liggett Road, south of the I 25 bridge, to connect to the north end of Caprice Street. Project length: 0.4 miles Project Cost Estimate: $3.8 million Project is expected to be funded entirely by the Town Provides access to Town owned property that is planned to be used for new maintenance facilities Shifts a small amount of traffic away from Prairie Hawk Drive and Front Street Improves traffic circulation west of I 25 Improves access to several parcels of land north of Wolfensberger Rd. and improves their development potential Will include a new bridge across East Plum Creek. Improves Fire/Police response times within the area 4. Prairie Hawk Drive Extension Project Description: Extend Prairie Hawk Drive from Wolfensberger Rd. to Plum Creek Pkwy. The alignment of this section of Prairie Hawk has been changed from the alignment shown in the existing Transportation Master Plan. This new alignment utilizes the existing Atchison Way. A new section of roadway will be built from the Atchison/Topeka intersection south to Plum Creek Pkwy. Project length: 1.0 mile (including improvements to Atchison Way) Project Cost Estimate: $ 2.5 million Recommended Plan 53

8 Approximately one third of the project funding will come from the Town. Project to be completed in conjunction with development of adjacent parcels This extension will ultimately connect to the section of Prairie Hawk Drive that will extend south to the future I 25/Crystal Valley/Dawson Ridge interchange and replace the existing I 25 West Frontage Road south of Plum Creek Pkwy. Improves fire and police emergency response times within the area Improves development opportunities for commercial and industrial properties 5. Prairie Hawk Drive (I 25 West Frontage Road) Relocation Project Description: Relocation of the existing I 25 West Frontage Road, between Plum Creek Parkway and Territorial Road, to the west of the BNSF RR right of way. Project length: 2.2 miles Project Cost Estimate: $15.8 Million Project to be primarily funded by private development Will improve development opportunities in the southwestern portion of Castle Rock, south of Plum Creek Parkway Improves access to properties located west of the BNSF RR Eliminates several at grade railroad crossings Improves emergency access 6. South Perry Street Extension Project Description: Extend South Perry Street from its current terminus to the East Frontage Rd of I 25 Project length: 0.8 miles Project Cost Estimate: $5.7 Million Private development will provide at least 50% of the funding for the project. Requires that a new bridge be constructed across East Plum Creek Improves development potential of commercial properties to the west of East Plum Creek Provides an alternative access into the downtown area Improves traffic operations on Plum Creek Pkwy. Reduces congestion at the Wilcox Street / Plum Creek Parkway intersection 7. Crowfoot Valley Road Widening Project Description: Widening of Crowfoot Valley Road, from 2 to 4 lanes, between Founders Parkway and Sapphire Pointe Boulevard. Project length: 0.7 miles Project Cost Estimate: $3.5 million Funding will primarily come from private developments adjacent to the roadway Project will help meet traffic demand created by future residential development along Crowfoot Valley Rd. and within The Canyons development Relieves peak hour congestion between Sapphire Pointe Boulevard and Founders Parkway Will improve emergency response time from Crowfoot Valley Road fire station by reducing congestion between Founders Parkway and Sapphire Pointe Boulevard. Will include bike lanes and multi use sidepaths Recommended Plan 54

9 8. Castle Oaks Drive Construction Project Description: Castle Oaks Drive is currently a 2 lane gravel road. This project includes the paving of the roadway and the construction of other roadway features, such as curb and gutter, multi use sidepaths, etc. The roadway would remain as a 2 lane facility, with auxiliary turn lanes where needed. Project length: 4.3 miles Project Cost Estimate: $9.5 million Project is almost entirely funded by adjacent developments ($8.5 Million) Improves roadway surface and drainage conditions, and reduces Town maintenance costs Improves emergency response to subdivisions located at eastern town limits of Castle Rock Will complete the Bike Route downtown area to Cobblestone Ranch 9. Meadows Boulevard Widening Project Description: Widening of Meadows Boulevard, from two lanes to four lanes, between Prairie Hawk Drive and Coachline Road. Project length: 1.2 miles Project Cost Estimate: $2.6 million Will help relieve traffic congestion at the Meadows Boulevard intersections Project will be funded and constructed by the developer of The Meadows subdivision once traffic volume and development thresholds are met 10. Prairie Hawk Drive Widening Project Description: Completion of geometric improvements to the existing roadway from Meadows Parkway to Wolfensberger Road. Project length: 1.8 miles Project Cost Estimate: $2.6 million The majority of funding is expected to come from private development Provides auxiliary turn lanes Provides needed pedestrian and bicycle facilities 11. New Roadway between Meadows Parkway and Liggett Road Project Description: Construct a new north south 2 lane road between Meadows Parkway and the Liggett Road extension. Project length: 1.7 miles Project Cost Estimate: $6.0 million Located between East Plum Creek and the UPRR Project would primarily be funded by the Town Primary purpose of project is to provide access to adjacent parcels for future development Roadway will serve the area that is planned to be used by the Town for its maintenance facilities Project will require environmental mitigation due to its proximity to East Plum Creek Project has little effect on traffic circulation or congestion relief of parallel routes Recommended Plan 55

10 12. Liggett Road Widening south of Black Feather Trail Project Description: Widening of Liggett Road, from two to four lanes, between Black Feather Trail and I 25 Project length: 1.2 miles Project Cost Estimate: $4.4 million Project to be primarily funded by adjacent development Provides additional traffic capacity for Liggett Road but does not appreciably change traffic flow patterns in the area Timing of project will be dependent on development of adjacent properties May include the reconstruction of the I 25 bridge 13. Wolfensberger Road Widening Project Description: Widen Wolfensberger Road, from two lanes to four lanes, between Prairie Hawk Drive and Coachline Road. Project length: 1.0 miles Project Cost Estimate: $5.9 million Project to be primarily funded by the Town Reduces traffic congestion that is expected to occur in the future Requires additional right of way Existing cemetery to the south between Prairie Hawk Dr and Red Hawk Dr may be a constraint to acquiring right of way 14. 5th Street Widening Project Description: Widen 5th Street, from two lanes to three lanes, between Gilbert Street and Founders Parkway Project length: 1.6 miles Project Cost Estimate: $4.3 million Project to be funded by the Town Widening will require additional right of way due to steep terrain Increases traffic volume on 5 th Street slightly but still reduces overall congestion within the area Provides pedestrian and bicycle facilities that will improve access through the area Provides some congestion relief to Founders Parkway Increases traffic slightly on Woodlands Boulevard 15. Ridge Road Widening Project Description: Widen Ridge Road, from two to four lanes, between 5 th Street/SH 86 and Plum Creek Parkway Project length: 1.1 miles Project Cost Estimate: $2.3 million Project to be funded by the Town Reduces traffic congestion on Ridge Road and at the Ridge Road/5 th Street intersection Recommended Plan 56

11 Has minimal impact on traffic flow patterns for adjacent streets Is one segment of the ring road around the Town. Will include bike and pedestrian facilities 16. Plum Creek Parkway Widening West of I 25 Project Description: Widen Plum Creek Parkway, from 2 lanes to 4 lanes, between I 25 and Wolfensberger Road. Project length: 1.3 miles Project Cost Estimate: $3.8 million Project to be entirely funded by the Town through developer contributions Is one segment of the ring road surrounding the Town Provides additional roadway capacity to serve future development in the Castle Meadows area to the south and industrial development to the north Will serve the regional park located in the west part of Town 17. Valley Drive Missing Link Project Description: Complete Valley Drive between Hover Drive and Baldwin Ranch Road through the Young/American neighborhood located east of downtown Castle Rock. Project length: 0.4 miles Project Cost Estimate: $3.2 Million Project to be principally funded by the Town Project would improve street system circulation by providing a new connection between Plum Creek Parkway and 5 th Street. Improves emergency response time for the Fire and Police Departments Will reduce traffic volumes on Gilbert St. 18. Plum Creek Parkway Widening East of I 25 Project Description: Widen Plum Creek Pkwy., from 2 lanes to 4 lanes, between Gilbert Street and Ridge Road Project length: 1.5 miles Project Cost Estimate: $4.4 Million Project would be entirely funded by the Town through developer contributions Existing two lane roadway provides adequate capacity through year 2030 Is part of the ring road surrounding the Town. Will include bicycle and pedestrian facilities 19. Crystal Valley / Dawson Ridge Interchange Project Description: Construct a new interchange on I 25 at Crystal Valley Parkway/Dawson Ridge Blvd. Project length: 0.1 miles Project Cost Estimate: $38.5 million Majority of project funding will be provided by private development ($35.7 M) Recommended Plan 57

12 Will provide access from I 25 into the southern sections of the Town located both east and west of the interstate Schedule for construction is dependent upon development of properties in the Dawson Ridge area, but is expected to occur between the years 2020 and 2030 Supports future development in the southern portion of Castle Rock Provides relief to Plum Creek Parkway / I 25 interchange and the frontage roads on either side of I 25 Improves police and fire emergency response to the southern portion of Castle Rock 20. Crystal Valley Parkway Widening Project Description: Widening of Crystal Valley Parkway, from two lanes to four lanes, between the I 25 East Frontage Road and the West Loop Road Project length: 2.7 miles Project Cost Estimate: $9.3 million The project will primarily be constructed during the development of adjacent properties Private development will provide the funding required for the project. Provides additional east west lanes to support the growth in the Crystal Valley and Heckendorf Ranch areas 21. I 25 East Frontage Road, from Plum Creek Parkway to Crystal Valley Parkway Project Description: This project will construct operational improvements, such as left and right turn lanes, on the I 25 East Frontage Road between Plum Creek Parkway and Crystal Valley Parkway. Project length: 2.0 miles Project Cost Estimate: $4.0 million Project to be primarily funded by the Town Improves access to adjacent parcels of land Improves traffic operations Improves roadway safety Includes pedestrian and bicycle facilities that will connect to the East Plum Creek Trail system Intersection Improvement Projects Based on the analysis of existing and future conditions, several intersections were determined to be in need of improvements to address congestion and improve traffic operations. Figure 4 3 shows the location of the intersections recommended for improvement. A description of these improvements is provided below. Crowfoot Valley Road/Founders Parkway (SH 86) Project Need: This intersection currently has a very high left turn movement from eastbound Founders Parkway to northbound Crowfoot Valley Road. The left turn movement experiences significant delays during the AM and PM peak hours. The southbound right turn movement is also very heavy and experiences moderate delays during the AM peak hour. Traffic volumes on Crowfoot Valley Road are Recommended Plan 58

13 expected to increase by 24 percent by 2020, which will add to the level of congestion. This intersection was also identified in the Town s 2009 Safety Report as having a higher than expected accident rate when compared to other similar intersections. Project Description: The project would add a dual left turn lane from eastbound Founders Parkway to northbound Crowfoot Valley Road and also a free flow southbound right turn lane from Crowfoot Valley Road to westbound Founders Parkway. The northbound receiving leg on Crowfoot Valley Road would also be widened to accept the double left turn movement from Founders Parkway. This intersection project could be completed in advance of the eventual widening of Crowfoot Valley Road north of Founders Parkway. Project funding to be determined. The project may be eligible for DRCOG Transportation Improvement Program (TIP) funding and/or CDOT 402 Safety Funds. Reduces peak hour congestion Safety assessment study should be completed by CDOT to determine if other improvements are needed Project would require traffic signal modifications Right of way may be required on northwest quadrant 5 th Street/Ridge Road/SH 86 Project Need: This intersection operates near capacity during the PM peak period due to the high volume of traffic in the southbound direction. The southbound left turn and northbound left turn movements both experience average delays of more than 75 seconds per vehicle during the PM peak period. Traffic growth into the future will exacerbate this condition and cause similar levels of delay to the through movements on each approach. Project Description: Recommended improvements to the intersection include: Founders Parkway (North) Approach: Convert southbound right turn lane to a through/right lane Modify the traffic island on northwest corner so that the southbound right turn lane can be converted to a combination through/right lane. This will provide a second southbound through lane Add another left turn lane for southbound left turning traffic. Add a northbound acceleration lane Fifth Street (West) Approach: Convert eastbound right turn lane to a through/right lane by modifying the island in southwest corner to accommodate an additional through lane from the east Ridge Road (South) Approach: Provide a double left turn lane Modify island on southeast corner to provide a second through lane from the south SH 86 (East) Approach: Add an additional westbound through lane westbound. Widen the westbound approach so that an additional through lane can be extended through the intersection Project funding to be determined. The east and north legs of the intersection are part of the state highway system. Recommended Plan 59

14 The project may be eligible for DRCOG Transportation Improvement Program (TIP) funding and/or CDOT 402 Safety Funds. Safety assessment study should be completed by CDOT to determine if other improvements are needed Reduces peak hour congestion Project would require a new traffic signal Right of way may be required on northwest quadrant Plum Creek Parkway/Wilcox Street Project Need: The northbound left turn movement at this intersection is congested during the AM peak hour. The operation of this movement will continue to deteriorate with future traffic growth in the southern portion of Castle Rock. Project Description: The project would add a second left turn lane for northbound Wilcox Street. Project funding to be determined. Reduces peak hour congestion Project would require traffic signal modifications Right of way may be required along the east side of Wilcox Street north and south of Plum Creek Parkway NB I 25 Ramp/Allen Way/Founders Parkway (SH 86) Project Need: These two intersections experience heavy congestion during the AM and PM peak period due to their proximity to one another and high traffic volumes along the Founders Parkway corridor. There is not enough storage length to handle the amount of EB, SB and NB left turning traffic at Allen Way. Project Description: The ability to make modifications to these intersections is highly constrained by limited right of way. No recommended improvements have been developed at this time. CDOT is in the process of studying this section of roadway and will be recommending operational and safety improvements. Recommended Plan 60

15 N N.T.S. Figure 4 3: Recommended Intersection Improvements Downtown Street System Wilcox Street, and Perry Street and 5 th Street Wilcox Street, Perry Street and 5 th Street presently experience heavy levels of congestion during the AM and PM peak hour. However the current traffic conditions during the peak hours are such that congestion occurs over a relatively short period of time (approximately ½ hour during the AM and PM peak traffic periods). The travel demand modeling done for years 2020 and 2030 shows that traffic will continue to increase on these streets and the duration of heavy congestion can be expected to increase. While the widening of Perry, Wilcox and 5th Streets would help reduce the levels of congestion and its duration, doing this could significantly change the character of the downtown area. The widening of these streets would not only be very expensive, but it would also create significant impacts to the present on street parking, the sidewalks, to landscaping and possibly to the adjacent buildings. Given these impacts, and the desire of the Town to maintain a more pedestrian friendly environment, the TMP is recommending that the overall width of these streets remain unchanged. This will require motorists, pedestrians and downtown merchants to tolerate longer periods of congestion in future years, but this condition is fairly typical for a downtown area in towns and cities that have grown beyond the carrying capacity of their street system. Recommended Plan 61

16 Any project to widen or change the configuration of the downtown streets would need the extensive involvement and cooperation of the downtown merchants and citizens of the town. Pedestrian Plan Pedestrian activity is important to a community s vitality and quality of life. Properly planned and designed pedestrian facilities provide for a safe and convenient walking environment. For example, crosswalks should be located nearest pedestrians desired crossing points, but not in locations where it would be unsafe for them to cross the roadway. The best way to encourage people to walk is to provide them with a continuous, well designed sidewalk or trail network. This network needs to connect residential areas with places of work, shopping, dining and recreation. While the Pedestrian Plan focuses on the multiuse sidepath system since this system also supports the objectives of the bicycle plan, the sidewalk system is also an important element since these are the primary facilities serving neighborhoods and form the basis of the safe route to school system. The majority of sidewalks and multi use sidepaths identified in this report are those along the arterial and major collector street system, as these are the facilities that lead to primary destinations, such as shopping and employment areas, schools and activity centers. A few are along minor collector and local streets that serve elementary and middle schools. Sidewalks in residential areas are typically 4 5 ft. in width; multi use sidepaths are basically sidewalks that are 8 10 ft. wide and are wide enough to accommodate a variety of users, such as pedestrians, bicyclists, skaters, etc. The recreational trails that have been constructed through the Town s open space areas are also considered to be multi use, as they are typically 8 10 ft. wide and used by both bicyclists and pedestrians. One of the goals of this TMP is to connect the multi use sidepaths, along the major street system, with the multi use trails through the open space areas in order to expand the overall path system. Figure 4 4 shows the recommended multi use sidepath/multi use trail system. When prioritizing pedestrian projects for construction, there are numerous criteria that should be considered. Among them are: The posted speed and traffic volumes of the adjacent street The distance to alternate facilities Locations of schools and the ages of the children who attend Commercial centers Employment centers Whether the project eliminates a missing link in a facility Project cost Connection to the downtown area Support of the adopted pedestrian and bicycle plans Recommended Plan 62

17 Table 4 2 shows the missing sections of sidepaths and sidewalks that should be given special consideration during the prioritization of construction projects. Some are along streets that serve schools and recreation areas; others are along major roads and streets where pedestrians have no alternative routes. Project ID Number Project Name FIRST TIER PROJECTS Crowfoot Valley Road 1 Founders Pkwy to Sapphire Pointe Blvd Founders Parkway 2 Crowfoot Valley Rd to Beechnut Pl. Founders Parkway 3 Crowfoot Valley Rd to Woodlands Blvd Heritage Ave 4 School Boundary to Sundance Oman Road 5 North of Gilbert St. Fifth St. 6 Woodlands to Valley Drive Mikelson Boulevard 7 Suffolk Ave to Sovereign St Project Description 8 foot multi use sidepath northwest side; 8 foot multi use sidepath on east side of Founders Pkwy 8 foot multi use sidepath south side TABLE 4 2: Sidepath and Sidewalk Projects Project locations are shown in Figure 4 4. Length (Ft) Width (Ft) Planning Level Cost Estimate Safe route to school Connection for traffic generators Near alternative facility Support biking/walking Downtown Estimated Developer Contribution 5,100 8 $400,000 No Yes No No 25% 1,700 8 $175,000 No Yes No No 0% 2,800 8 $125,000 No Yes No Yes 0% 5 foot sidewalk south side $100,000 Yes Yes Yes** No 50% 5 foot sidewalk east side 1,000 5 $100,000 Yes Yes No No 0% 8 foot. multi use sidepath south side 8 foot multi use sidepath west side Praire Hawk Drive (from south of New Hope Rd. to the Wolfensberger Rd to Meadows Pkwy end of existing 5' sidewalk); Ridge Road Plum Creek Parkway to Mikelson Blvd. Wolfensberger Road Coachline to Red Hawk Drive Coachline Road Wolfensberger Rd to Park Entrance 2,100 8 $500,000 No Yes No No 0% 5 foot sidewalk inside of loop 5,800 5 $300,000 Yes No Yes* No 0% 3,550 8 $240,000 No Yes No Yes 0% 8 foot multi use sidepath east side 2,800 8 $300,000 No Yes No Yes 0% 8 foot multi use sidepath south side 5,100 8 $700,000 No Yes No Yes 25% 8 foot multi use sidepath west side 2,300 8 $300,000 No No No No 75% Founders Parkway 8 foot multi use sidepath east side 7,100 8 $500,000 No Yes No No 50% Beechnut Place to Crimson Sky Drive SECOND TIER PROJECTS 13 Founders Parkway 5th St. to Castle Oaks Right of Way 8 foot multi use sidepath east side 1,800 8 $300,000 No Yes Yes* No 100% Fifth St. 14 Valley Drive to Founders Pkwy 8 foot multi use path 2,800 8 $600,000 No Yes No No 0% South St. 15 Gilbert to Oman 5 foot sidewalk 1,000 5 $100,000 Yes Yes No No 0% Enderud Boulevard 16 Mikelson Blvd. To Heritage Ave. 5 foot sidewalk east side $70,000 Yes No Yes* No 0% Mikelson Boulevard 17 Willow St. to Enderud Boulevard 5 foot sidewalk east side $70,000 No Yes Yes* Yes 0% Crystal Valley Parkway 8 foot multi use sidepath south 18 East of Lions Paw St. to W. Loop Rd side 2,800 8 $350,000 No No Yes No 100% Front Street 19 Cantrill St to 5th Street 8 foot multi use sidepath east side 1,100 8 $150,000 No Yes No Yes 0% Park Street 20 Jason St. to North of 8th St. 5 foot sidewalk west side 1,000 5 $150,000 No Yes Yes No 0% Perry Street 21 South Street to Plum Creek Pkwy 8 foot multi use sidepath west side 2,000 8 $300,000 No Yes Yes Yes* 0% Emerald Drive Plum Creek Blvd. to 22 Emerald Court 8 foot multi use sidepath $70,000 No Yes Yes Yes 0% 23 Plum Creek Blvd. Mount Royal Drive 8 foot multi use sidepath to Emerald Drive 1,100 8 $150,000 No Yes Yes* Yes 0% * Must cross multi lane or divided roadway ** Temporary sidewalk in place Total Unit Price Sources: CDOT Cost Data 2009,2010 Castle Rock PMP 2010, 2011 Castle Rock Opinion of Costs for Roadway Construction 2010 Recommended Plan 63

18 Figure 4 4: Recommended Pedestrian Plan and Project Priorities (The sidepaths shown in the bicycle plan are the same as those in the pedestrian plan. For more detail on the sidepath system refer to the sectional Bicycle Plan maps in Appendix D.) Recommended Plan 64

19 Bicycle Plan Bicycling can play an important role in meeting the Town s transportation needs as well as being a popular recreational activity. Additionally, a well planned and utilized bicycle system can encourage people to use their bicycles instead of their automobiles for commuting, shopping and other trips. This can improve air quality and promote a healthy lifestyle. Existing System and Focus to Date The Town has concentrated its planning and construction efforts on the bicycle trails within the parks and open space areas. The Town has 110 miles of paved and soft surface trails, with an additional 50 miles of trails shown on the Parks and Recreation Department s long range plan. The East Plum Creek trail system forms the spine of the Department s trail network, connecting the Meadows neighborhood with the downtown area and also the Plum Creek neighborhood. Several of the neighborhood areas including the Meadows, Diamond Ridge, Woodlands, Founders Village and Red Hawk have paved trail systems through their park and open spaces areas. Focus of the Transportation Master Plan The bicycle element of the TMP has been prepared with the goal of integrating the multi use trail system with the multi use sidepath system and the on street bike lane network. This has been done so as to provide a much larger network of bicycle routes, and a system of routes that meet the needs of the largest number of bicyclists. The Town s Parks and Recreation Plan identifies the multi use trail priorities, while the TMP will be used to help establish the priorities for the multi use sidepath system and the on street system. Each plan is being prepared so as to be able to support one another. The TMP s bike plan has identified a network that provides safe and efficient bicycle routes between Castle Rock s residential areas, the downtown area, the interchange overlay districts, schools and shopping areas. Proposed Bicycle System The proposed system, Figure 4 5, has a series of facilities that perform specific functions: Loops these seven routes serve the residential areas and don t extend beyond the limits of the individual neighborhood. They serve as collector routes within neighborhoods and tend to be located along collector streets. They provide access to neighborhood amenities such as schools, parks and the open space trail system. Runs there are six runs that provide direct connections between the neighborhoods and downtown Castle Rock. These routes follow collector and arterial streets leading generally into the downtown area. These routes cross several major barriers such as I 25, the UPRR and BNSF RR and East Plum Creek. Being major streets, they also are typically less hilly than the local street system Connectors there are 10 connector routes throughout Town. As their name implies they help connect the Loop routes, the Runs, the Ring Route and the regional trail system to one another. These routes help fill in gaps between the other routes and take bicyclists into the downtown area. Circumferential Route this route ( the Ring Route ) surrounds the Town and connects all of the routes together Recommended Plan 65

20 Regional Trails the regional trail system follows major geographic features and runs through Town connecting neighborhoods to open space areas and parks. It also connects to portions of the statewide trail system The overall system will permit a bicyclist to ride to every area of town, on either an on street or an off street route. Wherever possible, the on and off street systems follow and complement one another so as to serve bicyclists of every level of ability and experience. Bicycle Facility Types The bicycle plan utilizes several different types of bicycle facilities. Two primary factors guided the choice of what type of facility to use: the characteristics of the bicycle corridor the type of bicyclist that is expected to be present Figure 4 6 shows photos of each facility type with their descriptions. There are two types of off street facilities and four types of on street facilities. On street routes are normally preferred by commuter and sport cyclists, while off street routes may be preferred by less experienced recreational riders (see Chapter 2 for description of bicycle user types). Recreational riders may feel comfortable riding the onstreet routes where traffic volumes and speeds are fairly low. Recommended Plan 66

21 Figure 4 5: Recommended Bicycle Plan Recommended Plan 67

22 FACILITY TYPE ILLUSTRATION LOCATION MULTI-USE TRAIL (PARK OR OPEN SPACE) MULTI-USE SIDEPATH (ALONG ROADWAY) BICYCLE LANE Bicycles, pedestrians, and other non-motorized vehicles travel in a shared path; physically separated from other modes of transportation Bicycles, pedestrians, and other non-motorized vehicles travel in a shared path; physically separated from other modes of transportation Bicycles travel in a dedicated lane; adjacent to automobile traffic. The minimum width of bicycle lane is 5' measured from the face of curb to the lane line BICYCLE ROUTE WITH SHARROW Bicycles and automobiles travel in a shared lane SHARED ROADWAY Bicycles and automobiles travel in a shared lane on roadways with low volumes typical of residential streets USABLE SHOULDER Roadway shoulder that is not wide enough to be marked as an official bike lane but is available for bicycle use Figure 4 6: Bicycle Facility Types Recommended Plan 68

23 Description of On Street Bicycle Facilities Bike lanes are generally the preferred facility type for on street routes where bicyclists are competing with vehicles for usable roadway space. They help to delineate the route and create a usable, safe riding space within the confines of the street. Bike lanes were recommended wherever they were feasible; however, many of Castle Rock s major streets were not originally constructed to accommodate bike lanes. In some cases, bike lanes can be retrofitted into the street by narrowing the vehicle lanes, converting shoulders to bike lanes, or in some instances removing a travel lane to create a bike lane where vehicle traffic volumes are low enough to forgo a lane. Commuter and sport cyclists are usually more comfortable riding in bike lanes than recreational cyclists. Sharrows are effective at delineating bike routes along streets that have low to moderate traffic volumes and speeds. In addition to identifying the route for bicyclists, they help to remind motorists that the road is to be shared with bicycles. Commuter and sport cyclists are usually more comfortable riding on a road marked with sharrows than recreational cyclists. Shared roadways are used on low volume/low speed streets (often residential streets) where pavement markings do not exists and where the potential for vehicle bicycle conflicts is low. Bike route directional signs are usually placed at regular intervals and at locations where the route changes direction. Shared roadways are often located on local streets that lack continuity and are interrupted by stops signs and/or major street crossings. Thus they are not as preferred by sport and commuter cyclists as bike lanes or sharrows; however, they are generally regarded as safe and comfortable for recreational cyclists. Usable shoulders are bike facilities that are not wide enough to be designated a formal bike lane. They are often used as an interim measure along roadways where there is a demand for bicycle travel but where the construction of a bike lane is either not currently feasible or is cost prohibitive. Commuters and sport cyclists are more likely to use these routes than recreational riders. As streets, shown on the recommended bike plan as having on street facilities, are resurfaced, usable shoulders of at least 3 4ft. will be installed whenever sufficient pavement width exists. On some streets, such as Ridge Road, Plum Creek Parkway, 5 th Street and Meadows Boulevard, the striping cannot take place until the additional lanes and pavement widening are completed. Streets that are identified on the plan as having sharrows will also be marked during resurfacing projects. Detailed Bicycle Plan Appendix D contains sectional maps of the Town that provide detailed information for each bicycle route segment. The bicycle system is divided into eight area maps (A through H) showing the existing and proposed routes, segment identification number and bicycle destinations. Each map is followed by an implementation table showing the segment identification number, recommended facility type, relative importance to the bicycle system and relative cost. Recommended Plan 69