BUCKLEY ANNEX Q&As

Planning Process/General | Housing/Density | Traffic | Homeless Housing | Retail
Open Space/Environmental

Traffic

What will the traffic impact be from this development? What kind of numbers are we looking at for this development?

When the site is fully developed, the overall traffic impact will contribute approximately five to ten percent of the total traffic in the area. The historical peak volume of the DFAS site was 9,500 daily trips with a single traffic distribution point on Quebec.

Using modeling developed by the Denver Regional Council of Governments (DRCOG), the proposed plan, with a maximum of 800 units and 200,000 square feet of commercial/retail, is estimated to produce approximately 9,500 daily trips – the same as the historic peak volume of DFAS. (When the plan called for approximately a 1,000 units and 199,000 square feet of commercial/retail space, the trip count was 11,500.) It is important to note that these trips will be spread throughout the day between multiple access points versus the single access point that exists today. The additional traffic is estimated to operate satisfactorily with mitigation measures that provide turn lanes or signal timing enhancements.

In 2030 (the DRCOG model planning year horizon), the projected number of trips on Lowry Blvd. is 17,000. This number includes all cars that travel on Lowry Blvd. through the Buckley Annex, including ALL regional traffic. This number is not what is generated by the site. The overall traffic impact of the Buckley Annex will contribute approximately five to ten percent of the total traffic in the area.

When Buckley Annex is redeveloped, what would the impact be during the peak traffic hour?

The busiest intersection for the Buckley Annex will be at Quebec and Lowry Blvd. At build out in 2030 (the DRCOG model planning year horizon), Buckley Annex traffic at this intersection will be responsible for about 540 vehicle movements in the afternoon peak hour. Using the City of Denver’s traffic signal cycle length of 100 seconds (the time to serve each traffic movement once), that timeframe represents an impact of 15 vehicles in each signal cycle. These 15 additional vehicles per signal cycle would be spread out throughout the intersection in all directions, and would represent, at most, one to two additional vehicles per lane. All other intersections around Buckley Annex would experience less traffic impact than the Quebec/Lowry Blvd. intersection. Please see the diagram below.

It is also important to point out that the Buckley Annex plan will return 1st Ave. to a residential street with bulbouts and on-street parking. 1st Ave. currently has 7,000 to 8,000 vehicles per day with a projected 2030 volume of 4,000 to 5,000 vehicles per day. The Buckley Annex plan will decrease traffic through 1st Ave.

Several intersections around Buckley Annex are slow. Why should we add more traffic to these areas?

It’s important to point out that traffic volumes at all vicinity intersections are expected to increase over time whether Buckley Annex is redeveloped or not. An increase in volumes is expected because other developments in the area will occur. Monaco, Quebec and Alameda are arterials designed for regional trip making.

The proposed site generates almost identical volumes to what the site produced at its historic peak in 1992. Therefore, the site’s traffic will not be new and will be spread between multiple access points versus the current single access point.

A preliminary analysis of all intersections adjacent to the site shows that satisfactory operations can be maintained with the proposed development. Mitigation measures in the form of turn lanes and signal-timing enhancements would be funded by the project to maintain acceptable operations.

The offsite areas of concern are the Monaco and Quebec intersections at Alameda. The City has studied and will continue to monitor these locations while also developing a strategy to improve capacity and operations. Recent improvements to the Quebec and Alameda intersection have improved operations, but additional improvements in the form of roadway capacity or rapid transit service are likely needed in the future. These improvements will be needed whether Buckley Annex is redeveloped or not. The city’s 2030 Regional Transportation Plan identifies the Alameda corridor as a rapid transit corridor.

Why create a community where there is no mass transit? We do not have light rail at Lowry.

Transit isn’t only defined by light rail. Currently three bus lines along Monaco Parkway directly service the site. Routes 6, 73, and 65 provide area residents with alternative transportation to Downtown, Stapleton, Aurora City Center, and the Denver Tech Center.

In addition, the 2030 Metro Vision Regional Transportation Plan created by the Denver Regional Council of Governments (DRCOG) identifies both Alameda Ave. and Colfax Ave. as Tier II Regional Corridors for future rapid transit service. The site is approximately a quarter-mile from Alameda creating the potential for excellent transit service to and from Buckley Annex.

The Buckley Annex plan also creates an environment where people are within walking distance to services. The plan upholds the fundamental principle of mobility choice. If the Buckley Annex was only designed for a singular use, such as single-family homes, the plan would not give people viable transportation alternatives because distance to retail, services, and employment would promote driving instead of walking or biking. The Buckley Annex plan creates an active neighborhood and a walkable community.

Traffic around 1st Ave. and Quebec is a mess, especially around the library. How will this plan alleviate that pressure?

A large portion of the traffic that currently utilizes 1st Ave. as an east and west connection between Monaco and Quebec will be drawn south with the extension of Lowry Blvd. The direct connectivity and roadway character proposed for Lowry Blvd. (minor arterial) versus 1st Ave. (local) will make Lowry Blvd. the more attractive east and west connection. A proportion of 1st Ave. traffic will be for localized access, not regional trip making. As a local street, 1st Ave. will have reduced travel speed, traffic calming measures and a pedestrian-friendly space, which will encourage regional traffic to utilize Lowry Blvd. for east and west travel. 1st Ave. currently has 7,000 to 8,000 vehicles per day with a projected 2030 volume of 4,000 to 5,000 vehicles per day.

Additionally, Poplar Street will not be extended to the south to connect with the new Lowry Blvd. to help alleviated the traffic pressure around the library.

Is the Buckley Annex team considering the whole picture of traffic by looking at all planned developments in the area?

Yes. Incorporation of the Regional Travel Model (maintained by Denver Regional Council of Governments) accounts for growth in the Denver metro area. For example, the model assumes more than 20,000 additional households and more than 60,000 additional jobs will be provided from 2005 to 2030 within a three-mile radius of the Buckley Annex site. This includes both large and small-scale developments in the area. Utilization of the Regional Travel Demand model is the industry standard practice for development projects that are reviewing long-term (20 to 30 year) impacts.

How does the plan meet pedestrian and cycling needs?

Pedestrian and bicycle connections have been enhanced by the plan. A continuation of the bike paths along Lowry Blvd. provide a direct connection to Crestmoor Park and the bike route along Bayaud St. Additionally, the plan provides pedestrian connections to Crestmoor Park, Crestmoor Downs, Park Heights, Lowry West, the Schlessman Family Library and Mayfair Park.

What intersections will have new signals?

The new intersection at Monaco and Lowry Blvd. is recommended for a traffic signal, which will improve pedestrian and bicycle connections to Crestmoor Park while also drawing traffic away from the Monaco and 1st Ave. intersection. Click here for the plan's transportation hierarchy.