Open House #3 Summary Report

Date of Meeting: August 27, 2008

Prepared by:

4601 DTC Boulevard, Suite 700

Denver, CO 80237

303-221-7275

Page 1

INTRODUCTION

This report contains a summary of public involvement efforts associated with the final

US 6 - Clifton Access Management Plan Open House. The purpose of the open house

was to present the final access management plan recommendations developed by the

study team.

Members of the project team, including representatives from the Colorado Department of

Transportation, Mesa County, and PBS&J, were on hand to address the public’s

questions and concerns.

The open house format allowed people to come and go at their convenience and provided

opportunities for people to speak with project team members one-on-one. Assistance for

people with disabilities was offered upon request. Project information was presented

through a combination of display boards, roll plots and brochures.

Attendees began the open house by registering at a sign-in table, where a staff member

collected their contact information. Display boards were placed around the room,

covering various aspects of the study. One large study area map showing the proposed

access modifications was on display in the center of the room. Attendees were able to use

Post-it notes to provide comments on both the boards and the map. Tables were available

for attendees to sit and complete their comment forms and enjoy refreshments.

The meeting date, time, and location were as follows:

Date: August 27, 2008

Time: 4-7 p.m.

Location: Clifton Elementary School 3276 F Road There were 22 people in attendance. The sign-in sheets are attached to this report as

Appendix A.

Page 2

INFORMATION PRESENTED

The following materials were available at the open house and are attached to this report

as Appendix B:

Handouts

1. Comment Form

2. Brochure: Benefits of Access Management (Federal Highway Administration)

Display Materials

1. Boards

2. Proposed Access Modifications Map

PUBLIC NOTIFICATION

Several communication tools were utilized to notify the public of the open house.

Examples are attached to this report as Appendix C:

Post Card – The post card served as an invitation to attend the open house. The post card

was mailed to residents, property owners, and businesses within the study area. The

mailing list contained 430 addresses.

Web site – The project Web site (www.dot.state.co.us/us6clifton/) provided the date,

time, and location of the open house and also provided an overview of the study.

Print Advertisements – Open house print advertisements were published as follows:

Grand Junction Daily Sentinel: 8/13/08; 8/27/08

Press Release – A press release was developed and distributed to media outlets

throughout the corridor.

COMMENTS RECEIVED

Comments were provided at the open house on comment forms and directly onto the

proposed access modifications map. The complete comment forms are attached as

Appendix D. A summary of the comments received is found on the following page.

Category Comment

The plan is OK, as long as the rights of the individual property owners are respected. General

The plan seems to offer safer options than what is currently present.

NEXT STEPS

The display boards and proposed access modifications map are available on the project

Web site. The project team will consider questions and comments provided by the public

during the open house.

Appendix A: Sign-in Sheets

Appendix B: Information Presented

WELCOMEto the

US 6–CliftonAccess Management Plan

Final Open House

Purpose of tonight’s meeting:

Review the study’s purpose and objectives

Present the final Access Management Plan

Discuss the next steps in the plan process

Study team members wearing name badges can answer your questions and listen to your comments.

Please take a moment to complete a comment form before you leave.

Thank You. We Appreciate Your Participation.

Please sign in.

What is an access management plan?Any intersection or driveway along a roadway is called an access point. The purpose of an access management plan is to determine what access points will be allowed, where they will be located, and what kinds of traffic movements will be allowed at each one.

What are the goals of an access management plan?

Provide appropriate level of access to properties adjacent to the highway

Provide for the safe and efficient flow of traffic

Overview

Right-in, Right-out

Only right turns are allowed

Traffi c median prevents left turns and

straight movements – these movements must be completed at another intersection

3/4 Movement

Right-in, right-out and left-in are allowed

Traffi c median prevents left-out and

straight movements – these movements must be completed at another intersection

Full Movement

All movements in all directions

are allowed

May require the

installation of a traffi c signal

OverviewWhat are Typical Types of Access?

What is the Access Management Plan Process?

Study, propose, and accept the final plan configuration

Prepare an Intergovernmental Agreement between CDOT and Mesa County

Specify how elements of the plan can be changed in the future, if necessary

Sign the Intergovernmental Agreement and adopt the plan

Present to the Colorado Transportation Commission and get approval from the CDOT Chief Engineer so the plan becomes law

Continuing coordination between CDOT and the communities in the corridor to ensure proper implementation of the plan in the future

Overview

OJ F M A M J J A S2008

Access ManagementAnalysis

DataCollection

Traffic Analysis

Final Traffic Study and Access Management Plan

Start IntergovernmentalAgreement Process

Final Public Open HouseAugust 27, 2008

Initial Public Open HouseApril 2, 2008

Project Initiation

Agency Presentation

AgencyPresentation

Final Report

We are hereWe are here

2nd Public Open HouseJuly 16, 2008

2nd Public Open HouseJuly 16, 2008

Final Public Open HouseAugust 27, 2008

OverviewWhat is the Study Timeline for the US 6 - Clifton Access Management Plan?

What are the Limits of the Study?

The study area is from the I-70 Business Loop to the railroad viaduct east of 33 Road, a distance of just under one mile.

33 R

d

33¾

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34 R

d

Front St

F Rd F Rd

G Rd

E½ RdE½ Rd

F½ Rd

E Rd

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6

6

141

Study AreaudyStudy Area

Overview

Highway Characteristics:Classified as an urban arterial

Designed to accommodate moderate speeds and moderate to high traffic volumes

Service to through traffic movements has priority over providing direct access to properties

Note: Preferred spacing between full movement intersections is 1/2 mile

Existing Access Conditions:Study area contains 44 access points

All existing access locations are full-movement

Access points are 32% roads (public streets and alleys) and 68% driveways

Future Access Conditions:Allow 12 access points under ultimate conditions

5 accesses will be allowed as full-movement and 7 accesses will have turning restrictions

32 existing accesses will ultimately be closed, either when a roadway improvement project occurs or when a property redevelops

Existing and FutureAccess Conditions

Access Management Methods Considered for US 6 - Clifton

Access Elimination Access to local properties through

secondary roadwaysReduce the number of access locations

where vehicles may enter or exit highwayReduce the number of confl ict points

Access Conversion with Median Treatment Eliminate some or all turning movements

Reduce the number of confl icts between

left turning vehicles and through vehicles on the highway

Access Relocation Align opposite approaches

Create a more familiar intersection design

Access Consolidation Consolidate adjacent access points into

one locationThe number of confl ict points are reduced

Before After

Before After

Before After

Before After

The Access Management Plan provides several benefits to the overall operations and safety along the US 6 - Clifton corridor. The following is a summary of the potential improvements and benefits.

Improve Traffi c Flow

The number of access points is reduced.

Reduce Traffi c Confl icts

Reduction in the number of conflict points.

Median cross over points are eliminated at non-critical locations.

Improve Traffi c Safety

The potential of high-speed rear-end, broadside, and sideswipe accidents is reduced.

More vehicles enter and exit the highway by making right turns, which are safer than left turns.

Provide Adequate Access to Adjacent Land Uses

All properties have access to US 6 or the secondary street system

Better use of the secondary street system or shared access locations to prove access to adjacent land uses.

The Access Management Plan meets the established goals for the project by improving traffic flow, reducing the number of conflicts, improving traffic safety, and providing adequate access to the adjacent land uses.

Benefi ts of theAccess Management Plan

Access Management Plan is a long range vision for US 6 -Clifton

Implementation of the plan will occur in phases or incrementally over time based on:

Traffi c needs

Safety needs

Available funding

Redevelopment

There are currently no planned state or federal projects or identified funding for improvements to US 6 that would change access in the near future

Additional planning and public input are needed to support the recommendations of the Access Management Plan and to identify the ultimate design (right-of-way needs) for US 6.

The future studies will consider the appropriate improvements to US 6 that address both traffic and pedestrian needs.

Plan Implementation

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Edge of PavementProposed Future Roadway(Exact Location TBD)

Median Treatment p0 250 500 750125Feet

Future Fire Pre-emptiveSignalized Intersection

The following conceptual diagram depicts one possible option for future laneage on US 6 through Clifton based on 2035 volume projections developed by Mesa County. Mesa County and CDOT will conduct future studies and public involvement to determine the exact number of lanes and right-of-way requirements to ensure US 6 meets the future needs of local residents, property owners, and business owners as well as accommodating pedestrians and future traffic volumes.

The Potential Future Look of US 6 Through Clifton

The project team would like to thank you for your participation in the US6 Access Management Plan.

For information on the project or to make additional comments, please go to:

www.dot.state.co.us/us6clifton/

or contact:

US 6-Clifton Access Management Planc/o David Sprague

Consultant Project ManagerPBS&J

4601 DTC Blvd., Ste. 700Denver, CO 80237800-497-5529

Thank you!

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affic

on

maj

or a

rter

ials

, re

duce

s co

nges

tion,

and

impr

oves

air q

ualit

y fo

r he

avily

tra

vele

d co

rrid

ors.

Th

e ap

pro-

pria

te

spac

ing

betw

een

sign

als

for

a pa

rtic

ular

co

rrid

orde

pend

s gr

eatly

upo

n th

e sp

eed

and

flow

of

traf

fic,

but

any-

thin

g gr

eate

r th

an tw

o si

gnal

s pe

r m

ile ha

s a

sign

ifica

ntim

pact

on

cong

estio

n an

d sa

fety

.A m

ajor

syn

thes

is o

f re

sear

ch o

n ac

cess

man

agem

ent

foun

dth

at e

ach

addi

tiona

l si

gnal

ove

r tw

o pe

r m

ile (

i.e., a

one

-hal

fm

ile s

igna

l spa

cing

) in

crea

sed

trav

el t

ime

by o

ver

six

perc

ent.

[4] A

stu

dy o

f an

inte

rsec

tion

in C

inci

nnat

i whe

re a

sig

nal w

asad

ded

foun

d a

20 p

erce

nt in

crea

se in

pea

k tr

avel

tim

es. [1

1]

A d

emon

stra

tion

proj

ect in

Col

orad

o re

veal

ed tha

t ha

lf m

ile s

igna

l spa

cing

and

rai

sed

med

i-an

s on

a fi

ve-m

ile r

oadw

ay s

egm

ent re

duce

d to

tal h

ours

of v

ehic

le tra

vel b

y 42 p

erce

nt a

ndto

tal h

ours

of de

lay

by 5

9 p

erce

nt,

com

pare

d to

qua

rter

mile

sig

nal s

paci

ng.

[1]

Impr

oved

spe

eds

and

trav

el t

imes

tra

nsla

te d

irec

tly in

to e

nvi-

ronm

enta

l be

nefit

s. A

n on

goin

g st

udy

in T

exas

fou

nd t

hat

ate

n m

ile f

our-

lane

art

eria

l w

ith o

ne-h

alf

mile

sig

nal

spac

ing

redu

ced

fuel

co

nsum

ptio

n by

2

40

,00

0

gallo

ns

from

incr

ease

d sp

eed

and

335,0

00 g

allo

ns f

rom

red

uced

del

ay,

com

pare

d to

qua

rter

mile

sig

nal s

paci

ng.

[14]

Incr

easi

ng t

he

dist

ance

bet

wee

n si

gnal

s al

so r

educ

es t

hein

cide

nce

of c

rash

es.

A r

evie

w o

f cr

ash

data

fro

m s

even

stat

es d

emon

stra

ted

that

the

cra

sh r

ate

incr

ease

d su

bsta

ntia

lly w

ith a

dditi

onal

sig

nals

per

mile

. [4

] T

his

is p

artly

rel

ated

to

acce

ss s

paci

ng,

whi

ch is

pre

sent

ed n

ext.

Dri

vew

ay

Spacin

gApp

ropr

iate

drive

way

spa

cing

pre

sent

s an

othe

r m

ajor

acc

ess

issu

e.

Larg

e nu

mbe

rs o

fdr

ivew

ays

incr

ease

the

pot

entia

l co

nflic

ts o

n th

e ro

ad.

Few

er d

rive

way

s sp

aced

fur

ther

apar

t al

low

for

mor

e or

derly

mer

ging

of tr

affic

and

pre

sent

few

er c

halle

nges

to

driver

s.Th

e co

nges

tion

impa

cts

of r

educ

ed d

rive

way

s ar

e fa

irly c

lear

. I

t is

im

poss

ible

for

am

ajor

art

eria

l or

hig

hway

to

mai

ntai

n fr

ee f

low

spe

eds

with

num

erou

s ac

cess

poi

nts

that

ad

d sl

ow

mov

ing

vehi

cles

.

Are

sear

ch s

ynth

esis

fou

nd t

hat

road

way

spee

ds w

ere

redu

ced

an av

erag

e of

2.5

mile

s pe

r ho

ur for

eve

ry 1

0 a

cces

spo

ints

per

mile

, up

to

a m

axim

um o

f a

10 m

iles

per

hour

re

duct

ion

(at

40

acce

ss p

oint

s pe

r m

ile). [4] W

ith h

igh-

er n

umbe

rs o

f ac

cess

poi

nts,

con

ges-

tion

will in

crea

se s

igni

fican

tly.

An

over

abun

danc

e of

dr

ivew

ays

also

incr

ease

s th

e ra

te o

f ca

r cr

ashe

s.

An

exam

inat

ion

of

cras

h da

ta

in

seve

nst

ates

in

dica

ted

foun

d a

stro

ng lin

ear

rela

tions

hip

betw

een

the

num

ber

ofcr

ashe

s an

d th

e nu

mbe

r of

drive

way

s.Rur

al

area

s ha

d a

sim

ilar,

but

less

stro

ng r

elat

ions

hip.

[4,7

]

ME

DIA

N T

RE

ATM

EN

TS

Media

ns

Med

ian

trea

tmen

ts for

roa

dway

s re

p-re

sent

on

e of

th

e m

ost

effe

ctive

mea

ns t

o re

gula

te a

cces

s, b

ut a

real

so t

he m

ost

cont

rove

rsia

l. T

he t

wo

maj

or

med

ian

trea

tmen

ts

incl

ude

two-

way

lef

t tu

rn lan

es (

TWLT

L) a

ndra

ised

med

ians

.

The

safe

ty

bene

fits

of

med

ian

impr

ovem

ents

hav

e be

en t

he s

ubje

ctof

num

erou

s st

udie

s an

d sy

nthe

ses.

Stu

dies

of

both

par

ticul

ar c

orrido

rsan

d co

mpa

rativ

e re

sear

ch o

n di

ffer

-en

t ty

pes

of m

edia

n tr

eatm

ents

ind

i-ca

te

the

sign

ifica

nt

safe

ty

bene

fits

from

ac

cess

m

anag

emen

t te

ch-

niqu

es.

Acc

ordi

ng t

o an

ana

lysi

s of

cra

sh d

ata

in s

even

sta

tes,

rai

sed

med

ians

red

uce

cras

hes

by o

ver

40 p

erce

nt in

urb

an a

reas

and

ove

r 60 p

erce

nt in

rur

al a

reas

. [4

]

A s

tudy

of co

rrid

ors

in s

ever

al c

ities

in Io

wa

foun

d th

at tw

o-w

ay le

ft-tur

n la

nes

redu

ced

cras

hes

by a

s m

uch

as 7

0 p

erce

nt,

impr

oved

lev

el o

f se

rvic

e by

one

ful

l gr

ade

inso

me

area

s, a

nd inc

reas

ed lan

e ca

paci

ty b

y as

muc

h as

36

per

cent

. [5

]

Rai

sed

med

ians

als

o pr

ovid

e ex

tra

prot

ectio

n fo

r pe

dest

rian

s.

A s

tudy

of m

edia

n tr

eat-

men

ts in

Geo

rgia

fou

nd t

hat

rais

ed m

edia

ns r

educ

ed p

edes

tria

n-in

volved

cra

shes

by

45

perc

ent

and

fata

litie

s by

78 p

erce

nt,

com

pare

d to

tw

o-w

ay le

ft-tur

n la

nes.

[12]

TU

RN

ING

LA

NE

S

Left

Turn

sEx

clus

ive

turn

ing

lane

s fo

r ve

hicl

es r

emov

e st

oppe

d ve

hicl

es f

rom

thro

ugh

traf

fic. L

eft-tu

rn la

nes

at in

ters

ectio

ns s

ubst

antia

lly r

educ

ere

ar-e

nd c

rash

es.

A m

ajor

syn

thes

is o

f re

sear

ch o

n le

ft-tur

n la

nes

dem

onst

rate

d th

at e

xclu

sive

tur

n la

nes

redu

ce c

rash

es b

etw

een

18

to 7

7 p

erce

nt (

50 p

erce

nt a

vera

ge)

and

redu

ce r

ear-

end

collisi

ons

betw

een

60 a

nd 8

8 p

erce

nt.

[4]

Left-tur

n la

nes

also

sub

stan

tially

incr

ease

the

cap

acity

of m

any

road

way

s. A s

hare

d le

ft-

turn

and

thr

ough

lan

e ha

s ab

out

40 t

o 60 p

erce

nt t

he c

apac

ity o

f a

stan

dard

thr

ough

lane

. [4

].

A s

ynth

esis

of re

sear

ch o

n th

is t

opic

fou

nd a

25 p

erce

nt in

crea

se in

cap

acity

,on

ave

rage

, fo

r ro

adw

ays

that

add

ed a

left-tu

rn la

ne.

[13]

Indir

ect

Turn

sSom

e of

the

big

gest

issu

es w

ith m

anag

ing

acce

ss c

ome

at in

ters

ectio

ns w

here

veh

icle

sm

ust

cros

s tr

affic

. S

ome

stat

es a

nd c

ities

hav

e ad

opte

d in

dire

ct t

urns

to

redu

ce t

hese

conf

licts

. I

n N

ew J

erse

y, t

he jug

-han

dle

left t

urn

requ

ires

a r

ight

tur

n on

to a

fee

der

stre

et, fo

llow

ed b

y a

left o

nto

a cr

oss

stre

et. D

etro

it ha

sex

tens

ivel

y us

ed a

n in

dire

ct U

-tur

n th

at r

equi

res

a U

-tur

npa

st a

n in

ters

ectio

n, fol

low

ed b

y a

righ

t tu

rn in

stea

d of

are

gula

r le

ft t

urn.

Like

de

dica

ted

left

-tur

nla

nes,

indi

rect

tur

ns r

educ

ecr

ashe

s,

impr

ove

cong

es-

tion

, an

d ad

d ca

paci

ty.

Cra

shes

dec

line

by 2

0 p

er-

cent

on

av

erag

e,

and

35

perc

ent

if th

e in

dire

ct t

urn

inte

rsec

tion

is

sign

aliz

ed.

Cap

acity

ty

pica

lly

show

s a

15 t

o 20 p

erce

nt g

ain.

[4]

Rig

ht

Turn

sR

ight

-tur

n la

nes

typi

cally

hav

e a

less

sub

stan

tial

impa

ct o

ncr

ashe

s an

d ro

adw

ay

capa

city

th

an

othe

r ty

pes

of

turn

stra

tegi

es,

beca

use

ther

e ar

e fe

wer

lim

itatio

ns

on

righ

ttu

rns.

Th

ough

the

re a

re f

ewer

stu

dies

of

thes

e im

pact

s,th

ere

is a

cle

ar r

elat

ions

hip

betw

een

the

num

ber

of v

ehic

les

atte

mpt

ing

a righ

t tu

rn in

a t

hrou

gh t

raffic

lane

and

its

dela

yto

thr

ough

tra

ffic

. T

his

rela

tions

hip

is e

xpon

entia

l –

each

addi

tiona

l car

tha

t m

ust

wai

t fo

r a

righ

t tu

rn w

ill in

crea

se t

hede

lay

mor

e th

an t

he p

revi

ous

car.

A

t in

ters

ectio

ns w

ith s

ubst

antia

l righ

t-tu

rn m

ove-

men

ts,

a de

dica

ted

righ

t-tu

rn l

ane

segr

egat

es t

hese

car

s fr

om t

hrou

gh t

raffic

and

incr

ease

s th

e ca

paci

ty o

f th

e ro

ad.

Roundabouts

Rou

ndab

outs

rep

rese

nt a

pot

entia

l so

lutio

n fo

r in

ter-

sect

ions

with

man

y co

nflic

t po

ints

. T

houg

h no

t ap

pro-

pria

te f

or a

ll si

tuat

ions

, ro

unda

bout

s re

duce

veh

icle

mov

emen

ts a

cros

s tr

affic

. O

nly

a fe

w s

tudi

es h

ave

exam

ined

the

saf

ety

bene

fits

of r

ound

abou

ts.

One

stud

y of

fou

r in

ters

ectio

ns t

hat

wer

e re

plac

ed w

ithro

unda

bout

s in

M

arylan

d fo

und

a dr

op in

cr

ashe

sbe

twee

n 18 a

nd 2

9 p

erce

nt a

nd a

red

uctio

n in

inju

rycr

ashe

s be

twee

n 63 a

nd 8

8 p

erce

nt.

The

cos

t of

cras

hes

at t

hese

loca

tions

– o

ne m

easu

re o

f se

verity

– w

as a

lso

redu

ced

by 6

8 p

erce

nt.

Ove

rall

cras

hes

on r

ound

abou

ts w

ere

mor

e m

inor

tha

n th

ose

at lef

ttu

rn loc

atio

ns.

[9]

Ano

ther

stu

dy o

f ro

unda

bout

s in

seve

ral

loca

tions

fo

und

a 51 pe

rcen

t re

duct

ion

incr

ashe

s, i

nclu

ding

a 7

3 p

erce

nt r

educ

tion

in i

njur

ycr

ashe

s an

d a

32 p

erce

nt r

educ

tion

in p

rope

rty-da

mag

e-on

ly c

rash

es fo

r si

ngle

-lane

rou

nd-

abou

ts.

Mul

ti-la

ne r

ound

abou

ts o

nly

expe

rien

ced

a 29 p

erce

nt r

educ

tion

in c

rash

es.

[6]

RE

LA

TE

DTE

CH

NIQ

UE

SA

ccess

m

anagem

ent

incl

udes

more

tech

niqu

es t

han

can

be d

iscu

ssed

in

asi

ngle

br

ochu

re.

Som

e of

th

ese

tech

-niq

ues

are

new

er

and

have

been

rese

arch

ed

som

ewha

t le

ss.

Fr

onta

gero

ads

have

be

en th

e su

bjec

t of

so

me

deba

te i

n th

e lit

erat

ure,

but

the

re i

s no

clea

r in

dica

tion

of

thei

r be

nefit

s.

Oth

erte

chniq

ues,

su

ch

as

the

rela

tion

ship

betw

een

high

way

in

terc

hang

e sp

acin

gan

d lo

cal

traf

fic,

are

new

to

pics

th

atre

quir

e m

ore

rese

arch

.

Man

y ci

ties

and

sta

tes

deve

lop

acce

ssm

anagem

ent

pro

gra

ms

to

dea

l w

ith

exis

ting

iss

ues

of c

onge

stio

n an

d sa

fety

.A

n ac

tive

acc

ess

man

agem

ent

prog

ram

,ho

wev

er,

wou

ld n

eed

to inc

lude

cha

nges

to loc

al lan

d us

e po

licie

s th

at e

ncou

rage

the

ration

al d

evel

opm

ent

of m

ajor

roa

ds.

In n

ewly

dev

elop

ing

area

s, l

and

use

and

zoni

ng c

ontr

ols

that

lim

it t

he n

umbe

r of

acce

ss p

oint

s an

d le

ave

spac

e fo

r m

edi-

an im

prov

emen

ts ca

n sa

ve m

oney

an

def

fort

as

thes

e ar

eas

deve

lop.

Busin

ess C

oncern

sIn

stal

ling

rais

ed m

edia

ns o

ften

rai

ses

seriou

s co

ncer

ns b

y th

e bu

sine

ss c

omm

unity

that

loc

al b

usin

esse

s th

at d

epen

d up

on p

ass-

by t

raffic

(es

peci

ally g

as s

tatio

ns a

ndfa

st-fo

od r

esta

uran

ts [

10

]) w

ill b

e ad

vers

ely

affe

cted

by

med

ians

. T

houg

h th

ere

are

few

stu

dies

of th

e ac

tual

impa

cts

of m

edia

ns o

n bu

sine

ss s

ales

, th

ere

are

seve

ral s

ur-

veys

of bu

sine

ss o

wne

r op

inio

ns.

Sur

veys

con

duct

ed in

mul

-tip

le c

orrido

rs in

Texa

s, Iow

a, a

nd F

lorida

dem

onst

rate

tha

tth

e va

st m

ajor

ity o

f bu

sine

ss o

wne

rs b

elie

ve t

here

hav

e be

enno

dec

lines

in

sale

s, w

ith s

ome

belie

ving

the

re a

re a

ctua

llyim

prov

emen

ts in

bus

ines

s sa

les.

[2

,5,8

] One

stu

dy in

Tex

asin

dica

ted

that

cor

rido

rs w

ith a

cces

s co

ntro

l im

prov

emen

tsex

perien

ced

an 1

8 p

erce

nt in

crea

se in

pro

pert

y va

lues

aft

erco

nstr

uctio

n. [

2]

Appendix C: Public Notification

US 6 - C

lifton Access Managem

ent Plan

Final Project UpdateThe study team

has assessed the existing and proposed intersections and drivew

ays (access points) on U

S H

ighway 6 from

the I-70 Business

Loop to the railroad viaduct east of 33 Road, has

considered public comm

ents provided at our first and second open houses, and is now

ready to share the fin

al recom

mendations for future changes.

Public input is w

elcomed and encouraged.

Learn more at w

ww

.dot.state.co.us/us6clifton/or contact:A

lisa Babler, P.E

.Perm

it Unit E

ngineerC

olorado Departm

ent of Transportation, Region 3

222 South 6th S

t., Rm

. 100G

rand Junction, CO

81501970-683-6287

Please join us at ouropen house:

Wednesday

August 27, 2008Anytime from

4:00 – 7:00 p.m.Clifton Elementary

School3276 F Road

Join us at theFinal US 6 -CliftonAccess Management Plan Open House and see our recom

mendations for

future changes toUS 6 accessM

ore information is available at

ww

w.dot.state.co.us/us6clifton/

Reasonable accom

modations provided

upon request for people with disabilities.

Contact S

tephen Harris at 800-497-5529.

You are invited to theFinal US 6-Clifton Access

Management Plan Open House

An Access Management Plan for US Highway 6 from the I-70 Business Loop to the railroad viaduct east of 33 Road is being prepared by the Colorado Department of Transportation and Mesa County. The study team has assessed existing and proposed intersections and driveways (access points) on US 6, has considered public comments provided at our fi rst and second open houses, and is now ready to share the fi nal recommendations for future changes.

Learn more at www.dot.state.co.us/us6clifton/ or contact:Alisa Babler, P.E., Permit Unit Engineer

Colorado Department of Transportation, Region 3 alisa.babler@dot.state.co.us • 970-683-6287

Reasonable accommodations will be provided upon request for people with disabilities. If you require specifi c accommodations contact Stephen Harris at 1-800-497-5529.

Please join us at our open house:Wednesday, August 27, 2008

Anytime from 4:00 – 7:00 p.m.Clifton Elementary School

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News From

The Colorado Department Of Transportation

www.dot.state.co.us

August 13, 2008

Contact: Nancy Shanks, CDOT Public Relations Manager, (970) 385-1428

PUBLIC INVITED TO FINAL US 6 - CLIFTON ACCESS MANAGEMENT PLAN OPEN HOUSE

We’re Studying Your Access to US 6!

MESA COUNTY – The Colorado Department of Transportation (CDOT) and Mesa County are inviting residents to the final open house regarding the Access Management Plan being developed for US Highway 6, from the I-70 Business Loop to the railroad viaduct just east of 33 Road. The final open house will be held Wednesday, August 27, 2008 at the Clifton Elementary School, located at 3276 F Road in Clifton. People can attend anytime between 4:00 p.m. and 7:00 p.m. Representatives from CDOT, Mesa County, and their consultant, PBS&J, will be available to address questions or concerns about the plan. The study team has assessed the existing and proposed intersections and driveways (access points) on US 6, has considered public comments provided at the first and second open houses, and is now ready to share its final recommendations for future changes. Informational boards explaining the plan’s goals and objectives, and maps identifying recommended future access points will be on display at the meeting. Additional information is available on the project Web site: http://www.dot.state.co.us/us6clifton/. Reasonable accommodations will be provided for persons with disabilities. Please call Stephen Harris at PBS&J, (800) 497-5529, if you require such assistance.

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Appendix D: Comments Received