PD-17-00001 Marian Meadows Full Record with Index (2)

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Marian Meadows Rezone and Subdivision Final Environmental Impact Statement 3-93 The cumulative effects on snow removal needs and costs are relatively low because snow removal is determined by snowfall. Additional development might decrease the cost per residence if all residences are required to contribute to the cost. 27 Would the cumulative effects change how roadways fit into the character of the local community? Development of the project and surrounding areas would increase traffic volumes in the study area substantially. The multiple functions of the local roadway system, including general mobility, freight transportation, direct property access, and recreational usage (i.e., ATVs and snowmobiles) would generally be preserved, but would be heavily dominated by passenger traffic. Use of Sparks Road as play areas would be substantially diminished as a result of the potential for vehicle-to-pedestrian collisions. Although roadway capacity improvements (i.e., widening) would not be necessary, the substantial increase in traffic volumes may warrant a change in the functional classification from a Rural Local Access (class 9) to a collector. Additionally, some channelization improvements would be needed at four of the study intersections to achieve acceptable operating conditions (see Question 10 below for a discussion of the mitigation). Furthermore, the current perception of Sparks Road being a small community access road would change and could be viewed as a “major” roadway in the study area. The amount of traffic on Sparks Road would be inconsistent compared to the existing small community, but consistent with the level of development in the future. 28 What mitigation is needed for the cumulative impacts? Level of Service Mitigation The level of mitigation needed for the cumulative effects depends primarily on the buildout assumption of the surrounding areas. No mitigation is required for cumulative impacts with existing rural zoning. With the PUD density of the surrounding areas, together with PUD development of the proposal at maximum density, several intersections exceed LOS standards. This mitigation may or may not be needed in the future, depending on the scope of future development in the area. To mitigate the I-90 eastbound ramps/Railroad Street intersection, a simple change from one-way stop- control to an all-way stop-control would improve the LOS from LOS F with > 200 seconds/vehicle of delay to LOS C with 18.4 seconds/vehicle of delay. At the I-90 westbound ramps/Railroad Street intersection, widening the off-ramp approach to include a left-turn pocket would improve operations from LOS D with 26.8 seconds/vehicle to LOS C with 22.8 seconds/vehicle. Mitigation at the Sparks Road/Railroad Street intersection would be more complex. At this intersection, approximately 96 percent of the total entering volume is non-conflicting; 781 vph for northbound right from Railroad Street to Sparks Road and 478 vph for westbound left from Sparks Road to Railroad Street.