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Home My WebLink AboutRESPONSE - RFP - 7099 ENGINEERING SERVICES - NFRMPO (2)0 0 0 0 0 4 O Consulting Services Proposal For Non -Specific Work Order Planning/Engineering Services for the North Front Range MPO (RFP No. 7099) 0. . _ 7 A SSoC XATZS IN ma-mimm,TransitPlus Catalyst, Inc. Transportation Planning Multi -Modal Transportation Plans LSA specializes in the development of long- range transportation plans for communities and MPOs that prioritize planning in their land development and transportation improvement processes. These communities know that these plans can provide a fundamental basis for decision -making to improve the quality of life for their citizens. LSA's extensive knowledge of SAFETEA-LU and the Clean Air Act has allowed us to develop long-range plans for several MPOs and local governments. Visionary plans must be community -based to be effective, so we have refined our public involvement tools and techniques to listen and respond to the citizenry, elected officials, and staff in each community we serve. Inclusive techniques and outstanding graphical capabilities add quality to the public process and enhance the plan documents. LSA is also closely monitoring the drafts of the future federal transportation authorization act and trends in other state legislation including clean air, livability and performance analysis. Integrated Land Use/Transportation Plans The relationships between land use, transportation, and the environment provide a complex series of challenges and opportunities as communities struggle to cope with the impacts of growth. LSA has focused on these complex relationships and has developed creative tools to assist jurisdictions with their unique problems in obtaining a balanced vision for the future. Each community's definition of balance is different. While the choices can be difficult, LSA makes it easy to understand the trade- offs using high -quality presentation graphics, technically sound analysis, and realistic interpretation of the results. Alternative Mode Planning Alternative transportation modes such as transit, cycling, and walking provide choices for the traveling public and enhance a community's quality of life. LSA can show our clients how to incorporate multi -modal considerations in every aspect of the land use and transportation planning process. We have developed pedestrian level of service methodologies and neighborhood assessment surveys; developed guidelines for multi -modal street and intersection design standards; and made recommendations for subdivision regulations, development standards, and traffic impact analysis guidelines to elevate the status of alternative modes in several progressive communities. LSA has been an innovator in pedestrian and bicycle planning. A brief summary of our work efforts and accomplishments include: • Pedestrian Level of Service: In preparing the Pedestrian Plan for the City of Fort Collins, Colorado, LSA developed five pedestrian levels of service measurements for directness, continuity, street crossings, visual interest, and amenities. This initial work effort has been refined and has been adopted by other jurisdictions across the United States. Neighborhood Walking Surveys: In preparing the City of Kansas City, Missouri's aev��0"0odwnkm9500 „E�.m, Walkability Plan, LSA developed147 procedures for evaluating the pedestrian system at the regional, community, district, and neighborhood level. The hands-on `""'"}`,Sn J =_ neighborhood pedestrian assessment has been extremely successful and is identified in the winter 2006 edition of the Planning Commissioners Journal list of Top 21 Bright Ideas --` �!°111" to Plan our Cities. Multi -Modal Corridors: With a 40% mode split, the City of Boulder wanted to further increase the use of alternative modes to address their transportation needs. This work effort focused on the details of what constitutes a multi -modal corridor, including both the details and design of the pedestrian and bicycle facilities along the corridor. This project received the Institute of Transportation Engineers' 2004 Plan of the Year Award and a DRCOG MetroVision Award. • Mobility Report Cards As a product of the Town of Chapel Hill's Comprehensive Plan, LSA prepared the third Mobility Report Card that measured and evaluated the success of the plan's implementation to achieve modal shifts to pedestrian, bicycle, and transit. Pedestrian and Bicycle Demand Estimating: Because traditional travel models do not forecast pedestrian and bicycle trips, LSA developed a method for determining where potential pedestrian and bicycle trips might occur. A technique that we have developed and used successfully on a number of projects is to assign only the short trips in increments of less than 1/2 mile, 1/2 to 3 miles, and 3-6 miles. Using GIS overlays, the potential bicycle and pedestrian trips stand out and are effective in determining connections and prioritization. We also developed a GIS/parcel-based short trip assignment methodology for the City of Kansas City which compared potential walk trip activity with the pedestrian system to determine investment areas at the regional scale. Pedestrian and Bicycle Transportation Impact Analysis: Jurisdictions typically have traffic impact analysis guidelines that address vehicle trip impacts. LSA has developed traffic impact guidelines for communities across the United States that incorporate procedures for evaluating their pedestrian and bicycle network. In the City of Kansas City, this approach was refined through testing with local traffic engineers and real projects. Communities that have been using these requirements have seen a marked improvement in the pedestrian and bicycle infrastructure with new development. In the City of Longmont, our recommendations led to multi -modal considerations in the Development Review process. Standards and Guidelines: LSA has prepared pedestrian and bicycle standards and guidelines for _ -- jurisdictions throughout the Untied States. With each new client, we =: - have been refining and adding new - elements that have culminated in a comprehensive list of standards and - guidelines that we can share with new clients and that have withstood the scrutiny of traffic engineers, transportation planners, planning commissioners, and city councils across the United States. Corridor Studies Corridor studies lay the groundwork for land use planning and multi -modal improvements that can greatly enhance a community's appeal and quality of life. These days, however, multiple interests and close public scrutiny require innovative ideas, technically based solutions, and a high degree of public involvement that brings neighborhoods, businesses, and other corridor stakeholders to the table in an informed, collaborative manner. Consideration of alternative mode opportunities, technology, mixed -use/ transit oriented land uses, and detailed design elements allow LSA to build quality into each corridor solution. 1- - �� f f c F -'f- F a w f f i � i' n - 17A ElL_-.SMASONST y I� Bi'e destria �c nr —MMM © n_ 90 0e 1� r,S Ji - 60LLEGEAVE 4. L T_ W" -i T �jf�Y�p (D!1- d -- Downtowns and Mixed Use Activity Centers Communities the United States are attempting to either improve their downtowns or create mixed use activity centers. For many this is to bring back the era of being able to walk between places of home and work or shopping. For others it is to provide a better solution to our transportation needs by both reducing the number of automobile trips and the length of those trips. For the past ten years, LSA has been working with communities to provide analysis, design, policies, and mixed use center guidelines and standards for creating these special places. In analyzing and promoting a downtown or mixed use center, we address four basic characteristics that make these places special: Diversity: The future planning area must have a wide -range of land uses, activities, and corresponding trip types. The downtown or mixed use center might include residential land uses where the trip begins and commercial and service areas where a resident may then walk or ride a bicycle to retail or service destinations. Residential areas without retail, service, and/or employment will require the resident to get in their car and drive to their destination. Density: The downtown or mixed use center must have higher densities to create internal opportunities for trips and activities. If there is limited commercial and services within the area, there will be limited trips served. Density is also necessary to reach the critical mass to support transit service. Distance: The downtown core or mixed use center must also be small enough to allow a person to walk or ride a bike from one location to another. If the distance is greater then one -quarter of mile, then the probability for walking drops significantly. Design: The transportation network must convey people and not cars. The transportation network should include "Complete Streets" which have bike lanes and sidewalks that are direct, continuous, have easy street crossings, are visually interesting and are safe and secure. Internal site design should also promote walking, bicycling, and good access to transit stops. LSA has worked with communities in developing guidelines and street standards for these downtowns and mixed use centers. Typical roadway standards developed by most cities are designed for arterials with limited access control and non -motorized activity. Design guidelines for streets within downtowns and mixed use centers promote parallel and diagonal parking, pedestrian activity and access through short block spacing. 0 o NORTH FRONT RANGE MPO TRANSPORTATION PLANNING & ENGINEERING TYPE SERVICES RFP o �.. �. � _ .... � r � � _,. .. _ _ .. _._ Travel Demand Modeling Services Ic a LSA offers our clients Socioeconomo OLPS .01 �� lo en Trip Generation unsurpassed support for Detamne the number of bV ends m O M'R Rates each zone based on soccecononvc data one of land use and I TripRoductian transportation planning's Generators 1 most important tools: FFxtemalPs travel demand models. Trip Our staff has significant PATripTables experience in all aspects o Peak Period ( _n s of travel modeling, from WnN I — study applications to (eZ. at house"holds paces of Trip Distribution en(Is iMmolumaximemom to crute e tnp- multi -modal enhancements and Friction ]1.actorsx_W__)0� RFK4�raylq comprehensive model development. PersonTripTables PeakTransit Network ,"Mode &.i.. d �rZj k ustd for �ach trip - We know that several drive alone. aryool. transit walk bdw- etc.Mode Ghoic¢t:cetrcients people beyond the ifransit NetwoN Skimming )Sfiogtest Path) model practitioners, such as elected officials and the public, have an Time-ofDay— 0 Trip Tables interest in model output. DirectionalTime of Day Fa rsby. Detmraw t1* tim of day fi m ch each trip is inade. That's why we provide Time Period / F-TITT—i—of Day our clients with high Pr4 Time of �DayCo�r�sw quality presentation les graphics of model results Auto Trip me that are simple and clear byTiinFormat) in their message. Our r TripAs::m ' ± ., :h"— clients appreciate our Off-PeakTransit Networks r iowsirun-6tol ns es e knowledge of the P�aktTVolumelDelayParamecers in Ma modeling process and FC W--_k�NT—__LA5sqw_--A IWAMiTFAFAFs Went our understanding of the • 1=P_M.1T6akf_rX1A&s;9n�_AM1 abilities and limitations • of travel demand models. We routinely analyze • Post -Processing ModetRewland interpret model Contim. adpst and strntrarkm restifts. results and enhance their •I 79-HOw meaning with 1 NCHRP-255 Adjustirofts performance summaries Perfo eNwidatoon Reporbag Autortuted-ppm of relevant measures to support the decision - making process. LSA supports the GIS-based TransCAD software and other popular modeling programs. Our staff has detailed working knowledge of Tranplan, MinUTP, Emme/2, QRSII, TP+Niper, Cube/ Voyager, VISUM, and others. In our model development projects, we routinely convert travel models from older software packages to the more modern GIS-based software environments like TransCAD. Our staff maintains a working relationship with the modeling staff at the Federal Transit Administration (FTA) so that the models we develop are fully compliant with their most recent New Starts guidelines. While all of our clients may not require this level of detail for their modeling needs, they benefit from the technical and regulatory oversight that the New Starts procedures and recommendations provide. Model Conversion and Development YEAR 2000 TEST SCENARIO Setup Scenarios r Stop after each step 1 -Create Networks LSA Associates, Inc. I 4 - Pathbuilding 2 -Land Use Conversion I 5 - Trip Distribution 3 • Trp Generation I 6 •Traffic Assgnment I Qua LSA staff has extensive experience converting and developing models in the most modern software environments, such as TransCAD, VI UM, Cube/Voyager, and others. LSA is experienced with model conversion from existing platforms such as MINUTP, TranPlan, EMME/2, TP+, and QRSIL LSA has developed TransCAD models for several regions of various sizes throughout the US. In addition, our staff has "big model" experience, having developed components for the Dallas -Fort Worth and Denver models and through our development of the Weekend Travel Model for the Southern California Association of Governments (SCAG). Each of these model development projects included extensive programming using customized interfaces, model add -ins, and performance reporting. LSA has also built a reputation for adding transit modeling capability to existing models. One key to a good transportation model is the ability to run the model consistently for all alternatives. For each model that LSA develops, a scenario manager stores the file names for every alternative and any necessary parameters. This scenario manager keeps all the file names organized in an easy to use format. Each model also has a main dialog box from which the model is run from start to finish or through intermediate steps. This dialog box is controlled by a resource file that contains the exact steps, procedures, and variables for every model run. Thus, every model run is completed in the same way, yielding comparable results. Travel Model Enhancements In addition to traditional model development, LSA has developed proprietary, value-added user interfaces and evaluation enhancements for models in order to more accurately compare and present differences between alternatives and to expand the analysis capability of the modeling tools. These menu driven interface modules are designed to allow the occasional model user to simply make land use and network changes, run the model, and produce meaningful detailed and summary information to determine the effect of the change. Some of the customized modules developed by LSA that are available for our clients' modeling applications include: Menu Driven Scenario Manager and Dialogue Boxes: Streamlines the modeling process and assures accuracy of data file inputs. Provides a simplified, menu -driven approach for running the model without having to memorize the more complicated input procedures and file requirements. Standardized Performance Report Module: Provides a series of consistent data and system performance summaries including vehicle miles of travel (VMT), vehicle hours of travel (VHT), congestion delay, speeds, emissions, level of service, and other information. • Standardized Mapping: Includes bandwidth- NFR Performance Report I. Scenario: 1CaRxatedBsse - Output PANFRMPO_Mode1Jpdale06 NFT537Mod".dd R-%Test1,OutputV Basic Reports:—. Pmlomance Reports: r Tile Page P7 Trip Generation Summary r. Input Files and Pmamders r Top Dishbution Summary F Input Network Simmmy" F Non-mototized Mode Spit Summary r' Soaoecormiic Data Summary F Motorized Mode Summary - Noce W Assgned Trips Summary F Daly Assignment Sunmay Validation Reports: -._ - r Sub -period Assignment Summary r LSAScreenine Summary W Assignment Speed Summary' FCount VMMT�T��Surmaty r Summary , J J ,Ai�Iouairy None ' Create Reports Fa: Global Selection R Endue Model r NFR Boundary L_ Al Reports SsleUNo Reports F Fed Collins. r Fod Cot -AD r Greeley r GreelsyAO Sebd MAeas SdeU NoA eas r LoveWrd r RSC io NFR r Other OK volume and color -coded level of service maps for each alternative that can visually be compared between alternatives. • NCHRP Post Processing Module: Standardized and automated procedures to adjust forecasts based on differences between existing counts and base year model results. • Cost Estimator Module: A GIS interface that utilizes planning -level linear costs and calculates total and phased alternative improvement costs. • Signal Warrant Module: Applies the peak hour signal warrant of the Manual on Uniform Traffic Control Devices (MUTCD) to future year demand forecast scenarios to identify future signal needs and implementation phasing. • Intersection Turn Movement Estimator and Synchro Intersection Evaluation Module: Calculates forecasted level of service and provides for an intersection Level of Service evaluation of future conditions through a customized interface with traffic operations analysis software such as Synchro. • Project Tracker: A select zone assignment module that determines the amount and distribution of traffic from a particular zone or project throughout the network. Facility Tracker: Similar to the Project Tracker except in this module, the traffic traveling along a given link or through a specific intersection is identified by their zones of origin and destination. • Transit Trip Tables: Extracted trip table along transit corridors for estimating transit trips for mode split models without mode choice enhancements. • Bicycle/Pedestrian Trip Tables: Short and moderate distance trip table extraction to identify priority locations for bicycle and pedestrian connections. MOBILE6.2/EMFAC Air Emissions Module: State-of-the-art link, area, and aggregate based air emissions analysis to support conformity determinations and other air quality planning activities. LSA has developed a unique Add4n that allows TransCAD to easily interface with Synchro software. Synchro 7 0. �00� _f— Example of a map pr'Necting "where the traffic goes" Level of service map for streets and intersections Mixed Use / Multi -Modal Sensitivity It has long been recognized that transportation mode choice is jp� dependent not just on available transportation facilities, but also on the land use, density, and design of the surrounding environment. LSA has developed multimodal corridor assessments that correlate land use and design with base travel characteristics so that shifts to Land Use GIS Trans(AU walk, bike, and transit modes can be better understood and predicted. In addition, we have prepared and integrated functions within travel models that increase sensitivity to higher density, multi - modal developments and other Smart Growth/New Urbanist "M50�1 developments. These functions include production end household activity density variables, attraction end employment activity and density variables in mode choice models, walkability factors, walk access to transit enhancements, and other improvements. Air Quality Travel Model Enhancements To support air quality planning activities, we have developed and enhanced travel models with speed feedback loops, time -of -day trip distribution and traffic assignment models, congested speed post processors, detailed trip purposes to capture specific travel behavior, and operational components to estimate emissions due to incidents and accidents. We generally recommend that emissions calculations are made at the most disaggregate level possible or practical, such as the individual roadway link segment to increase sensitivity and accuracy. Model Documentation It seems that in many model development exercises, much of the resources are focused on data analysis, programming, calibration, and validation, often with little to no budget remaining at the end of the effort for proper documentation. Further exacerbating this problem is the tendency to wait until the end of the project to try to remember all of the details associated with model development. To alleviate both of these concerns, LSA documents the work effort as we go. On most of our u u t y,t, ueii �u t, i model development projects, we provide a series of technical memoranda to the client on an ongoing basis that thoroughly document the model development process, assumptions, calibration parameters, methodology, and results. We typically propose that the -- technical memoranda become appendices to the model's Process, Assumptions, Parameters, and Validation Manual. A Users Guide is also typically provided by LSA to the client to identify how to install, run, and modify the model. We encourage our potential clients to review our high quality model documents and the comprehensive detail of the technical memoranda that we have prepared over the last several years. Model Training LSA staff provides training to agencies and MPOs on r aLVv1kfi)A1 ,' _ c travel demand model theory, model calibration and: validation, alternatives analysis and other applications, and software selection. After we have developed a model for a client, we provide a training session for staff that r covers the installation, use, and modification of their new model. The training presentations are tailored to each specific audience using both Microsoft PowerPoint and the model software. Participants in our training sessions are queried beforehand as to their experience levels, interests, and issues, allowing LSA to tailor the training program to the specific needs of the audience. H'�" MORTN I�WfI IUYNGk -� �11KbMltl,.�1'111000{l 'T l ^^' - ILLi10ltK1RAVlL MOGLL Questions are encouraged during the presentation. Shorter presentations (2-3 hours) that provide an overview of the capabilities and concerns associated with modeling can be given for a wide - range of interests and technical ability. Longer sessions (1-2 days) provide detailed specifics of the model and can be arranged for more technical audiences. In addition to the training programs we have provided for clients with new LSA travel models, presentations have been held in the following communities: • North Carolina Department of Transportation and MPO Council, North Carolina • Pikes Peak Council of Governments, Colorado • Denver Regional Council of Governments, Colorado • North Front Range Transportation & Air Quality Planning Council, Colorado • Cheyenne Area Transportation Planning Process, Wyoming • City of Kansas City and Mid -America Regional Council, Kansas • Orange County Transportation Authority, California L S ALSA ASSOCIATES INC�\ 132 MOUNTAIN AVENUE FORT COLLINS, COLORADO 80524 January 19, 2010 Suzette Mallette City of Fort Collins 215 North Mason Street — 2"d Floor Fort Collins, CO 80522 RIVERSIDE BERKELEY IRVINE ROCKLIN 970. 494.1508 TEL CARLSBAD PALM SPRINGS SAN LUIS OBISPO 970.494.1579 FAX FRESNO POINT RICHMOND SOUTH SAN FRANCISCO RE: Request for Proposal 7099 — Transportation Planning & Engineering Type Services Dear Ms. Mallette: On behalf of LSA Associates, Inc., I am pleased to submit our attached qualifications for your North Front Range Metropolitan Planning Organization (MPO) transportation planning & engineering type services. LSA has received and acknowledge Addendum #1 as well. The LSA Team was very fortunate to have been selected for this same project five years ago and have had the opportunity to work with the North Front Range MPO and member jurisdictions on a wide array of different projects. Because of our success we have kept the team intact. As will be presented in the statement of qualifications, LSA will be the lead consultant and be responsible for all management of task orders, transportation, land use planning, and environmental. Joining us on this effort includes the following firms: • Catalyst Inc.: Public Process and Facilitation • TransitPlus: Transit Analysis, Evaluation and Planning • PBS&J: Transportation Engineering, Access, Cost Estimates and Environmental • Coley/Forrest: Finance, Feasibility Studies and Impact Analysis • All Traffic Data Services, Inc.: Data Collection In addition to the fact that this team remains the same as before, the team was personally selected based on two reasons. First, we provide the complement of potential service categories requested to address all of your potential service categories. Secondly, I have a personal relationship with each of these firms and have worked with them on many different projects. I can trust them to provide the highest quality and timely work efforts to meet the needs of the MPO. I will close this letter by asking that you reflect on the various assignments you have asked of our team these past five years and were you happy with our products. There were many challenges and I believe that we did an admirable effort on all of them. I would further argue that our team is even better than when you first selected us as our staff expertise and experiences have grown and matured. We thank you for the opportunity to have worked with you these past five years and would relish the opportunity to work with you the next five years. Sincerely LSA Associates, Inc. Ray A, Moe Managing Principal PLANNING 1 ENVIRONMENTAL SCIENCES 1 DESIGN Transportation Infrastructure and Financing LSA has gained extensive experience working with jurisdictions and developers to identify solutions for facilitating the progress of sustainable, quality developments. We have applied the concepts of rational nexus (Nolan) and rough proportionality (Dolan) to produce fee programs that are collaboratively developed, practical, and legally defensible. LSA utilizes the Institute of Transportation Engineers' (ITE) Transportation Impact Analysis for Site Development and local jurisdictions' guidelines for developing traffic impact studies. Transportation Infrastructure Fee Programs In many communities, the development approval process often includes negotiations between the developer and city/county staff. This type of approval process can be cumbersome for staff and can result in the inconsistent application of fees to all developments. Furthermore, this process does not adequately consider all of the surrounding developments and potential future land uses that may impact transportation infrastructure needs. As a result, LSA is called upon more and more by progressive communities that wish to have a process or program that is consistently applied and based on the legal contexts of the Nolan and Dolan lawsuits that largely govern fee program development. LSA has developed fee programs for smaller sub -areas, cities, and counties. In addition, LSA offers comprehensive auditing services for older fee programs that are underfunded, outdated, or sporadically managed. In many cases, LSA will apply the local travel demand model to properly consider current and future land uses, verify trip generation and distribution patterns, and estimate the impacts and fair -share costs allocations of local development as compared to existing deficiencies and external traffic. Traffic Impact Studies While traffic impact studies can be controversial and place cities at odds with developers over improvement costs, they nevertheless play an important role in land development and traffic impact mitigation. LSA's approach to traffic impact studies is to provide a technically sound analysis of the trip generation and transportation system impacts and improvement needs. Those studies that are based on realistic projections provide the most desirable basis for the decision -making process. In addition, LSA has assisted municipalities in the development of traffic impact analysis guidelines. Public Process and Participation Facilitation/Training/Workshops Public Public M 9 -" eetin y Peen e�1n"9{ptthe �� to the p°61icM I —�� Uvnena'�°u91as k qe I _ ��,en �raen��ut uamWi°�u"" �piNh9ad°Ma"" aw m t5N Public Outreach LSA has embraced the new era of enhanced public participation by advancing the tools and techniques of the transportation planning process. Our inclusive methods and hands-on approach bring varying interests to the table to expose good ideas in a collaborative manner. We have conducted focused workshops for bicycle and pedestrian planning, travel demand management, transit, and travel demand modeling among others. As proven experts in our field, we facilitate the generation of good ideas and evaluate them based on merit in an open forum. We can "carry the water" on many controversial issues in order to alleviate some of the burden from our clients. LSA believes that there needs to be an ongoing dialog throughout the planning process in many different forms. There are a variety of ways to get the message out and to notify the public. Public service announcements, ads, and posters throughout the region notify the public of the process and upcoming events. In addition, a project website can provide the most updated information throughout the project. LSA builds project web -sites for all of our major projects. Opportunities including questionnaires, providing comments, and reviewing project materials keep citizens coming back to see what has changed. Our approach to designing and conducting the public process is to integrate the public with the major decision points in the planning process. Graphic Design .understands that for the public to embrace new ideas, not only do they d to see that these ideas have been well thought out and planned, they also need to see them presented in an easy to understand format. As a visual culture, we want information quickly and easily. LSA's graphic team works to insure the message is not lost in the design and that a harmonious balance between message and presentation is achieved. Our graphics designer has been recognized three times by the American Advertising Federation (AAF), receiving two gold medals for logo and multi -media CD design and an honorable mention for advertising design. LSA's graphic capabilities speak for themselves - each ►roject is given its own unique look and feel and is packaged in a way Mat makes information easy to read and understand. Website Development LSA understands that a well designed website is a vital extension of the public outreach effort, and it is becoming more and more important that projects be accessible to the general public in an easy to reach format. A website is like an employee that is available 24 hours a day to answer the questions people will have regarding planning efforts. A well designed and well maintained website frees our client's staff from the basic issues and questions people might have about the project. LSA designs and maintains websites that match the other marketing materials and keep a consistent look and feel with the public outreach efforts. A well designed website legitimizes the project and shows the general public that you are interested in them having the information available at their convenience. • •NORTH FRONT RANGE ., TRANSPOR TATION P LANNI NG & ENGINEERING TYPERFP • Operations and Design • The ultimate design of a community's street network is based on several complicated yet related • factors which affect mobility for all modes, accessibility, parking, and development potential. LSA • has assisted communities in both the evaluation of their streets and corridors on a wide range of measurements and has developed transportation and roadway standards and guidelines for • implementation. Building on our travel demand model forecasts, LSA has also developed traffic simulations to further explore potential problems and provide design recommendations. We also • provide traffic impact analysis for major developments and have developed multi -modal traffic impact analysis guidelines for several communities. Standards and Guidelines As we plan for the future, traditional roadway and design standards often provide for efficient automobile travel at the sacrifice of the pedestrian and bicyclists. Traditional street standards tend to limit access, promote longer block lengths, and restrict parking. LSA has prepared both roadway standards and guidelines for the typical roadway hierarchy and as well as for mixed use activity centers which introduce shorter block lengths, increased access, and parallel and perpendicular parking. Micro -Simulation Micro simulation modeling of transportation conditions is fast becoming the preferred method for both presentation and analysis of various transportation alternatives. Software such as Synch ro/SimTraffic, CORSIM, and VISSIM allow for technically accurate analysis of system operation, as well as attractive visual representation of the results. VISSIM, in particular, allows for a realistic, 3D view of an intersection or planning area, with simulation of vehicles, pedestrians, and bicyclists in context to the roadway network and surrounding buildings. LSA has successfully built micro simulation traffic models to both analyze and present small-scale transportation alternatives for corridor studies and intersection operational analyses. LSA is also involved in a project to test the capabilities of the new TransModeler software that integrates with the TransCAD software. TransModeler offers promising opportunities to simulate a large regional transportation network. Traffic Operations Analysis Traffic operations analysis supports the transportation planning process by identifying lower -cost system management solutions and fine-tuning the details of the transportation system. LSA's experience with intersection analyses, interchange feasibility studies, and the interactions among the various transportation modes provides our clients with a higher level of planning capabilities. Our turn movement forecasting module can be combined with travel demand models to allow for integrated analysis of NORTH PR©NT RANGE MPO• TRANSPORTATION PLANNING & ENGPNEERING TYPE SER ICES future intersection operations. We have also applied modern roundabout solutions to high volume intersection locations by demonstrating the traffic operations analysis using micro -simulation techniques. Air Quality Planning and Technical Services The Clean Air Act Amendments of 1990 significantly elevated the level of environmental consideration in T'a'Vel Mode' the transportation planning process. Federal transportation legislation in ISTEA and TEA-21 reinforced the Clean Air Act by providing increased r Vehicle funding for alternative modes and air quality projects. While air quality planning generally started in the EPA - designated non -attainment areas, other environmentally aware communities realized the need and benefits of addressing air quality concerns in a proactive manner. Land Use, Transportation, and Air Quality (LUTRAQ) programs sprang up around the country. Now, air quality planning has established itself in the mainstream of transportation planning. Air Quality Planning Services CLEAN AIR ZONE DO NOT IDLE �'��. s TURN OFF VEHICLE WHILE WAITING Our planning experience includes air quality conformity determinations, non - attainment re -designations, and project -level evaluation criteria incorporating air quality benefits. From a program standpoint, our staff has managed alternative fuels programs, ozone alert programs, and Congestion Mitigation and Air Quality Improvement Program (CMAQ) funding for transportation control measures. LSA's air quality planning services include: • Emission Inventory Preparation • State Implementation Plan Submittals and Assessments • Air Quality Conformity Determinations • Travel Model/Mobile Model Integration • Travel Model Enhancements to Support Air Quality Planning • Transportation Control Measure Estimates of Emission Benefits • Urban Airshed Modeling Support • Travel Demand Management Programs • Federal Transit Administration (FTA) New Starts Applications • Non -Attainment Area Re -Designations • CO Hotspot Analysis • TIP/CMAQ Project Evaluation and Program Management EPA MOBILE6.2 Emission Factor Modeling LSA offers a full complement of air quality services to support transportation planning activities. On the technical side, our expertise includes on- and off -road mobile source emission inventories, EPA MOBILE6.2 model parameter estimation, travel models integrated with link and zone based emission calculations, time - of -day modeling for increased accuracy, and estimation of transportation control measure impacts for State Implementation Plan credit. LSA staff is fully versed in the application of EPA's MOBILE6.2 Emission Factor Model. We have developed input parameters and data to add local specificity to the emission calculations. These include the development of mileage accumulation rates, vehicle classifications, time -specific temperatures, vehicle miles traveled (VMT) mixes, hot and cold start/operating mode fractions, and others. Complementing these capabilities are our knowledge and application of the Highway Performance Monitoring System (HPMS) data to VMT estimates from travel models. 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Ur It r—, PtT raspmrorY Groups SMa uc driltry'1 6saas�e, autli a5 ^Oruasa. wT at b POa_^7'tl e1r mritr JNllile YauU Intl llar. ll1.%'Je.JW PCldpeJ.tr)Cp eMl. IM.60 rgli0ri. 100 Moderate UuYralaa ._ pcopk 9)aJJ CdKaCllmalg S7 -100 wdmy,n ��, wrla xma Ga'1gn. Since so many of the data needs for air quality planning are based on transportation information, LSA has refined its capability to incorporate special tools and techniques into travel demand models. Our clients benefit from this fully automated integration of emission calculations so that they can immediately evaluate air quality impacts in corridor studies, major investment studies, long-range transportation plans, and conformity determinations. In many cases, we have replicated or enhanced the techniques used by State and Federal air pollution control agencies in our modeling efforts. Travel Surveys and Studies Travel surveys are a foundational element of the transportation planning process. Without the data obtained from travel surveys, estimates and forecasts of travel demand would not be possible at the level necessary for planning. With our extensive knowledge and experience in the areas of transportation and air quality planning, LSA offers full travel survey support for our clients. More importantly, we develop and apply travel models and conduct long-range transportation planning activities, so we understand the application of travel data and appreciate the complexity necessary in obtaining it. Our staff's survey experience, combined with our strategic working relationships with national survey design and implementation experts and high quality data collection firms, allows us to provide the best service for virtually every type of travel survey and data collection need. LSA's Data Collection, Surveying, and Analysis Services • Household Travel Diary Surveys • Transportation Market Research and Customer Satisfaction Surveys • External Travel Studies • Onboard Transit Surveys • Special Generator Studies • Origin/Destination Studies • University Cordon Surveys • Travel Time Studies • Freight/Vehicle Classification Studies • Traffic Counts Uolr—Ity ofNonbera Colorado Travel study Studeat 6 Vzor Quemionnalre N.—ber 10. low Unhenlly of Northern Colorado Travel Study Employee Survey November 10, 200a nr..+r.a nr, e.r ae. r.ep....a r w w. w urs c+�w..ard.om. nNmt r n r a. r rrmiYN�w..a rwewa.Mra Las�•�vteipb LSD Nar[b From hraaeMroSp¢WGrmuv5a e, rag, lore " Uelvty NNorlhrra CMrrado lUNQ Coar: Taly Sban L-6. a..a • w V.e atom a«anyon a.�rgrr�. � rr�. M. M. lip NORTH FRONT RANGE MPO TRANSPORTATION PLAN'NPNG &ENGINEERING TYPE SERVIC«ES RFP Environmental Planning Services Environmental planning is the core business focus of the California offices of LSA Associates. This expertise in combination with the local environmental planners in LSA's Fort Collins office allows us to offer comprehensive planning services to all of our clients. Fort Collins planning staff is experienced in community/resource planning and in conducting environmental analysis for project compliance under both the California Environmental Quality Act (CEQA) and the National Environmental Policy Act (NEPA). Our planners provide consultation and technical assistance on planning matters for various public entities, private developers, community and non-profit groups, representing a broad diversity of interests. Development projects vary in size from small parcel development to large scale planned communities, and often require analysis of regional conditions. LSA's professional planners, with their knowledge of the land development process, can interpret planning direction for cities, counties and special districts through the application of well -developed skills in planning, research, and analysis. LSA planners accept challenges with enthusiasm, are never discouraged by controversy, and have a lengthy list of successful plan adoptions that have drawn upon our expertise in public participation. Resource management and recreation planning services include resource management plans and resource inventories, park and recreation demand analyses, equestrian/bicycle trail master plans, open space plans, public involvement planning and <: program implementation, visual and aesthetic impact - assessments, permit processing, and entitlement assistance. y Trail projects include trail master plans for local and regional jurisdictions, trails as a major feature of state park plans, permitting for bridge and creek crossings, and off -highway vehicle road/trail plans. LSA regularly participates in planning efforts that require an assessment of site resources to determine appropriate uses for parks, open space, and trail improvement projects. These services integrate our planning expertise with the professional skills of our natural and cultural resources specialists. LSA's environmental staff includes expert practitioners of the California Environmental Quality Act (CEQA) and the National Environmental Policy Act (NEPA) as well as the requirements of the U.S. Army Corps of Engineers, the Federal Highway Administration, the U.S. Fish and Wildlife Service, the State Department of Fish and Game, State and Regional Water Quality Control Boards, and other pertinent regulatory agencies. We have prepared over 3,400 environmental impact studies, including Environmental Impact Reports (EIR), Environmental Impact Statements (EIS), Environmental Assessments (EA), and Initial Studies since our firm's founding in 1976. Working with specialists across disciplines, the environmental planners offer deep knowledge of science and regulation, solid problem -solving skills, and well-rounded solutions. This balanced approach has earned LSA a reputation for thorough, credible, objective analysis that accommodates agency requirements without compromising our clients' objectives. NORTH FRONT RANGE MPOO TRANSPORTATION PLANNING & ENGIiNEERdNG TYPE SERVICES R�FP Catalyst Inc. Catalyst, Inc. specializes in creative and collaborative �CHALLENGE IS TO MOTIVATE processes to help people solve complex problems. Catalyst, PEOPLE TO MOVE UP THE ,y MOUNTAIN TO TNIER wi&m T Inc.'s services include public information and involvement, POTENTIAL OTINVOLVEMEM �.t•.Z'.<<" .,, REC06NIZINa NOTEVERNONE facilitation, organizational development, socioeconomic Y`•; °: ,, i WILL RCACBTNC TOP... AND • \„ � analysis, and training. The firm designs and conducts r, STEWARDS SOME WILL HELICOPTER IN. effective public involvement programs for diverse multi- disciplinary projects related to community planning, transportation planning, strategic planning, water resources, S,'�.. ON -GOING ;, p p g g p g PARTICIPANTS �� " and related disciplines. Catalyst, Inc. provides expert y. gel,, (; DCCASIONAL ±y ICI PANTS facilitation using a wide -range of techniques, including t 4,{ti ..,r ' ,, DART Delphi, nominal group technique, creative strategic x` PASSIVELY�h thinking, Samoan circles, dialogue, appreciative inquiry, � INVOLVED �. � • �� open space visioning' and computer -assisted facilitation. . , I INTERESTED y Catalyst, Inc. has teamed with LSA Associates on many L��Ew`� NOT INVOLVED `. long-range transportation planning efforts including the North Front Range Metropolitan Planning Organization Summit and Regional Transportation Authority, the El Paso NOT INTERESTED {-. Su g P y� County Major Transportation Corridors Plan, the Pikes Peak Area Council of Governments Long Range Transportation Plan and Non -Motorized Transportation Plan, the award winning City of Boulder Transportation Master Plan, the Little Rock/Central Arkansas MPO Long Range Transportation Plan, the City of Longmont Multi - Modal Plan, the City of Irvine, Californian Transportation Master Plan and the City of Champaign, Illinois Transportation Master Plan. Principal Barbara Lewis is a licensed Master Trainer for the International Association for Public Participation. She is the lead author for the organization's training on Techniques for Public Participation. Catalyst, Inc. has designed and led the public participation process as a partner with LSA Associates for a wide variety of long range transportation plans including the nationally acclaimed Institute of Transportation Engineers' Plan of the Year award City of Boulder, Colorado Transportation Master Plan. Previously, Barbara Lewis designed and managed the public participation "SUMMIT" and "RTA" process for the North Front Range MPO. She also managed the City of Calgary Long Range Transportation Plan, called "GoPlan," which received the Canadian Institute of Planners First Place Award for Planning Excellence. Barbara brings to this effort her breadth of experience and her strategic and creative insights on how to meaningfully integrate community involvement in local decision -making processes. She has considerable experience working for local governments on issues related to community vision and long-range planning. Barbara brings a strong working knowledge of the community planning process, both among the citizenry and within city government. She had facilitated the public process for numerous transportation plans, which have received commendations for effective public process by elected officials, city staff and members of the community. TransitPlus TransitPlus is a Colorado corporation consulting in transit planning, management and operations. The firm has a commitment to providing practical, effective solutions for any transit system. We pride ourselves on having a solid grasp of the operating and financial issues facing transit systems, the timely completion of technical work, and a high degree of client satisfaction. TransitPlus works with clients so they are prepared TmnsitPlus for the implementation and management of the changes resulting from our Moving PeWle & Mos recommendations. TransitPlus has been active in transit planning in Colorado and Arizona since its inception in 1990. Projects have been completed in many communities throughout these states as well as several statewide and national projects. TransitPlus planning staff includes Suzanne O'Neill, George Krawzoff and Emily Jackson. Kay Kuhl is our administrative assistant. Offices are located at P.O. Box 637, 2800 East Ridge Road, Elizabeth, Colorado. TransitPlus holds DBE and SBE certifications from the State of Colorado. Clients of TransitPlus have included: • North Front Range MPO, CO • City of Greeley, CO • City of Fort Collins, CO • Weld County, CO • Colorado Department of Transportation • Special Transit, Boulder • City of Colorado Springs, CO • Arizona Dept. of Transportation • Summit Stage, CO • Pinal County, AZ • Maricopa County Dept. of Transportation • Jefferson County, CO • Douglas Red Cross, Douglas, AZ • City of Pueblo, CO • Town of Globe/City of Miami, AZ • Town of Avon, CO • Transit Cooperative Research Program • City of Durango, CO • Community Transportation Association • South Central Regional COG • Colorado Association of Transit Agencies • Coconino National Forest • Southern Ute Community Action Agency • Maricopa Association of Governments • City of Steamboat Springs, CO • Lake Havasu City, AZ • City of Coolidge, AZ • Central Yavapai MPO • South East Transportation Authority _ r r • .'„�+ .. <. e; .., - ., e.> - ¢ " •'•fir ,. y • yi„ 4 • x + if � �... � p.�'ryy"gy`py:"�iMw.K..... �. .� • Tom.' ..,. ,�„� �� • „ • . -} N��y 'a'.y. �=�y��"� � �� 4� n. � N ti � �I • � WAS 'P�M. • (All Traffic Data COLEY/FORKESr PBS&I Established in 1960, PBS&J promotes the philosophy of our founders by stressing the relentless pursuit of quality and excellence in the services rim we provide. As one of the nation's largest multidisciplinary firms, PBS&J offers core services in the areas of engineering, planning, construction management, program management, scientific disciplines, surveying and mapping, architecture, landscape architecture, and information technologies. Ranked 29th on Engineering News-Record's annual list of the largest engineering firms in the nation, PBS&J has 3,900 employees in 80 offices located across the United States and worldwide. Our clients represent a mix of both the public and private sectors and include counties and municipalities; state departments of transportation; land developers; airports; power utilities; toll road agencies; contractors; and other regional, state, and federal agencies. We aim to be a single -source solution for clients through the provision of world -class technology and personal service on all of our projects, large or small. Our Traffic Engineering and Transportation Planning Division have provided professional services to our clients for 49 years. We have served numerous municipalities, local governments, and state agencies over the years and continue to do so, building on our reputation of providing quality and innovative services. Our traffic engineering services range from traffic impact studies, traffic circulation, traffic planning including long range modeling, parking demand, circulation and design, traffic calming and neighborhood traffic management, signalized intersection and signal system capacity evaluation, signal timing optimization, signalized intersection design, traffic safety studies, access management studies, developing and reviewing of DRIs, and many other related services. Carley/Forrest, Inc. Coley/Forrest, Inc. is a Colorado corporation, established in 1981, with offices in Denver at 1635 Blake Street, Suite 200. The firm provides a range of financial and economic consulting services to local governments, special districts, developers, asset managers, lenders, and investment bankers. The range of services includes the following: • Detailed examination of viable public and public/private techniques to finance desired capital improvements, including transportation, parking, parks, open space, recreation, drainage and other improvements; • Economic forecasts of population, housing and employment for regions and metropolitan areas; • Real estate feasibility analyses for developers, asset managers, districts, pension funds and local governments, which identify market potential for specific parcels or general areas of concern; • Expert witness testimony regarding market feasibility and public finance; • Informal public/private sector "mediation" regarding public finance and economic development issues; • Fiscal evaluation and fiscal impact analyses for local governments and districts on a case by case or jurisdiction wide basis; • Revenue projections for general fund (property tax, sales tax, real estate transfer tax, etc.) and enterprise fund (tap fees and user fees) accounts for governments and investment bankers; • Economic development plans of action which articulate specific approaches to accomplish desired economic development objectives, and; • Land acquisition management on behalf of public entities. All Traffic Data Services. Inc. (ATD All Traffic Data Services, Inc. (ATD) has been in business since �\ . August 2001 after being purchased from WL Contractors, Inc. ' (WL Contractors had performed counts for 8 years). All equipment and personnel transferred from WL Contractors to All Traffic Data in the purchase. In December 2001, ATD became accepted as a Disadvantaged Business Enterprise (DBE) with the State of Colorado, RTD, and the City and County of Denver. In 2003 ATD was certified as an Emerging Small Business (ESB) and a.Small Business Enterprise (SBE) in Colorado. The main office is located at 9660 W. 44`h Avenue, Wheat Ridge, Colorado, 80033. Other offices include Georgia opened in June of 2003, Washington opened in June of 2004, Oregon opened in February 2005 and Florida opened in July 2006. DBE certification is held in Arizona, Colorado, Florida, Idaho, Georgia, Montana, Oregon, Tennessee, South Carolina, Utah and Washington. In 2007 ATD graduated from the CDOT ESB program and also gained certification under the City and County of Denver's Construction Empowerment Initiative. In 2008 ATD graduated from the CDOT SBE program. ATD has been contracted to perform all types of data collection, directly and through teaming with consultants on many projects similar to the City and County of Denver On -Call Traffic and Transportation Engineering Services. Listed below is just a sample of the contracts ATD is currently listed on: • City and County of Denver On -Call Transportation NPS ( 2001-present) • CDOT Region 1, 2, 4, 6 General Engineering Services NPS (2001-present) • CDOT Region 6 General Engineering Services (2001-present) • CDOT Region 3 Traffic NPS (2001-present) • City of Colorado Springs On -Call Traffic Data Collection (2005-present) • City of Arvada On -Call Traffic Data Collection (2003-present) The annual number of counts taken through our Colorado office is: Average Daily Traffic Counts: 30,000 Turning Movement Counts: 10,000 I FRONT RANGE N1POO TRANSPORTATION PLANNING & ENGINEERIN TI.YPE SERVICES R<FP Data Services Offered • Average Daily Traffic Counts -Volume, Speed, Classification, Delay data collection, usually 24 hours to 7 days. • Turning Movement Counts -Intersection counts by movement taken typically during peak periods. Can include truck percentages, queue, pedestrians, bicycles, and delay. • Origin -Destination Studies -Manual license plate records taken on slow, low volume road, or camera/computer recorded license plate records taken on high speed and volume roads/highways. Data is taken at each entrance and exit of a corridor. The data is processed to determine the number of cut -though trips, or to determine heavy traffic routes. • Travel Time-GPS trips of a specific corridor determine the length of the corridor and the average time it takes to get from one end to the other. Specific causes of delay are also specified to aid in determining possible trouble locations for needed improvements. • Radar Data Collection -Radar data collection allows for volume counts and three classes of vehicles to be collected without the need to be in the roadway, typical for use of data collection on highways. • Video Collection -Video can be collected on a corridor to help in determining the cause of congestion on a specific section of roadway, also video can be collected at parking lots to determine turnover/use. • Other Data -Other data collected frequently consists of intersection lane geometries, speed limits, intersection control as well as existing traffic signal timing. Inventory of parking lots and on -street parking, as well as, other various items as requested per job. NORTH FRONT RANGE MPOO TRANSPORTATION PLANNING & ENGINEERd'NG TYPE SERVICES RFP PROJECT ORGANIZATION AND KEY PERSONNEL The proposed team consists of LSA Associates, Inc., Catalyst Inc., TransitPlus, Inc., PBS&J, Coley/Forrest, Inc., and All Data Traffic Services, Inc. Each staff member has been selected to provide the complementary skills to achieve the goals of the North Front Range MPO Transportation & Engineering Type Services. The chart bellow highlights our team organization, followed by capsule resumes of their background and potential role in this work effort. Team Organization North Front Range Metropolitan Planning Organization Suzette Mallette Project Manager LSA Associates Ray A. Moe Project Manager PBS&J Catalyst Inc. Barbara E. Lewis Public Process and Facilitation .�-,- LSA Associates, Inc. Everett Bacon Jim Hanson, PE Transportation Planning, (CO), TE (CA), PTOE TransitPlus, Inc. Modeling, Surveys, Traffic Engineering Air Quality Group Manager Suzanne O'Neill Transit Planning, Management and Sean McAtee David J. Sprague, Operations Model Development, PE, PTOE Forecasting, Air Quality Traffic/Civil Engineering - - Jessica Kramer CorridorAnalysis/Cost Estimating Coley/Forrest, Inc. Graphic Design, Landscape Architecture, Jamie L. Archambeau, Jean Townsend Finance Web Design PE, PTOE Traffic/Civil Engineering Ravikumar Palakurthy Corridor Analysis/Cost " Model Forecasting, Land Estimating All Traffic Data Services, Inc. Use, Operations Analysis Kaushik Sabba Eric Boivin Model Forecasting, G►S, Traffic Counts and Data Collection Operations Analysis —- LSA Associates Team RAY A. MOE Managing Principal Mr. Moe has 35 years of experience in comprehensive multi -modal transportation planning, land use/transportation planning, traffic operations, corridor studies, traffic impact studies, and access analysis. Mr. Moe has assisted communities throughout the United States in the development of regional transportation plans, land use/transportation plans, transit and non -motorized transportation planning, corridor studies, and route location studies. Mr. Moe's expertise includes preparation of traffic impact analysis for new development, fair -share traffic mitigation and fee programs, phasing and the development of trip budgets geared toward maintaining flexibility for land use market orientation. Mr. Moe has developed transportation guidelines, which address all transportation modes that integrate with local community standards and regulations. Mr. Moe has prepared traffic impact analysis guidelines and provided on call transportation development review for numerous municipalities. He promotes visual presentation techniques for presentations to elected officials and the public. Mr. Moe developed "Connections," an interactive public process exercise where teams develop alternative transportation solutions based on a defined budget. He also developed pedestrian level of service procedures that are being used in communities throughout the United States and a bicycle demand estimator. Mr. Moe has managed three major transportation projects which have been distinguished with national awards including the 2001 and 2004 International Best Practices Planning Study Award by the Institute of Transportation Engineers and the 2006 FHWA/FTA Transportation Planning Excellence Award. EVERETT BACON Principal Mr. Bacon started employment with LSA in 2000 and has been a Principal since 2006. He has a diverse background in long-range transportation planning and traffic engineering, having worked for both large regional metropolitan planning organizations and in private consulting. Everett has gained considerable experience in operational analysis, data collection and analysis, travel demand model development, transportation infrastructure improvement funding, traffic studies, traffic impact fees, and air quality planning. His career has been dedicated to the implementation of efficient and effective transportation solutions to support the mobility goals and public works implementation efforts of communities in Colorado and across the United States. Everett's transportation planning experience includes several long range transportation plans, major investment studies, corridor studies, comprehensive plan support efforts, and analysis of roadway and transit alternatives. In addition, he has designed and administered travel behavior surveys to support the development of travel models. Mr. Bacon has specialized experience related to long-range visioning and practical traffic solutions, as evidenced by the conduct of a Transit Vision Design Charrette, a Neighborhood Streets Design and Traffic Calming Forum, and NORTH FRONT RANGE MPOO TRANSPORTATION PLANNING & ENGINEERING TYPE SI an Interchange Feasibility Study. Other noteworthy projects that he had conducted include large- scale traffic studies, road fee programs, and audits of transportation infrastructure improvement programs. With his background in engineering, Everett's experience includes large-scale traffic studies that include an operational analysis and improvement of over 40 signalized intersections using the Synchro intersection level of service analysis software. Augmenting his transportation planning and operations analysis experience, Mr. Bacon has developed several travel demand models and their components using software such as TransCAD, MinUTP, TRANPLAN, UTPS, TP+, and others. This experience includes work in Dallas -Ft. Worth; Denver and other Colorado communities; Flagstaff, Arizona; Lawrence, Kansas; Ann Arbor, Michigan; Southern California; the Colorado North Front Range region; and other areas across the country. He managed the team developing the transit -capable, multi -modal model for Fort Collins, Colorado in support of their Mason Street Corridor Study and Bus Rapid Transit FTA New Starts application. He has designed and implemented speed feedback loops, time -of -day traffic assignments, distance -based allocation and non -motorized mode split models, and performance/air quality reporting modules. Some recent modeling efforts include an automated traffic signal warrant module, model adjustments for increased sensitivity to transit oriented developments, a mode choice model, and a freight (truck) model. Mr. Bacon's air quality planning experience includes managing the air quality program for the metropolitan planning organization in Dallas -Fort Worth. Through this effort, he was responsible for the modeling of on -road and off -road mobile source emission inventories; initiation, funding, and implementation of an ozone alert program; and air quality conformity determinations for regional transportation plans and transportation improvement programs. In addition, he was responsible for the selection, programming, and implementation of transportation control measures to meet Air Quality State Implementation Plan requirements. He managed and implemented an alternative fuels program for public fleets. Everett has overseen the integration of EPA's MOBILE model into travel demand models. He has extensive experience developing modeling applications with EPA's MOBILE emission factor model. He conducted the evaluation of project submittals by local governments for the North Front Range CMAQ program, and he has prepared successful applications for CMAQ funds for various communities in Colorado and Texas. $EAN P. WATEE Associate Mr. McAtee is a senior transportation planner with 8 years experience in computer modeling, simulation and multimodal transportation planning. He is skilled in the operation, development, and applications of various travel model software packages including TransCAD, VISUM, Cube, EMME/2, TRANPLAN, and QRS II. He leads the design and development of travel models using tried and true methodology that produces defensible models and informative forecasts. Mr. McAtee has extensive experience estimation of travel models and the associated processing, review, and analysis of travel behavior survey data. He has used household travel diary surveys, on -board transit surveys, travel speed surveys, and other sources to estimate, update, and design regional and local travel models. Sean is skilled in the programming and development of innovative model add -ins, interfaces, and performance reporting over a broad range of software packages. He is an expert in GISDK, the programming language for TransCAD, and Microsoft Visual Basic, the programming language used for creation of macros in MS Office applications and ESRI ArcGIS. He is proficient in programming and scripting to automate repetitive or complex tasks and to develop user friendly interfaces that allow others to utilize these programs that produce reliable, consistent and understandable results. He has developed and continues to maintain a customized scenario management system that facilitates ease of use by the client to test various land use and transportation alternatives. By understanding both model development and implementation through programming, Sean can ensure consistency between documented methodology and implementation of models produced by LSA. Sean has extensive experience with the Synchro/SimTraffic and VISSIM simulation software packages. He has prepared visually appealing simulations depicting corridors, interchanges, roundabouts, intersections, parking lots, and downtown pedestrian areas. Through the use of travel model results, these simulations can be used to represent forecast results that are based on generally accepted methodologies. Sean has a strong understanding of the EPA's latest mobile source emission model, MOBILE6.2. He has implemented the MOBILE6.2 model using various methodologies, and has worked with the Colorado Air Pollution Control Division (APCD) to ensure consistency between state and local procedures. He has created automated modules that feed travel model data into MOBILE6.2 for analysis and apply emission factors to travel model results. These modules produce a concise report that can be used to evaluate alternatives and are a valuable tool in the conformity process. These modules have been developed using tools such as Access, Excel, Visual Basic, and GISDK. RAVI PALAKURTHY Transportation Planner/Engineer Mr. Palakurthy is a transportation planner with 5 years of experience. Mr. Palakurthy is an experienced transportation demand modeler in many of the popular transportation software packages, a geographic information systems (GIS) specialist, and an expert in various signal modeling programs. His experience includes long-range plan development, corridor studies, level of service analysis, and air quality analysis for signalized intersections. His professional experience as a transportation planner includes travel demand model development, traffic impact studies, corridor studies, level of service analysis, and air quality analysis. He is experienced in various travel demand software packages such as TransCAD, VISUM, EMME/2 and QRS II. He has programmed and developed travel models with interfaces containing dialog menus that facilitate easy testing of various land use and transportation alternatives by the client. He has programmed various model add -ins, interfaces and performance reporting in GISDK, the programming language for TransCAD. He is skilled in GISDK, Microsoft Visual Basic and ESRI ArcGIS. Mr. Palakurthy has expertise in Synchro/SimTraffic and VISSIM micro simulation software packages. KAUSHIK SABBA Transportation Planner/Engineer Mr. Sabha is a transportation planner with 2 years of experience in transportation planning, travel demand modeling, geographic information systems (GIS) and signal modeling software programs. His professional experience as a transportation planner includes travel demand model development, traffic signal design, corridor studies and level of service analysis. He is experienced in various travel demand software packages such as TransCAD, CUBE, and Tranplan. He is skilled in Microsoft Visual Basic, Microsoft Access Databases and ESRI ArcGIS. Mr. Sabba has experience in VISSIM micro simulation software package. JESSICA KRAMER Graphic Design/Landscape Architect/Web Design Ms. Kramer is a Designer and Landscape Architect with seven years of professional experience in the visual communications field with an architecture and design background. She is well versed in a variety of aspects of computer -driven and web designs as well as traditional illustration techniques. Ms. Kramer has been responsible for producing all of our projects web designs and various forms of graphic communications for both public and private sector clients. Her areas of expertise include translating and presenting information such as technical plans and diagrams into visual presentations for public meetings, designing and preparing reports, and marketing products and programs with advertising, mailers, posters, and brochures. She is also experienced in designing and developing interactive websites and CDs for projects, marketing and related products. Her digital proficiency includes programs such as Adobe Illustrator, Photoshop, InDesign, and PageMaker; Macromedia Dreamweaver, Flash and FreeHand; CorelDraw; and AutoCAD as well as Microsoft Word, Excel, and PowerPoint. Catalyst, Inc. BARBARA E. LEWIS, PRESIDENT Public Involvement Mrs. Barbara E. Lewis, Principal of Catalyst, Inc., has more than 25 years of experience in designing and facilitating community involvement programs. Barbara brings to this effort her breadth of experience and her strategic and creative insights on how to meaningfully integrate community involvement in local decision -making processes. She has considerable experience working for local governments on issues related to community vision and long-range planning. Barbara brings a strong working knowledge of the community planning process, both among the citizenry and within city government. She had facilitated the public process for numerous transportation plans, which have received commendations for effective public process by elected officials, city staff and members of the community. She led the public process for the North Front Range MPO's "SUMMIT" and RTA efforts which began the regional dialog of transportation planning and regional funding. As Program Chair for the International Association for Public Participation's 2004 conference, Barbara designed the central themes of Appreciative Inquiry and Deliberative Dialogue. She first became interested in Appreciative Inquiry in 1996 as an Associate of Leadership 2000, specializing in strategic planning, change management and computer -assisted facilitation. She completed her first training in Al with Amanda Trosten-Bloom in April 2002. Barbara discovered Deliberative Dialogue and the National Issues Form in her work in writing the International Association for Public Participation's Tools and Techniques. Ms. Lewis has facilitated numerous different types of forums using this approach. Examples include: • Helping CDOT staff design an Environmental Awards program • Facilitating a more comprehensive understanding of federal and state agency perspectives in transportation planning for Region 8 of the Federal Highways Administration • Clarifying design preferences among project partners on the Berthoud Pass East project • Learning stakeholder perspectives on user pay parking in the tourist community of Banff, Alberta • Understanding public views by geographic area and interest group on key transportation choices as input to the Edmonton Transportation Master Plan. • Reaching agreement among elected officials, city staff, and citizens on elements to be included in the draft transportation plan for the City of Calgary. Ms. Lewis holds a BA in economics, magna cum laude, from Colorado College and an MS in water resources management from the University of Wisconsin. She is a member of the International Association of Public Participation and the International Association of Facilitation. TransitPlus SUZANNE OINEILL PRINCIPAL Ms. O'Neill has 30 years of experience in the transit industry, spanning public and private sectors. She has provided transit consulting to the City of Greeley, Weld County and the North Front Range MPO. In addition to a varied consulting practice, Suzanne has managed three small transit systems. Suzanne's management experience provides a strong operating perspective to her work and an understanding of the financial and regulatory environment for transit. She is experienced in all aspects of transit service planning for rural, small urban, and resort services. In her �I long-range planning work she frequently works on multi -modal plans and is proficient at bringing the transit perspective to modeling activities. In her short-range planning jobs she incorporates pedestrian and vehicle safety considerations as well as coordination planning activities. NORTH FRONT RANGE MPO TRANSPORTATION PLANNING & ENGINEERPNG TYPE SERVICES R�FP gailalikefiggki PBS&1 Team Jim HANSON, PE (CO), TE (CA), PTOE Traffic Engineering Group Manager Jim Hanson, PE, PTOE, has 12 years of experience in traffic engineering. He has managed several projects and provided technical support on a variety of projects ranging from small-scale operations analyses to large-scale traffic studies. Prior to working for PBS&J, he was a local agency traffic engineer. Jim's experience working for public agencies has helped him fully understand - - clients' traffic engineering needs. As a result, he has become a trusted advisor to many public agencies, often providing input on traffic engineering issues t� beyond projects he is working on. Jim taught an undergraduate course in transportation and land -use planning and understands the impacts traffic and transportation decisions have on the character of a community. DAVID J. SPRAGUE, PE, PTOE Senior Project Manager Mr. Sprague has 15 years (8 years with PBS&J) of experience as a project engineer and/or manager on traffic engineering projects ranging in size and complexity from basic traffic operation analyses such as signal warrant studies to managing the traffic elements of a multi -year Environmental Impact Statement. David has experiencing working with public agencies such as the Colorado Department of Transportation, Denver Regional Council of Governments, and Regional Transportation District. In addition, he has extensive experience working with large Front Range communities such as City of Aurora and City and County of Denver, as well as with numerous other municipalities throughout the Colorado. JAMIE L. ARCHAMBEAU, PE, PTOE Associate Project Manager Ms. Archambeau has seven years of experience in traffic engineering and transportation planning including access control plans, roundabout analysis, corridor modeling and analysis, asset management, signing and striping plans, incident management plans, signal timing analysis, traffic impact studies, access management, crash history analysis, hazard elimination studies, and traffic signal design. She has experience with software programs including HCS+, Synchro/SimTraffic 7, Rodel, AIMSUN, SignCAD, Translink, Corsim, Transyt-7F, PC Travel, and TSPPD. TABLE OF CONTENTS QUALIFICATIONS OF THE TEAM.........................................................................1 LSAAssociates, Inc...................................................................................................................1 CatalystInc............................................................................................................................24 TransitPlus.............................................................................................................................25 PBS&J....................................................................................................................................26 Coley/Forrest, Inc...................................................................................................................26 All Traffic Data Services, Inc.(ATD)........................................................................................27 PROJECT ORGANIZATION AND KEY PERSONNEL..................................................29 TeamOrganization................................................................................................................29 LSAAssociates Team..............................................................................................................30 Catalyst, Inc...........................................................................................................................33 TransitPlus.............................................................................................................................34 PBS&J Team...........................................................................................................................35 Coley/Forrest.......................................................................................................................... 36 All Traffic Data Services, Inc...................................................................................................36 PROJECT UNDERSTANDING AND APPROACH......................................................37 Project Initiation, Implementation, and Completion Capacity..................................................37 TEAM WORK EXPERIENCE...............................................................................52 LSAProject Experience...........................................................................................................52 Catalyst, Inc. Project Experience.............................................................................................79 TransitPlus Project Experience................................................................................................80 PBS&J Project Experience.......................................................................................................81 Coley/Forrest Project Experience.............................................................................................83 All Traffic Data Project Experience.........................................................................................85 TEAMREFERENCES.........................................................................................87 Coley/Forrest JEAN TOWNSEND Finance Ms. Townsend is a consulting economist with more than 25 years of experience. She specializes in public finance, economic development, real estate and financial feasibility analyses. In her consulting work, she has managed preparation of many market feasibility studies throughout the Rocky Mountain states; advised municipal and state governments, districts, and developers on alternative ways to finance key capital projects; served as an expert witness in court cases involving market feasibility, public finance and real estate transactions; negotiated public finance solutions on issues where serious disagreement had stalled action between public and private sector interest groups, and ; developed detailed economic impact assessments of pending public improvements. Ms. Townsend has extensive working experience in structuring transportation finance arrangements for departments of transportation, transit authorities, transportation districts, municipal and county governments, property owners and developers. The scope of her work has included recommending alternative techniques to finance projects, forecasting related revenues and expenditures, proposing public/private and public/public partnership arrangements, preparing cost/benefit and cost/effectiveness analyses, preparing financial feasibility analyses, and anticipating economic and fiscal impacts. The type of transportation finance projects with which she has been involved have included heavy rail, commuter rail, light rail, road widening and extensions, bypasses and new parkways, interchange additions and improvements, parking, and transportation demand management alternatives. A representative list of transportation finance clients includes the cities of Aurora, Boulder, Fort Collins, Loveland, Salt Lake City, and Westminster, the counties of Arapahoe, Denver, Jefferson and Summit, and the Regional Transportation District. All Traffic Data Services, Inc. ERIC BOIVIN Traffic Counts/Data Collection Mr. Boivin has 10 years of data collection experience, including manual counts, marketing and project management. Data collection experience includes all forms of data collection, including: turning movement counts, average daily traffic counts, origin destination studies (manual and license plate recognition system methods), travel time studies and radar data collection. He has served on projects for many local government agencies and consultants, including CDOT, El Paso County, as well as the Cities of Englewood, Golden, Littleton, and Westminster, and numerous engineering consultants and planners. NORTH FROG NT RANGE MPOO MR PLANNING & ENGIiNEERdNG TYPE SERVICES R�FP PROJECT UNDERSTANDING AND APPROACH Proiect Initiation, Implementation, and Completion Cauacit The combination of our team's expertise and experience, coupled with five years of dedicated service to the North Front Range MPO, demonstrates that the LSA Team can meet your needs. We provide a comprehensive team that not only understands these needs, but also has the understanding and resources to work as an extension of your staff and get your projects completed. The following discussions highlight our understanding of the 18 major service areas and discusses our philosophies on providing these services. 1. Transportation and land Use Planning LSA staff has focused on the relationship between land use planning and transportation planning for over 30 years. We recognize that density, design, and diversity of land use development have profound implications to transportation demand and mobility. Understanding demographics and how an aging population affects land use decisions and mobility are also critical. LSA has repeatedly provided meaningful land use and transportation guidance to our regional clients and have received numerous national awards for our efforts from FHWA/FTA and the Institute of Transportation Engineers. NORTH FRONT RANGE MPO TRANSPORTATION PLANNING & ENGIN'EERING TYPE SERVICES R�PP 2. Development of Regional Transportation Plans Over the past 10 years, LSA has successfully Plans I Models completed or in the process of completing over 30 Long -Range Transportation Plans (LRTPs) throughout the United States. Approximately ten of these LRTPs have been for Metropolitan Planning Organizations which require special rigors for complying with federal requirements. The LRTP is perhaps the most important product prepared by a Metropolitan Planning Organization (MPO) as it describes where growth is anticipated over a 20-to-25 year horizon, sets forth policies on the types of transportation strategies desired in the community, and includes all projects proposed for future implementation. Our experience in preparing LRTPs covers a broad range from major metropolitan regions to smaller urbanized areas and from complete travel demand model development efforts to studies where only limited elements of the LRTP were updated. These studies typically include a wide -range of efforts Casper MPO 61,000 • Rapid City, SD MPO 66,000 • • La Plata/Durango, CO 69,000 • • Cheyenne,WY MPO 72,000 • • Farmington, NM MPO 92,000 • • Lawrence/Douglas CO, KS MPO 100,000 • • Flagstaff, AZ MPO 129,000 • Grand Valley/Mesa County, CO MPO 139,000 • Irvine, CA 187,000 • Champaign, IL 194,000 • Springfield, IL MPO 195,000 • Corridor MPO, IA 200,000 San Luis Obispo, CA 265,000 • Douglas County, CO 281,000 • • Lincoln/Lancaster MPO, NE 314,000 • WATTS, MI MPO 347,000 • [No�h Front Range, CO MPO r rrr Kansas City, MO 476,000 • Pikes Peak Area COG/MPO 550,000 • Metroplan — Central Arkansas/Little Rock 668,000 • Orange County, CO 3,011,000 • Houston -Galveston, TX MPO 4,000,000 • Sothern California Assoicated Governments 16,500,000 • such as travel demand model data development and review, model validation, extensive mapping and document preparation, recommendation of goals and objectives, deficiency analyses, recommendation of Needs and Cost Feasible Plans, presentations to MPOs and their committees, and oversight of public involvement/information programs. 3. Development of Transportation Improvement Plans Each of the Long Range Transportation Plans prepared for MPO's requires the development of a Transportation Improvement Program (TIP), prioritizing all transportation projects. As part of the development of the 10 plus LRTPs prepared by LSA, we provide a transparent method for selecting projects beginning with regional goals and objectives, developing measurements for each, and then conducting a weighted analysis of each proposed improvement. 4. Land Use/Transportation/Air Quality Relationships As part of the transportation planning process, various forecasting efforts are conducted to assess future conditions. These projections related to transportation typically include land use input to the travel demand model to determine needs and determine appropriate transportation improvements. Over the past decade, our MPO clients have recognized the relationship between regional land - use planning, transportation and air quality and this relationship is crucial in the development of transportation solutions for today and tomorrow. The Clean Air Act Amendments of 1990 significantly elevated the level of environmental consideration in the transportation planning process and the Federal transportation legislation in ISTEA, TEA-21, and SAFETEA-LU reinforced the Clean Air Act by providing increased funding for alternative modes and air quality projects. While air quality planning generally started in the EPA -designated non -attainment areas, other environmentally aware communities realized the need and benefits of addressing air quality concerns in a proactive manner. Land Use, Transportation, and Air Quality (LUTRAQ) programs sprang up around the country. In some areas in the United States, such as in California, air quality planning has established itself in the mainstream of transportation planning. As specified in our qualifications, our planning experience includes air quality conformity determinations, non -attainment re -designations, and project -level evaluation criteria incorporating air quality benefits. From a program standpoint, our staff has managed alternative fuels programs, ozone alert programs, and Congestion Mitigation and Air Quality Improvement Program (CMAQ) funding for transportation control measures. LSA also offers on- and off -road mobile source emission inventories, EPA MOBILE6.2 model parameter estimation, travel models integrated with link and zone based emission calculations, time -of -day modeling for increased accuracy, and estimation of transportation control measure impacts for State Implementation Plan credit. 5. livability and Sustainability Livability and sustainability are the current national and federal trends on how we plan our region and community. Although the definitions are evolving, livability is generally defined as neighborhoods with mixed -use and higher density. These mixed -use higher density developments can support transit and allow people to bicycle and walk more frequently. Livable neighborhoods are also described as having affordable homes near transit stops and job centers. Through this mix of uses, the neighborhood is sustainable and reduces VMT and reduces impacts to climate change. In many respects LSA's best practices in land use, transportation and air quality planning provide for similar plan findings, however with the likely passing of the Transportation Authorization Act, the performance measurement will become more rigid. LSA has been at the forefront in incorporating livability and sustainability in our long range transportation plans including our current Corridor MPO LRTP effort in Cedar Rapids, Iowa. 6. Travel Demand Forecasting If there has been one area that LSA has focused on as much as in the preparation of Long -Range Transportation Plans, it has been in the development and refinements of TransCAD travel demand models. LSA staff introduced the TransCAD platform into the State of Colorado and has used it both extensively and successfully for clients throughout the United States over the past five years. We have also been fortunate to have worked with the NFR MPO in updating the regional model and preparing surveys for increasing validation and reliability. We have also developed the NFR MPO model to have a similar structure as the Denver Regional Council of Governments TransCAD model to tie in both models and better understand the dynamics of regional traffic. LSA has also developed proprietary TransCAD modules, some of which are now incorporated in the NFR MPO TransCAD model. These include a NCHRP #255 adjustment module, intersection turn movement and level of service module, MOBILE6.2 air quality module. With the dynamics and interface with GIS, other proprietary NFR MPO TransCAD, other modules might include Cost Estimator and Project Evaluator. With this new modeling capability, analysis of jurisdictional traffic impacts on a facility or group of facilities can be applied to determine fair share contributions, metrics on land use or transportation alternatives and freeway interchange turn movements is now possible. 7. Demographic Projections and Analysis Travel models all require socioeconomic inputs. As part of our travel model development expertise and experience, we have also developed demographic forecasts for input to these models. Over the recent past, LSA has developed demographic forecasts for El Paso County, Colorado; Lawrence/Douglas County MPO, Kansas; Farmington MPO, New Mexico; Laramie, Wyoming; City of Boulder/Boulder County; City of Thornton and the City of Longmont, Champaign Illinois, Springfield, Illinois and San Luis Obispo to name a few. Although the development of base year and future year socioeconomic data is critical to the calibration and future .• • I I . . t it • ' • o .t • r. •. I . I :f I P • i ' • ' �• �• Productions and Attractions • • • = 50 Aft—tions • • � • • =50 Productions 0 1 2 3 • Miles forecasts, the development of this data can be quite tricky. If the data has flaws, the ability to calibrate to a high level of correlation will be compromised. Whereas the year 2000 census can provide the base for developing population and dwelling unit estimates, the employment data must be obtained elsewhere and take a moderate to substantive effort. Various approaches can be taken in developing demographic projections. One approach might be to utilize existing land use GIS data with land use to socioeconomic data conversion factors to confirm or make recommendations for the MPO to consider. Development of land use to socioeconomic data conversions will also be useful if the MPO would like to test various land use alternatives or if the MPO would like to test in the future a major land use change. LSA believes the old adage, garbage in equal's garbage out. The socioeconomic inputs to the travel demand model influence the model's results to a very large degree, as we all know. Therefore, it is imperative to develop a strong technical foundation rooted in reliable data sources and sound data management practices for the development of the regional and TAZ-level socioeconomic data. Establishing quality base year data is the key. Developing sensible and mathematically reliable forecasting algorithms are equally important. LSA has comprehensive GIS, planning, forecasting, and data management skills to assist and advise the MPO on its endeavor to develop high quality data. Further, we are familiar with the public and private data sources available to the MPO to develop solid base year data. We can provide data review and mapping summaries to further augment the MPO's data capabilities. 8. Multi -Modal Assessments Analyzing alternate transportation modes helps develop a system wide solution to transportation congestion and mobility. LSA has developed both expertise and experience in the area of alternative modes. We have recently completed the Non -Motorized Transportation Plan for the Pikes Peak Area Council of Government that was included in their LRTP and a Walkability Plan for the Casper, Wyoming MPO. We invented Pedestrian Level of Service measuring directness, continuity, street crossings, visual interest & amenity, and security. We have developed a planning level application of the FHWA Bicycle Compatibility Index that can be integrated with the TransCAD model and evaluated with shorter model tips. The LSA Team has also extensive transit demand and system based planning tools and applications for regional transit planning. The key to our approach is to provide choice for users in addition to roadways. With a growing population in the over 55 age category, a variety of transportation options will be critical to serve this need. Some of these options include: multi -modal roads, enhanced bicycle and pedestrian facilities, transportation demand and system management strategies, and transit alternatives. The LSA Team's experience in master planning, corridor studies, community planning, and transit include developing multi -modal solutions. These solutions require the evaluation of the effectiveness of alternate transportation modes. For example, an enhanced trail system may serve as a strong recreational use, but by itself, may not address the mobility and congestions issues of a specific corridor. The LSA Team has been a key participant in development of transit system facilities throughout the United States. Completed projects encompass stations, guideway structures, tunnel sections, and bus, HOV, and parking facilities. Services provided include program management, design, multimodal facilities, corridor planning, station area planning, joint development, right-of-way, and finance. With the costs of providing new transportation facilities and systems on the rise, the federal, state, and local governments are looking for ways to stretch their transportation dollars and delay or eliminate costly improvements. The LSA Team has conducted several studies aimed at congestion management systems (CMS) and transportation demand management (TDM) for a variety of clients. Our staff understands the dynamics of travel behavior and developing integrated system plans, which are critical to conducting assessments of CMS and TDM. This expertise is coupled with our extensive resources in traffic operations, intelligent transportation systems, transit analysis, and database development to give our clients a well-rounded perspective and analysis. The LSA Team investigates the opportunity to utilize these management approaches and strategies. Many times these strategies serve as an interim solution until the ultimate solution can be implemented. Some of the strategies we have used include: community information networks, incident management programs, ridesharing programs, and commuter outreach programs. Directness : Job/Housing Vehicle Miles Continuity path, Lane, : Balance Traveled Route Service Congestion Street Crossing :Arterial Travel; Frequency Measurements Relay Speed Travel Time : Visual Interest : Travel Time &Amenity Volume :Service Hours Security :Accessibility 9. Project Cost Estimation PBS&) has both expertise and experience is cost estimating for a wide range of transportation projects including roadways, transit, bicycle, and pedestrian improvements. They have provided these cost estimates for CDOT, MPOs, cities, and counties throughout the state and nation. 10. Project Prioritization Methods and Techniques As part of the preparation of our most recent LRTP's within the last two or three years, LSA has developed and promoted a much more transparent prioritization and assessment process that begins with the establishment of project goals, having the public and elected officials weight those goals, developing performance measure to evaluate various alternatives as to how they fair given a goal and measurement, and an overall matrix evaluation of a preferred alternative or priority project. NORTH PROD NT RANGE MPOO TRANSPORTATION PLANNING & ENGMEERIN71 G TYPE SERVICES R4FP With the GIS based features of TransCAD, this evaluation matrix can be joined with the model where various alternatives can be linked to the evaluation matrix for an integrated evaluation system. Furthermore, the results of these criteria can be fed back to the TransCAD mapping in real time, where an MPO Board or TAC can modify goals or funding allocations and in real time see which projects fall above the funding line and which do not. Another significant benefit of integrating the evaluation matrix with the North Front Range MPO TransCAD model is to evaluate the collective bundle of projects to determine if collectively they operate as well together as separate. 11. Performance Based Planning Performance based planning has been evolving over the past decade and will likely have much greater emphasis with the upcoming passage of the new Surface Transportation Authorization Act. In essence this approach is examining a much broader list of performance topics then level of service and capacity analysis which has been the focus in the past. Some of these topics are fairly open such as quality of life or even mobility. That is why LSA really tries to understand what are the issues and values of the community from which goals and objectives can be developed specifically for that community. Some of these issues and values are characteristic of many communities and some are locally defined. As presented previously, once these goals and objectives are defined, evaluation criteria can be developed from which performance in response to this goal can be compared to one alternative and another. Through the community and elected official weighting of the goals, the performance measures between alternatives and resulting performance measures can be applied and a preferred alternative selected. 12. Corridor Planning The LSA team has been conducting multi -modal corridor studies throughout Colorado and the United States for decades. These projects include feasibility studies, corridor investment studies, environmental evaluations according to National Environmental Policy Act (NEPA) guidelines, and corridor optimization projects based primarily on CDOT's Corridor Optimization Guidelines. It should also be noted that LSA has received not once, but. twice, the Institute of Transportation Engineer's highest award "Best Practices Plan of the Year Award." Both of these awards were for corridor studies. The first was in 2001 for the Mason Street Transportation Corridor and again in 2004 for the City of Boulder Transportation Master Plan that was based on multimodal corridors. Our general approach in corridor -planning efforts is to clearly define the project purpose and need and base the evaluation and selection of the solution on that need. We use a proactive public and agency involvement program to involve the public and affected agencies at the appropriate level. We also base our analysis on factual data to ensure buy -in. Finally, we are versed in the CDOT and FHWA procedures to ensure that there are no potential issues related to the recommendations and that the process adheres to the required regulations. 13. Multimodal Applications and Planning Studies LSA has responded to this topic in detail in response to topic 8, Multi Modal Assessments. 14. Financial Analysis The number one transportation problem in "T►w�>�5tu� tntit(rlr. ;r , the North Front Range Metropolitan 111148 t�s o Planning Organization region is funding. If )o d �" to we had sufficient funds, we could solve the I 29748252 growing transportation Problem. Therefore transportation finance has to be looked at from two directions. The first is being good on9e'stio Tom- &ryde stewards given the limited available funding 7ave(f256M) Ma%(i8M)M14%(SwM) S 6%(e20M) that we currently have. The second is to explore collectively, as a region, new financing strategies that the public and development community can buy into. Being a good steward given limited funds starts with establishing a variety of costs for each alternative. These costs include initial capital investments, operation and maintenance costs, administration costs, and user type costs. These costs are then used to assess relative measures of effectiveness. Some of these measures include cost per user, life cycle costs, start-up versus on, going, cost per mile, and hard versus soft costs. The LSA Team has extensive financial planning experience for transportation projects. This includes individual projects and system -wide networks as a part of subarea networks, counties, and even state-wide plans. Some of these specific analyses include benefit/cost, priority analysis, federal funding grant requests, and capital and maintenance cost estimates. The LSA Team has conducted funding assessments to evaluate potential funding sources including federal, state, local, and public/private funding opportunities. Jean Townsend of Coley/Forrest specializes in transportation finance for local and state government and private -sector businesses. She combines extensive experience in real estate economics and economic development to provide strategic economic planning for community projects and programs, economic impact studies and fiscal impact analysis, real property market analysis and feasibility studies, and financial strategies and grant writing for program development. One of the greatest pieces of work she has compiled is "Sixty ways to fund your transportation system, all of them legal." 15. Data Collection and Analysis We appreciate the heading of this topic. So often it is simply data collection and does not include analysis. The LSA Team does both and because we develop traffic models that require rigorous analysis of data, we are also able to provide input on what type of data is needed, how the data is to be collected, and how will it be used. The actual collection of data will be performed by All Traffic Data Services, Inc. As presented in their qualifications, they are one of the premiere data collection firms for all types of manual and electronic data collection. They provide state-of-the-art services, and their products can be counted on as part of the analysis process. Our approach to these various support functions is discussed below in more detail. • Traffic Counts and Turning Movements Traffic data collection is an essential function of traffic engineering that the LSA Team provides routinely, accurately, and cost effectively. Traffic counts at intersections are required to perform level of service and other traffic engineering analyses. The LSA Team uses electronic counter boards that collect and store vehicle turning movements, vehicle classifications, gap studies, pedestrian counts, and many other essential traffic parameters. Daily traffic counts are routinely collected using road tubes connected to electronic traffic counters and classifiers, such as those made by Jamar. The tube counts provide an inexpensive and easy way to collect vehicle classification data, as well as Average Daily Traffic patterns that are useful in the development of time of day plans when conducting a signal timing study. When it is possible, the both types of traffic counts are performed together providing an extra level of reliability and accuracy by correlating manually observed volumes with machine counted volumes. 0 Geometric and Roadway Data Collection of necessary geometric data from the field for use in an analysis is important in many projects. We use an electronic distance -measuring device to collect accurate roadway geometric data. Manual devices like a measuring -wheel are also used to gather specific data. The data collected from the field can then be used to generate models of the roadway network for use in industry accepted software programs designed to simulate traffic flows within the study area. • Surveys As the North Front Range MPO is aware, LSA has expertise and experience in the design, production, distribution, collection and analysis of public surveys. We have developed surveys designed to obtain responses from the proper individuals, while asking questions that produce valued input to the project. QUALIFICATIONS OF THE TEAM The proposed LSA Team for the North Front Range Metropolitan Planning Organization Transportation Planning and Engineering Type Services includes six firms. These are the same six firms that were selected as a team by the NFR MPO five years ago for all call services and include: • LSA Associates, Inc.: Prime Contractor, Transportation, Land Use Planning, and Environmental • Catalyst Inc.: Public Process and Facilitation • TransitPlus: Transit Analysis, Evaluation and Planning • PBS&J: Transportation Engineering, Access, Cost Estimates, and Environmental • Coley/Forrest: Finance, Feasibility Studies and Impact Analysis • All Traffic Data Services, Inc.: Data Collection The following section provides more detail and background of the team's firm experience. LSA Associates, Inc. LSA Associates, Inc. (LSA) is a diversified consulting firm specializing in transportation, environmental, and community planning. Our staff offers comprehensive planning services to suit the needs of local governments, regional planning agencies, transportation providers, and the development community. LSA is recognized as an innovator in the fields of service we offer and have developed a reputation among clients and peers as being thorough, innovative, and objective. Owned by its approximately 280 employees, LSA has offered to its clients professional excellence, reliability, and continuity since 1976. Each Principal of the firm is personally responsible for the quality and timeliness of work. Our professionals build long-standing relationships with our clients through sound decision - making, collaboration, and creative solutions in all 10 of our offices in California and Colorado. LSA's Principals maintain significant involvement in all projects that LSA undertakes and provide leadership for the firm. This involvement ensures high quality standards, enhances communication between clients and LSA, and provides consistency and coordination among the LSA offices. LSA's public sector clients include local governments, regional planning agencies, state and federal agencies, and universities. A final measure of LSA's ability to deliver quality products on time and within budget can be confirmed by our long list of valued clients. 16.. Process Facilitation The process facilitation will be provided by Barbara Lewis of Catalyst, Inc. Over the past five years, LSA has been fortunate to work with the North Front Range MPO in a wide range of process facilitation applications including the Summit and RTA. For those of you who have been at the North Front Range MPO, that Barbara has no one method for process facilitation. Barbara's approach to designing and conducting the public process is to conduct research to fully understand the wide -range of stakeholders, their concerns, and their expectations for participation. We will also work with the MPO to clearly define the goals and objectives for the public process and then design a program that meets those needs effectively and efficiently. With each request comes a discussion period or what are the desired outcomes and what are the various options available to achieve those outcomes. Sometimes they are methods that have been used elsewhere. In other situations, such as the Summit event Connections exercise, they are developed from scratch. Our approach is drawn from decades of experience in conducting community involvement programs for a wide array of participatory planning projects, coupled with our team's understanding of the challenges facing the NFR MPO study area. As a team, the strengths we bring to this project include our understanding of public participation in transportation decision -making, our knowledge of diverse techniques, and strategic insights on how to use them. We also bring expert facilitation skills, our ability to produce engaging and appropriate information tools on complex topics, and our creativity in addressing the surprises that often emerge during dynamic processes. We anticipate four principle goals for the public participation program: Manage Expectations Managing expectations means being clear on what the public's role in the process will be. It also means reaching the right balance between comprehensiveness, quality, and efficiency. One of our first tasks on this project will be to work with MPO staff to define the desired level of participation and to design a program that effectively aligns the expectations of the project team, the MPO Board, and members of the public. • Respect for Participants Respecting the participants means making the most of their time, energies, and ideas. It also means recognizing that different people will prefer to participate in different ways and that what works in one part of the MPO area may not be effective in another. By providing varied opportunities for participation, we will reach out to different perspectives and interests in the project and at the same time, try to make it easy for people to participate. • Meaningful Participation To facilitate meaningful participation, we need to provide useful information to people and design constructive ways to learn about their issues, concerns, ideas, and preferences. Our approach will be to combine targeted consultation with specific interests or organized groups with opportunities to reach unaffiliated citizens. • Team Effort The community involvement effort will be a collaborative effort of our team working with all members of the MPO. Through our prior experiences in working together, we know that the success of the project rests with the entire team — how activities are designed, organized, and facilitated; how technical information is presented and questions addressed; how well written materials communicate key messages; and how responsive the team is to public concerns. Our approach to designing and conducting the public process will be to integrate the public process with the major decision points in the corridor planning process. At the start, we will conduct research to fully understand the wide -range of stakeholders, their concerns, and their expectations for participation. We will clearly define the goals and objectives for the public process and design a program that meets those effectively and efficiently. 17. Transportation/Travel Demand/Air Quality Modeling Since the advent of computer based travel demand forecasting models in the early 1960's, the level of complexity and sophistication of these models has been continually expanding. In addition, the requirements for evaluation of increasingly more difficult issues by these travel demand forecasting models continue to expand the envelope of model complexity and sophistication. It seems that almost daily new areas of concern need to be addressed with information Modeling Process developed through the travel demand modeling process: air quality related data, environmental A91MIft1k Now many trips? justice information, pedestrian and bicycle travel demands, impacts of land use/development policies, the influence on ridership of transit Where will they go? service equipment, etc. It is within this continually I changing environment that LSA has made 1 significant investments to provide the NFR MPO What model? the technical expertise to address these evolving transportation planning issues. What route? LSA is a nationally recognized leader in the development, update, application and training of TransCAD modeling. We have successfully Identify needs completed the development, validation, and Alternatives analysis calibration of over 20 TransCAD travel demand forecasting models throughout the United States. Our experience in developing travel demand forecasting models covers a broad range from major metropolitan regions to smaller urbanized areas, and from complete multi-logit travel demand model development including the collection of travel surveys to studies where existing models are only being updated with a limited amount of new information. NORTH FRONT RANGE MPOO TRANSPORTATION PLANNING &ENGINEERING TYPE SERVINORS RFP Travel demand forecasting studies include a wide range of efforts such as travel demand model data development and review, model validation, calibration of models to travel characteristics survey data, and the development of GIS mapping and analysis tools. We have also conducted peer reviews on model validation efforts by other consultants. The North Front Range MPO is well aware of LSA's modeling expertise as we have assisted the MPO with its most recent update. The features that have been added are robust and have been developed with an open architecture that will allow east of updates and applications to respond to many different types of what if questions. The use of these models serves as a strong tool in developing transportation solutions. The qualifications section of this proposal highlights just some of our TransCAD modeling expertise. But suffice it to say, each of our clients over the past five years has unique needs where application modules have been developed that can be used in the North Front Range MPO model. Some of these have already been incorporated and others are available if the need arises. Our planning experience includes air quality conformity determinations, non -attainment re - designations, and project -level evaluation criteria incorporating air quality benefits. From a program standpoint, our staff has managed alternative fuels programs, ozone alert programs, and Congestion Mitigation and Air Quality Improvement Program (CMAQ) funding for transportation control measures. LSA's air quality planning services include: • Emission Inventory Preparation • State Implementation Plan Submittals and Assessments • Air Quality Conformity Determinations • Travel Model/Mobile Model Integration • Travel Model Enhancements to Support Air Quality Planning • Transportation Control Measure Estimates of Emi Benefits • Urban Airshed Modeling Support • Travel Demand Management Programs • Federal Transit Administration (FTA) New Starts f • Non -Attainment Area Re -Designations • CO Hotspot Analysis • TIP/CMAQ Project Evaluation and Program Management • VMT and Green House Gas Forecasts LSA offers a full complement of air quality services to support transportation planning activities. On the technical side, our expertise includes on- and off -road mobile source emission inventories, EPA MOBILE6.2 model parameter estimation, travel models integrated with link and zone based emission calculations, time -of -day modeling for increased accuracy, and estimation of transportation control measure impacts for State Implementation Plan credit. LSA staff is fully versed in the application of EPA's MOBILE6.2 Emission Factor Model. We have developed input parameters and data to add local specificity to the emission calculations. These include the development of mileage accumulation rates, vehicle classifications, time -specific temperatures, vehicle miles traveled (VMT) mixes, hot and cold start/operating mode fractions, and others. Complementing these capabilities are our knowledge and application of the Highway Performance Monitoring System (HPMS) data to VMT estimates from travel models. Since so many of the data needs for air quality planning are based on transportation information, LSA has refined its capability to incorporate special tools and techniques into travel demand models. Our clients benefit from this fully automated integration of emission calculations so that they can immediately evaluate air quality impacts in corridor studies, major investment studies, long-range transportation plans, and conformity determinations. In many cases, we have replicated or enhanced the techniques used by State and Federal air pollution control agencies in our modeling efforts. 18. Environmental Planning/Policy Development The Environmental Overview is the tool most commonly used to assess environmental impacts in the planning phase. This document includes activities required to identify, delineate, and/or research the resources that exist within the corridor. LSA is a leader in environmental planning and impact reporting with over 200 staff providing expertise in biology, cultural resources and noise/air quality analysis. As required, specific environmental staff can be summoned to support the core LSA team. The LSA Team provides for the exact expertise to provide the products that will be required to satisfy the National Environmental Policy Act (NEPA). The goal of all environmental analysis is to first avoid all social, economic, and environmental (SEE) impacts where feasible. If environmental impacts are identified, we will evaluate ways to avoid or minimize the impacts. Our approach to developing an understanding for issues related to various environmental resources is discussed below. WETLANDS Wetland and riparian areas are important resources throughout the United States. The LSA Team has completed thousands of wetland findings in compliance with Executive Order 11990, "Protection of Wetlands," 23 CFR 771 and 777, Technical Advisory T6640.8A, and Section 404 of the Clean Water Act. The typical process that THE LSA TEAM follows includes: • Delineating wetlands in accordance to the U.S. Army Corps of Engineers (USACOE) Wetland Delineation Manual 0987) based on vegetation, soils, and hydrology • Classifying Wetlands in accordance to the Cowardin classification system Conducting Functional Analysis using either Wetland Evaluation Technique or Wetland Rapid Assessment Procedure (optional in the Planning phase) • Identifying Potential Impacts Evaluating Avoidance Options • Identifying Practicable Measures to Minimize Harm • Identifying Wetland Mitigation • Documenting through Wetland Findings The LSA Team has extensive experience in providing client support for wetland and riparian resources determination, mapping, and mitigation. THREATENED, ENDANGERED, AND SENSITIVE SPECIES Threatened, Endangered, and Species of Special Concern are evaluated in accordance with the Endangered Species Act, 50 CFR 402, and Technical Advisory T6640.8A. The first step in this evaluation is to identify the federal threatened, endangered, and candidate species that have the potential to occur within the study area. This is completed through coordination with the United States Fish and Wildlife Service (USFWS). State significant species are identified through coordination with the Colorado Division of Wildlife. The habitat of these special -status species are delineated and evaluated to determine if the species or critical habitat is likely to be adversely affected by the project. If an impact occurs, measures to avoid or minimize harm are evaluated and a biological assessment is written (this activity is usually conducted during the Project Development phase). If there is an impact, close coordination with the USFWS is continued throughout the biological assessment, and a biological opinion is issued indicating whether the project is likely to jeopardize the existence of the species. WATER QUALITY Water quality analysis requires coordination with EPA's Office of Water and any applicable state or local agencies. Potentially impacted water features in the project area are identified through GIS mapping, field surveys and coordination. Once identified, water quality impacts to water features are analyzed. Special considerations are given to Wild and Scenic Rivers, lakes protected under the Clean Lakes Program, sole source aquifers, state well head protection areas, and other important state and federally designated waters. Mitigation for water quality/quantity impacts, such as the addition of impervious surface to construct a roadway, is provided through the implementation of a Stormwater Pollution Prevention Plan (completed in the Design phase). It encompasses all the necessary measures improving the water quality of stormwater runoff during the facility's construction and operation phases. Specific elements of the plan may include stabilization practices, structural practices, and infiltration/detention/retention basins AIR QUALITY The LSA Team provides air quality expertise from project conception and evaluation through permitting and operational compliance. We are most proud of incorporating the MOBILE6.2 air quality model into our TransCAD models for a seamless integration and output. Air quality results are instantly known after running an alternative in the TransCAD model. We have received full support from the Colorado Department of Public Health in our air quality analysis and have been complemented in the fact that our forecasting methods are more accurate based on al link approach than their current aggregate based approach. Our professionals are knowledgeable of air pollution technologies and the US Environmental Protection Agency's (EPA) established National Ambient Air Quality Standards (NAAQS). We have conducted air quality evaluations complying with Section 176(c) of the Clean Air Act (CAA), related requirements of the Transportation Equity Act for the 21 st Century (TEA-21), and the Federal Transit Act. We have has completed studies for both attainment areas and non -attainment areas. We have also conducted both regional and hot spot analyses. The process used includes determining the air quality status, the state implementation plan (SIP) status, and estimating impacts. In addition to these resources, the LSA Team provides support for all potential environmental resources including: Section 4(f), noise, cultural/historical, farmlands, and secondary and cumulative impacts. TEAM WORK EXPERIENCE LSA Proiect Experience NORTH FRONT RANGE REGIONAL TRANSPORTATION AUTHORITY FEASIBILITY STUDY North Front Range Metropolitan Planning Organization Recognizing the severe funding limitations for implementing the regions transportation system, the Colorado North Front Range Metropolitan Planning Organization retained the services of LSA Associates and Catalyst Consulting to bring the region together to begin a conversation regarding the regions severe transportation funding shortfall and possible solutions. The first event was the North Front Range Transportation Summit to explore future transportation choices for the region, including opportunities for highway and interchange improvements, regional bus and rail transit connections between cities and activity areas, bicycle and pedestrian mobility, system maintenance, and others. The planning for the Summit was unconventional in that it was held on a weekday morning instead of an evening. Personal letters were sent to key stakeholders with mayor signatures stating if they were a leader in the community, they needed to attend. The Summit was a major success with over 300 representatives attending from the business community, environmental groups, local governments, elected officials, and others from the general public from all jurisdictions. The Summit event focus was on "Connections," an interactive exercise developed exclusively for this event where players explored future transportation priorities by identifying needs, purchasing transportation improvements, and evaluating trade-offs. Each group was given resources to use to negotiate, spend, and build their future transportation vision for the region. This Transportation Summit was unprecedented in the North Front Range in bringing together diverse geographic and political interests to begin a conversation on our transportation needs. All major newspapers have carried stories about the need for the region to solve our transportation problems. The event also led to the development of a regional passion to solve this funding conundrum and to stay at the table. COLORADO NORTH FRONT RANGE MPO REGIONAL TRAVEL MODEL North Front Range Metropolitan Planning Organization, Colorado LSA has been retained over the past three years to both develop and update the North Front Range Metropolitan Planning Organization travel model. With eleven municipalities, two counties and two universities, this effort has presented some unique challenges and opportunities. Census 2000 data forms the basis of the base year socioeconomic dataset. Numerous enhancements were incorporated into the model, including speed feedback, emissions processing for conformity and State Implementation Plan needs, system performance measures, distance -based allocation models for bike, walk, and school trips, and automated NCHRP post processing. The final product is a fully automated and customized TransCAD model that streamlines the processing requirements for testing and evaluating land use and transportation alternatives and minimizes errors associated with manual operations. LSA continues to work with the MPO to update and enhance the North Front Range Regional Travel Model. MASON STREET TRANSPORTATION CORRIDOR STUDY Fort Collins, Colorado LSA prepared the plan and conceptual design of a five -mile urban multi -modal corridor in this University town of 120,000 residents that linked a downtown with a II University, neighborhoods with employment and - commercial centers, through alternative transportation modes including pedestrian sidewalks and paths, bicycle trails, and bus rapid transit. That was the vision of the City of Fort Collins for the Mason Street Transportation Corridor in which LSA was retained to develop the concept plan for. Through an 18-month process, LSA led the Consultant Team from initial idea to concept plan. Utilizing right-of-way along an active BNSF Railroad, exclusive transitway, bike trails, and separate pedestrian paths were designed that connected the agft. - @VJEK@ predominate corridor activities within the City. The vision came to life with 2001 aerial overlays and micro simulation. The success of the concept plan was Best Practices Award further complemented with the Plan being selected by the Institute of Transportation Engineers for the 2001 Best Practices Award. The Plan centered on improvements to the City's downtown and access to the downtown. The Plan evaluated use by vehicles, buses, pedestrians, and bicycles. To demonstrate the interrelationships between automobile, transit, bicycle and pedestrian transportation within the corridor, LSA developed a VISSIM simulation of the entire corridor, illustrating a drive or bike trip through the corridor, pedestrians walking across a street and evaluating intersection levels of service. LSA staff coordinated the urban, transportation, and environmental planning, and conducted an extensive public participation and outreach effort. The analysis required LSA staff to convert the North Front Range Regional Transportation Model to the TransCAD modeling platform. The Plan was unanimously approved by the City Council. PPACG MOVING FORWARD 2035 REGIONAL TRANSPORTATION PLAN Pikes Peak Area Council of Governments LSA Associates, Inc. was part of the consulting team that assisted PPACG in preparing the PPACG Moving Forward 2035 Regional Transportation Plan. LSA's role was to assist PPACG in the development of an evaluation process to test alternatives based on public input and committee developed goals, objectives and evaluation criteria and the alternatives analysis. LSA also developed key messages for the public meeting and the development of "Connections" a board game used to solicit public input on how to prioritize alternative projects. LSA also assisted PPACG in writing and preparing the final document and presentation materials throughout the process. The Great Park will also link existing and create new riding, hiking, and multi -use trails for the Southern California region. LSA is responsible for all aspects of the transportation and parking plan for the Great Park. Transit shuttles, bike and walkway trails, integrated shared parking, and regional access are part of LSA's ongoing work effort as part of the Great Parks Design Team. This is a "Project of a Lifetime." CHEYENNE AREA (MPO) MASTER PLAN - PLANCHEYENNE Cheyenne, Wyoming LSA developed the transportation element for the Cheyenne Area Master Plan "PlanCheyenne" for the Cheyenne MPO. This process included a series of public and stakeholder meetings in which = - community issues and values were identified and transportation and land use alternatives were explored. The transportation and land use planning processes were combined in the MPO's overall general plan. This allowed the project team to use both transportation and land use plan adjustments as tools to reduce VMT, congestion, and infrastructure costs. As part of this work effort, LSA prepared a series of TransCAD transportation model enhancements for developing, testing, and evaluating transportation alternatives. These enhancements were designed to provide a more robust suite of tools for the Cheyenne MPO and WyDOT. LSA utilized this model to test land use and transportation alternatives and to develop the PlanCheyenne Multimodal Transportation System. This multimodal plan addressed transit, automobile, and non -motorized travel. LSA received the 2006 FHWA/FTA Transportation Planning Excellence Award and the American Planning Association 2007 Daniel Burnham Award for this project. BOULDER TRANSPORTATION MASTER PLAN UPDATE City of Boulder, Colorado In 1979, the City of Boulder changed directions in how to plan for !. transportation by focusing on pedestrian, bicycle, and transit mobility '�. rather than further investments in roadway widenings. Since that decision, the City has become nationally recognized as a leader in providing alternative modes for effectively addressing mobility. LSA was retained to update their Transportation Master Plan (TMP). The TMP update focused on four unique and related areas. The first was defining and planning for multi -modal corridors, which included understanding the dynamics of transportation facilities, land use and the design on solving transportation demand. The second area was regional connections, where emphasis on partnerships with Boulder County and adjacent cities is being undertaken. The third area, "Travel Demand Management" emphasis was not just to identify a toolbox of programs and improvements, but to also include methods of implementation and performance measuring through Transportation Management Organizations. The fourth area was creative and innovative funding strategies. In addition to the preparation of the TMP, LSA was responsible for the development of a TransCAD Model developed from the regional transportation model. The final product was an electronic, web -based Transportation Master Plan with "Map -It" technology for examining Plan elements and implementation schedules at different levels of detail from City overview to neighborhood improvements. LSA was the winner of the National 2004 ITE "Best Practices Award" for this project, as well as the Metro Vision Award for the Denver Regional Council of Governments. PIKES PEAK AREA COUNCIL OF GOVERNMENTS (MPO) REGIONAL NON -MOTORIZED TRANSPORTATION SYSTEM PLAN Colorado Springs, Colorado LSA prepared Pikes Peak Area Council of Governments (PPACG) Regional Non -Motorized Transportation (Bicycle and Pedestrian) .. WELCOME! System Plan. This work effort examined existing facilities, identified non -motorized networks, conducted needs assessment, identified design,, operations and maintenance standards, and developed an 01 implementation plan. The goal of this plan was to establish a ;, ,�;:•.: continuous and coordinated regional non -motorized transportation r1" network that will increase the incidence of bicycling and walking, reduce the number of bicycle and pedestrian accidents, injuries, and fatalities, particularly those that involve motorists, encourage organizations with the appropriate interest or authority to improve traffic safety, education and enforcement, promote public awareness and acceptance of non -motorized transportation modes for all destination -oriented trip purposes, and to create a traveling environment in which bicycling and walking are attractive alternatives. One key product of the planning effort was the development of a project selection and prioritization evaluation criteria for selecting bicycle and pedestrian projects. A series or evaluation tiers were developed that pared down all projects to a fundable number of projects. CASPER (MPO) WALKABILITY STUDY Casper, Wyoming LSA prepared the Casper Walkability Study which focused on policies and plans to improve pedestrian mobility and increase walking within the region. The study provided a strong understanding about the existing pedestrian system as to where it is good and bad to help identify the regions needs, and less on the details of an actual inventory which would expend valuable resources. LSA worked with the Casper MPO and local governments and agencies to assemble a comprehensive set of available published goals, objectives and policies of governments and agencies in the region that relate to pedestrian travel. LSA reviewed these goals, objectives and policies and identified those that are consistent with, and those that may be in conflict with or present constraints to, pedestrian facility development and enhancement. GREELEY TRANSPORTATION PLAN City of Greeley LSA is currently under contract to the City of Greeley to update their 2035 Long Range Transportation Plan. With recent completion of their update to the Comprehensive Plan, the Transportation Plan Update will provide changes and updates associated with redistribution of growth and the targeting of mixed use activity centers along multimodal transportation corridors. A major issue that will be addressed in this effort is the funding of capital expansion projects, transit and road maintenance. This effort will focus on three levels of funding with associated projects. A vision plan which identifies all transportation improvements without funding constraints, a financially constrained plan based on current funding levels, and an enhanced funding plan based on updates to their impact fees and a maintenance fee. INOR/TIH FRO_NIT RANGE MP.O• TIRANSP.00_R1TATj1_QN PLAN:NLNG & ENGI;N,EERING TIYIP.E $ERIV/ICES RFP Transportation Planning and Modeling Group All work efforts for the NFR MPO will be from our Fort Collins office. Our primary focus in LSA's Fort Collins office has been to provide quality technical and planning services for: 1) long-range multi -modal transportation plans, 2) travel demand model development, and 3) transportation infrastructure and financing initiatives. Complementary to these focus areas, LSA also specializes in performance analysis, corridor studies and optimization plans, land use/ transportation planning solutions and context sensitive, sustainable and livable community design, air quality analysis, freight, travel behavior surveys, environmental analysis and documentation, web design and development, graphics, and other related services. We utilize the most comprehensive analysis techniques and our staff is expert in applying the most modern travel demand modeling and geographic information systems (GIS) software to support our projects. Since opening our Fort Collins office in May 2000, LSA has twice been selected for the Institute of Transportation Engineers (ITE) Transportation Planning Council's "Best Practices Plan of the Year Award" in 2001 and 2004. In addition, we received the 2006 FHWA/FTA Transportation Planning Excellence Award. Mobility is one of the major forces that structures our present environment and will shape future directions. Achieving the efficient movement of people and goods is essential for maintaining a desirable quality of life and for accommodating future growth. With this goal as a guiding principle, LSA Fort Collins offers comprehensive transportation, transit, alternative mode planning, and preliminary engineering services. LSA has provided transportation services to government agencies and private industry throughout the United States. We have applied our expertise to the planning of major regional and interstate highways, projecting future communitywide traffic improvements, and identifying solutions to neighborhood traffic impacts. The staff at LSA is committed to finding positive solutions to mobility issues that are sensitive to the community and local environment. LSA works to apply the proper LSA's Transportation Planning Services • Long Range Multi -Modal Transportation Plans • Transportation Corridor and Optimization Studies • Travel Demand Model Development and Applications • Transportation Infrastructure Fee Programs • Transportation Cost Estimates, Funding, and TIP/CIP • Context sensitive, sustainable and livable community design • Roadway and Intersection Design, including Modern Roundabouts • Micro Simulation/Operations Simulation Modeling • Parking Supply/Demand Studies • Signal Timing and Progression Analysis • Traffic Impact Studies • Transit Planning • Transit, Bicycle and Pedestrian Plans • Air Quality Conformity, Emission Inventories, SIP/TCMs • Travel Behavior Surveys and Studies level of transportation modeling technology to match the needs of the proposed project. We use leading edge traffic modeling software to forecast future traffic growth and employ the latest computerized quantitative applications for transportation planning, design, and preliminary engineering. We develop customized applications in cases where standard traffic modeling is not appropriate. FORT COLLINS TRANSPORTATION MASTER PLAN UPDATE City of Fort Collins, Colorado LSA was part of the consultant team in preparation of the City of Fort Collins Transportation Master Plan Update. LSA was responsible for the land use socioeconomic data for the TransCAD TAZ's, model runs and analysis. An innovative concept included in this work effort was the interface between TransCAD and Synchro (signal timing software) from which the 150 signalized intersections level of service are calibrated to link capacities level of service. Utilizing TransCAD modeling capabilities, alternatives were compared through differential mapping of congested and un-congested intersections and links. CITY OF LOVELAND MULTI -MODAL TRANSPORTATION MASTER PLAN AND 2030 UPDATE Loveland, Colorado LSA prepared the City of Loveland Multi -Modal Transportation Master Plan. This Plan included preparing a r� Ciry f Loveland streamlined land use/transportation analysis model for the o �- City, which interfaces GIS-generated socioeconomic rates 203_0 with the traffic model. After running the traffic model, data Tr-ansport axion was linked back to the GIS transportation network to 4 An graphically present traffic volumes and levels of service. 0 o The streamlined process provides both a quick and effective way to present similarities and differences in the AP_1J Q0 land use and transportation alternatives. LSA is currently .�.s.n. assisting the City of Loveland in preparing the City's update to the Loveland 2030 Transportation Master Plan. Additional services include meeting with the City of Loveland's City Engineer to review requested updates; based on input from the City, LSA is updating the Draft Transportation Master Plan and maps; and providing support in preparation of materials for additional public meetings. RAPID CITY AREA MPO 2030 LONG RANGE TRANSPORTATION PLAN Rapid City, South Dakota LSA prepared the Long Range Transportation Plan for this 4 dynamic community in the Black Hills of South Dakota. The Long Range Transportation Plan identified future transportation investments for all modes of transportation. Although the region's mobility continues to be dominated by the automobile, other modes such as public transit, pedestrian, and bicycle transportation are becoming increasingly important means of travel and were addressed in this Long Range Transportation Plan. Aviation travel, railroads, trucks, and freight movement were also included in the planning process, but to a lesser extent. In addition to the usual requirements for regional transportation plans, this Plan included a detailed implementation timeline for priority projects, objectives, and planning activities of the Metropolitan Planning Organization. METRO 2030 — THE LONG—RANGE TRANSPORTATION PLAN Little Rock, Arkansas - ---._- - , LSA developed the Regional Transportation Plan for Metroplan, the Little Rock/Central Arkansas area -- MPO. Like many regions over 500,000 this area has ' experienced congestion and air quality problems associated with steady growth, sprawl development, w and other factors and lacks adequate funding to address all these needs. The Plan's development - - - - - - -�°�• included extensive public outreach efforts to -- - : include the diverse population. Because of the unique differences between the urban, suburban and rural needs a unique approach was required to ------------ get meaningful input from all regions. A formal public involvement plan was developed which laiargvd vies °/tittle Reek d Nen6 lino Rah Iv.vek --� 3 200J 20041 included three major rounds p ds of public meetings. soff.dDbploy,Opn„°�.; V 1 g :. =. Each round had twelve to fifteen meetings in the OpenMonew_Ikhop; • j Off` p„yefy - -gyp F---; region. LSA and Catalyst developed all messaging, --.----------- P.bll[ORicials•; brochures, presentations, and materials. We led the T:... P—i°n Fbmm; presentations and work shop exercises for the first` few meetings of each round of meetings. From a learning effort, Metroplan staff was trained and presented the information so they could similarly provide successful meetings at subsequent locations. Special focus was placed on alternative mode issues through a transit design charette and bicycle, pedestrian, and travel demand management workshops. Land use concepts were tested with an eye toward long-range transit - supportive opportunities. The area's natural beauty is well -integrated into the land use and transportation patterns that make up the region and many of the individual communities have a unique character, which was preserved and promoted through the Plan's development. Achieving a consensus of the many unique and different communities that make up the Metroplan area was a major accomplishment. Maintaining a high, positive and visible profile throughout the process was critical to the projects success. FARMINGTON METROPOLITAN ORGANIZATION TRANSPORTATION PLAN Farmington, New Mexico The LSA team prepared the Farmington Metropolitan Planning Organization Long Range Transportation Plan. Having exceeded the minimum MPO population criteria in the 2000 Census, this was the MPO's first Plan. The preparation of the Transportation Plan involved a number of local government, federal, and state agencies. As part of this work effort, LSA converted and expanded the City of Farmington's TModel2 to Visum for testing and evaluating land use and transportation alternatives. The public process was designed and conducted to integrate the public with major decision points consistent with the Farmington Metropolitan Organization Transportation Plan objectives. The planning effort also included a comprehensive public involvement program that incorporated a wide -range of stakeholders, their concerns, and their expectations. Key issues in this fast growing area is increased development and traffic demand along the US and New Mexico highways that connect the communities within the region. EL PASO COUNTY MAJOR TRANSPORTATION CORRIDORS PLAN Colorado Springs, Colorado LSA undertook an update to the Major Transportation Corridors Plan for the El Paso County Department of Transportation to identify and prioritize transportation corridors to serve the _. County's needs in the future. This project involved studying present conditions and future needs for the area transportation networks, and involving the local public in defining priorities for the future. The planning process evaluated a wide -range of alternatives to meet demand, including different travel modes, capital investments, and operational improvements. The intent of the Plan is to consider regionally -significant transportation resources that serve El Paso County needs, emphasizing functionality rather than political boundaries. It is also the intent of the Plan to identify short-term (6 years), near -term (7-20 years), and long-term (20+ years) horizons. Specific recommendations were made to preserve corridor resources for ultimate improvement requirements. Specific network improvements were identified and prioritized based on relative need, timing cost, and a balance of multi -modal constituencies. As part of this work effort, LSA also prepared a series of Transportation Fee Programs for Plan implementation. CITY OF LINCOLN—LANCASTER COUNTY MPO LONG RANGE TRANSPORTATION PLAN City of Lincoln, Nebraska LSA assisted the Lincoln —Lancaster County Planning Department with the development of the region's Long Range Transportation Plan for this area of approximately << 240,000 residents. This effort was conducted in conjunction with the preparation of the Comprehensive Plan, which the inter -relationship between land use and transportation impacts were integrated through an iterative conceptual analysis. Mobility for University of Nebraska students, managing growth on the urban fringe through strategic infrastructure improvements, alternative transportation modes, preservation of mature neighborhoods, and smart growth strategies were among the key issues. The work effort was based on extensive modeling in which land use futures were assessed at a conceptual level and transportation improvements analyzed at a detailed level. Criteria for measuring the performance and impacts of each alternative transportation improvement included the cost per hour of delay savings, VMT reductions, congestion benefits, and others. Throughout this project, LSA prepared and presented numerous electronic slideshows addressing multi -modal topics of interest to the community. Bicycle, pedestrian, and transit workshops were conducted by LSA to further establish the Transportation Plan as a reflection of the community's interest and desires. TRANSPORTATION 2025 — THE MPO LONG RANGE TRANSPORTATION PLAN City of Lawrence, Kansas As a bustling community with two universities, a unique downtown character, and sophisticated small-town charm, Lawrence has a lot to be proud of. When LSA completed the region's Long -Range Transportation Plan, Transportation 2025, these positive community attributes were reinforced with new guidelines and programs to enhance the role of the transportation system. Lawrence's new citywide bus system builds on the trolley, bus, and commuter rail history of the community and is strengthened through Transportation 2025's commitment to alternative modes. The Plan responds to the public's demand for equity for cyclists and pedestrians by incorporating significant changes in the way the City makes transportation and land use decisions. LSA recommended access management guidelines, proposals for new multi -modal street design standards, corridor preservation policies, and development review procedures for walk and bike connections to activity centers. We also incorporated funding shifts towards alternative modes to firm up these commitments. CITY OF CHAMPAIGN TRANSPORTATION MASTER PLAN City of Champaign LSA Associates, Inc. prepared the City of Champaign, Illinois Multi - Modal Transportation Master Plan for the City and its growth areas. This Transportation Master Plan became an element of the Comprehensive Plan and replaced the existing Transportation Plan developed in 1992. The Plan provided a vision for a multi -modal transportation system that helped achieve the City's goals of sustainable growth. The Plan also provided both technical and policy direction for decisions related to the planning for transportation facilities. LSA's work effort also included the development of land use guidelines and policies to promote multi -modal development and travel, and a multi -modal transportation plan integrated with the proposed mixed use walkable community. ORANGE COUNTY GREAT PARK — THE PROJECT OF A LIFETIME City of Irvine and Orange County, California The opportunity to be part of a design team to build one of the great parks of the world, such as Central Park, New York; Grant Park, Chicago; Regents Park, London; Stanley Park, Vancouver; or Parc Andre -Citroen, Paris is a once in a lifetime project. That opportunity presented itself to LSA Associates, Inc., when in 2002 the citizens of Orange County, California voted on the creation of the Great Park as RWL the preferred reuse of the El Toro Marine Air Corp Station. .> The Orange County Great Park will become the "Jewel of Orange County" and will be greater in size then Central Park and Golden Gate Park put together. The Orange County Great Park is actually three park experiences in one, as laid out by the Great Park Master Plan, including the Canyon, the Habitat Park, and the Fields & Memorial Park. Designing the transportation system for the park is a major undertaking that will be prepared by LSA. The Orange County Great Park will provide connections of several kinds, from the City of Irvine and Orange County, to regional connections for Southern California and the world. The Great Park is strategically situated at the intersection of the 5 Freeway, the 405 Freeway, and the 133 Toll Road, giving automobile travelers easy access to this regional amenity. Its unique location is also nestled against the Irvine Transportation Center, which means that park -goers can use public transportation, such as trains and busses, to reach the Orange County Great Park. DOUGLAS COUNTY 2030 TRANSPORTATION PLAN Douglas County, Colorado LSA prepared the 2030 Douglas County Transportation = _ I' Plan. This Plan inventoried the existing transportation o �'; _ system projects future travel demand, identifies deficiencies and assesses alternatives that would mitigate them, and prioritizes system improvements. ` GIS activities for the plan have included customized .. capacity threshold for each roadway link based on terrain, friction factors, speed limits, presence of shoulders, passing zones, directional split, and commercial truck and car mix. These factors are used ` to calculate the roadways capacity. An inventory of existing bike facilities was created, along with a bike plan maps that had short, intermediate, and long-term phases. Socioeconomic data was also processed to show the elderly and disabled populations for the County both presently and in the future. Many maps were created for technical advisory committees and public meetings. LA PLATA COUNTY/CITY OF DURANGO LONG RANGE TRANSPORTATION PLAN La Plata County/City of Durango LSA developed the La Plata County and City of Durango's Long Range Transportation Plan, which guides the investments and policy decisions that ensures a transportation system that meets the area's future needs. The Plan considered all transportation modes, including motorized vehicles, public transportation, bicycling, and walking. The Plan identified the future transportation needs of the area, estimated costs, and developed a Capital Investment Plan for improvements to existing roads, construction of new roads, transit, bicycle, and pedestrian facilities. Key to the technical work effort was the development of a TransCAD transportation model, which will allow the County and City to test various land use scenarios and transportation improvements to evaluate mobility within the region. IRVINE LONG RANGE TRANSPORTATION VISION PLAN Irvine, California The City of Irvine has been recognized around the world as one of the great planned cities of the late 201h Century. Visions of connected villages to live, work, shop and play were part of the original design that created the magnificent City it is today. As the City entered the 21't Century and still one-third of the City yet to be built, the City of Irvine retained the services of LSA Associates, Inc. to prepare a mobility report card of how they are doing today and develop a "Vision" for future transportation. This vision expands on the General Plan Circulation Element goal "to provide a balanced transportation system." Keeping the City of Irvine as an oasis of mobility is extremely challenging with being nestled in a growing and populous Orange County. With increased local and regional growth, the original master street plan still works well but needs tweaking. The vision of pedestrian and bicycle trails that connects all parts of the City remains viable. The next major undertaking is in the area of transit to serve the growing and aging population. Critical to the success of transit is the regional air and rail connections with local transit connections to home, work, services, and play. LONGMONT MULTI -MODAL TRANSPORTATION PLAN City of Longmont, Colorado z; .hz .. „ '� This Multi -Modal Transportation Plan (MMTP) was developed to accommodate future growth and provide an integrated a transportation system that offers residents, employees, and visitors multiple means of efficient travel. It incorporates bicycle, pedestrian, transit, and automobile modes of travel, as well as travel demand management programs to reduce traffic congestion and support alternative modes. Key components of this Multi -Modal System Plan include a Bicycle Vision Plan and Pedestrian Vision Plan. The Bicycle Vision Plan integrates on - street bicycle facilities, such as lanes and routes with a seamless, comprehensive off-street system to encourage bicycling. The Pedestrian Vision Plan identifies pedestrian districts and zones throughout the City. These districts bring together all modes and provide a unique opportunity to focus attention on areas that are or should be particularly walkable. The Pedestrian Vision Plan set forth desirable characteristics for different types of pedestrian districts and zones (downtown, transit centers, shopping/mixed use centers, and schools/parks). CHAPEL HILL COMPREHENSIVE TRANSPORTATION PLAN Chapel Hill, North Carolina LSA staff prepared the Comprehensive Transportation Plan for the Town of Chapel Hill. The plan includes strategic implementation tasks for street, transit, bicycle, and pedestrian elements. Included in the work effort was an independent assessment of the Town Traffic and Transportation Study procedures and recommendations for changes. COLORADO SPRINGS COMPREHENSIVE TRANSPORTATION PLAN Colorado Springs, Colorado Staff at LSA prepared the Transportation Element for the City of Colorado Springs' Comprehensive Plan for the City of Colorado Springs. The plan examined a wide range of growth scenarios and assisted the City in selecting a preferred land use/transportation plan. The land use alternatives were developed in Arclnfo and input into the regional traffic model. The traffic model output assignment was linked to ArcView GIS mapping. The analysis model was also used to include post -model calibration to adjust over -reporting or under -reporting. BOULDER COUNTY TRANSIT STUDY Boulder County, Colorado The City of Boulder and the surrounding Boulder County is well known for innovative transit planning. LSA prepared a study for a consortium of county and city governments in Boulder County that investigated the benefits of alternative transit service enhancements. The Boulder County Transit Study was a first step in the long-term effort to identify potential transit service improvements within Boulder County. The plan represented a multi -jurisdictional effort to address potential growth in population and employment, a corresponding increase in travel demand, and the efficient allocation of transit resources. This effort included an assessment of anticipated development, forecasted travel flows between home, work, shop and business, and an assessment of potential transit enhancements that would address the future transportation needs for the study area. LSA performed alternative analysis and sensitivity analysis using the Mode Choice component of the Denver Regional Council of Governments regional travel model. Potential improvements included increased frequency on bus and commuter rail lines, extension of existing bus routes, and the addition of new local and express bus lines. Results were presented to and discussed with a technical advisory committee to arrive at a set of preferred improvements that will move forward to the implementation stage. KANSAS CITY WALKABILITY/PEDESTRIAN PLAN Kansas City, Missouri - LSA was retained by the City of Kansas City to develop the City's Pedestrian Plan. Pedestrian planning for large cities requires analysis and recommendations at multiple scales. Accordingly, the Pedestrian Plan included the development of methodologies and evaluations of citywide pedestrian demand, development of a mobility index map for the City, and estbli ashed a coni sstent pedestrian level of service methodology. On a local level, LSA prepared a self -assessment manual to encourage neighborhood residents to join in data collection and improvement prioritization efforts. This also included pedestrian standards, procedures for pedestrian evaluations, and both micro and macro level pedestrian mobility goals with specific strategies and actions to prioritize and implement the vision. FORT COLLINS PEDESTRIAN PLAN Fort Collins, Colorado LSA staff prepared the Fort Collins Pedestrian Plan, which is part of the overall City Plan process. Key to this work effort was the development of cutting edge pedestrian level of service analysis to evaluate pedestrian mobility via measures of directness, continuity, street crossings, security, and visual amenities. The plan also included specific development requirements for compliance, design standards, policies, and the development of the new pedestrian facilities. The pedestrian level of service methodology was presented to the Institute of Transportation Engineers, and is now being used by numerous communities across the United States. GULFTON PEDESTRIAN STUDY Houston, Galveston Area Council (MPO), Texas The Gulfton neighborhood of Houston, Texas is one of the densest neighborhoods in the state. It is also ranked as one of the top ten pedestrian accident and fatality areas within the United States. This neighborhood is Hispanic with many residents new to the United States and are not accustomed to many of our traffic laws. Through a grant from the Federal Government, LSA prepared a Pedestrian Plan that examined the problems within the area and developed a set of pedestrian sidewalk and street crossing recommendations for improving pedestrian safety. OCEANSIDE WALKABLE COMMUNITIES PROJECT City of Oceanside, California The intent of Oceanside Walkable Communities Project was to increase the ease of, and broaden the options for, moving about Oceanside's downtown, and to create logical extensions of the existing transportation network and the primary beach destination. The downtown had a high level of beachfront activity, but bringing this activity into the downtown area has been challenging. In addition, the dominance of the automobile along downtown roadways has decreased the walkability of the area. The Walkable Communities Plan created an environment that will encourage and allow people, including the young and elderly, to walk comfortably around all parts of the downtown with specific recommendations for streetscape improvements, circulation, parking and traffic, and implementation strategies. 1-25 REGIONAL CORRIDOR PLAN North Front Range, Colorado -- LSA prepared the transportation analysis for the 25-mile 1-25 corridor from Berthoud to Fort Collins, Colorado. With an f- - estimated increase in 40,000 new dwelling units and nearly 100,000 new jobs, this corridor is one of the most rapidly _ growing areas of the United States. LSA developed -'` transportation infrastructure parallel to the 1-25 corridor with major interchange improvements and a unique set of access guidelines for different land use areas. This included development of a TransCAD traffic model that graphically demonstrated the growth in the corridor as compared to transportation deficiencies and necessary transportation mitigations. Concepts such as activity center development as alternatives to traditional interchange development patterns were developed and proposed. The final product of this LSA work effort included the development of an infrastructure plan and design guidelines. ILLINOIS HIGHWAY 92 CORRIDOR STUDY City of Moline, Illinois In 1974, the Illinois Department of Transportation shifted the location of Highway 92 from Moline's 5`h Avenue to a one- way pair made up of 4`h and 6`h Avenues. Whereas the project achieved its goal of diverting high volume cross town traffic from the congested 5`h Avenue business district, it also created a circulation pattern that isolated, divided and eroded residential and commercial neighborhoods along 4`h and 6`h Avenues. Since that time many of the significant traffic generators have been abandoned or replaced. Thus, LSA was retained by the City of Moline to reevaluate the traffic infrastructure within the area and develop a plan that reintroduces the local linkages between residential and commercial development, while maintaining opportunities for through traffic. Travel Demand Modeling SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS WEEKEND TRAVEL MODEL Los Angeles, California In order to ascertain the on -road mobile source travel - related impacts on ozone air quality in the Los Angeles basin on weekends and early in the work week, SCAG contracted with LSA to develop a weekend travel model. LSA was selected based largely on our proposal to include both Saturday and Sunday specificity in the model as well as the ability to switch special events and other important LN 1, weekend activities on and off. In addition, LSA's extensive �� experience in analyzing travel behavior information and survey data contributed to the award. The model will be NEW utilized by SCAG and environmental agencies in Southern ni r_1 70p' Q.___� 0California to develop transportation control measure strategies that target weekend congestion and ozone formation as well as to support photochemical modeling of the entire region to identify weekend transportation strategies to reduce emissions of criteria pollutants and their precursors that occur early in the work week. SLAG 2008 REGIONAL TRAVEL MODEL VALIDATION DATABASE Southern California Association of Governments (SCAG); Riverside, California As part of the extensive data collection and analysis oireadon. efforts associated with developing the multi -modal travel Vehicle (Nam demand model for the largest metropolitan area in the e _'_kwcourd country at approximately 20 million people, SCAG '- °'°'"'"" contracted with LSA to prepare the screenline traffic count database for the model's validation to the 2008 -Aawrca,M• base year. This was a significant effort that involved extensive coordination with local agencies and --seeenaarycaln� governments to obtain data that was already available, +awC l analyze it, and process it for entry into the database. For locations without available data, a data collection survey f—TerWryCourd Ian was re ared to collect it. The surve Ian p p p Y p addressed arterial and collector streets separately from l... ,,,o„�,,,r the HOV and freeway needs. The traffic count data has OveO..W.AWF been organized in a relational SQL -based database system, which allowed identification of additional traffic count needs. When finished, each of the approximately 600 arterial street screenline locations had data by vehicle classification at the 15-minute detail. Freeway and HOV lane data collection consisted of the collection of vehicle classification and occupancy counts. Extensive quality control checks were incorporated into the analysis to verify accuracy of the data, which was critical since this is the fundamental database upon which the entire 6-county SCAG model will be validated. The SCAG regional travel model provides detailed data to support the transportation planning process and the prioritization of billions of transportation funding dollars. This database system will allow SCAG to continuously maintain current and future traffic count data for upcoming projects such as SB-375 model enhancements and development of a tour -based model. OCTA TRIP GENERATION, TRIP DISTRIBUTION, AND TRANSCAD ENHANCEMENTS Orange County Transportation Authority (OCTA); Orange County, California LSA recently completed an update to the Trip Generation and Trip Distribution components to this subregional model. The updated model is primarily based on data collected in the SCAG Year 2000 Post -Census Regional Travel Survey. This household travel diary survey collected information from participating households throughout the course of a typical day. LSA parsed and analyzed the resulting database to retrieve meaningful information that led to updated model parameters. The resulting parameters were then incorporated into OCTAM version 3.3. The updated model was applied and validated to district -level survey data, Highway Performance Monitoring System (HPMS) data, and OCTA's screenline count database. The current stage of this project is conversion of the authority's TRANPLAM d FORTRAN DOS b d 1 d 1 f tr�►w�� ng• �r ww.» how of 11 an ( ) ase trave mo e or operation in the TransCAD software platform. The initial conversion includes shortest path processing, socioeconomic data and auto ownership models, trip generation, and trip distribution. LSA staff pays special attention to the interpretation and presentation of highly technical analyses in a manner that is easy to understand and meaningful for decision -makers and the public. We have an excellent reputation for taking complex and often confusing issues and presenting them in a way that is clearly understood, without the usual jargon that often prohibits mutual understanding of problems and possible solutions. We have successfully completed a wide -range of projects from long-range transportation plans to mixed - use street design standards. Our services are targeted toward sophisticated simplicity. We are sophisticated in our innovation, our use of cutting edge integration and linkage techniques, and our expertise in software such as GIS, TransCAD traffic modeling, and VISSIM Micro / Simulation. We are simplistic in delivering our findings and conclusions to the public and decision -makers through understandable figures and exhibits, and user- friendly reports, graphics, and standards. LSA's Fort Collins office has prepared over 30 long-range transportation plans in the past seven years. Ten of these long-range transportation plans were for Metropolitan Planning Organizations (MPOs), which required adherence to federal and state requirements. Over the same time period, our office has also developed and/or updated approximately 20 travel demand models. Many of these models were developed for MPOs across the nation. Several of these areas are air quality non -attainment areas and/or Transportation Management Areas (TMAs). Through these efforts, LSA has demonstrated exceptional capabilities with regard to developing models that meet the requirements of SAFETEA-LU and its State and Metropolitan Planning Regulations. Our models not only meet the stringent requirements of federal and state legislation, but are also user-friendly, consistent, and intuitive to provide value-added capability to the planning activities of our clients. A partial listing of projects completed since 2000 or currently underway by the LSA's Fort Collins office are identified on this map and the following table. M - TRANSPORTATION PLANS - MPO O TRANSPORTATION PLANS - CITY/COUNTY - TRAVEL MODEL DEVELOPMENT - MPO/TMA 0 TRAVEL MODEL DEVELOPMENT - CITY/COUNTY These steps are being converted in so that the TransCAD model steps are seamlessly integrated with remaining steps as currently implemented. LSA is working closely with OCTA staff in this effort and has recently extended the agreement to allow for additional on -call travel model development and implementation support. SAN LUIS OBISPO TRAFFIC MODEL SERVICES San Luis Obispo, California LSA was recently selected to prepare a citywide model for the City of San Luis Obispo, California. Although a regional model exists through the MPO, the City desired a more detailed model that utilized locally collected data. One of the key components of this effort is to identify what data is available and what might be collected. For example, Cal Poly, a nationally -ranked 4-year university, has a large measurable influence in the city, but very little data exists with regard to travel patterns. The university, along with transit travel and tourist/visitor activity, will be focuses of the effort. LSA is leading this project in collaboration with Cambridge Systematics. 2008 SPRINGFIELD TRAVEL DEMAND MODEL Springfield, Illinois LSA was recently selected for developing a new regional travel demand model for the Springfield region's metropolitan planning organization (MPO). The MPO has made significant investments in staff, hardware, and training to develop a model and have dedicated staff available to maintain and utilize it. With these goals in mind, LSA developed a model development program that will take full advantage of these investments by utilizing local staff and preparing a customized and automated model that will not require significant out year maintenance expenses. 2005 VALIDATION REPORT FOR THE IRVINE TRANSPORTATION ANALYSIS MODEL Irvine, California The City of Irvine recently contracted with LSA to conduct an independent review of the updated validation of their Irvine Transportation Analysis Model (ITAM). The model uses an interface that takes advantage of the regional and countywide models of SCAG and Orange County to maintain consistency in model processes and results. The updated validation includes modifications to this interface, additional traffic counts, and updated socioeconomic data. LSA used the CUBE software platform to review the model's validation. Validation tests included statistical comparisons and analysis for several parameters, including root mean squared error, scattergram plots, R-squared computations, screenline analysis, and others. The final product was a validation report for the 2005 model. 2005/2030 LAWRENCE AREA REGIONAL TRAVEL MODEL CONVERSION AND UPDATE Lawrence/Douglas County, Kansas LSA recently completed the conversion and update of the travel demand model for the Lawrence/Douglas County Metropolitan Planning Organization. This effort involved converting the model from QRSII to TransCAD and the addition of several enhancement functions. Enhancements include NCHRP 255 volume -count error adjustments, intersection turning movement and level of service analysis, and others. In addition, a special home -based university trip purpose was added to the model to provide additional sensitivity to the unique trip -making characteristics associated with the University of Kansas, which is a major generator of traffic and has significant influence on the community in many ways. The updated model is anticipated to play an important role in the update of the region's 2030 long range transportation plan. 2005/2035 MESA COUNTY REGIONAL TRAVEL MODEL UPDATE - GRAND )UNCTION, COLORADO Mesa County, Colorado LSA recently updated the Regional Travel Model for the °uW «Y LVA..W.WR—uB° - Metropolitan Planning Organization (MPO) of the Mesa d,, S""°°"°"" County area. Several enhancements were made to this TransCAD model, including new trip purposes, rQ�-W-d- increased trip generation sensitivity to household sizes l flrepaellelwk: I s-iMnnv and incomes, expansion of the model's boundary, 2Try °rnndmn- � S�irarfic Aui�rmt special University trip processing, and streamlined ''?='ffi"" ) 6 P"�`° network processing. New external travel estimates were 0 C made based on a 2006 External Travel Studyconducted r CauLaiiedl�l GeNe Patmmnce flegM � Area Type 5 "�`° J -Tw, R.oceu Tuim by LSA during the model's development. Performance Copy F-& kReaps-`-reporting enhancements include NCHRP post LSA A�".1rc processing and forecasting of intersection turning movements for level of service analysis. As part of this project, LSA will be providing annual on - call modeling services to the MPO. The model will be used by the MPO to support the development of the regional transportation plan, transportation improvement program, corridor studies, and other planning activities in this fast-growing region. WASHTENAW AREA TRANSPORTATION STUDY MODEL UPDATES Ann Arbor, Michigan LSA was retained to update and enhance the regional travel demand model for this federally -designated Transportation Management Area (TMA) and air quality non -attainment area. Several enhancements were incorporated into this TransCAD-based model, including enhanced mode choice treatment of external auto trips accessing transit via park and ride lots. In addition, special processing for University of Michigan trips more accurately depicted the unique travel to and from this major multi -modal traffic generator. All aspects of the model were updated in this significant effort due to the stringent TMA requirements imposed on the region. Approximately twenty technical memoranda on detailed topics were prepared that culminated in the model's update. BOULDER VALLEY TRAVEL MODEL City of Boulder, Colorado 3.tio Gavwu I S.Nod.6oY x; I �� ::, �■ �im�' 3Pepw64N 6-L�Mc4q.m+ Ru rm Mmo7l P N�aN F N� P P�.,oa P 5ro.m..mso �n�vm�7 rsN�nN rs�n+ rsb.av rrm.n.o.aa A preliminary TransCAD model, based on a MinUTP model, was created for the Denver Regional Council of Governments (DRCOG) by the TransCAD developer, Caliper Corporation. LSA modified, enhanced, and applied this model for the City of Boulder and the surrounding Boulder Valley. Review of the preliminary TransCAD model script included the identification and repair of several algorithms and the scripting of additional modules. With its high growth and unique development patterns combined with a community focus on alternative modes and environmental awareness, the Boulder modeling effort provided several challenges. LSA responded with innovative GIS-based applications to assess the relationships between service attributes and potential markets. The DRCOG mode choice procedure was replaced with a customized model that estimated effects of multimodal approaches to transportation planning such as travel demand management and bicycle and pedestrian facility enhancement. LSA also incorporated EPA's Mobile emission factor model so that air quality impacts could be measured easily for specific projects or transportation control measures. FLAGSTAFF MPO TRAVEL MODEL UPDATE Flagstaff Metropolitan Planning Organization, Arizona LSA provided assistance to the Flagstaff MPO to update and recalibrate the MPO's TransCAD travel model. This update included the addition of enhancements such as summary reports, automated mapping functions, an integrated network database, traffic impact study capabilities, and a peak hour model. As with most TransCAD models LSA designs, the Flagstaff model included an enhanced user friendly graphical user interface and scenario manager. LSA staff provided a one -day training session to familiarize additional staff with the travel model and to help the City and MPO move towards a consolidated GIS and Travel Model database. Once development of the updated travel model was complete, LSA provided assistance in running alternatives analysis to evaluate potential future roadway improvements. LONGMONT COMPREHENSIVE PLAN MODEL City of Longmont, Colorado As part of the preparation of the transportation element of the Longmont Comprehensive Plan, LSA converted the City's MinuTP windowed area model to a DRCOG TransCAD subarea model. For consistency between modeling platforms and methodologies, the TransCAD model replicated the current Longmont MinuTP model and then included was in the greater DRCOG TransCAD model . An innovated TransCAD add -on for this work effort was the development of an intersection turn movement forecasting module based on procedures established in NCHRP 255. In addition, TransCAD and Synchro databases were linked, which allowed seamless testing of various land use and network alternatives and reporting of intersection levels of service. MASON STREET MULTI -MODAL TRAVEL MODEL City of Fort Collins, Colorado 'i(�rlcObl �'ifE� { RAN11ORTA1I0N 1010.100R 1:19%PHASE 3WITM MOST OORFIENT DATA :3w:I SeM1p S_i F:Slcs, dlc each seep LSAAnoddes. I.. Geate NO—ks Pon TiV Di*bNion R_S.6--n nic Dda I- UP Geroidion ( Rm Mode Modeb R. TO Gene 6. I FF T--PAIoOD=TinedD- ( Oeatehipedmce Mann ( Pon Tay A¢aip Out I Rin Spew Fee�ack In January 1999, the City of Fort Collins initiated the Mason Street Transportation Corridor study. Extending north and south through the center of the city, it was envisioned to enhance opportunities for pedestrians, bicyclists, and transit riders through the provision of multi -modal transportation improvements along its five mile length. To support this project, LSA staff led an effort to enhance the North Front Range Regional Travel Model so that transit alternatives could be simulated and evaluated. The model development component of the Mason project also provided for the conversion of the model to TransCAD. LSA applied the fully developed TransCAD model as part of the alternatives analysis for the Mason Street project. Results were used to assist in the selection of transportation improvement options in the corridor and to guide the refinement and phasing of the preferred transit alternative. The success of the Concept Plan was further complemented with the Plan being selected by the Institute of Transportation Engineers for the International 2001 Best Practices Award. Another note is that FTA has distributed the Mason Models Documentation Report as an example to other jurisdictions submitting FTA New Starts. FARMINGTON, NEW MEXICO REGIONAL MPO MODEL Farmington, New Mexico KANSAS CITY MODEL TRAINING Kansas City, Kansas ---I LSA prepared the Farmington Metropolitan Planning Organization Long Range Transportation Plan. Having exceeded the minimum MPO population criteria in the 2000 Census, this was the MPO's first Plan. The preparation of the Transportation Plan included conversion of the City's travel model from the TMODEL2 platform to the VISUM software package. The City's model was also expanded to include the nearby cities of Aztec and Bloomfield and was recalibrated to properly reflect the characteristics of this larger area. The updated travel model was then applied in the development of the MPO's Long Range Transportation Plan. LSA has provided the City of Kansas City's Transportation staff with a three day TransCAD Model Training Workshop. Kansas City staff was trained to edit, run, and interpret results of the Kansas City Peak Hour Travel Model. The training workshop included both information on basic use of the TransCAD software and detailed information about use of the City's travel model. LSA also discussed the modeling process and suggested adjustments to the existing algorithms. During the course of the training, several examples were explored, including investigation of potential Study Area r I rm bridge closure. This workshop provided Kansas City Staff with knowledge and skills that will allow greater utilization of the City's TransCAD travel model. LAWRENCE MODELING SUPPORT Lawrence, Kansas LSA updated the Level of Service and analysis techniques used in the Lawrence transportation model. New analysis methods were developed and a written summary of the techniques was documented. LSA prepared the travel model runs for the City using the updated networks. This work effort included preparation of the level of service and performance summaries for four separate alternatives. FORT COLLINS MULTI -MODAL TRAVEL DEMAND MODEL DOCUMENTATION Fort Collins, Colorado NOMM FRONT RANOE� LSA staff developed the Model Documentation and User's Guide, RE Df--MALI ooE� along with a CD-R containing the 2000 base year TransCAD�fy�=�%� r,> (iLJJ �JJ11/I>rI�JJJ J:J model, for the North Front Range Regional Travel Model D.—b., 20" (NFRRTM). The model was developed through the efforts of the North Front Range Metropolitan Planning Organization (NFRri MPO) as part of the agency's desire to utilize Census 2000 data, �sn recently collected household survey data, and other locally available information. The NFRRTM was based on procedures and information from the MPO's existing 1998 base year model and the Fort Collins 3.0 model. Those models, however, were based on outdated, extrapolated demographic data. The NFRRTM was calibrated to a 2000 base year condition and developed in a customized TransCAD environment to provide an up-to-date and user-friendly model. Transportation Infrastructure and Financing Lors onRanch Small Area Traffic Study LORSON RANCH SMALL AREA STUDY Colorado Springs, Colorado LSA is preparing a small Area Traffic Study and Impact Fee Program for the Lorson Ranch development. LSA will coordinate the collection of traffic counts and other necessary information to support the study. LSA will prepare the study using the existing EMME/2 travel model of the Pikes Peak Area Council of Governments (PPACG), the El Paso County MTCP model, or another agreed -upon model. LSA will prepare the Small Area Traffic Study based on the requirements described in El Paso County's Engineering Criteria Manual, Appendix B. Conditions will be evaluated for the existing 2006 scenario, a short-range implementation scenario (two to five years from existing), and a long-range future scenario. As part of the Study, LSA will identify the users of each facility proposed for mitigation improvement. LSA will develop a draft Impact Fee Program based on the process described in the scoping agreement. FALCON AREA TRAFFIC FEE PROGRAM AUDIT Colorado Springs, Colorado LSA is conducting an audit and maintenance update for this six -year old fee program in El Paso County. At issue are development patterns that differed from original plans, outdated unit costs, and inconsistent collection and recording of fees as developments have occurred. As a result, infrastructure improvements have not kept pace with development and several improvements are necessary, but funding is not available. In addition, there are some eligibility issues associated with some improvements made outside of the original study area. The audit will address these issues as well as update the study assumptions and develop a infrastructure and development phasing that will be sustainable financially. LAKE ELSINORE TRAFFIC MODEL AND ROAD FEE PROGRAM City of Lake Elsinore, California 1 YEAR2W0 TEST SCENARIO Setup S__Ii. FJ stop aft; ewh step LSAAssociales, Irc. 1 Geale Ndwaks I 4Pa0ibuddng 2. Lard Use C-ion -I 5 - Lv Dmbbenn 3 Trro0eneralron I' -.6 Trdfc AssigmeM oud � Falcon Small Area Study and Fee Program Audit September 26, 2007 v�.ad o TK o F=H �. program for the City of Lake Elsinore, in Riverside County, California. The traffic model was developed consistent with the regional Riverside — San Bernardino Area Comprehensive Transportation Plan Model, but with increased zone and network detail in the City and surrounding area. In addition, the traffic model utilized land use instead of socioeconomic data as a basis for trip generation. These enhancements allow for the analysis of impacts from the City's General Plan build -out scenario so that road improvements fees could be allocated to future developments. The model was developed in the TransCAD environment to take advantage of the software's GIS and Windows capabilities. Operations and Design Micro -Simulation LSA prepared the traffic model and road fee MULBERRY/LEMAY ROUNDABOUT DESIGN Fort Collins, Colorado LSA investigated and developed a plan for interim and long-term improvements at the intersection of Lemay and Mulberry in the City of Fort Collins. The analysis concluded by recommending construction of a modern roundabout, which would be the highest volume modern roundabout in the world, outside the United Kingdom. In order to demonstrate how the actual driver travels through the intersection LSA prepared a VISSIM simulation. This simulation is also important for evaluating roundabout intersection levels of service and pedestrian crossings. MODOT SH-152 VISSIM SIMULATION AND OPERATIONAL ANALYSIS Kansas City, Missouri LSA prepared an evaluation of a potential new access point on Missouri Route 152. Work included preparation of VISSIM-based simulation of the corridor to evaluate the interaction of several signalized intersections and two interchanges with the proposed neighborhood access point. The simulation was used to evaluate potential safety concerns, operational and intersection spacing characteristics, and to evaluated intersection level of service and queue length. Turn movement forecasts were generated based on outputs from a version of the City of Kansas City Travel Model that was focused on the study area. MAMMOTH SKI RESORT REDEVELOPMENT TRAFFIC ANALYSIS City of Mammoth, California As part of the traffic analysis for a ski resort redevelopment project in Mammoth, California, LSA prepared a series of 3D traffic micro - simulations to visualize and examine the operation of an intersection, proposed modern roundabout, on -street parking, and pedestrian crossings. The proposed redevelopment project, undertaken by Intrawest Mammoth Corporation, includes two major mid -block pedestrian crossings and a new modern roundabout. Using VISSIM, a 3D micro simulation model, LSA presented the future traffic conditions in a way that was easy to comprehend and examine. The simulations demonstrated the safe and efficient operation of the proposed roundabout itself, the intersection of California State Highway 203 and Lake Mary Road, and the interaction between pedestrians and through -traffic at the mid -block crossings. While considerable analysis had been prepared to describe the operating conditions with the proposed improvements, the 3D simulations proved to be a particularly effective presentation tool for conveying both the operations and the aesthetics of the proposed improvements. Standards and Guidelines CHEYENNE UNIFIED DEVELOPMENT CODE City of Cheyenne, Wyoming Subsequent to the City of Cheyenne receiving numerous national awards for their PlanCheyenne Comprehensive and Transportation Plan, Gould Evans and LSA were retained by the City to develop their Unified Development Code (UDC) for plan implementation. The UDC consolidated all previous codes including their Road, Street and Site Planning and Design Standards prepared by LSA. This Unified Development Code incorporated Form Based Zoning and a progressive approach to roadway standards and cross -sections. Roadways were categorized by both traditional and progressive. The traditional standards including Major and Minor Arterial, Collector and Local streets could be used as defined. A second more progressive set of street standards including Boulevard, Avenue, Parkway, Street and Lane were also identified and could be used in context sensitive applications. Because these progressive roadway designations were intended to provide flexibility and opportunities to transition between different area types, prototypes for each category and applicability statements were provided. These cross -sections provided for a much richer set of options which included parallel and diagonal parking, lane width reductions, road diets and a range of options for landscaped and/or hardscaped parkways, sidewalks and bike lanes. MIXED -USE ZONING AND STREET STANDARDS City of Colorado Springs, Colorado The City of Colorado Springs Comprehensive Plan identified Mixed Use Activity Centers as a land use replacement for the more traditional commercial retail shopping centers and office park land uses. As part of the consulting team to develop mixed - use zoning and street standards, LSA was retained to define the t x- transportation system elements that make up these local to regional mixed -use activity centers. As part of this effort, LSA developed a hierarchy of streets and cross section standards that - - - were pedestrian and transit oriented. These standards identified design criteria including permitted parallel or diagonal parking, bike lanes, sidewalks and access standards. The mixed -use activity centers zoning elements included building orientation and pedestrian access, pedestrian linkages from adjacent land uses and parking areas, and criteria for mid -block crossings. CHEYENNE STREET STANDARDS Cheyenne, Wyoming LSA developed the City of Cheyenne Street DRIVEWAY ACCESS Standards. The purpose of these Standards Corner Clearance Come, Clearance was to set forth the requirements for (Approaching Intersection) (DepaAing Inferseclion)- "I ' developments and improvements that affect — ------ -------(D- 4 roadways, alleys, and access easements. These standards will serve as a clear, concise and complete guideline for --------0--------�� developers, planners, and engineers in planning and designing roads, streets, and related infrastructure. This revision brings the standards up-to-date and provides uniform design standards for development of transportation facilities in the City of Cheyenne and Laramie County. The Standards are applicable to public rights of way and to private property where access to public rights of way is required. They are intended to establish uniform requirements and serve as a design guide for roads, streets, and related public facilities. CHAPEL HILL TRAFFIC IMPACT ANALYSIS GUIDELINES Chapel Hill, North Carolina LSA prepared the traffic impact analysis guidelines for the Town of Chapel Hill. These guidelines were extensively detailed in defining what triggers a traffic impact analysis, format, criteria for development cumulative impacts, mitigation requirements, trip reductions through TDM, level of services, or pass -by trips and mitigation requirements. Traffic Operations Analysis ERIE LAND FILL TRUCK ROUTE ANALYSIS Town of Erie, Colorado LSA staff developed the Traffic Analysis for the Republic Landfill Expansion that includes Truck Route Options and Noise Walls and Aesthetic Barriers for the Town of Erie. The traffic analysis was split into short-term and long-term timeframes with separate assumptions and considerations. LSA conducted a field investigation; reviewed relevant reports, data, and maps; and studied and described options for discussion. The options included general discussion of relative costs, constraints, advantages, and disadvantages. Deliverables included an aerial -based map of the area, a summary of noise wall information, and a report of findings. NORTHEAST FORT COLLINS TRUCK ROUTE STUDY City of Fort Collins LSA staff prepared the Northeast Fort Collins Truck Route Study. This study assessed the impacts of truck traffic traveling into and through the City. This study also identified alternative truck routes and identified non -facility based mitigations to minimize truck impacts to the City. The study included development and application of auto equivalence for conducting intersection level of service. This work effort included close working relationships with the Motor Carriers for determining viable circulation and intersection improvements. This effort also identified locations of inter - modal facilities and coordination of access with overall proposed improvements. PUEBLO SPRINGS RANCH TRANSPORTATION ANALYSIS City of Pueblo, Colorado Pueblo Springs Ranch is a proposed major development located in Pueblo County along the El Paso County border, which will double the size of the Pueblo County population. A major assumption in this land development proposal is that there will be a critical need for new housing to support the proposed expansion of Fort Carson. Because of the relatively short travel time between Fort Carson and northern Pueblo County, the Pueblo Springs Ranch area will be in a prime location to provide some of the residential, commercial and service needs of this expanding Fort Carson base population. In order to assess the potential impacts of the proposed development and to assure adequate transportation mitigations are provided to offset impacts, LSA was retained by the City of Pueblo. Working with the Pueblo Council of Governments transportation model and estimated growth from the PPACG region, LSA developed a sketch plan model to identify impacts and mitigations. NORTHSIDE NEIGHBORHOODS PLAN Fort Collins, Colorado 17 LSA developed the Transportation Element of the Northside I Neighborhood Plan. This area consists of a unique area of residential and industrial uses that contains a system of roadways, bicycle lanes, and transit service that serve both the local neighborhoods. The Northside Neighborhoods Plan provided a more specific vision and policy framework for the neighborhoods mentioned, including surrounding commercial, industrial and undeveloped open lands. This Plan also became an element of the City Plan, the City's Comprehensive Plan, and helped stabilize and preserve the character of the neighborhoods. In doing so, an opportunity exists to more directly address a number of critical issues facing this area. The recent growth has resulted in significant transportation impacts within the neighborhoods regarding congestion, access, and safety. SHOAL CREEK VALLEY COMMUNITY Kansas City, Missouri LSA prepared the traffic impact analysis for a 1,800 acre planned community in the Northland of Kansas City, Missouri. Unlike traditional traffic impact studies that document only build out impacts, this project provided the developer with a tool for use throughout the various phases of development. Because of the size and complexity of the development, a TransCAD traffic model was developed based on the "Mid America Regional Council" (MARC), in order to provide the developer a tool to rapidly assess the traffic implications of alternative development scenarios and phasing options. Since the development included a large, mixed -use activity center, the model was also used to analyze the number of internal trips captured by the development. The model is also capable of examining the origin and destination of each vehicle trip on any particular roadway, enabling the user to quantify the project generated traffic impacts at any point in the system. 191H/PERSHING/CONVERSE CONCEPTUAL DESIGN PLAN Cheyenne, Wyoming ARTERIAL r— 2 Lanes Travel Phu Left Turn Lane Design Volume: 12,000 ADT LSA developed a long-term solution for the 19rh/Converse/Pershing study area. The intersection geometrics for area posed the need for both a creative yet simplistic solutions as to how these intersections should operate. In order to satisfy both the needs of through and local traffic, the solution for this intersection required well-defined through and turn movement lanes and markings, adequate left turn storage capacity, signal coordination between all three intersections, and maintaining access to the local commercial destinations. Complementing the design was a plan that not only will serve existing traffic, but will survive the test of NORTH FROG NT RANGE MPO TRANSPORTATION PLANNING &ENGINEERING TYPE SERVICES RFP tk C C C C R •.i. O +• O m Projects >_ (May 2000 to Present) �„°-° ,� ° w_ �7 H C W O\ OA E V M. •� Ln 6J W O. 6l 6J GJ •=� _ y t = i ram+ O CL .V •V 6J o� oai�0 � °U— �s`m _o ups Uoe . am a North Front Range, CO Summit/ Regional Transportation Authority I ( • I • I ( ( • North Front Range, CO MPO TransCAD Development and • • • Update Corridor MPO (Cedar Rapids, IA) Long Range Transportation Plan • • • • • • • • and Model Development Boulder County, CO Transit Study I I • I • Boulder, CO Transportation Master Plan Update & TransCAD Model • • • • • • • Development Casper Area, WY MPO Walkability I Study • I ( I • I ( ( ( • ( • Cheyenne, WY PlanCheyenne (MPO) I • I • • ( • I • • • I • ( • Farmington, NM (MPO) Transportation Plan I • • I • • I • I I I • • Flagstaff, AZ (MPO) TransCAD Model Update ( I • Grand Valley/Mesa County MPO, CO Model Update I I • • I ( ( • Houston -Galveston Area Council (MPO), TX Pedestrian Study I I I I • I • I • ( • Lawrence, KS (MPO) Regional Travel Model • • • • Lawrence, KS (MPO) Transportation 2025 Long -Range • • • • • • Transportation Plan Lincoln/Lancaster County, NE Long -Range Transportation Plan • • • • • (MPO) Metroplan/Central Arkansas 2030 Long -Range Transportation Plan • • • • • • • (MPO) Pikes Peak Area Council of Governments, CO Long Range • • • • • Transportation Plan (MPO) Rapid City, SD Area MPO Long Range Transportation Plan Southern California Association of Governments (MPO) Weekend • • • • Travel Demand Model Springfield, IL 2008 Travel Demand Model (MPO) I I • • I I • I I ( I • time and some projected growth in traffic. The 19"/Pershing/Converse Conceptual Design Plan also required an in-depth understanding of the City of Cheyenne, the Wyoming Department of Transportation traffic model, and a sensitive and attentive approach to involve major stakeholders. POUDRE SCHOOL DISTRICT TRANSPORTATION IMPACT STUDY City of Fort Collins, Colorado LSA developed an innovative approach to evaluate High school site selected the transportation impacts of three potential sites for South -side facility ��,,,,�•^w<�, 0, a new high school. For the project, LSA analyzed following growth „ �m existing travel patterns, developed locally specific z�R trip generation rates, and established evaluation '_ 1. ° ` MI. 1 Je h criteria to compare the three possible locations. ngn .lml m a rcm.M <e�M1n h cluigh M.1 ry 1� J rn Mr.�fi �w^�° �, °r� •1� ',I tip Using a TransCAD traffic model for the city, the school district's student database, and GIS coverage Ne:.� <m. �•v<d<°a<p a w,<,..�.u<,;� of new development activity, LSA was able to geocode the existing and projected high school students and assign them to the existing roadway network. This allowed for analysis of average distance to school, average travel time, total vehicle miles traveled, and vehicle miles traveled in congested roadways for each of the proposed locations. This analysis was an integral part of the Poudre School District's selection of a preferred location. PROPOSED TRANSIT CENTER TRANSPORTATION IMPACT ANALYSIS Colorado State University, Colorado Colorado State University completed the Main Campus Master Plan, which introduced a vehicular ring road concept to eliminate circulation within the central campus, as well as promote pedestrian, bicycle, and transit mobility. This required the current transit center to be relocated on campus. The proposed transit center transportation impact study analyzed the impacts of relocating the transit center on the transit routes, parking, vehicles, bicycles, and pedestrians. Travel Surveys and Studies NEIGHBORHOOD STREETS DESIGN FORUM City of Longmont, Colorado LSA was the prime consultant to the City of Longmont in the development and presentation of a weekend neighborhood streets traffic calming forum. The forum focused on issues specific to Longmont regarding traffic -related concerns on the City's neighborhood streets and to obtain feedback from nationally - recognized experts on how to best address these issues. The Neighborhood Streets Design Forum was proposed to help address issues of design of City streets and the orientation of land uses surrounding the street system. Neighborhood streets include roadways with neighborhood collector and local/residential functional classifications. The forum led to decisions and recommendations for the City's traffic calming program, including guidelines and applications. NORTH FRONT RANGE MPOO TRANSPORTATION PLANNING & ENGI'NEERING TYPE SERVICES R;FP MASON STREET TRANSPORTATION SURVEYS City of Fort Collins, Colorado -- The Mason Street Transportation Corridor study was sponsored by 14 the City of Fort Collins in 1999 to pursue FTA New Starts Support Why do people travel? for a multi -modal corridor through the heart of the City. To AM Mason Street Corridor Trips support this project, members of the LSA team developed a series of four transportation surveys in the fall of 1999. The surveys were designed to collect specific travel behavior information for the Mason Street corridor and the City so that a multi -modal travel model could be developed for application in the study. A Vehicle Intercept Survey was conducted at 19 sites in and around the Mason Street corridor. Origin -destination trip purpose and auto occupancy data was collected from motorists by means of a postcard/ma i I back method. Of the approximately 60,000 surveys that were distributed, over 20,000 complete surveys were returned for use in the survey sample set. Surveyors handed out questionnaires to Transfort bus patrons during the Transit Onboard Survey. Virtually every bus trip on all daytime Transfort routes were surveyed in the effort. Results of the survey were used to develop and calibrate a transit modeling capability in the travel model prepared for the Mason Street Study. GRAND JUNCTION EXTERNAL TRAVEL STUDY During the update of the Mesa County travel model, LSA and its subconsultant conducted an external travel study of the Grand Junction region. High-speed camera and radar equipment were set up at major highway access points to the region in both the incoming and outgoing directions to record data. License plate information was matched through a time -delay function so that travel patterns by time -of -day could be recorded. NORTH FRONT RANGE REGIONAL TRAVEL SURVEYS The North Front Range Metropolitan Planning Organization has a dedicated program in place to periodically collect data and update their regional travel model. The MPO selected LSA to conduct the data collection effort associated with a comprehensive update of the regional travel model. The data collection efforts was managed and designed by LSA and included statistically significant surveys for the following needs: • Onboard transit survey of the three local transit agencies in the region, • Special generator study at the University of Northern Colorado, • Regional travel time/speed study, and • External station study. FORT COLLINS' TRANSPORTATION SURVEYS In January 1999, the City of Fort Collins initiated the Mason Street Transportation Corridor study. To support this project, members of the LSA team developed a series of transportation surveys designed to collect specific travel behavior information for the Mason Street corridor so that a multi -modal travel model could be developed for application in the study. These included the following surveys: • Mason Street/College Avenue Vehicle Intercept Survey, • Colorado State University Special Generator Study, • TransFort On -Board Transit Survey, and Regional Travel Time Study. CHAPEL HILL MOBILITY REPORT CARD Town of Chapel Hill, North Carolina As an outgrowth to the Town's Comprehensive and Transportation Plan, LSA was retained by the Town to develop a mobility report card for defining the state of transportation within the Town. This initial report included the development of measurements, locations, procedures and a baseline assessment. Data collected included intersection turn movement counts, link volume counts, pedestrian counts, and bicycle counts, travel time and delay surveys and parking surveys and evaluation for the entire Town. This information was analyzed for determining level of service for all modes. In addition, LSA prepared a Synchro database and developed signal timing plans for all signalized intersections within the Town. CHAPEL HILL MOBILITY REPORT CARD UPDATE Town of Chapel Hill, North Carolina LSA assisted the Town of Chapel Hill in the preparation of the Chapel Hill Mobility Report Card Updates in 2003 and 2005. This 2003 update addressed all elements of the initial 2001 Chapel Hill Mobility Report Card prepared by LSA Associates, Inc. and presented a mobility comparison between the two databases. This update included Vehicle Activity and Arterial Level of Service, Peak Hour Intersection Operations, Vehicular Travel Time, Pedestrian Facilities, Pedestrian Activity, Bicycle Facilities, Bicycle Activity, Transit Service, Transit Ridership, and Office Parking. The collection of the 2001 Mobility Report Card data established the benchmark. The 2005 Mobility Report Update has become the basis for comparisons and determination of trends and changes in mobility. LSA covered three tasks; procedures refinement, data collection, and data reporting/ comparison in this update. Catalyst, Inc. Project Experience NORTH FRONT RANGE TRANSPORTATION CHOICES SUMMIT North Front Range Metropolitan Planning Organization Recognizing the funding limitations for implementing the region's transportation system, the North Front Range Metropolitan Planning Organization Council established an RTA subcommittee made up of mayors and commissioners of the member jurisdictions to explore the possibility of a RTA for the North Front Range. Catalyst Inc. was retained with LSA Associates to solicit public dialog and identify the types of regional improvements that might be included in an RTA. Catalyst Inc. designed and worked with the team to organize a Summit to raise awareness about transportation funding needs and learn about priorities in the region. Participants included 300 representatives of business, environmental groups, local government, elected officials and others from the general public. The event focused on the "Connections" exercise developed exclusively for this event where participants explored future transportation priorities by identifying needs, purchasing transportation improvements, and evaluation trade-offs. Each group was given resources to negotiate, spend, and build their future transportation vision for the region. An unprecedented event in bringing the North Front Range together, the Summit received extensive media coverage and visibility and provided the foundation for moving forward on an RTA. Since the Summit, Catalyst Inc. and LSA Associates have supported citizen -based committees in the hard work of crafting an RTA proposal that meets the needs of the different communities in the region. A draft IGA is now in progress for a vote for this November. CITY OF BOULDER TRANSPORTATION MASTER PLAN AND IMPLEMENTATION STUDIES City of Boulder, Colorado Catalyst Inc. facilitated the public process for the City of Boulder Transportation Master Plan, as a subconsultant to LSA Associates. The process focused on facilitating input from a 34-member study committee representing a wide range of interests within the community. BoulderGets Ready for FasTracks Public forums and related outreach _ Priority transportation improvements and services�.0 soeou,der'sresidents, employ, sandvsitos -® --` activities are also planned at each stage of can get to Fasiracks. '7 des the planning process. The final Capital Projects Programs and Services Operations and Maintenance product was an electronic web -based 11.4k Eal connecfbnsare sera Loads rfanSlr linkt ro Maj°r urrvmcenrers Thn 440 RrorM In Ma TranW icmn nraaI., anE M pienrttul �mPoe bcy irmml5enea: asry is-ry_oparamns. Man ,• n,�an�„n,hi1� n. �CanPiebahalegc muan9lirJca: G Stat'11�Enpme bmatl Osu Transportation Master Plan with Map -It `�°emdnrymBOSedmWmE,mdn O eetaeen tlombn and irawt ViEape lralsarvsmRBN 4m technology for examining plan elements OEemaW flvitle dietlmn&aious a¢w b'amtmEM lx30n.. upvb°'n PaistQotabn oxE raEm#a WeaOonsad ManbamtlOnmitin6 q'+aan and implementation schedules. The . WMnlll mie b.akuq iraniporrarbnDeneMMaiugnmut(TDM) ewrauZM.amb° mry Ee�rybrrvnatred.abrysd received the National 2004 ITE �k�oaeanasnaroes aoy ear �;m. �Erysdmna0 ad n®..,am�n.a�arkw.au.a Inru.vdal canr.rxars hMrbiutaM appralin9 �OheraivmaheemvAf man ,apmmRM.mviMa&atb. tra'm°^' project Uai�mal udve.Y _ i�mtlM ee .ivup 0m 6donsanedJP Best Practices Award as well as the Metro �em mikxmgolnm6: OatrDw �g4drq ad.igisp�� mWmq�Y°M.anwwlWnr.v.0 iMv d6islcu ire eltly,bbemnpkbEn tle Vision Award from the Denver Regional �wanoaam Planning and Policy Refinements ..nnraanz.a nepmmn.�o.t�na ae 6 ratle—pvkofOEe v n°ira yvum dtl° rn ringed Council of Governments. O(inband RadavnlpRiMnlabng F.sirackrprbors awwspgacb]OdM nea6v. .mod°11 vRR^n•nendrane °. enrs noma Reiralsd �vad.OnR �Reai mid.s aaWEer Trenstt Village area ad rcs ktlernoEal voles kblanintlal oan lass ed'slaAon eMenareYd /� Since completion of the TMP, Barbara has �AtldiemN transpvtatron impaemeha gene✓ W°Ma&'npmieh Itaaa FesTrankc Leal Mamh y�1'rlr JYdd continued to orovide facilitation sunnort ,,-B-,,"°` eo,Ieeaee ..e�nan•. Wm�de-+amVenaaa aou l�na�....n M.ee. to the City of Boulder. She facilitated a TMP Action Plan Task Force designed to prioritize funding and other implementation actions. She is currently facilitating a process called FasTracks Local Optimization (FLO) involving Boulder, Boulder County, RTD, the University of Colorado, business interests and community organizations in developing strategies to capitalize on FasTracks in Boulder. The FLO committee first identified early action items and a list of projects, programs and services needed to be in place by 2014 and 2016. Barbara worked with the City staff to create a prioritization exercise using large graphics and TranspoBucks. The FLO Committee, Chamber of Commerce and other interest groups conducted the exercise to provide input on funding priorities. In May 2007, City Council approved an amendment to the fiscally constrained and action plans in the City's Transportation Master Plan based on the input from the FLO process. TransitPlus Project Experience TRANSIT NEEDS ASSESSMENT STUDY AND IMPLEMENTATION PLAN Castle Rock, CO TransitPlus developed a framework for guiding the growth of transit services in the Town of Castle Rock, which identified the basic goals and objectives to guide the alternatives and provide the foundation for service standards. Service standards setting targets for the system were identified and were used in determining when service will be initiated. We met with the Community Advisory Group and held an open house to obtain guidance on the issues and inform a broad segment of the public about the goals, standards and alternatives. The team analyzed critical factors impacting the final alternatives, including financing, capital requirements for passenger facilities, fleet, customer facilities, and maintenance facility requirements. A comprehensive marketing plan was developed that included marketing strategies, evaluation, and was geared to each service type and market. An implementation, transit management and Ten Year financial plan were developed for the selected alternatives. FHU was on the team for this project. CENTRAL YAVAPAI MPO TRANSIT IMPLEMENTATION PLAN Prescott Valley, AZ TransitPlus developed an implementation plan for new transit services in the region, working with an advisory group of staff from jurisdictions in the urban area and a providers/stakeholders group. This project included taking a general plan for services ♦ and refining it to a service plan that could be implemented in . the region. The focus was on developing an operational plan and fare structure, evaluating governance and financial alternatives, and identifying the steps necessary to gain public support and implement service. The implementation plan includes a detailed service plan (covering fixed and flexible route services, a voucher program, ADA paratransit services, and a mileage reimbursement program for volunteers); phasing plan, and the financial, governance, communications, capital, and marketing elements necessary to fully implement a new system. Paul Lutey of Nelson/Nygaard provided graphic support. EXPRESS SERVICE AND CALL -AND -RIDE SERVICE EVALUATIONS Colorado Springs, CO This project evaluated ridership on Mountain Metropolitan Transit's Express routes and recommended changes. The evaluation included a review of ridership and travel patterns, and an evaluation of the schedule times, stops, connecting routes, and other characteristics that impacted the viability of express routes. A survey of employers was also conducted to determine where their employees live and the employer's shift times, so this could be considered in the evaluation. The second purpose of this project was to analyze the potential for introduction of possible future call and ride service for Mountain Metropolitan Transit. The focus was on the north portion of Colorado Springs, including areas presently served by the express routes. This analysis considered the potential market demand in each area based on its demographic characteristics. The project resulted in recommendations to restructure some Express service hours to call -and -ride services. Detailed implementation plans were prepared for the recommended changes. PBS&J Project Experience PBS&J's traffic engineering staff has extensive experience delivering task orders on similar NPS contracts for the Department of Transportation and numerous local clients. Among our largest on - call clients are the Colorado Department of Transportation (Region 1, 2, 3, 4, 6, and the Division of Transportation Development), City of Commerce City, and City of Montrose. All together we have delivered on more than 400 task orders in the last ten years and will apply those experiences and lessons -learned to your future needs. Projects have ranged in size from a few thousand dollars to perform a signal warrant analysis at an isolated intersection, the development of a corridor access control plan that costs a close to a hundred thousand dollars to larger corridor wide projects such as the development of incident management plans along 1-70 in the mountains which cost several hundred thousand dollars. INCIDENT MANAGEMENT PLANS (IMP) CDOT Region 2 PBS&J has completed two IMPS for Region 2 in the last two years. They were along 1-25 trough El Paso County and along 1-25 and US 50 through Pueblo County. PBS&J completed updates to existing IMPS and developed new approaches to address previously unstudied portions of the facilities. The major work elements included identifying alternative routes, preparing base maps of the corridor, coordinating with multiple agencies, and incorporating changes to the radio systems used by emergency responders. We provided innovative solutions to address areas without viable alternative routes. Recommendations included identification of regional alternative routes and construction of frontage roads to eliminate excessive detour routing in the future. NORTH FRONT RANGE MPOOI TRANSPORTATION PLANNING &ENGINEERING TYPE SERVICES RFP SH 392 ACCESS CONTROL PLAN (ACP) CDOT Region 4 According to CDOT Region 4 access staff, this project set the standard for future ACPs. As part of the SH 392 Environmental Overview Study, a separate need was identified to perform an ACP from just west of 1-25 to US 85, excluding the core downtown area of the town of Windsor. The project included collecting and analyzing data regarding the access conditions on the 12-mile segment of highway with well over 100 existing access locations. Alternatives included eliminating access points, consolidating multiple access points into a single access, converting full movement access points to right-in/right-out, relocating the frontage roads from the front to the rear of the adjacent properties, and changing the frontage roads from two- to one-way roadways. We also recommended future intersection spacing, locations, and intersection configuration for the undeveloped portions of the corridor. CENTRAL PARK BOULEVARD INTERCHANGE ACCESS REQUEST (IAR) City and County of Denver PBS&J provided planning, environmental, traffic analysis, and conceptual design services to incorporate an interchange alternative into the 1-70 East Environmental Impact Statement (EIS) that could be built by the year 2010. The alternative developed and included in the Draft EIS is compatible with planned future improvements to 1-70 and 1-270. To allow Denver to build the interchange in advance of completing the EIS, PBS&J prepared an IAR responsive to Federal Highway Administration (FHWA) guidelines. The IAR required an extensive traffic simulation analysis and close coordination with FHWA, CDOT, and the City to successfully gain FHWA approval on this complex project. EAST CORRIDOR EIS CO, RTD PBS&J provided transit planning and preliminary engineering services to the Regional Transportation District in Denver to develop a preferred alternative for providing commuter rail services between Denver Union Station and Denver International Airport. Due to the success of the project, in particular the public outreach process, RTD staff has subsequently identified the East Corridor as a model for use on future projects of similar magnitude. Critical elements in the project included the analysis of multiple alignment alternatives, selection of transit vehicle technology, evaluation of environmental resource impacts, traffic operations analyses, public involvement, development of 30% engineering plans for use in the future design build effort for the corridor, and cost estimates for construction. The project followed the National Environmental Protection Act to develop an environmental impact statement for the corridor, which has subsequently been approved by the Federal Transit Authority with a record of decision being published in the November 2009. 1-70 EIS, CO CDOT Region 6 PBS&J provided highway planning and preliminary engineering services to the Region 6 of the Department of Transportation to develop a list of alternatives for improving operations on 1-70 between 1-25 and Airport Boulevard to the east. Critical elements in the project included the analysis of multiple alignment alternatives, evaluation of tolled and non -tolled alternatives, identification of environmental resource impacts, traffic operations analyses, public involvement, development of preliminary engineering plans, and cost estimating for construction. The project is currently moving into the final environmental impact statement phase where a preferred alternative will be selected. Evaluation of the alternative has included an extensive mirco- simulation analysis of the SIGN ASSET MANAGEMENT SYSTEM CDOT Region 3 PBS&J worked in conjunction with CDOT staff to develop a sign asset management system (SAMS). The work included the development of a GPS based data collection tool that collects numerous attributes for each roadside sign, has GIS mapping capabilities, uses a database to manage the assets, and has resulted in improved quality control the collected and stored information. CDOT staff now has a complete tool for managing every aspect of a sign replacement project from data collection to quantity calculations to contractor management during construction of the projects. Numerous query tools were developed along with official CDOT formatted reports to assist the project engineering search and print necessary reports. SH 82 CORRIDOR OPTIMIZATION PLAN City of Glenwood Springs PBS&J worked with the City of Glenwood Springs, CDOT, Roaring Fork Transportation Authority (RFTA), and Garfield County to develop a corridor optimization plan for SH 82 through the City of Glenwood Springs. This projected many strategies for accommodating future transportation needs in manners that are sensitive to community character. Examples of types of strategies evaluated include transit, local circulation, transportation demand management (TDM), transportation system management (TSM), and alternative alignments. The final corridor optimization plan will be used by agency decision makers to identify the best strategy for accommodating future transportation demands in Glenwood Springs. Coley/Forrest Project Experience CITY OF FORT COLLINS CITY PLAN / TRANSPORTATION MASTER PLAN UPDATE The City of Fort Collins recently initiated updates to its City Plan and Transportation Master Plan. Coley/Forrest has been retained to provide the fiscal component of this extensive work program. Its assigned tasks will involve development of a cost recovery model for the City and transportation finance advice in support of the Transportation Master Plan Update. SALT LAKE CITY — TRANSIT FINANCE SOLUTIONS FOR NORTH TEMPLE LIGHT RAIL LINE Coley/Forrest was retained by Salt Lake City to identify complimentary ways to finance "enhancements" that are desired by the City to improve the physical appeal and use of an important transit line that will extend from the Airport to Downtown Salt Lake City in a sustainable manner. This task involved exploring possibilities for supplemental federal funding, state funding and municipal funding, partnerships with the University of Utah, and private nonprofit funding opportunities, and joint development with tax increment financing. NORTH PRONT RANGE MPOO TRANSPORTATION PLANNING & ENGINEERdNG TYPE SERVICES R�PP CITY OF AURORA COST OF DEVELOPMENT STUDY This assignment was a an unusual collaboration between the City of Aurora and the real estate development community to jointly explore the cost of new development and recommend approaches to insure that future real estate development pays for itself. Jean Townsend, president of Coley/Forrest, was retained by a coalition of 12 large mixed use developers to represent the real estate community. Mike Trevithick, the former interim City of Aurora Finance Director, was the City of Aurora's representative. Both Ms. Townsend and Mr. Trevithick are members of our consulting team. This assignment explored both capital and on -going operations and maintenance costs associated with new development from the City's perspective. Attention was focused on both new greenfield development and existing infill development. A special analysis was completed to determine whether a lag existed between residential rooftops and related retail development. Benchmark comparisons between Aurora and other "competitive" cities was also a consideration. The City staff and the real estate development community collaborated on the scope of work. Each interest was engaged throughout the 18-month assignment in reviewing all methodology, working assumptions and technical output. The result was amended impact fees and a mutual commitment to explore additional financing remedies that would help mitigate the City's structural revenue situation. TOWN OF ERIE — PUBLIC FINANCE CONSULTING SERVICES Coley/Forrest has provided extended fiscal services and economic development N advice to Town of Erie over amulti-year time period of rapid growth and change. It is this body of work, rather than any individual assignment that is most germane to the I " Fort Collins City Plan / Transportation Plan update. Coley/Forrest assignments included designing and applying a fiscal impact model to upcoming development applications; providing advice regarding storm water over -sizing and reimbursement practices and fees; supporting the Town's impact fee work, including its defense in court proceedings; advising the Town Board of Trustees regarding financial tools available to pay for growth -related capital costs, and; collaboration with staff on many technical finance issues. PUBLIC PRIVATE PARTNERSHIPS Coley/Forrest has established a practice in crafting public private partnership solutions for new development and redevelopment. Some recent examples have included facilitating a major annexation where financing major off -site road improvements, a new school, affordable housing, and a fire station were key ingredients, and facilitating the development of a desired mixed use development that required city, county and school district support. TRANSPORTATION FINANCE Coley/Forrest has a sustained practice in structuring transportation finance solutions for major investments, including parking, transit, transportation demand management solutions, and road improvements. One recent assignment included a comprehensive evaluation of innovative public / private finance practices in Colorado regarding new road construction. Other transportation finance clients have included the cities of Aurora, Boulder, Fort Collins, Loveland, and Westminster, the counties of Arapahoe, Denver, Jefferson and Summit, and the Regional Transportation District. NORTH PRONT RANGE MPOO TRANSPORTATION PLANNING & ENGIN'EERING TYPE SERVICES R�PP REVENUE / EXPENDITURE FORECASTING / PROFORMA DEVELOPMENT Coley/Forrest has an extensive practice in forecasting tax and fee revenues and expenditures for municipal and county governments, districts, urban renewal authorities and private developers over several decades. A sampling of representative clients have included the urban renewal authorities of Denver, Westminster, and Wheat Ridge, and real estate developers including Lend Lease Communities, Oakwood Homes, and the Alpert Company. IMPACT FEE ANALYSIS Coley/Forrest has developed or provided key technical support to municipalities and developers regarding transportation impact fees. A representative sampling of municipal clients has included the cities of Denver, Boulder, Erie, and Loveland. A11 Traffic Data Project Experience All Traffic Data has extensive project experience relative to the proposed project. The annual number of ADT counts taken through our Colorado office is 30,000 and Turning Movement counts 10,000. Listed below are just a few descriptions: • All Data Traffic is currently listed on all 6 CDOT Region NPS contracts to conduct traffic data collection services. • Tucson, Arizona Parking Lot Accumulation/Occupancy Study, collected data at 5 parking lots every 15 minutes and 8 parking lots every hour, along with 20 directional volume and classification ADT's and 5 TMC's, data was collected for 4 hours for both weekday and weekend peaks. • CDOT Region 1 US 6/SH 9 Signal Timing Coordination, 23 locations counted AM, Noon & PM on both weekday and weekend for winter and spring peak times, completed in 5 weeks (each peak season). • El Paso County Annual Data Collection, El Paso County, CO, El Paso County. Served as the Project Manager for data collection for a county -wide program including volume and classification counts for a total of 500-48 hour locations. • Pikes Peak Area Council of Governments Annual Data Collection, Colorado Springs Area, CO, PPACG. Managed collection of 200-48 hour locations of classification data in and around the Pikes Peak Area. • Pueblo Freeway Improvements, Pueblo, CO, CH2M Hill. Provided turning movement data at 25 locations and 50-24 hour volume counts. • Traffic Data Collection On -Call Services, Town of Castle Rock, CO. Responsible for collecting data on an on -call basis for the Town of Castle Rock. • SH 82 Corridor Study, Glenwood Springs, CO, PBS&J/CDOT. Project manager for a 16 camera origin -destination study, in addition to travel time studies, turning movement counts, and average daily traffic counts. Reviewed all data to ensure accuracy, and produced many data reports. • Redding, CA. OD Study, Served as the Project Manager for data collection for a regional od study including volume and classification counts for a total of 28 cameras and 16 -7 days counts locations. • Lodi, CA Planning Project. Served as the Project Manager for data collection for 50 tmcs conducted in 1 week. NORTH FRONT RANGE MPOO TRANSPORTATION PLANNING &ENGINEERING TYPE SERVICES RFP c Projects (May 2000 to Present) s v E c c E "' w a L a, E ° w v�— Q- ro a c oC nE v c. Ran ro v OJ W Q- 6J d y �� 61 • V oa C �� t C C i +�+ O V' V 7 7J o� �� ;.o =° Uoc2 �0 �Q Q� 'AP Wa U— as Q2 ma Champaign, IL Transportation Master Plan ( • I • • ( • • • I • I • Chapel Hill, NC Comprehensive Transportation Plan • ( ( • I I • I I I • Colorado Springs, CO Comprehensive Plan, • • • Transportation Element Douglas County, CO 2030 Transportation Plan I • I • • I • I I I I I • Durango/La Plata County, CO LRTP and TransCAD Model • • • • • • • • • Development El Paso County, CO Major Transportation Corridor Plan I • I • I • • I • I I • I • • I • Erie, CO Transportation Master Plan ( • I I • • ( I • Fort Collins, CO Mason Street Transportation Master Plan Fort Collins, CO Pedestrian Plan • • I ( • Irvine, CA LRTP Vision Plan I • I I • • • I ( I • Kansas City, MO Focus Transportation Plan I • I I I • I ( I I • • Kansas City, MO Walkability Plan • I I • I I I I ( • I • Longmont, CO Transportation Plan and TransCAD Model • • • • • Development Loveland, CO Multi -Modal Transportation Plan I • I I • • I • ( I • I • I • San Luis Obispo, CA Traffic Model Services ( I • ( • I ( ( • I I I • Washtenaw Area Transportation Study Model Improvements (Ann • • • Arbor, Michigan) • Bakersfield, CA Planning Project. Served as the Project Manager for data collection for 40 tmcs conducted in 1 week. • Honolulu, HI Transit Project. Served as the Project Manager for data collection for 147 tmcs conducted in 3 weeks. • Santa Barbara, CA Planning Project. Served as the Project Manager for data collection for 43 tmcs conducted in 1 week. • West LA College, CA Planning Project. Served as the Project Manager for data collection for 44 tmcs conducted in 1 week. • Muir Beach, CA National Park Project. Served as the Project Manager for data collection for 108 tmcs, 12 cameras for 3 week od study and 8 adts for 3 weeks. TEAM REFERENCES LSA Associates, Inc. Boulder Transportation Master Plan Mr. Randall Rutsch Transportation Planner City of Boulder P.O. Box 791 Boulder, CO 80306 (303) 441-4270 Cheyenne Area MPO LRTP Mr. Matt Ashby Cheyenne Area Transportation Planning 2101 O'Neil Avenue Cheyenne, Wyoming 82001 (307) 637-6299 Champaign Transportation Master Plan Mr. Rob Kowalski, AICP Assistant Planning Director City of Champaign 102 N. Neil Street Champaign, IL 61820 (217) 403-8800 Colorado North Front Range MPO Transportation Planning and Modeling Mr. Cliff Davidson North Front Range MPO 419 Canyon Avenue, Suite 300 Fort Collins, CO 80521 (970) 416-2258 Pikes Peak Area Council of Governments (MPO) LRTP and Non -Motorized Transportation Plan Mr. Craig Casper Senior Transportation Planner Pike Peak Area Council of Governments 15 South 71h Street Colorado Springs, CO 80905 Catalyst, Inc. Longmont Citywide Strategic Plan, US 287 Feasibility Study, Water Line Relocation, Community Engagement Training Mr. Dale Rademacher Director of Public Works City of Longmont, Colorado (303) 651-8355 dale@rademacher@ci.longmont.co.us Boulder Bike Summit, FasTracks Local Optimization Project, Boulder Transit Access Options Ms. Martha Roskowski GO Boulder Program Manager City of Boulder (303) 441-4155 roskowskim@bouldercolorado.gov TransitPlus Transit Needs Assessment Study and Implementation Plan Mr. Robert Goebel or Ms. Ann Skinner Town of Castle Rock 4175 North Castleton Court Castle Rock, CO 80109 (303) 814-6415 Express Service and Call -and -Ride Service Evaluations Mr. David Menter Mountain Metropolitan Transit 1015 Transit Drive Colorado Springs, CO 80901 (719) 385-5439 PBS&I Incident Management Plans (IMP) Mr. Jimmy Biren CDOT Region 2 (719) 562-5544 SH 392 Access Control Plan (ACP) Ms. Gloria Hice-Idler CDOT Region 4 (970) 350-2148 Central Park Boulevard Interchange Access Request (IAR) Jess Ortiz City and County of Denver (720) 913-1781 East Corridor EIS Ms. Carol Duecker Regional Transportation District (303) 299-6970 1-70 EIS and Sign Asset Management System Terri Lance CDOT Region 3 (970) 683-7533 SH 82 Corridor Optimization Plan Mr. Mike McDill City of Glenwood Springs (970) 384-6435 Coley/Forrest, Inc. City of Fort Collins City Plan/ Transportation Master Plan Update Mr. Ben Herman Clarion Associates (970) 419-4740 Salt Lake City — Transit Finance Solutions for North Temple Light Rail Line Mr. Frank Gray Director of Community and Economic Development Salt Lake City, UT (801) 535-6230 City of Aurora Cost of Development Study Mr. Bruce Rau Oakwood Homes lead firm for the real estate development community (303) 596-5993 Town of Erie — Public Finance Consulting Services Mr. Mike Acimovic, Town Administrator Town of Erie, CO (303) 926-2710 Ms. Molly Kostelecky, Finance Director Town of Erie, CO (303) 926-2751 All Traffic Data Services, Inc. City of Arvada Ms. Anne Tully (720) 898-7000 Fehr & Peers Mr. Jeremy Klop (303) 296-4300 FHU Mr. Dave Hattan (303) 721-1440