Chapter 2 Project Alternatives
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This chapter describes the project alternatives, including the build alternatives and the no-build alternative.

The no build alternative would maintain 4th Street and all its intersections in their existing alignments, lane configurations, and conditions. No improvements would be made to the roadway and intersections except for routine maintenance. As a result, existing and projected deficiencies in poor pavement conditions, existing and future traffic operations, roadway design, drainage, roadway lighting, and roadway and pedestrian safety would continue. Current economic trends would also be expected to continue with roadway improvements not contributing towards economic revitalization of the area. Although routine maintenance activities could correct poor pavement conditions, the underlying causes for pavement deterioration (poor drainage) would remain; therefore, pavement would be expected to deteriorate again relatively quickly. The no build alternative is presented in Figure 2.1-1.

Because of its popularity with the general public, a three-lane roadway section (two through lanes with a two way left-turn lane) was considered during the Detailed Analysis of Alternatives phase; however, this section was eliminated from further consideration. The three-lane section was favored by many because:

• It seemed to offer an opportunity to lower traffic speeds.
• It seemed to offer an opportunity to reduce traffic volumes by forcing traffic off 4^th Street and onto other roadways.
• Business owners felt that lower traffic speeds might result in an increased likelihood of customers to stop at their businesses.
• It might have been possible to offer additional amenities without additional right of way acquisition (bicycle lanes and pedestrian facilities).

Despite the appeal of the three-lane section, it was eliminated from consideration because:

• There are safety concerns regarding the three-lane section. The American Association of State Highway Transportation Officials (AASHTO) in the 1990 Geometric Design of Streets and Highways states that a two way left-turn lane should be used in highly urbanized areas with very low traffic speeds; otherwise, motorist and pedestrian safety may be compromised. This area may produce the higher speeds likely to cause more severe collisions.
• There are operational concerns regarding the three-lane section. In areas with frequent driveways, two way left-turn lanes tend to produce conflicts between drivers attempting to turn in opposite directions. In addition, two way left-turn lanes are often used as a refuge area for left-turning drivers. This also results in conflicts with drivers attempting to make turns.
• The narrower lanes in the four-lane sections would slow traffic more than the wider lanes in the three-lane section.
• In addition to the speed reductions with the 4-lane section, the provision of curb and gutter tends to reduce speeds even more.
• The traffic calming affects of the four-lane section with curb and gutter would enhance the calming effects of the roundabout proposed at Ranchitos Road.
• Because of the high traffic volumes on 4^th Street, vehicles attempting to turn left from the two way left-turn lane would have difficulty finding gaps to complete the turn.

Figure 2.1-1

• The three-lane section may pose problems to emergency vehicle (especially fire) navigation.
• Stalled vehicles tend to impede traffic on a three-lane section.
• Projected traffic volumes in the southernmost zone would cause the three-lane section to experience an unacceptable level of service; therefore, a three-lane section could be utilized only in the two northern character zones. This would produce a discontinuous roadway section throughout the project area and transition areas where traffic in the right hand lanes is forced to merge left to through lanes. These transition areas produce opportunities for accidents.
• Although room for bicycle lanes could be provided in a three-lane section, the bicycle lanes would be lost in the southern character zone where the number of traffic lanes increased. As a result, bicyclists would be forced to merge with regular traffic. This would produce additional opportunities for car/bicycle accidents.
• FHWA expressed concerns that adjacent roadway corridors would be negatively impacted by a lane reduction on 4th Street. As a result, an extensive areawide analysis of the roadway network in the area would be required. In addition, an Environmental Impact Statement (EIS), the highest level of environmental clearance, might also be required.
• The three-lane section did not conform to the State Implementation Plan (SIP). According to the Clean Air Act Amendments of 1990, all transportation improvement projects must be shown to conform to the SIP. For a project to conform, it must meet a three-part test. One of these tests is that the project must be identical in concept and scope as the project appearing in the area's conforming long range transportation plan. The transportation plan's conformity is proven by regional air quality modeling. Modeling performed to determine conformity on the approved and proposed transportation plans assumed a four-lane 4th Street; therefore, a three-lane roadway would be different in concept and scope from that contained within the plan and would be nonconforming. As a result, this section would be ineligible for federal funding.
• Although transportation plan amendments and subsequent air quality model runs could produce a conforming three-lane section, other projects in the Albuquerque area have shown these to be laborious tasks that could delay improvements by years.

For these reasons, the three-lane section was eliminated from further consideration.

The build alternatives that were advanced from the Detailed Analysis of Alternatives Report may reconstruct the roadway, realign the intersection of Osuna Road and Chavez Road, provide improvements to major intersections within the study area, provide drainage improvements, and provide pedestrian facilities. However, several different improvement scenarios may occur in different areas.

Because of efforts to meet the roadway users' and community's needs, the project area was examined from a functional use standpoint. This examination produced three relatively distinct character zones within the project area (see Figure 2.3-1). These character zones were defined based on traffic volumes, numbers of accidents, and land uses along the roadway. Each of these character zones contains a major signalized intersection.

Character Zone 1 began at the beginning of project, south of Solar Road, and proceeded northerly to Schulte Road. This zone was characterized by high traffic volumes, large commercial operations, few vacant properties, relatively high numbers of accidents, and was dominated by commercial land uses (12 percent residential). This Character Zone contains the Solar Road/4^th Street and the Osuna Road/Chavez Road/4^th Street intersections.

Figure 2.3-1

Character Zone 2 began at Schulte Road and proceeded northerly to Ranchitos Road. This zone was characterized by lower traffic volumes (approximately 18 percent less than Character Zone 1), mostly commercial properties (15 percent residential), smaller commercial operations, two schools, few vacant properties, and only one-fourth the accidents of Character Zone 1. This Character Zone contains the Ranchitos Road/4^th Street intersection.

Character Zone 3 began at Ranchitos Road and proceeded northerly to the end of project at Ortega Road. This zone was characterized by the lowest traffic volumes (approximately 38 percent less than Character Zone 2), highest percentage of residential properties (36 percent), small commercial operations, more vacant properties, and only one-fourth the accidents of Character Zone 1. This Character Zone contains the El Pueblo Road/4^th Street intersection.

Proposed project improvements are described by each character zone.

Realignment of Chavez to Osuna and Resignalization (see Figure 2.3-3)

This alternative would realign Chavez Road further north to match the existing Osuna Road alignment. The existing primary Northdale Shopping Center access point would become the primary entrance to Chavez Road and the existing Chavez Road/4^th Street intersection would be eliminated. The Northdale Shopping Center access point would be relocated north of the existing entrance. Fourth Street would be widened at the intersection to provide northbound dedicated left- and right-turn lanes and a southbound dedicated left-turn lane. Osuna Road would also be widened slightly at its intersection with 4^th Street to provide dedicated left-and right-turn lanes and a through lane for access to Chavez Road. Chavez Road would possess an eastbound dedicated left-and a right-through lane. The intersection will be provided with curb and gutter and sidewalk compliant with the ADA and its resultant regulations on all sides.

Realignment of Osuna to Chavez and Resignalization (see Figure 2.3-2)

This alternative would realign Osuna Road south to match the existing Chavez Road alignment. The existing primary access to the Northdale Shopping Center from 4^th Street would be closed and access would be gained through a new entrance to the north. Fourth Street would be widened at the intersection to provide northbound dedicated left- and right-turn lanes and a southbound dedicated left-turn lane. Osuna Road would also be widened slightly at its intersection with 4^th Street to provide dedicated left-and right-turn lanes and a through lane for access to Chavez Road. Chavez Road would possess an eastbound dedicated left-and a right-through lane. The intersection will be provided with curb and gutter and sidewalk compliant with the Americans with Disabilities Act (ADA) and its resultant regulations on all sides.

Plaza Alternative (see Figure 2.3-4)

This alternative does not realign Chavez Road or Osuna Road, but adds a circulation roadway between Chavez Road and the existing Northdale Shopping Center intersection at Osuna Road. This alternative also produces an area between the circulation roadway and Chavez Road that could be used as a plaza. The Chavez Road/4th Street intersection will become right-out (southbound) only and Chavez Road traffic wishing to turn north will utilize the circulation roadway to the reconstructed intersection with Osuna Road. Likewise, traffic wishing to proceed west on Chavez Figure 2.3-2

Figure 2.3-3

Figure 2.3-4

Road will utilize the reconstructed intersection at Osuna Road and the new circulation road to access Chavez Road. The existing primary access to the Northdale Shopping Center from 4^th Street would be closed and access would be gained through a new entrance to the north and a new entrance in the northwest corner of the circulation roadway.

As in the other alternatives, 4^th Street would be widened at the intersection to provide northbound dedicated left- and right-turn lanes and a southbound dedicated left-turn lane. Osuna Road would also be widened slightly at its intersection with 4^th Street to provide dedicated left-and right-turn lanes and a through lane for access to the new circulation roadway. Chavez Road, east of the circulation roadway, would become a single lane for right turns onto southbound 4^th Street. Both intersections (4^th Street/Chavez Road and 4^th Street/Circulation Roadway) will be provided with curb and gutter and sidewalk compliant with the ADA and its resultant regulations on all sides.

In this alternative, a five-lane roadway with a raised center median and curb and gutter and sidewalk along both sides would be constructed. The new section centerline would be offset approximately 8.5 feet (2.6 m) west of the existing centerline. The section would have four 11-foot (3.3 m) driving lanes with a 14-foot (4.2 m) raised center median with turnouts, and six-foot (1.8 m) sidewalks on each side that will comply with the ADA and resulting regulations. A storm water drainage system would be installed (described below) and transit improvements would also be provided. The typical section for this alternative is presented in Figure 2.3-5.

To ensure a safe and seamless transition between the five-lane section south of Solar Road owned by the City of Albuquerque and the project area, improvements to 4^th Street will be continued to the transition of the existing five-lane section approximately 350 feet (107 m) south of Solar Road. Although the roadway in this area is owned and maintained by the City of Albuquerque and not the Village of Los Ranchos de Albuquerque, the City has concurred with the need to provide a safe transition between the sections and supports the proposed improvements to 4^th Street. These improvements will be accomplished through a Memorandum of Understanding between the governmental entities.

Sidewalk improvements between Solar Road and Mullen Road will construct a facility of extra width (12 feet [3.7 m]) on the west side of the roadway to accommodate a shared pedestrian and bicycle facility. Although Guadalupe Trail is a bicycle route throughout this area, Guadalupe Trail is discontinuous between Solar Road and Mullen Road. As a result, 4^th Street is used to connect the two discontinuous pieces of Guadalupe Trail. However, with proposed 4^th Street roadway improvements, there will be insufficient width for bicycles and motor vehicles to safely share the roadway. To prevent excessive right of way acquisition and to eliminate the need for bicyclists to enter the roadway for a short distance and then cross the roadway to connect to Guadalupe Trail, a shared pedestrian and bicycle facility will be constructed. The shared facility will be striped and signed to minimize conflicts between bicyclists and pedestrians.

This shared pedestrian and bicycle facility will provide a connection for bicycles between the discontinuous portions of Guadalupe Trail by using the extra width shared facility and residential streets (Solar Road, Harmony Lane, Floretta Road, Kensington Drive, and Grecian Avenue). Although the connection is provided, it requires approximately 0.8 mi (1.3 km) of out-of-direction travel by bicyclists, which is not recommended by the City of Albuquerque. During final design, the City of Albuquerque has agreed to work with project designers to further improve this connection and minimize out-of-direction travel.

Figure 2.3-5

Pedestrian improvements are also planned for the east side of 4^th Street between Alamosa Road and Solar Road. The west side of 4^th Street has existing pedestrian facilities in this area. No improvements to the roadway will occur in this area.

Geometric Reconstruction and Resignalization (see Figure 2.3-6)

This alternative would add a left-turn lane to both northbound and southbound 4^th Street. Widening of Ranchitos Road approaches is not proposed. The intersection will be provided with curb and gutter and sidewalk on all sides.

Modern Roundabout (see Figure 2.3-7)

This alternative would provide a single lane roundabout. The two-lane approaches on 4th Street are reduced upon entering the roundabout to a single 13-foot (3.9 m) lane. Single approaches would be proposed on Ranchitos Road with dedicated right-turn lanes on both east- and westbound approaches to accommodate truck traffic. Minor realignment of Ranchitos Road would be required. The intersection will be provided with curb and gutter and sidewalk on all sides.

In this alternative, a four-lane roadway with curb and gutter and sidewalk would be constructed. The new section centerline would be offset approximately 0.5 feet (0.2 m) west of the existing centerline. The section will consist of four 11-foot (3.3 m) driving lanes and six-foot (1.8 m) sidewalks on each side that will comply with the ADA and resulting regulations. A storm water drainage system would be installed (described below) and transit improvements would also be provided. Transit improvements will consist of bus pull-outs where right of way is available to purchase. The typical section for this alternative is presented in Figure 2.3-5.

In this alternative, a four-lane roadway with shoulders and side tapers would be constructed. The new section centerline would be offset approximately 8 feet (2.4 m) west of the existing centerline. The section would have four 11-foot (3.3 m) driving lanes with 6-foot (1.8 m) shoulders on both sides of the roadway. Drainage improvements would include crushed gravel roadside swales, which drain to French drains, and then to retention ponds (described below). Transit improvements will consist of bus pull-outs where right of way is available. The typical section for this alternative is presented in Figure 2.3-5.

Geometric Reconstruction and Resignalization (see Figure 2.3-8)

This alternative would add a dedicated left-turn lane to both northbound and southbound 4^th Street and to westbound El Pueblo Road. The turning radii in the northeast and southwest quadrants of the intersection would also be improved for larger turning vehicles. The intersection will be provided with curb and gutter and sidewalk compliant with ADA and resultant regulations on all sides.

In this alternative, a four-lane roadway with curb and gutter and sidewalk would be constructed. The new section centerline would be offset approximately 0.5 feet (0.2 m) west of the existing centerline. Four 11-foot (3.3 m) driving lanes and six-foot (1.8 m) sidewalks on each side that will comply with

Figure 2.3-6

Figure 2.3-7

Figure 2.3-8

ADA and resulting regulations would be provided. A storm water drainage system would be installed (described below) and transit improvements would also be provided. Transit improvements may consist of bus pull-outs where right of way is available. The typical section for this alternative is presented in Figure 2.3-5.

In this alternative, a four-lane roadway with shoulders and side tapers would be constructed. The new section centerline would be offset approximately 8 feet (2.4 m) west of the existing centerline. The section would have four 11-foot (3.3 m) driving lanes with 6-foot (1.8 m) shoulders on both sides of the roadway. Drainage improvements would include crushed gravel roadside swales, which drain to French drains, and then to retention ponds (described below). Transit improvements will consist of bus pull-outs where right of way is available. The typical section for this alternative is presented in Figure 2.3-5.

The roadway in these urban sections will be crowned in the center with the roadway profile rolled from profiled high and low points to easily transport stormwater off the roadway. Stormwater will be collected by curb and gutters, filtered through drop inlets, and then transported to stormwater retention facilities. Each drainage collection system will be an independent system that collects stormwater for approximately 600 feet (183 m) of roadway (see Figures 3.2-4, 3.2-7, and 3.2-9 for the proposed facility locations). These drainage systems will be located throughout the length of the project.

Each drainage system will have drop inlets with filtration systems. The filtration systems will have a lined chamber capable of trapping roadway contaminants such as oil, grease, and other debris. From the drop inlets, stormwater will be transmitted to a trunk line under the center of the roadway and then transported to a series of stormwater retention facilities located approximately every 600 feet (183 m). The retention facilities will be underground basins capable of containing a 100-year rainfall event with the exception of facilities north of Paseo del Norte on both the east and west sides of 4^th Street that may be aboveground. Basins will be designed to maximize protection of groundwater.

Drop inlets with filtration systems will require periodic maintenance to remove collected debris and contaminants. The removed material will be disposed as a solid waste in a manner approved by local regulatory authorities.

The roadway in these rural sections will be crowned in the center and the existing roadway grade will be maintained. As a result of this grade, roadside ponding will continue to occur. To control and alleviate this roadside ponding, gravel-lined swales will be utilized to collect and transmit stormwater in these ponding areas to French drains and then to stormwater retention facilities, if necessary. Filter cloth and gravel in the French Drains will trap roadway contaminants such as oil, grease, and other debris. Figure 2.4-1 illustrates a typical French drain treatment installed on a roadway shoulder.

Figure 2.4-1

Lighting may be modified and lighting will be added at the Osuna/Chavez, Ranchitos Road, and El Pueblo intersections with 4^th Street. Additional roadside lighting will be provided throughout the corridor in these alternatives. Light fixtures will be more frequent in the southern portion of the corridor and less dense in the northern portion of the corridor. This lighting pattern will follow the pattern of traffic volumes through the corridor.

Lighting may be modified and lighting added at the Ranchitos Road and El Pueblo intersections. Lighting will be added to these intersection approaches and sporadically throughout the corridor only at locations that warrant lighting for safety purposes (e.g., Los Ranchos Elementary).

Due to the length of the project area and funding limitations, improvements to 4^th Street will be phased. As described in Chapter 1, the southern portion of the project area currently experiences severe operational problems caused by the offset at the 4^th Street/Osuna Road/Chavez Road intersection; therefore, improvements to Character Zone 1 will be made first. Improvements to the remainder of the project area will follow, but improvements have not been programmed.

The planned improvements to 4^th Street will correct deficiencies of poor pavement conditions, existing and future traffic operations, roadway design, drainage, roadway safety, roadway lighting, and will stimulate the local economy. The following chapter describes the social, economic, and environmental consequences of implementing these alternatives.

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