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Home My WebLink About20110880.tiff 39rctid �Pvd "i/49/) WELD COUNTY CODE ORDINANCE 2011-5 IN THE MATTER OF REPEALING AND REENACTING, WITH AMENDMENTS, A PORTION OF CHAPTER 8 PUBLIC WORKS, AND CHAPTER 22 COMPREHENSIVE PLAN, OF THE WELD COUNTY CODE BE IT ORDAINED BY THE BOARD OF COUNTY COMMISSIONERS OF THE COUNTY OF WELD, STATE OF COLORADO: WHEREAS, the Board of County Commissioners of the County of Weld, State of Colorado, pursuant to Colorado statute and the Weld County Home Rule Charter, is vested with the authority of administering the affairs of Weld County, Colorado, and WHEREAS, the Board of County Commissioners, on December 28, 2000, adopted Weld County Code Ordinance 2000-1, enacting a comprehensive Code for the County of Weld, including the codification of all previously adopted ordinances of a general and permanent nature enacted on or before said date of adoption, and WHEREAS, the Weld County Code is in need of revision and clarification with regard to procedures, terms, and requirements therein, and WHEREAS, the first goal of Section 22-3-60.A of the 2008 Weld County Comprehensive Plan recommended developing a county-wide transportation plan, and WHEREAS, County staff and elected officials will be able to use the Weld County Transportation Plan as a guide and tool to classify roads, to build the annual Capital Improvement Program, and to better coordinate transportation issues with other entities, and WHEREAS, the Board of County Commissioners recently reviewed and approved the Weld County Transportation Plan and Functional Classification Map. NOW, THEREFORE, BE IT ORDAINED by the Board of County Commissioners of the County of Weld, State of Colorado that certain existing Chapters of the Weld County Code be, and hereby are, repealed and re-enacted, with amendments, and the various Chapters are revised to read as follows. CHAPTER 8 PUBLIC WORKS Repeal and Reenact, with Amendments, Chapter 8, Article VIII PAGE 1 2011-0880 ORD2011-5 Article VIII Transportation Planning Sec. 8-8-10. Weld County Transportation Plan and Functional Classification Map. A. The Weld County Transportation Plan, as amended ("Transportation Plan"), is intended to summarize existing transportation conditions, recommend policy, funding, and roadway development for Weld County over a twenty-five (25) year planning horizon. The Transportation Plan will serve an integral part in the decision making process for Weld County staff and elected officials. The primary purpose of this document is to provide technical information that can be used as a basis for formulating transportation related policies. The Transportation Plan will also be an extension of the comprehensive plan focusing on basic travel characteristics unique to Weld County. The Transportation Plan is found in Appendix 8-N of this Chapter, and is intended to be used in concert with Chapter 22 of the Code. It is recommended to update this plan annually, and revise every five (5) years. B. The Functional Classification Map is a component of the Transportation Plan and is the process by which county roads are grouped into classes according to the character of service provided. The purpose of grouping the roads into classes helps identify width of future right-of-way and locations for future right-of-way reservation. It is recommended to update the Functional Classification Map every two (2) years. The Functional Classification Map is found in Appendix 8-O of this Chapter. Sec. 8-8-20. Adoption of Chapter VI, Transportation Element of Northern Colorado Regional Communities I-25 Corridor Plan Eight (8) regional communities in Northern Colorado, including the Weld County, have joined together to prepare the Northern Colorado Regional Communities 1-25 Corridor Plan (the "Plan"), which Plan encompasses an area in the County extending approximately one (1) mile on either side of 1-25 for a distance of five (5) miles, beginning at WCR 40 and extending northward to Colorado State Highway 60. The Plan includes in Chapter VI a Transportation Element, a copy of which is found at Appendix 8-K. The County adopts the Transportation Element for use in planning the transportation systems along said portion of the 1-25 Corridor within the County. Amend Appendix with the addition of 8-N —Transportation Plan —ATTACHED Amend Appendix with the addition of 8-O — Functional Classification Map —ATTACHED CHAPTER 22 COMPREHENSIVE PLAN Amend Sec. 22-1-150.B.4.a.10, Expansion of RUA Boundaries, to read as follows: 10) Include a prepared preliminary traffic impact analysis. All traffic analysis information and reports shall be prepared and certified by a state-registered professional engineer competent in traffic engineering and shall address impacts to on-site and off-site roadways and highways within the County. The intent of this analysis is to determine the project's cumulative development impacts, PAGE 2 2011-0880 ORD2011-5 appropriate project mitigation and improvements necessary to offset a specific project's impacts. This analysis shall include the following information: Amend Sec. 22-1-150.B.4.b.10, Modification to Land Use Classification of Property Already Within the RUA Boundaries, to read as follows: 10) Include a preliminary traffic impact analysis. All traffic analysis information and reports shall be prepared and certified by a state-registered professional engineer competent in traffic engineering and shall address impacts to on-site and off-site roadways and highways within Weld County. The intent of this analysis is to determine the project's cumulative development impacts, appropriate project mitigation and improvements necessary to offset a specific project's impacts. This analysis shall include the following information: Amend Sec. 22-1-150.6.5.1 Include a prepared preliminary traffic impact analysis. All traffic analysis information and reports shall be prepared and certified by a Colorado registered professional engineer competent in traffic engineering and shall address impacts to on-site and off-site roadways and highways within the County. The intent of this analysis is to determine the project's cumulative development impacts, appropriate project mitigation and improvements necessary to offset a specific project's impacts. This analysis shall include the following information: Amend Sec. 22-3-50. Transportation. A thru D - No change E. Any review of significant proposals for changes in land use should be accompanied by a corresponding review of this Section, and all roads should adhere to the standards set forth in the most current adopted plans and budgets. Established standards should guide the development of the transportation system throughout the unincorporated areas of the County. Land use proposals shall be reviewed and approved with guidance from Weld County's Transportation Plan, found in Appendix 8-N of this Code, and more specifically, the Functional Classification Map, as amended, found in Appendix 8-O of the code. Remainder of Section - No change BE IT FURTHER ORDAINED by the Board that the Clerk to the Board be, and hereby is, directed to arrange for Colorado Code Publishing to supplement the Weld County Code with the amendments contained herein, to coincide with chapters, articles, divisions, sections, and sub sections as they currently exist within said Code; and to resolve any inconsistencies regarding capitalization, grammar, and numbering or placement of chapters, articles, divisions, sections, and sub-sections in said Code. BE IT FURTHER ORDAINED by the Board if any section, subsection, paragraph, sentence, clause, or phrase of this Ordinance is for any reason held or decided to be unconstitutional, such decision shall not affect the validity of the remaining portions hereof. The Board of County Commissioners hereby declares that it would have enacted this Ordinance in each and every section, subsection, paragraph, sentence, clause, and phrase thereof PAGE 3 2011-0880 ORD2011-5 irrespective of the fact that any one or more sections, subsections, paragraphs, sentences, clauses, or phrases might be declared to be unconstitutional or invalid. The above and foregoing Ordinance Number 2011-5 was, on motion duly made and seconded, adopted by the following vote on the 25th day of April, A.D., 2011. BOARD OF COUNTY COMMISSIONERS WELD COUNTY, COLORADO ATTEST: Barbara Kirkmeyer, Chair Weld County Clerk to the Board Sean P. Conway, Pro-Tem BY: Deputy Clerk to the Board William F. Garcia APPROVED AS TO FORM: David E. Long County Attorney Douglas Rademacher Publication: February 16, 2011, in the Fort Lupton Press First Reading: March 14, 2011 Publication: March 23, 2011, in the Fort Lupton Press Second Reading: April 4, 2011 Publication: April 13, 2011, in the Fort Lupton Press Final Reading: April 25, 2011 Publication: May 4, 2011, in the Fort Lupton Press Effective: May 9, 2011 PAGE 4 2011-0880 ORD2011-5 YVV dVV VVV\t %? APPENDIX 8-N 2011 Weld County Axhh 2035 TRANSPORTATION PLAN dirr WELD COUNTY yk : TRANSPORTATION PLAN Road Map to the Future • U hh V • •w Weld County Public Works Department h A A h h AA hh h/A A AA h h A. WELD COUNTY 2035 77M SPORTATTONPLAN iltoin WUk COLORADO WELD COUNTY 2035 Tfi.atINSPORTATION PLAN Prepared for: Board of County Commissioners 915 10th Street Greeley, CO 80632 Prepared by: Weld County Public Works Department 1111 II Street Greeley, CO 80632 March 2011 Public Works Page 2 WELD COUNTY 2035 7W4NSPORTATTONPLAN 0 TABLE OF CONTENTS I. INTRODUCTION 5 A. HISTORICAL PERSPECTIVE 5 B. PURPOSE OF THE TRANSPORTATION PLAN 6 C. BACKGROUND 9 II. TRANSPORTATION PLAN GOALS 15 III. INVENTORY OF EXISTING CONDITIONS 16 A. FUNCTIONAL ROAD CLASSIFICATION PLAN 18 B ROADWAY CONDITIONS 24 C. TRAFFIC VOLUMES 32 D. LEVELS OF SERVICE 35 E. CRASH HISTORY 39 F. MULTI-MODAL FACILITIES 42 G. EXISTING BRIDGE CONDITIONS 50 H. HAZARDOUS MATERIALS ROUTES 53 IV. REGIONAL TRANSPORTATION PLANNING 54 A. TRANSPORTATION PLANNING REGIONS 54 B. HIGHWAY 85 COALITION 55 C. OZONE NONATTAINMENT BOUNDARY 57 D. NORTH 1-25 EIS 60 V. WELD COUNTY ROAD CLASSIFICATION PLAN 62 A. FORECASTED GROWTH 62 B. 2035 TRAFFIC VOLUME PROJECTIONS 67 C. FUTURE ROADWAY PLAN 69 D. FUNCTIONAL CLASSIFICATION DEFINITIONS 71 E. UPDATING THE ROAD CLASSIFICATION 76 F. ROAD CLASSIFICATION GUIDE 77 VI. LONG RANGE TRANSPORTATION PLAN 81 A. LONG RANGE PROJECTS 81 B. IMPLEMENATION STRATEGIES 86 VII. POLICIES AND GUIDING PRINCIPLES 89 APPENDIX A ROADWAY INVENTORY I APPENDIX B CONCEPTUAL COST ESTIMATES III APPENDIX C TYPICAL ROAD CROSS SECTIONS XI APPENDIX D ACCESS MANAGEMENT GUIDELINES XII APPENDIX E ADEQUATE PUBLIC FACILITIES XIX APPENDIX F ROUNDABOUTS XXIII APPENDIX G ON-LINE TRANSPORTATION SURVEY XXIX APPENDIX H ACRONYMS XXXIV APPENDIX I TRANSPORTATION PLAN REFERENCES AND SOURCES XXXV Public Works Page 3 WELD COUNTY 2035 TRANSPORT.4T/ONPLAN LIST OF FIGURES Figure 1: Strategic Roadways Map 10 Figure 2: 1995 Weld County Road Classification Map 17 Figure 3: FHU Road Classification Map 22 Figure 4: MUD Structural Transportation Network 23 Figure 5: Weld County Road Map 24 Figure 6: Fugitive Dust Abatement Map 28 Figure 7: Roadway Maintenance Threshold 30 Figure 8: Traffic Volumes Map 33 Figure 9: Levels of Service Diagram 37 Figure 10: Crash Data Map 41 Figure 11: Multi-Modal Map 45 Figure 12: Rural Transportation Service Area Map 46 Figure 13: National/State Trails 49 Figure 14: Sufficiency Rating Diagram 50 Figure 15: Hazardous Materials Routes Map 53 Figure 16: DRCOG Denver-Boulder-Greeley-Fort Collins 8-Hour Ozone Nonattainment Area Map 57 Figure 17: Weld County 8-Hour Ozone Nonattainment Boundary 58 Figure 18: North I-25 EIS Study Area 60 Figure 19: North 1-25 recommended preferred alternative 61 Figure 20: Modeling Roadway Network 62 Figure 21: Subarea Growth Factors Map 63 Figure 22: Weld County Traffic Analysis Zones (TAZ's) 66 Figure 23: 2035 Traffic Model 67 Figure 24: Weld County Classification Map 75 Figure 25: Guide to Modifying Urban Road Classifications 79 Figure 26: Guide to Modifying Rural Road Classifications 80 LIST OF TABLES Table 1: Existing Weld County Function Classification Roadway Definitions 21 Table 2: County Road Miles by Functional Classification 25 Table 3: Mining& Gravel Operations 29 Table 4: Top 10 Highest Traveled County Roads 33 Table 5: County Road VMT by Functional Classification 35 Table 6: Top 3 Accident Intersections for 2009 40 Table 7: Top three Accident Intersections for 2010 40 Table 8: Rail Service Providers 44 Table 9: Sub-Area Growth Factor 64 Table 10: Capacity (VPD/Lane) 65 Table 11: Road Classification Definitions 70 Table 12: Short, Mid and Long Range Improvement Needs 81 Table 13: Summary of Roadway Improvement Needs 85 Public Works Page 4 WELD COUNTY 2035 TRANSP0RTATT0NPL.4N I. INTRODUCTION A. Historical Perspective In 2011, Weld County celebrates its sesquicentennial (150 year anniversary). Incorporated in 1861, Weld County was named after Lewis L. Weld, the first territorial secretary of Colorado. Weld County is the — F third largest county in the state covering almost 4,000 square miles in north central Colorado. Its importance as an agricultural region dates back to its inception in the early 1860's. Today, Weld County continues to be r-- one of the most agriculturally productive counties within the state. fps \i _a...try it a, J, �iw.. :.4. 'Sn►:4414: art First County Truck Nash Quad (1921) How did the road network begin? The Resolution of 1889 established rights-of-way along section lines of public domain lands. Those properties or lands out of the public domain included railroad property, patented lands, and State Land Board Lands; everything else became a legal 30' right-of-way on each side of the section line throughout the entire county (60' total right-of-way). These rights-of-way allowed roadways to be constructed, which established the foundation for the road network system throughout Weld County. Public Works Page 5 WILD COUNTY 2088TRANSfCRTA77QVPLAN B. Purpose of the Transportation Plan The Weld County Transportation Plan will serve an integral part in the decision-making process for Weld County staff and elected officials. The primary purpose of this document is to provide technical information that can be used as a basis for formulating transportation related policies. Mi58iOn To ensure the sustainability of Weld County's quality of life, this plan shall consider preserving the rural tatRmgnt character, while providing strategies that sustain urban development. With Weld County's diversity, addressing priorities, such as safety and mobility, will rely on creating a balanced, well-maintained Th¢ purposq. of transportation system. thR WRId Countg Transportation plan is to provide a coordinated eountg-wide road 8g tem Westbound WCR 54 that mOVe8 peopie and According to the State Demography Office, Weld County's 2009 population estimate is 259,699 goods in a residents. This equates to approximately a three 3af e percent (3%) annual growth rate, which identifies Weld County as one of the fastest growing counties geonomical, in Colorado. As a result, ongoing growth and and ¢f f icient development will continue to increase traffic demands on the county's roadway network. These manner. impacts are continually difficult to accommodate both physically and financially. In an effort to plan and prepare for travel demands impacting current and future growth, Weld County Public Works is undertaking the process to develop the first-ever comprehensive county wide transportation plan. Public Works Page 6 WELD COUNTY 2035 TRANSPORTA770NPLAN Incorporated or Unincorporated? INCORPORTED Within the County boundaries reside thirty-one incorporated municipalities and as many MUNICIPALITIES: unincorporated communities, all having their own Ault, Brighton, Berthoud, unique identity. Weld County's diversity provides the Dacono, Eaton, Erie, Evans, residents an abundant amount of choices and Firestone, Frederick, Fort opportunities for homes, businesses, recreation, and Lupton, Garden City, leisure activities. Gilcrest, Greeley, Grover, Hudson, Johnstown, Keenesburg, Kersey, LaSalle, Lochbuie, Longmont, Mead, Milliken, Northglenn, Nunn, Pierce, 4fig Platteville, Raymer, • . w Severance, Thornton and Windsor. UNICORPORATEDliir" 14 t COMMUNITIES: �$ " " r,,, 1= Barnesville, Briggsdale, '• A •i Buckingham, Cam field,Carlson, Carr, Chatoga, Cornish, Dearfield, Dover, East Eaton, Ft. St. Vrain, Galeton (Zita Town), County Line Road (1921) Gearhart, Gill, Gowanda, Many of these Weld County communities have Green City, Hardin, adopted transportation plans of their own. Weld Hereford, Hillsboro, County reviewed these documents to ensure a Lucerne, Keene, Keota, Kuner, Peace Cemetery, regionally coordinated implementation strategy is Poudre City, Prospect recognized county-wide for compatibility and future Valley, Masters, Purcell, improvements. As a result, this regional outreach Puritan, Roggen, Sligo, hopes to encapsulate a balanced county-wide Stoneham Vollmar, transportation system uniting the entire region. Wattenberg and Youngstown. There is a symbiotic relationship between transportation and land use, which is true for both ADJACENT COUNTIES: rural and urban areas. By coordinating transportation planning and land-use planning, multiple benefits are Adams, Boulder, revealed through effective utilization of Broomfield, Larimer, transportation resources. Such benefits include, Logan, Morgan, Laramie, improved travel choices and options; reduced road WY and Kimball, NE. network demands & vehicle miles traveled; less time spent driving; increased community health and active living; economic vitality; and improved air quality. A Public Works Page 7 WELD COUNTY 2035 TRA&SPORTAT/ONPLAN comprehensive transportation approach can be employed through development design standards, programs, and policies that support a wider variety of transportation choices. Therefore, the purpose of this 2035 Transportation Plan is to summarize existing transportation conditions and recommend policy, funding, and roadway development for Weld County through the 2035 planning horizon. This timeline supports current travel modeling efforts of the North Front Range Metropolitan Planning Organization (NFR MPO), the Denver Regional Council of Governments Metropolitan Planning Organization (DRCOG) and the Colorado Department of Transportation (CDOT). The most recent Weld County Comprehensive Plan update was completed in December of 2008. The 2035 Transportation Plan will also be an extension of the comprehensive plan focusing on basic travel characteristics unique to Weld County. 1ii ) fr / ii'li s I, ` {; . - vim , • Y . ka 11 A 1 1 S1 l / x litt V }a "�; aS V 1 i 3 7, 1T1 Courtesy of CDOT:Fort Vasquez Weigh Station on Hwy 85 in 1957 Public Works Page 8 WELD COUNTY 2035 TRANSPORTATiONPLAN C. BACKGROUND WCR 74(1921) In the late 1990's, Weld County was experiencing significant .. " growth pressures by new . `0 +. residential, commercial and ' industrial development. To address these growing demands, the County pursued implementing a road impact 4"Pv, t W . fee. Impact fees are one of '-\•mv‘ "' the most direct ways for local governments to require new developments pay their pro- .4 ' _ ,. .4i41,,,•„4-0%.?-. ' rata share of the cost of new 4z. vKa. infrastructure facilities required to serve that development. The charges are typically assessed based on a standard formula and are collected at the time of building permit issuance. In 1999, Duncan & Associates prepared the initial Weld County road impact fee study for the Windsor and Southwest assessment districts that were experiencing the greatest pressures of growth. The road impact fees for these areas were intended to be multi-jurisdictional. The County implemented the road impact fee effective December 1, 1999 based on only two service areas. The Windsor study area included Windsor and Severance and the Southwest service area included all or parts of eight municipalities (Longmont, Broomfield, and Northglenn, and the Towns of Erie, Frederick, Firestone, Dacono and Mead), and it was an assumption of the study that most of them would participate with the County in a regional impact fee system, which was intended to avoid competition between jurisdictions over the fee amounts. However, ultimately only Frederick and Longmont decided to participate. In June 2001, Duncan & Associates prepared an update of the road impact fees in the Southwest Study Area. The update was limited to f I T recalculating the impact fees for a redrawn Southwest service area, which excluded all of the non participating municipalities. Then, in 2002, Duncan & Associates in association with Felsburg, Holt & Ullevig prepared + Fag a County-Wide Road Impact Fee WCR 98(1922) Photo Courtesy of CDOT Public Works Page 9 WELD COUNTY 8035 TRANSPORTAT/ONPLAN Study. Like the previous studies, the County-wide study was based on a demand-driven model. The difference with this study was the funding of capacity-expanding improvements within the assessment districts on major roadways identified in the Strategic Roadway Plan. For the purpose of the impact fee study, these major roadway systems were classified as major arterial roads. The Strategic Roadway Plan classified seven roads as "Strategic" meaning they were of more importance to Weld County's transportation system than other major arterials due to function, length, and connectivity to multiple communities. Following is a list of the Strategic Roadways, which are depicted in Figure 1: ➢ Weld County Road 13 ➢ Weld County Road 22/24 ➢ Two Rivers Parkway (WCR 27) ➢ Weld County Road 49 ➢ Weld County Road 74 ➢ I-25 East Parallel Corridor (WCR 9.5/11) ➢ I-25 West Parallel Corridor (WCR 5/7) Figure 1: Strategic Roadways Map Weld County Strategic Roadways a awn. • � .. ,. ..� . __ `�i♦i• ;i:;! ,= � -4' Ali• eo .ad�� ....... . .. ...... --•ry Public Works Page 10 IIELD COUNTY 2035 77t.4NSPORT.4ThONPLAN In 2010 Duncan Associates, Inc. was contracted to reevaluate the County road impact fees and strategic roadway plan. Due to the fact that it has been eight years since the last fee update, many changes were anticipated including a shift in the "Strategic Road" concept which will be further discussed later in this plan. In addition to the Strategic Roadways fulfilling a road impact fee function, they also serve the County as regional corridors which parallel the State Highway System. Since the Strategic Roads were recognized as regional corridors, Weld County Public Works began performing corridor studies in 2002. The intent of the corridor studies was to refine the alignment or geometry problems associated with the "Strategic Roads", as depicted in Figure 1 of the Strategic Roadways map, on page 10. Each study included a thorough public process consisting of several open houses, one-on-one meetings with adjacent landowners, and local jurisdiction collaboration. This public process has been so successful, that the same methods have been implemented by the Public Works Department for non-strategic roads. The following bullet points provide a historic summary of the arterial corridor transportation planning studies completed in accordance with the Strategic Roadway Plan: ❖ Western Arterial Corridor Study - This is the only corridor study recommending reservation of 150' of right-of-way on WCR 27.5 (Two Rivers Parkway). The study area was broken into two segments. The north segment focused on routes for the Western Arterial Greeley Route, beginning at the intersection of SH 60 and WCR 396 extending north to SH 34. The southern Two Rivers Parkway segment analyzed the existing SH 60 intersection from US 85 on the south, north to the curve that once existed into Milliken. CDOT has since made improvements to this intersection, which now includes a traffic signal. The preferred alignment was determined to be south from the SH 60 & US 85 intersection north to WCR 27.5, continuing north on WCR 27.5 to WCR 54 (37th Street) along a new alignment from WCR 54 to SH 34 Bypass at 83r° Public Works Page 11 WELD COUNTY 2033 TR4NSPORTAT/ONPLAN Avenue. The study encompassed approximately 5.4 miles in length, and was adopted by the Board of County Commissioners in December of 1995. • 1-25 Parallel Arterial Corridor Study - this study preserved 140' of right- of-way on either side of 1-25 for approximately 24 miles. The study aligned WCR 7 and WCR 7.5 on the west side of 1-25 and WCR 9.5 and WCR 11 on the east side. This study was adopted by the Board of County Commissioners in October of 2003. • WCR 49 Corridor Study - the study identified a means of connecting WCR 49 from US 34 north to SH 14, which is approximately nine miles in length. This study was adopted by the Board of County Commissioners in October of 2004. • Weld County Road 27 (Two Rivers Parkway) Alternative Alignment Study - this study divided Two Rivers Parkway into two segments. The northern segment recommended a new alignment extending from 83"' Avenue north from approximately WCR 64.5 to SH 392. This alignment includes a new railroad and ditch crossing. The southern segment was an extension of the Western Arterial Corridor Study alignment, which focused on SH 60 north to WCR 378. While the Western Arterial Corridor Study recommended a 150' right-of-way, this study recommended a 140' right-of-way, and included a new Big Thompson River crossing. This study was adopted by the Board of County Commissioners in June of 2007. ❖ Weld County/Longmont/Mead Subarea Analysis (a.k.a. Black Hole Study) - this study encompassed the west side of 1-25 from SH 66 south to SH F ;,;,6 119. The intent of this study was to bring 1 ` i L� multiple jurisdictions C • � _ . . (local governments, Z. " k, Railroad, & State Parks) (. ) t, together in the Mixed Use Development (MUD) • a area to coordinate . i, transportation issues. . 4 ? This study was u.. L, completed in May and ®° c- 4 ti,...e,SW*I7..re,. adopted by the Board of - . �,a : Awn County Commissioners 2 Fume RaaEwal Plan in August of 2008. Public Works Page 12 WELD COUNTY 2035 TEANSPORTATTONPLAN ❖ WCR 24 Corridor Study - this study recommended a preferred alignment connecting WCR 22 and WCR 24 across the South Platte River. This study was adopted by the Board of County Commissioners in December of 2008. ❖ Weld/Adams County Line Crossroads Alignment Study - WCR 2 (168th Avenue) is a section line adjustment for land surveyors. As a result, the roadways do not align with each other. This study was a multi- jurisdictional effort between Thornton, Northglenn, Adams County, Weld County, and the City and County of Broomfield to study how best to realign six intersections east of 1-25. The roads included WCR 11 (York St.), WCR 15 (Holly St.), WCR 17 (Quebec St.), WCR 19 (Yosemite) and WCR 49 (Watkins). This study was adopted by the Board of County Commissioners in November of 2008. .' Street Allston*C^li°°`Study + "0" Street Alignment � _ .�_ Study - this study Zal 1 aia >r it . ,, ,144 recommended an �, 1,_ , -, , , A h l east/west arterial road r ' . , t 3 alignment of 0 Street 3 *r t _ extending west from Two q �� = b _,4. Rivers Parkway (83 � A , `� ,4,4[4' . �� :' Avenue) to Crossroads i `' Blvd (Windsor) at SH 257. L r "� This effort included r- °' • , Windsor, Greeley, and 41 Mciw - T t C Weld County. The Board lli . ; `__ a' of County Commissioners R �, adopted the study in December of 2008. ❖ WCR49/Imboden Alignment Study - this study recommends a preferred alignment for Imboden Road, an arterial roadway in Adams County, connecting to WCR 49 .. 0 south of 1-76. This — Ali.- study was adopted by � !!_�► li EC the Board of County ` � � Commissioners in May N �sin',li®® of 2009. dWei ititt II fill a is 1114INIal tt IIM6 Atrztfra Public Works Page 13 WELD COUNTY 2035 TR.4NSPORTAT/ONPLAN The above mentioned studies can be obtained by contacting the Public Works Department. The intent of the studies is to serve several functions: 1) to allow local landowners to plan for future roadway improvements or impacts. 2) right-of-way preservation for land use planning 3) for Road Design Engineers to use as a starting point for detailed designs, and 4) for Transportation Planners to use in travel models. However, these corridor studies will only be as successful as the jurisdictions implementing them. Developers should be requested to preserve or dedicate the ROW to help design and construct the improvements identified in the studies. Future spot analysis corridor studies will be a function of the overall transportation system and processed as a future amendment to the Transportation Plan. tit);:* STRi TME I99%IMo TRAaSPORTATIMI t. tie FUTURE The Weld County Transportation Plan will strive to accomplish many goals, which are identified in the following chapters. For example, the transportation plan will review strategic roadways and their role in the overall road network, update the road classification plan, and generate an improvements project list with associated conceptual costs. The plan also acknowledges and incorporates a number of changes that have occurred since the 2002 Duncan Associates Study, including: ➢ The eight years of development experience and roadway improvements since 2002; ➢ County land use forecasts, including updated North Front Range MPO and DRCOG regional travel demand models that reflect new land use forecasting; ➢ Updated roadway construction costs; and ➢ Define new County road classifications and cross sections. Public Works Page 14 WELD COUNTY 2035 TRANSPORTATION PLAN II. TRANSPORTATION PLAN GOALS The intent of the transportation plan goals are to be specific enough to guide the development of the plan, but flexible enough to respond to changing conditions and community implementation policies. The overall policy goals for the Weld County Transportation Plan are as follows: Public Works Page 15 wYELD COUNTY 8085 TRANSPORTAT/ONPLAN III. INVENTORY OF EXISTING CONDITIONS Before you can understand what is needed, you have to evaluate what you have. Therefore, the process of inventorying existing conditions began with assessing the entire transportation system, so we can better understand its overall function in Weld County. The starting point to accomplish this task began with collecting and reviewing all of the local jurisdictions transportation plans, including those adjacent to the County. By analyzing these documents, staff could determine current system deficiencies as well as interpret future needs over a twenty-five year planning period. Weld County's roadway network is the prevailing means of transportation for this region. The federal and state highway systems serve as the backbone of this roadway network. Where the Transportation Plan is used as a tool to guide the Capital Improvement Program (CIP), Development Review and Planning with land use recommendations and decisions, the functional classification plan is a component of the transportation plan and is the process by which county roads are grouped into classes according to the character of service provided. The purpose of grouping the roads into classes helps identify locations for future right-of-way reservation. A roadway classification plan is intended to perform the following three functions: 1. Define the function (a combination of mobility and access) that roadways within a system should be Planning planned to provide; 2. Identify the design characteristics (cross- section and geometric Functiona standards), which Classification' Plan roadways should demonstrate given their function; Engine ;+'ng En, neering (Develop -nt 3. Define the amount of Review) (CIP) right-of-way which should be preserved to construct the ultimate roadway. Public Works Page 16 WELD COUNTY 8085 TRANSfORTATIONPLAN 0 As depicted in Figure 2, Weld County's last officially adopted road classification plan occurred in 1995, which was a component of the 1995 Weld County Comprehensive Plan. Since then considerable changes have occurred, necessitating a review and revision of the County's road classification plan and road cross sections for the approximately 3,000-mile roadway system. Figure 2: 1995 Weld County Road Classification Map TRAA.PRRTITIR.Y PLO MAP II • r• .•«»n Ir u««•••,r•«•r•.•r••••. ..•r.•w.r.. • • Y Y•r M.r•.r x wm rrr»u••r•.»rr•r.• r«r«.r rY rY•I.rY r•.r.«rw rr rl..ru• •r •» i r fir` .. 0. t \ ti I ,t r•. T. \ , H . ... .t 1 , .y- . . l„l\ i .._ .-+_. I. J • i . • t -. coLQRAUl1 M• i 1 . TRA IIMTATIOc NL:1�" .N.lP Y e•: tflL ...,.^.•4!^" II... , pi/4!'.p? I‘1, .111 F — ....:; IF. I •F i fr4r* ;±T. racr+ov •••�. r a. ♦r•r-a. ar a1YISnu•.»Ii.UN•t..p..•IORO>•:I:Ir.•u...R:Y.n..•.o.. ..•n.•w r . •w » Public Works Page 17 liELD COUNTY 2035 TR VSPORrArIONPLAN A. Functional Road Classification A roadway network is comprised of a hierarchy of roadways whose functional `*- classifications are defined by their usage. Diu Typically, roads serve two functions; they provide access and mobility. The relative s . degree to which a road serves these functions defines its functional classification. In order of their ability to - Y provide mobility, the roadway functional types are more thoroughly described as follows: 1-25 Corridor Federal and State Highway System Freeways usually serve long distance travel between major communities and provide the greatest mobility, with strictly controlled access allowed only at interchanges. No direct property access is allowed. Much of the primary roadway system in Weld County consists of roads that are maintained by the federal and state governments: ➢ Weld County has two freeways within its boundaries. Interstate Eastbound US 34 25 (1-25) and Interstate 76 (1-76). They are defined by high speeds and - access is provided by - ` widely spaced, grade- separated interchanges. ➢ Two other federal highways within the county are US 34, which provides a major _ "- , - east/west segment, while US 85 is a major %An north/south route. These highways provide regional mobility functions to and through the county. Public Works Page 18 WELD COUNTY 2035 TRANSPORTATION PLAN ➢ State Highways in the county include segments of SH 14, SH 52, SH 56, SH 60, SH 66, SH 71, SH 79, SH 119, SH 257, SH 263, and SH 392. These roads generally serve arterial roadway functions. • .. 1 xn_ • Y= Eastbound SH 119 Southbound SH 257 Arterials Arterials carry longer-distance traffic flow for regional, intercommunity and major community purposes. The primary difference between freeways and major arterials is access; freeways have fully controlled accesses with no at- grade intersections, while arterials include limited at-grade intersections. Arterials can carry significant traffic volumes at higher speeds for longer distances, and are seldom spaced at closer than one-mile intervals. In Weld County, the State highway facilities comprise the majority of arterial roadway needs. Outside of the State system, Weld County's arterial road network consists predominately of two-lane rural arterials. Arterials transitioning into the municipalities tend to become four lanes carrying major traffic flows to important activity centers. Collectors Collectors link local roads with the arterial road system. Both mobility and access are of equal importance on these roadways. Travel speeds and volumes are moderate and distances traveled are short to medium. Traffic on collector roads typically has an origin or destination within the nearby area. Weld County also has unpaved rural collectors. These roads are located more in the north and east portions of the County where the population is less dense; however, regardless of traffic volumes, these roads collect the traffic from the Public Works Page 19 HELD COUNTY 2035 TEANSPORTAT/ONPL.4N local roads and feed to paved collector or arterial roads. Many arterials and collectors in Weld County have direct access to residences, farms and irrigation ditch roads. Collector roads transitioning into municipalities tend to be connections within residential, commercial and industrial areas. They are usually two to four lanes and connect city centers, schools and neighborhoods. Local Roads In both rural and urban areas, the primary function of local roads is to provide access to adjacent land uses, whether they are residences, businesses, or community facilities. Local roads are closely spaced, two $ ,4 lanes wide, and carry relatively lower traffic volumes short distances. They generally are internal to or serve an access function for a residence, farm, single neighborhood or development, and generally, should lead traffic to a Eastbound wcx6 collector road. Scenic Byways Scenic and Historic Byways are nominated by local partnership groups and designated by the Colorado Scenic and Historic Byways Commission for their exceptional scenic, historic, cultural, recreational, and natural features. The Pawnee Pioneer Trail Scenic Byway represents the only scenic byway designated within the County. On page 46, Figure 13, National/State Trails Map depicts the Pawnee Pioneer Trail, which is more specifically described as beginning in Ault, routes east along Highway 14 then travels northward through the Pawnee Grasslands, passing the Pawnee Buttes before turning south on Highway 52 and ending in Ft. Morgan. This scenic byway is identified on state highway maps. Appropriate signs delineating the route are strategically located to keep motorists on the appropriate route. Through the Pawnee Grasslands, the trail byway utilizes existing gravel roads that are regularly maintained by Weld County. •frz r�. ea Public Works Page 20 WELD COUNTY L0U TRANSPORTATIONPL4N cal EXISTING SOURCES In 1995, the last roadway classification plan occurred with the adoption of the Comprehensive Plan. There are currently several County sources which address roadway classifications, including the Weld County Comprehensive Plan (Chapter 22) and the County's Subdivision Ordinance (Chapter 24). These sources identify three primary classifications of roadways including arterials (paved and unpaved), collectors (paved and unpaved), and local roads. Table 1, shows these defining parameters as documented in these sources. Currently, many of the parameters typically used in defining roadway classification are not specified in these County documents. These criteria include: 1) relative trip length and, to a lesser degree, 2) origin/destination service and spacing. Also, shown in Table 1 is the disparity between the Comprehensive Plan and the Subdivision Ordinance relative to the daily traffic volume thresholds for arterial and collector roadways. Table 1: Existing Weld County Function Classification Roadway Definitions Roadway Service Between Major Continuity Spacing Daily Traffic Classification Origin/Destination Comprehensive Plan Arterials Countywide& Not >1,000 vpd (Paved) Statewide Not Specified Specified (>650 In Subd.Ord)' Arterials Countywide& Not Specified Not >200 vpd (Unpaved) Statewide Specified Collectors Smaller Areas Local Area Service Not Less >200-1,000 vpd 000- Between Arterial Roads than'/. 650 inSubd.Ore(Paved) & Countywide and Local Roads Mile' Local Area Service Collectors Smaller Areas Not >100 vpd (Unpaved) & Countywide Between Arterial Roads Specified and Local Roads From Local Developedas Surrounding Area Specified <200 vpd Collectors Specification in Weld County Subdivision Ordinance Other classification criteria also used by Weld County includes roadways stratified by three major categories including section line roads, rural subdivision roads, and urban subdivision roads. Also, the roads are categorized as being either major or minor. In addition, to assist staff with road classifications, the County has also been following a road classification map originally developed by Felsburg, Holt & Ullevig (FHU) in 2002, and revised again in 2005, but was never officially adopted by the Commissioners. That map is depicted in Figure 3, FHU Road Classification Map. Public Works Page 21 WELD COUNTY 2035 TRANSPORTAT/ONPLAN Figure 3:FHU Road Classification Map n_ I3`33 3' i k ii-' iii r ten --- -- :='; a. �� u..• won. R retxst u , ■��"aa. " 1■i 10 t .. . a e ai l,Ill��lb� wee _ ry e m r l .nx SIM MET -` , r te ...., xec Ipr L,III: I: s .. ole: 17 --L-- to e 1 s si a wI ` . ,.. �a+.^ ... Y�11■ oo I W I it .:n,� 2O3 / ' I`_.-..� tk$ --Anson. .... ;i iiii i ; hall;; IE Si ;i o:. . ,-.�-n w ga 'o•goa<wary xRr:mrm Frgure 6 1,7 u'a.<rr=.w=:„`. ' Recommended Weld County Roadway Classification System nit-xaR\:nsr-u•,, Y Specific to the 1-25 Mixed Use Development (MUD) near the l-25/SH 119 Interchange is a set of roadway standards that also identifies arterial roads, collector roads, and local roads. Relative to defining each of the road classes, the MUD Development Standards simply refer to the County's Comprehensive Plan. However, the MUD standards also identify a local area classification plan as well as cross-sectional standards for the various roadway classes. Figure 4 maps the existing MUD Transportation Network. Public Works Page 22 WELD COUNTY 2035 TRMNSPORTAT/ONPLAN Figure 4: MUD Structural Transportation Network - h ,0 a a I • ,31118/7-2.1 1 O?4e f i ICR 92 1 I I I 1 sr L on 'u��s,�.., 1 1 I99 IC 1 U I 1 T 1 _-SH ee I 1 tr'7iti- t I tc/, ., 1 K 1 . ,_. 7 ere 28 I I 1 1 rar_,yL ___I - CR EB 1 v_ /-til h 1 I I T •♦_ r—�r 1 R IID i L} — ———— ::: 1 Ii III �� -cr— r--, ICR 20.5 II 1 1 6--b- -J---i ----- ICR 20 Legend -25 MUD Areo Boundary a'-�moo Feel —Interstate • Existing Signal ———6 Lone Major Arterial Q New Signal ———0 Lane Major Arterial pT "rons1t Center ———0 Lone Minor Arterial Strategic Roadways - CR 24 8 CR 13 —2 Lane Collector 1-25 Mixed Use Development Area Structural Plan Map 2.2 Structural Transportation Network *DEPICTS TRANSPORTATION PLAN AS BUILD 0111 OCCURS My IS.Me With the adoption of the Transportation Plan, all of the individual corridor studies and previously adopted future roadway plans, including the strategic roadway map, have been combined and incorporated into this one document. Future changes to the roadway network as a result of capital improvements or major development proposals should amend the transportation plan accordingly. Weld County intends to revise the County Code to be consistent with the recommendations of this document. Public Works Page 23 WELD COUNTY 2035 TRANSPORTATION PLAN B. Roadway Conditions Weld County Public Works Department provides for the maintenance and construction of roads, bridges and storm drainage facilities in public rights-of- way throughout the county. The Department is comprised of 9 separate Divisions including: Administration, Bridge, Engineering, Grading, Maintenance Support, Mining, Pavement Management, Trucking, and Weeds. The county maintains approximately 2,995 miles of road. Of those miles, 2,306 are unpaved and 689 miles are paved; additional road miles exist in the communities and State highway system. With this amount of road system, the County recognizes the regional physical characteristic diversity county-wide. Weld County contains both urban and rural areas on some rolling terrain, but county-wide it is predominately level terrain. Figure 5 illustrates the surface conditions (paved vs. unpaved) of the roadway network. The majority of county roads located in the urban areas are paved. However, many of the rural roads remain unpaved. Overall, approximately 23% of all Weld County roads are paved. Figure 5: Weld County Road Map / ..i ,11..71-4, ,1d i . 1 a , �! ., / u I I .3 e- 1 1111 -_ ` 11 T it riff" '; � ,� ,3 r f; t i— j , 1 L ti_ ltil .17:11 Till j i. T II n _y' l. - � .; Er.� f_'_ �F i i ' 1►_ • iI- r I III 1 . 4 I • _��.11 I 1. } , Weld County S 4 uw I ✓�12- -`a=_ an. Roads ' l�T�V at• CJ+ 1 re. a gi' + 41i r u 1— a' ,t 1 _ , F �. Gt. ' ' I llii uiri W I IITV 1 1a-Gl -a �` __r I L F r,t c Public Works Page 24 WELD COUNTY son 727ANSPORTA77ONPLAN Arterial roads are all paved and comprise only eight percent (8%) of the County roads (not including state highways). The collector roads comprise fifteen percent (15%) of the County system and more than one-half of these are paved. Most of the unpaved collector roads are located in the northeast portion of the County. The vast majority of county road miles (77%) are local unpaved. Table 2, provides a summary of the mileage of County Roads within each functional road classification in unincorporated Weld County. The collector and arterial roads comprise less of the roadway system, but the annual average daily traffic (AADT) volumes depict the majority of traffic traveling on these roads. Table 2:County Road Miles by Functional Classification Functional Classification of Roadways (Miles) Arterial Roads • Collector Roads • Local Roads 80/ Roadway Distance Functional Distance %of Total Classification (Miles) County Mileage Arterial 237.93 8% Collector 432.34 15% Local Roads 2261.17 77% Total 2931.44 100% • ~Ars T, Public Works Page 25 WELD COUNTY 2035 TR.4NSPORTATUONPLAN Unpaved Roads Weld County classifies unpaved 4.44\\ roads in two categories: 1. Untreated gravel; 2. Treated gravel. . • _. .' Untreated gravel roads are ones that do not receive any surface treatments. Treated gravel roads are roads that have been treated with chemicals to control dust. Weld County uses different topical treatments to control dust. Within budgetary constraints, the / qt.. 11 County maintains unpaved roads in // ,.. accordance with the State Air j Quality Control Commission and the Colorado Department of Public Health and Environment (CDPHE) standards. In an effort to comply with these regulations, Weld County Northbound W( RS uses the following methods for dust mitigation: 1. Surface treatment using dust control agents; 2. Six-inch stabilized aggregate base using dust control agents; 3. Paving, based up qualification through the CIP prioritization process; 4. Speed limit reductions; and 5. Periodic watering. Approximately 10 miles of dust controlled roads are added to Weld County's maintenance program every year. Figure 6 shows the unpaved county roads treated with full depth magnesium chloride. To continue providing efficient county services with limited resources, Public Works has been proactive in finding new technologies which advance our mission. Some of these wise investments include acquiring applications in Geographic Information System (GIS) for: data WCR 134 Public Works Page 26 WELD COUNTY 2035 TR.4NSPORTAT/ONPLAN collection, aerial photography, traffic counting, signage installation and replacement, and culverts. These resources allow the department to be extremely responsive when citizen concerns arise. Weld County is proactive, and continues to try new innovative technologies to improve customer service. On unpaved roads, dust control methods include applications which help reduce chloride uses, that are easier to apply, and safer to the environment and traveling public. For paved roads, modified asphalt mixes are being tested. The county is seeing successful road improvements within the pavement management division for the following applications: 1. Having standard asphalt mixes include 30% recycled asphalt; 2. using paving with a warm mix asphalt, which is extremely energy efficient because it takes half the energy to produce; 3. using an asphalt mix which includes 15% recycled roof shingles; 4. lastly, to create a better low cost all service weather road, Weld County is chip sealing and slurry sealing over Recycled Asphalt Pavement (RAP) roads. These successful projects represent the County's commitment to provide county residents the highest level of customer service in the most energy efficient and cost effective manner possible. •� ti - Se_ Or ort • t Road Reclaimer WCR 29 Public Works Page 27 1ltLDCOUNTY E085 TRANSPORTATION PLAN Figure 6: Fugitive Dust Abatement Map Figure 6: Fugitive Dust Abatement Map_ Fugititive Dust Abatement Roads (Full Depth Treatment) Inset Map _v 01234 rt .' el .r. e$C •-i _ _ �t t E "illhAret ,. ‘1.— 14 t0 /4' to li 9444 7 -"•� k i Weld County Public Works iiirer 1" ipi.a°r * " V61 eaamr�fr az ,e ' F it Sax-. i R' ' ,■ grrarI �r e_O e�5Mf w � �ii i 1 "At ■Igl r: a ut F 1.1'1 ••ghm`.I Q '. ■ �0'_nLa { _ 0 8 16 24 32 Howled vr 0010 Public Works Page 28 WELD COUNTY 2035 TRANSPORTATION PLAN Mining Division Operations The Department of Public Works finds, permits, excavates, and processes gravel from County owned and operated gravel pits located across the County. The Grader Division then utilizes the gravel on County roads. Over time, road traffic pushes the gravel to the edges of the roads and during dry conditions, the finer fraction (clay material) of the gravel road migrates away as wind-blown dust. Application of dust control measures including water and chemical dust suppression reduce, but do not eliminate, loss of the finer material; replenishment with new gravel is needed. Weld County utilizes 9 active gravel pits, some are leased from local owners, some are wholly owned by the County. An additional 8 depleted gravel pits are in some stage of reclamation closure. Gravel production and utilization varies each year depending upon then current gravel road conditions and in response to other demands for construction equipment. In recent years, on average, the County has graded over 2,300 miles of gravel roads annually and replenished gravel to an average of 340 miles of roads per year using approximately 250,000 tons of gravel. The County primarily uses its own gravel for this maintenance work, however, spot purchases from commercial providers does occur. Table 3: Mining&Gravel Operations 2004 2005 2006 2007 2008 2009 2010 Miles Miles Miles Miles Miles Miles Miles Grading 2410 2411 2406 2360 2283 2268 2268 Dust Controlled 57 65 56.5 56.5 73 72 68 Replenishment(miles) 447 403 160 359 407 190 400 Replenishment(tons) 335,250 302,250 120,000 269,250 305,250 142,500 300,000 Weld County l Mining Operations Public Works Page 29 WELD COUNTY 2035 TPSA4NSPORTA770NPLAN Figure 7:Roadway Maintenance Threshold Paved Roads to Ase+ art. Weld County adds 3-5 miles of paved roads to its system every year. The Pavement Management Division oversees 300- the road maintenance, which > 500 includes overlays, crack filling, 500 seal coat applications, asphalt vpd vpd milling, patching, and curb & gutter repairs. Due to the amount of county roads to be maintained, Public Works strives to remain innovative with current maintenance applications. As a result, Weld County does not have a standard requirement for when Gravel or RAP treated roads shall be paved to a standard asphalt surface. Figure 7 diagrams a maintenance threshold guide for future road improvements. In accordance with the functional classification map, future road improvements should focus traffic towards paved or treated roads where resources have already been invested. More specifically, Public Works decision making for future projects should take into consideration how to guide traffic from the local roadway network to feed into to all collectors and arterials, which are constructed to handle more traffic rather than trying to treat multiple local low volume roads. Weld County's fugitive dust program is in place for unpaved roads carrying more than 200 vehicles per day (vpd) for a minimum three month time period, pursuant to Weld County Code Section 8-6-100. When traffic increases to the 200-300 vpd range, the use of alternative topical treatments may be considered prior to using full depth magnesium chloride. Due to the cost of full depth treatments and the volatility of traffic counts, other dust - abatement methods may be considered prior to using magnesium chloride. Should the AADT on a road segment 04 08 ?009 fall below the 200 vpd standard, dust control WCR 13-RAP Road Public Works Page 30 WELD COUNTY ROSS TRANSPORTATTONPL.AN mitigation may be discontinued by decision of the Board of County Commissioners. Depending on the site specific circumstances, the County may also consider alternative paving applications, such as recycled asphalt pavement, and local low-volume paving for traffic volumes ranging between 300-500 vpd. When traffic exceeds the 500 vpd threshold, or the percentage of truck traffic requires a structurally stronger roadway, the County requires a free draining structure adequate to support traffic. Full depth asphalt paving is not permitted. In 2008, Weld County began a recycled asphalt pavement program. RAP applications are not as expensive a treatment as paved roads (hot bituminous asphalt), but is an adequate roadway surface for roads with lower traffic volumes and little to no truck traffic. RAP roads wear down quickly with higher traffic volumes or heavy vehicles, and require a different long-term maintenance program than paved roads. Even though the design or character for RAP roads differ from "paved" roads, most drivers view these as paved roads. RAP roads in 2010 included portions of Weld County roads 13, 29, 53, 70, and 76. Over the years, Weld County has moved away from constructing local low- volume roads. Local low volume roads are defined as roads servicing rural or undeveloped areas that have minimal truck traffic and low traffic volumes. Typically, the travel lanes are 11' with 2' unpaved shoulders. Weld County is reassessing the use of paving local low-volume roads as an intermediary tool to protecting the investment of existing infrastructure by placing an emphasis on maintaining the existing roadway system. ® ® �I \ 4 s Local Low-Volume WCR 70 Between WCR 21&WCR 23 Public Works Page 31 WELD COUNTY 8035 TRANSPORTATION PLAN C. Traffic Volumes Traffic volumes signify the relative usage of a roadway. When compared to roadway capacity estimates, traffic volumes also reveal how a road is functioning (level of service) and if improvements to increase capacity are necessary. Figure 8 illustrates the range of existing traffic volumes for all county roads. The specific road count can be found on the roadway inventory in Appendix A. Average Daily Traffic (ADT) is one of the most commonly used measurements of traffic volume. ADT is defined as the total number of vehicles passing a certain point in both directions in a 24-hour period. Weld County maintains an AADT (Average Annual Daily Traffic) traffic count database, which includes truck traffic. When evaluating traffic volumes, the County uses data over a three year time period. This allows staff to analyze any potential irregularities that may have occurred, such as road closures, construction projects, etc., or new developments in the area. In Weld County, the heaviest traveled road is CR 74 east of Windsor, which serves 9,919 vpd. Otherwise, the majority of traffic travels primarily on the state system. Table 4 shows the county busiest roads. These segments carry the greatest traffic volumes, which reasonably tend to be around the municipalities, like Greeley, Windsor, and Longmont. The roadways within the northern and eastern portions of the County carry very little traffic. Some of these roads carry fewer than 10 vpd. "61 44214",#x> ll 3�5' ' f y'wtr a $s,',- r^tin s ate '+n v t 4k 11 _ u _ • V w 1-25 Corridor Public Works Page 32 WELD COUNTY 2035 TRAASPORTA770NPLAN 0 Table 4:Top 10 Highest Traveled County Roads CR 74* 9919 CR 13 CR 21 CR 35* 7463 F M. CR 66 CR 49* 6430 CR 30 US 34 Two Rivers Pkwy 5772 CR 396 CR 378 CR 1* 5742 CR 28 CR 34 Turner Blvd. 4952 Dead end SH 119 CR 62 4929 CR 13 CR 17 CR 19 4622 CR 70 CR 74 CR 31 4460 CR 64 SH 392 CR 17* 4027 CR 50 US 34 CR 53* 3780 SH 34 CR 60.5 CR 60.5* 3693 CR 49 CR 55 Two Rivers Pkwy 3669 W 4th St CR 64.5 CR 74 3548 CR 31 CR 35 CR 378 3521 Two Rivers Pkwy 65th Ave CR 54 3519 CR 13 Hwy 257 CR 13 3278 CR 26 Hwy 66 CR 49 3193 CR 18 CR 22 CR 55* 3048 CR 60.5 SH 392 * This segment is longer than 2 miles and contains multiple traffic counts. The count displayed was the highest traffic count for the segment. Public Works Page 33 ift$LD COUNTY 2035 TRANSPORTS4T/ONPLAN 11) Figure 8:Traffic Volumes Map Figure 6: Traffic Volumes Map Weld County Traffic Volumes .��iil{ii S Inset Map !r'r r' "r - s+� otzs• ly1 n[7w:'j.■r' ■`ii■_CC■\t■ it tr - ' 'L a1 I 1 I e a 1mPstis . RRr,it - �.. + e:jj.-i_ 'Si I!! e, a 'aa -glttl� 6t\ al j=" II 11h1 .1e I Y i, . tr , T 'Pea ill 'I 'w! I ..4 k PaalMOT a AL Snotwilike I ]F 1 .. ] •a din, F Gamma* ■rf _ till to lam. le as / �. ii 1 >flriil '=1 ••• �tr� _�y1 ■II p■ VAS County Public Waits MPP�461 =iSar+ Air..., � 1pp^-sMP■ r ri■r ■ llil. ■�rrMar..rr. t*t —tea. ' .y T. •atalsek_ ■■ r✓f_i ., ■ j �■■■� - ®ales mi �I ' 0 5 10 15 20 E ,.. r. .. .. ame cart Public Works Page 34 HELD COUNTY 20357R4NSPORTA770NPLAN Vehicle Miles of Travel (VMT) is a quantitative measure tracking the usage of the county roadway system. VMT is calculated by taking the summation of the product of the traffic volumes times the length of the roadway segments over which they travel. In the past, Public Works did not keep records of VMT, unless a specific scenario warranted it. Since, this measurement is a standardized tool used in traffic data analysis; Public Works had the majority of the arterial and collector roads inventoried so VMT could be calculated. A more detailed list of VMT data for specific roadway segments can be found in the inventory spreadsheet, which is located in Appendix A of this document. Table 5 provides a summary of the VMT of travel on currently on County roads. The arterial and collector roads account for Table 5:County Road VMT by Functional Classification COUNTY ROAD VEHICLE MILES OF TRAVEL BY FUNCTIONAL Functional CLASSIFICATION Classification Vehicle Miles of Travel Percent of County Vehicle Miles of Travel Arterial 296,087 40% Collector 38% Local 160,298 22% TOTAL 743,042 100% D. Levels of Service A roadway's capacity can be defined as the maximum traffic volume that can be accommodated at desired levels of service. Capacity is defined differently for different roadway types, such as unpaved versus paved roads, as well as the amount of traffic flow, usage, on 2 or 4 travel lanes. The majority of Weld County roads contain two travel lanes. The nationally accepted source for highway capacity evaluations is the Highway Capacity Manual (Transportation Research Board, 2000). Weld County also uses American Association of State Highway and Transportation Officials (AASHTO) also known as the Green Book, and the CDOT manual to assist with capacity calculations. A number of quantitative evaluation indices are used to evaluate vehicular traffic flow along roadways and through intersections. The three most widely Public Works Page 35 HELD COUNTY 2035 TEA SPORTATRW PLAN used are Level of Service (LOS), volume to capacity ratio (V/C), and vehicle delay (minutes). Level of Service (LOS) is a transportation term that measures the level of congestion on a roadway. This roadway efficiency classification is specified by a letter designation on an interval scale consisting of six levels. These levels are graded from an optimal Level of Service A (free-flow) to an unacceptable Level of Service F (highest levels of congestion and corrective action is warranted). Intermediate grades between level A and F designate decreasing roadway efficiency. This classification is consistent with the recommendations of the Highway Capacity Manual. For example, in rural areas, a Level of Service C is desirable for arterial and collector roads. However, Level of Service D is practical where unusually high traffic volumes exist or where terrain is rolling or mountainous. • WCR 122 looking west Public Works Page 36 WELD COUNTY 2035 TRANSPORTATION PLAN Figure 9: Levels of Service Diagram . •Free flow movement peed Limit ' ,g nsignalized Intersection Delay 510 sec '! olume to Capacity Ratio <0.6 wag� •Reasonably free flow;only slightly restricted s+ •Speeds beginning to be restricted by traffic conditions,but close !- the speed limit. s", a.. nsignalized Intersection Delay 10-15 sec , olume to Capacity Ratio 0.6-0.7 § ,e . tr: 1111•In stable flow zone;somewhat restricted ost drivers are restricted in the freedom to select their own 6. nsignalized Intersection Delay 15-25 sec olume to Capacity Ratio 0.7-0.8 •Approaching unstable flow;noticeably limited D ignificantly slower than speed limit,drivers have little freedom select their own speeds. nsignalized Intersection Delay 25-35 sec plume to Capacity Ratio 0.8-0.9 •Unstable flow E 'y ' icantly slower;may be short stoppages ignalized Intersection Delay 3 --50 sec olume to Capacity Ratio 0.9-1.0 S ,": •Almost none;unacceptable congestion;forced flow. n . , ignificantly slower;stop-and-go `" nsignalized Intersection Delay 250 sec ' olume to Capacity Ratio >1.00 IINSIIIIMIIIIIMPIIIIIIIMISIIIIIIIISIIIIIISIIIIIIIIIIIIIIIIIIIIIMIIIIM Public Works Page 37 WELD COUNTY 2085 TRWNSPORTATTONPLAN Figure 9 displays the many factors that Level of Service takes into account, including vehicular delay, maneuverability, driver comfort, congestion delay, and travel speed. LOS is normally reported for rush hour of a typical weekday, also known as peak hour. Weld County tries to maintain LOS C or better for the overall roadway network. Level of service standards cannot guarantee actual system performance at all locations at all times. These standards assist in identifying appropriate roadway improvement needs, but need to be balanced with other considerations such as funding availability, environmental issues, and other constraints. Volume to Capacity Ratios Figure 9 also shows the Volume to Capacity ratio (V/C ratio) for Arterial roads. For system-wide evaluations, the V/C ratio is an i appropriate means of analyzing roadway performance. The V/C ratio compares the capacity of a j road, as it is designed and / constructed, to the volume of / traffic it carries, or is projected .z- to carry in the future. As volume WCRI20 increases on a roadway facility, speed typically decreases, freedom to maneuver decreases due to the presence of more vehicles, and driver comfort decreases due to the need to watch the movement of more vehicles to maintain safe spacing. It is anticipated that roadways will experience higher v/c ratios during peak hour commuting periods and, conversely, lower v/c ratios during non-peak travel times. The daily capacity characteristics mentioned in the previous section are the basis for the v/c ratios. These ratios are used to determine needed roadway improvements. Road segments with v/c ratios greater than one are slated for improvements. The last operational evaluation measure is delay. Delay measures the quality of service provided to the road user, which includes driver discomfort and frustration, fuel consumption, and lost travel time. Besides the operational evaluation measures, there are also qualitative elements of a transportation circulation system. They include arterial continuity, network redundancy, and hazardous areas. Arterial continuity implies it is highly desirable to provide as much continuity to the network as possible. Therefore, it is preferable to extend arterial corridors even in the absence of high traffic volumes. At a minimum, such Public Works Page 38 BELD COUNTY 2035 TRANSPORTATION PLAN extensions should be made to interconnect facilities that have an equal or higher functional classification. Another qualitative element of network evaluation is network redundancy. Just as the name implies, this is the level of redundancy provided by the network. It is preferable to have an overall system plan that provides alternative routing between various origin and destination pairs, rather than a single route that can shutdown a major portion of the system should an incident occur. Westbound WCR28 In essence, Weld County's strategic roads provide network redundancy to the State Highway system by paralleling these facilities, as well as having multiple interconnections which allow traveler route choices. The principal of network redundancy applies to both the lower functional classifications (collectors and locals) and the higher arterial functional class. Hazardous or conflict areas is another set of qualitative, system-level evaluation measures that reflect the need to improve certain corridors or spot locations for the purpose of eliminating or reducing hazardous characteristics. These improvement recommendations include both high-and low-volume roads, as well as corridors exhibiting deficient design characteristics, even if excessive accident rates have not yet occurred. Of particular significance are those areas where incompatible travel modes cross each other. You can see this interface in Weld County where the roadway network crosses the freight rail operations. E. Crash History Weld County performs a Hazard Elimination Analysis on the county roadway system annually. Crash Records reported by the Colorado State Patrol and Weld County Sherriff's Department are compiled and a query is performed to identify locations that have significant concentrations of crashes. A review of the crash records is performed categorizing the crashes into property damage only accidents (PDO), injury accidents, fatal accidents, and eliminating accidents that occurred when the driver was under the influence of drugs or alcohol. The crash rate is then calculated by using evaluation and engineering equations. The crash rate determines the hazardous locations within the county; Public Works Page 39 WIELD COUNTY. 2085 TRANSPORTATTONPLAN subsequently an onsite review of these crash locations is performed to determine any improvements that can be made to the area to mitigate the hazardous location. Crash rates for the county roadway system are low when compared to the State Highway system. Figure 10 illustrates individual county-wide crash locations from 2007-2010, as well as the crash evaluation that is used in the Hazard Elimination Analysis. Table 6 shows the three highest accident intersections on County roads in Weld County for 2009. Location Weighted Accident Rate (Rw) WCR 35 at SH 392 21.37 Table 6: Top 3 Accident WCR 43 at SH 392 16.31 Intersections for 2009 WCR 21 at SH 66 16.16 � a fia � 4 T ## 1 ��T 3' s� 'r.3c v x �, • ec its 7`v�^ -r- �_ WCR 35 and SH 392 The Colorado Department of Transportation (CDOT) also recognized this intersection as a safety concern, and has since then constructed auxiliary turn lanes. This project improves the safety and flow of traffic on this highway. Table 7 shows the highest accident intersections calculated for 2010. Table 7: Top three Accident Location Weighted Accident Rate (Rw) Intersections for 2010 WCR 22 at WCR 41 14.99 WCR 55 at SH 392 14.41 WCR 21 at SH 66 11.79 Public Works Page 40 WELD COUNTY 2035 TR4NSPORTA4n ONPLAN Figure 10: Crash Data Map Apure a: Crash Data Map �, Weld County 2007-2010 Crash Data Map Inset Map .4 • lye z ' r ai4_ M ye t� t... 0tIf a • [e ld9Je 9 1 E gum L. 3 t v)- a - Y like ss On I. + as d1 t .1 1 aa 7., 'Sit 'pP' D..''. JI Legend Or `1 S. :9 a M A • : tr EMI r N .`>-i'M ` ' J _. tam 90o mlun fats Weld CwMYPWIk Works {I rni ■ �I� 57 31 UN um 'in II �YL R_. '. tni ! .•Y Y I ' IDq 98 Y IID 9 .4; eL. imitra , t . • I, r I 0 5 10 15 A Awed Lam Public Works Page 41 WELD COUNTY 2035 TRANSPORTATION PLAN F. Multi-Modal Facilities Vehicles are not the only form of transportation operating in Weld County. Other transportation services include Air, Rail, Public Transit, Bicycle, and Pedestrian. On page 42, Figure 11 illustrates the multi-modal facilities operating in Weld County. Air Transportation The Greeley-Weld County Airport is one of the busiest general aviation airports in ( „ Colorado routinely accommodating approximately 145 000 takeoffs and - pp Y , landings per year. The Airport is classified as a general utility airport, capable of accommodating all types of general and business aviation aircraft users. Courtesy of Greeley-Weld County Airport During 1921-1942, the Airport existed at two different sites and was called the Greeley Municipal Airport. In 1943, The Greeley-Weld County Airport moved to its present location, within Greeley city limits along the north side of Colorado Highway 263. Today, the Greeley-Weld County Airport is an independent governmental entity owned and operated by the Greeley-Weld County Airport Authority. The Airport Authority was formed in 1978 by the City of Greeley and Weld County, and is governed by an independent Board of Commissioners. A significant asphalt runway project was completed in 2000. The Airport Authority constructed Runway 16/34, which measures 10,000' long by 100' wide. This expansion project also included a new 6,000 square foot terminal and administration building, as well as additional infrastructure improvements. The Airport Authority also rehabilitated Runway 9/27 measuring 5,800' long x 100' wide. In 2004, the Airport Board of Commissioners adopted the current Airport Master Plan. .A► $ ` a:y "'- The main focus of this plan addressed those undeveloped Si ` _# areas of the airport. Approximately 42 acres of — land on the northeast portion of the airport was identified for future priority y ;,at development, in the same ' f general area previously occupied by Runway 17/35 Courtesy of Greeley-Weld County Airport Public Works Page 42 WELD COUNTY 2035 TR4NSPORTATIONPLAN before it was closed and demolished. Additionally, the airport master plan identified an additional 40 acres of land for aeronautical development on the airport's east side, adjacent to Weld County Road 47. Courtesy of the Town of Erie In southwest Weld County, there is also a municipal airport located in Erie. Erie Municipal Airport is owned and operated by the Town of Erie, .. _ and is located off of State _ ""' Highway 7, approximately three miles west of 1-25. The main runway is concrete paved and 4,700 feet long. Two other airports identified on the multi-modal map include Easton/Valley View airport and Platte Valley airpark both of which are privately owned and operated airport facilities. All airports in Weld County can be found on the Multi-modal Facilities map in Figure 11 on page 45. Ilia f ars atAIJIMINUISPAn Rail System ae• ° Oa'6°°OaOO OO°•a'° °0 0 a 0 e o e 0 v '.9090909090909e09090909090,90909090909090909090909090 090 °eo ov°a-a— a e a a e e a a 0 a e a a a a a 0 a 0 0 a e a a a o a Historically, the Railroad ° °e a v v v v a o °lava°°a°v°a°v v°° °a°v °v °°° v°aa°vaaeaaaaa o e ° ° ° ° ° a ° 0,000°0 e e o o v o o °°°000 m°p00000a000000. o°°eve a°e a v e a ve°a°n _a ° v_v_v°vaa°°v°enee0 a°aY°v°m°oo Acts of the 1860's and v a a a v 909 "al e v avvv: ''90909090a090 o°v°u°°o°a°0000°aoeeiv°o°v°000000°e°v°2200020°ova°0o°°°°iiai°ama°°iov" 1870's gave railroads land a aOo a a°°a o° e aaaaag°aa0a000a0aaa0°°°°°°^°'°°^°'agaa vaoav va v ° vaa°ee aeveavv ea to offset the costs of A(j a v v o v v as a s nemu vmvaav°uaaaeaaaaaeamevvaevaaavvavavavggvavv e e v a a 6 v a a vu°vv_v°vvaavvvvvvvaavvaav°eavvvvvvvvv°vvvavvvaava ]4y{ °a°a°e a°e°a°v°e°o°e°e e°v�°o°O°o°ao°a°a°v°a°a°°°a°m°°ac°a°°o°vo°°°°°ye°°co°vg°c°vu °v°v°vo°a°°°° construction. They were ° ° ° ° ° ° ° ° ° ° ° °°°°°°°°°°$�„�°°^iiini°oe°e°'0°e.....COYC ° a a-v-a-e-e v'v eaa v a a"v aaeaaaaeavaa°aaaevogvva _ 0"0"0'0"0"0'0"0'0"0'0"0'0'0"0°J000 aaaaaaaaaeeav avevamaaaaa vavaaavvea0 originally given sections a s 0. a s a a v e v e as v vaavvvv°vaaavaavvvvavvaavvvvv avvvveovvma o v a v a a°a v a ° e v o v evvav°evvvavvvvvoevavvvmveovv vvovvvwoev a ° a a a v a a a v a a:a a s av vv vvavvevv vaavvvvvvev°aagaav°vaav (square mile tracts) up to a e v o a a 0 o e ° e as na000000aewaaenaammmeg°amavmaaame a a a e a 0 ° v. v v a e v v a°caeevaeana°evavaevvavanavavma0mvamun: _° ° a a a a a e a ° v ° a ° ° °a°av°v°o°°ma°e°evaav°a°°°vmv°m°°m°° v v a s a. a s-a a a a a a e avvovv aaaaaaaaeavv vuvvaa0avmvamaa' 20 miles from the main line ° ° a ° ° a ° ° ° a e °a°° ° o°°v°age°v°°°v°v°°°°aavvxavvm°vmvv v v aea °aaaaaaeaeeaa9•.°°°°°!"°'°°°.'.°°.'..°.•aanaaaa s ✓ a v°a'eavae v°a o°o°v° v a a aaaaaaa - track on each side, but ° a a a ° o° a ° ° °a ° ° ° a muaaaaaa ,v v g ° v v o v v v a a a a e a aaaamc... vaa avvv avvovv 0evav°vvv0ea a.v v a v v e v v ° a a n a v leaaevava later were allowed to °`:° ° ° a ° ° ° gam vaa°: o a e-a a e'aa°_°a a s o ° 0aa°a0. e® aaaea v:v vvv la.a a.a „a v a a ° v oa°•h v.° v a a vva°vvavvava.. receive extra sections of o O a as a o0aa aa°O O°O0 000aanaaaa 110.00 - .ate _- -• v a ° v.•v m 00000. er•a�a�a- land to compensate for °" a e°v-o°v°v°e°v°v ✓'o'av v-v .. ° v v va vv vv v �° vgvvvv .a a e e v ° my a a a a ° a a v v v a avvvvvvvvv v.a a.v u ale a a v v a o a v a a v alaaaaaaaau those sections that were aaaea a a al°-a°°°°a a ° °O a000a000aa v'a a 0°am'n- a ° a'0-v-a-v v°v°° e°: O 0 °.lava 0 a v v v a 0 v a u a mv°vaaaava already taken out of the -° ° ° ° ° °'°OO ° ° ° °O ° ° ° ° °°°°°°°°°°° e ° ° aoa a 0 a a 9a 0 aJ00e0am0av 0 0 0 ° also ° a a 0 a 0 0 o a a a.anaavaaa00aa public domain. This ° v..a_e a ..g g a a v a v Ooveneaaa .. vaa °a° va. ° e-v ° v vn aav as aaa000nameaaaa. ...nom, a a vaa o v a ° v v a a a aevogee°vaemaa • m•v o nv e 0 a a a v v a a a a vmaavaaav°v equated to every other ° o o °'o ° ° ° ° ° ° ° ° °°°°°°°°°vaavaa. ° v v v vvv e v e v e v ° 0 va°eaaaaaaaaaav°aa .log v a a g➢°v v a a v vvvmm°a a w:av-a'aa a a u a -a a e section, e- S. mostly odd a a c e a ma a a a a a a a a a °maavvavaaav°a .'ova a v v a a a v v a a v v v °••v0 0^00000000. 0 a 0 v a al° v v a u a a 0 0 v o 0 a-aammaaa numbered sections, as °a°a a°O •°a a s a0000 O ovaa 0=°• shown in the adjacent picture. The railroad filed a map with the General Land Office showing the sections they claimed. The Weld County Railroad Sections map is a handmade Public Works Page 43 FIELD COUNTY 2085 T&4NSPORTATIONPLAN drawing to illustrate the railroad sections, which are represented in orange. However, not all odd numbered sections were railroad sections. Since the map was filed considerably prior to 1889, the railroad sections are considered to have been taken out of the public domain and therefore, not part of the 1889 Order of the Board of County Commissioners discussed at the beginning of the plan. Today, the rail transportation system in Weld County primarily serves the purpose of moving freight. Union Pacific Railroad, Burlington Northern Santa Fe Railroad, and the Great Western Railway each operate rail lines in Weld County. Both Burlington Northern Santa Fe and Union Pacific are considered Class 1 Railroads. Railroads are classified based on their annual operating revenues. According to the Surface Transportation Board, the classification is determined by comparing operating revenues for three consecutive years to the following scale: • Class I - $250 million or more • Class II - $20 million or more • Class III - $O to $20 million • Great Western Railway is classified as a Class III railroad. Table 8 summarizes the existing • rail service providers and the approximate length of track within the County. '0.f. Table 8: Rail Service Providers Railroad Owner Rail Segment Length Burlington Northern Santa.Fe Railroad I-76 Corridor 45 notes Union Pacific Railroad Denver-Greeley-Wyoming 140 miles Great Western Railway Greeley-Windsor-Johflstown 80 miles The only passenger train service traveling through Weld County is Amtrak's California Zephyr. The California Zephyr averages speeds of 55 mph and runs from Chicago to Emeryville, CA (San Francisco). Through Weld County the train parallels the 1-76 corridor continuing on to Denver's Union Station. Figure 11 shows the Burlington Northern Santa Fe Railroad, Union Pacific Railroad, and the Great Western Railway, as well as abandoned rail lines in Weld County. Public Works Page 44 WELD COUNTY 2035 TRANSIOQTATIONPLAN O Existing Multi-Modal Map ...- Inset Map ; -. i....� .. , ..� .. it /Mil ml; dif, so Ill mm .‘,.. lf 0 li .ir.,. ..J .ors ti%+ibej.Pe..ar•amour s ; ikj y�r en.- •.r 'h, b ,.Minty Airport i ., !i...t :.#a.., �• I' ti li, Q mesa it -,H'"+_...• ' I �. ! ',fir yr� --_ __L �hn7 i�]rt+. l'�'i i3��, r xi #1 Weld County Public Works '`r �^ ri .9391 ^�, rF�1i fl T. May 2009 r Jogs .. law iij ort r :..-.. .-.�_`y !i♦r w �"w°° ..� f' i' • • • p�f•. i; O 6 10 15 20 r "imfis�li 1 u{�F I• zz �( r,• I l rirlln i 15,- . 1 • .3 Y-1„...! !+J l.i.- . a.Yeb,ltai.n U..N urol ��R. .Vjigr:r.•" T�71N► .f , - k �9YYMr.RaYq J' - �r ire A '' ' :'i al am 4ii.. �W�{��t. Ar0- ti.. Rea Nab: =Wee. I►�"" . . Twat In Walt Canty ta an datum —�ti y *1 , ■�C ��1, ; and no area mules are Defined. unser i „ f NFF 1, I• - — it Davao.. E r i c. :. -- .... r I ! . I "."-1:'4`:rvrtl!'K':Yzr N TRAILSPORTATIOMPIANNINMOIS o,..,M.YNIKNYpP,a...NEflS,".w1b/J_,a11wr Public Works Page 45 WELD COUNTY 2035 TRANSPORTATTONPLAN Transit Systems Weld County's Transportation program is primarily a demand-response transit service for rural Weld County residents, which connects outlying communities to Greeley by providing assistance to elderly, disabled, low-income persons and the general public. The Transportation program is a subordinate division of the Weld County Department of Buildings and Grounds. Funds for using Weld County Transportation can be obtained through three methods: Federal Transit Administration (FTA)/CDOT, Non-Emergent Medical Transportation (NEMT), and Home and Community Bases Services (HCBS) programs. For urban residents, Greeley-Evans Transit and RTD operate transit service in different areas of Weld County. The 34X was a regional bus service travelling from Greeley to Loveland on US 34; however, operations ceased in the summer of 2010. Other transit opportunities are being evaluated, including but not limited to a commuter bus service and vanpooling along US 85, in accordance with the recommendations of the North 1-25 Environmental Impact Statement (EIS). Along with local funding match, Weld County receives FTA 5311 grant funding from FTA is vetted through CDOT to provide rural transportation services for elderly, disabled, low-income persons and the general public residing in outlying areas and transporting primarily services located in the Greeley area. In order to receive transportation under FTA/CDOT program, a ride must originate in a non-urban area of the County as defined by census data. Figure 12 illustrates the Rural Transportation Service Area for Weld County. This boundary could change with the 2010 Census, however, those figures will not be released Rural Transportation Service Area until mid — — — to late 3 2011. en k ,: Weld County Public Works • LEGEND Figure 12: • a-4. Rural }jtlni►h's Transportation Service Area fir- """•" /_ .......� y,...... �a..,.�.....„..,..,.....6... pruamw..ewk......a.m Map - Y.JdM.....A. — Mlles 0 6 12 1! ]4 rnuRw1,rosTias n yr xmIGIS o.mvsau+a,n3iMainn.sval.en S. u„ Public Works Page 46 WELD COUNTY 2035 TRANSPORTATION PLAN Bicycle & Pedestrian Facilities Weld County does not have a formal bikeway system. Typically, the "."Ma e!s i. individual municipalities designate bike routes, on-street striped bike lanes and off-road multi-purpose trails. Each community defines and labels -a- pedestrian and bicycle facilities differently; therefore, many jurisdictions process developing difsi �: are in the of develo in 0 O terminology easily understood by all users, and will be universally seen along :,_ regional trail systems. WCR 13 north of US 34 Goal 8 in the Natural Resources Section of the Weld County Comprehensive Plan recommends supporting the development and maintenance of trails to provide opportunities for recreation, transportation and tourism. In an effort to implement this goal, Weld County has collaborated with the Weld Trails Coordination Committee (WTCC). WTCC is an ad hoc committee focusing on advancing and coordinating the connectivity of non-motorized trails between jurisdictions, and acts as an advocate voice for the education of recreational trail use, Trails Inventory Map 2010-Weld County transportation, and tourism purposes throughout Weld County. In 2010, WTCC ' introduced an inventory trail map. This map - represents regional trails _. .] - data, which chronicles each trail's name, , location and status of . _ construction. ♦ = ,,, ,, ' ="-"� The inventory map allowed WTCC to _��_—�__ determine the region has over 215 miles of "open ji r . for use" trail systems, 1 C. ``` and over 590 miles of _ ------ "conceptual" trails in the _ . -_ - entire county-wide -__ ,:!'„ ..1.s ..-t- _.5 network of trails. Public Works Page 47 WELD COUNTY 2035 TRANSPORTATTONPLAN Poudre River Trail Collectively, the trail inventory map consists r of 14 municipal trail systems, and 6 regional trail planning organizations, such as the Great Western Trail y - Authority, 52-85 Trail Master Plan, St. Vrain Legacy, Colorado Front Range, American Discovery, and Poudre River Trail. Figure 13 identifies the National and State regional trails within Weld County. Excluding the Pioneer and Great Western Trails, the network of regional trails depicted on the map are all segments of the Colorado Front Range Trail System. The Colorado Front Range Trail Corridor Plan is a State Parks plan that calls for a continuous trail that will link Colorado's Front-Range from New Mexico to Wyoming. The intent is that the trail will connect existing and planned trail systems to the new trail corridors to provide a complete Front-Range trail network. The trail alignments shown in Figure 13 are intended for display only to assist with regional connectivity of the entire trail system. Portions of these trail alignments may not be constructed at this time. Weld County recognizes the rights and benefits to private landowners, individual citizens, and organizations in regards to trail planning. Fort Lupton Pedestrian Bridge at ig Public Works Page 48 IiELD COUNTY 2035 TR14NSPORTAT/ONPLAN 0 _ L - r 3$ National/State :!.. ._,. .._; Trails T LI. :, :- . -- . . void County Public Works LegendJuty 2008 -- . . t:- .......... -SSTrig —w ,.,Troll T''— ��' ' 1 . • —Pane. aTrSScr ey.Y ''- �.� ... �,W.. r•. - a _ N � -. .... .i.; W E iiiiii ...., ww,, yy p.�i-�,yyam� ' a •� 1- 0C� �iFl 1 -'_ 0• 5 70 15 20 gyp, ,ry 4..; M s Public Works Page 49 WELD COUNTY 2035 TRANSPORTAT/ONPLAN li hat is a G.G. Existing Bridge Conditions "strut wittily t' deficient" bridge? Aging bridges and culverts also impact Weld County's •' road system. Weld County has 515 bridges, of which " • s i,.l,ljiccnrm /mid- 323 bridges are classified as "major", with the A . C ell IIhlcicic _,lllclll% remaining 192 classified as "minor". A "major" bridge - - ell( 101/11(110 bc' b7 ' _'' is defined as having a span of twenty feet (20') or i , Dour calldiliOU more. =, all, to ,.c« de2rh rcuiml. ol - Every two years, Weld County works with CDOT, who /h "`/"`/"°`' of1, contracts with a consultant, to update and prepare a fit, county-wide bridge inspection report for the "major" 5 "i"""'�l""' "I``I , ' bridges. This report, last prepared in October 2010, is • ht an I""I',`' is a useful tool to analyze bridge conditions so the i it/.. nttnrd In hr a e nc..,eh ,, County can plan and program for long-term L. // ///n(/ //f , , Ih� improvements. The minor bridges are inspected on a ., �,nu „1��lll�ill,, regular basis by County staff. '' iltiolerclhlc' haf/ic 4. -{ irtlrrr u/Niun,c The two most common methods for evaluating bridge . z4 v , conditions are Sufficiency Rating and Classification. •• vLeordimg a, the These measures assist staff in determining if the - „.is yatiunal [Indite .. bridge is structurally deficient, functionally obsolete, lispcuwn Standards _ or in need of immediate repairs. j (\BK) 1 tins are '- used to describe an 4 Sufficiency ratings are calculated based on a 0-100 e.istii,,� bridge Cr ; i: scale that compares the existing bridge or culvert to a cidvert compared ., new bridge designed to current engineering standards. ', vv ith it, Londitiun lit This formula is defined by the Federal Highway "e'e .,e". Bridges ^' Administration. The purpose of the rating is to •'' ❑/c rated lium tl led eondhion) t, indicate a bridge's sufficiency to remain in service. The formula places 55% of its value on the structural 9 (eseeIIm e ) on their condition of the bridge, 30% on its serviceability and eei eral" condition and on the eonditiu„ obsolescence, and 15% on whether it is essential to oh their primary public use, as shown in Figure 14. t. • components. • ` Ill/4I LsurCsitevNM(d 'i' ti,„ ti, "cuvrchuul/r Sufficiency Rating {Alit/tin i1 alt r hal t gsi Structural [I!c//c9Nl C'Ulldil irgl ,;. � Condition rmiwq/01 lhc' deck. cuprrsbvcnu r 55%/o V Functionality SIlh.SRurlurC I/I ruhrr/ as '/ (E1R" - c-1 ,,r ic',,„ a Importance Public Works Page 50 WELD COUNTY 2035 TRAXSPORTA4T/ONPLAN fib' s'" s � , '£ x a e � *. t �,C �'^. �fir 4404 t,;,,,, ^rt ✓ 2 r s a vs 4 The fact that a bridge is classified pursuant to the federal definition as "structurally deficient does not imply that it is unsafe. While there is not an imminent sr I ' safety concern, a structurally deficient bridge may Fl remain open to traffic but typically needs short term " { maintenance and repair to remain in service before * c , eventual rehabilitation or replacement to address ei A,,'r" ' deficiencies• The bridges sufficiency rating provides an overall measure of the bridges condition and is used to determine eligibility for federal funds. Weld County's 2010 Bridge Inspection Report classified approximately 6% of the major bridges as "structurally deficient". A functionally obsolete bridge is one that was built to standards that are not used today. These bridges are not automatically rated as structurally deficient, nor are they unsafe. Functionally obsolete bridges are those that do not have adequate lane widths, shoulder widths, or vertical clearances to serve current traffic demand, or those that may be occasionally flooded. For example, a functionally obsolete bridge could be compared to an older house built in the 1950's, which might be perfectly safe to live in, but does not meet all of today's building codes. Yet, when it comes time to consider upgrading that house or making improvements, the owner must look at ways to bring the structure into compliance with current standards. Weld County's 2010 Bridge Inspection Report classified approximately 2% of the major bridges as "functionally obsolete". To be eligible for federal aid to replace a bridge, it must have a sufficiency rating of less than 50 and be either functionally obsolete or structurally deficient. To be eligible for repair, a bridge must have a sufficiency rating of less than 80. In both instances, federal aid must be matched by a state/local government. Page 51 Public Works WELD COUNTY 2036 TRANSPORTATTONPLAN The cost share is 80% Federal and 20% state/local government. In the case of bridge repairs, if federal aid is used to repair a bridge, a jurisdiction cannot apply for federal assistance for any further repairs to that bridge for 10 years. Figure 15 on page 53 shows the locations of restricted bridges in the county. Public Works is in the process of installing a new inventory management software system to continually monitor bridge conditions throughout the county. Masters Bridge f a n •� sr ens T+f• r "' yr WCR 13 Bridge Public Works Page 52 WELD COUNTY 20357R4NSPORTATTONPLAN H. Hazardous Materials Routes Figure 15 shows Weld County's Hazardous Materials Routes in red. Hazardous materials (Hazmat) are defined as a substance or material which has been determined by the Secretary of Transportation to be capable of posing an unreasonable risk to health, safety, and property when transported in commerce, and which has been designated as hazardous under section 5103 of Federal hazardous materials transportation law. This term includes hazardous substances, hazardous wastes, marine pollutants, elevated temperature materials, etc. Weld County has significant oil well activity, and as a result, trucks carrying oil well production utilize nearly every road in the county. Therefore, on November 17, 2010, the Board of County Commissioners passed a Resolution designating all county roads to be considered "local pick-up and delivery" routes for trucks carrying oil well production. Figure te:Rnstrkl d Midges&Hazardous Materials Routes Restricted Bridges & Hazardous Materials Routes _r.° ` � f n Inset Map -'�. '3� a .t eeaevwe 1 i I -r� -i 15rin • -fit g` l +N+sah a'edM6 %md„k®m ' ,_1-. ti '_,* e1 yor 4 >,, _ a L fiend 014.1,111 gi aisk�ipf:.r . aM gt.�M m®L°w`x:ts .. . w,R' ` t 'no ≥ an ...:Wald Courts Public Works Y •!Elam. 11 1 Lt - Y�r eu._•gafirL�t.�. + �° , f t -ti 0 5 10 15 ]D r 6 .�,..r aIfa-A �..I I seed uslo Public Works Page 53 iftLDCOUNTY son RANSPORTATTONPLAN IV. REGIONAL TRANSPORTATION PLANNING A. Transportation Planning Regions The following map below illustrates the fifteen Transportation Planning Regions (TPRs) in Colorado. Weld County is unique in that it is located within three different TPR's. They include: Colorado's Transportation 1. Upper Front Range TPR Planning Regions 2. North Front Range TPR 3. Greater Denver Area TPR elk Sr rt CDOT further defines TPR's as urban f 4 and rural. For example, the Upper a. t 4S4 Y gyp. '4 NN Front Range is designated as rural, 4-y- '-`,.;41 1 where as the North Front Range and �� a . Greater Denver Area TPR's are , considered urban because they have populations of more than 50,000, , '7"`" which further classifies them as '5 Metropolitan Planning Organizations t, , � ;7^ xTM (MPO's). ° , . Courtesy of the Colorado Department of Transportation An MPO is federally designated by agreement between the Governor and the units of local government responsible for transportation planning processes. MPO's with populations of 200,000 or more are designated as Transportation Management Areas (TMA's). Both the North Front Range MPO and DRCOG MPO are classified as TMA's. The Regional Transportation Planning Organizations boundaries in Weld County are represented in the map below. Regional Transportation Planning Organizations in Weld County= Sr Ill in Mili(alit low iL, imp,: =. lIal lr■1h j r. 'ay." •i lh',•' J .1.; r I■I lilt I" ■UF...�....n. ww c...rP W.I. mow.....,.-o 1 Ea, 'w 1144>,t $0 , . „ . 4_ Ililer td iJ�II !■yrdI Public Works Page 54 WELD COUNTY ROSS TEANSPOETAT/ONPLAN B. Highway 85 Coalition Background and Purpose The US 85 Coalition was created via a Memorandum of Understanding and made binding by "Resolutions of Support" between Weld County and ten other municipalities in 2009 and 2010. The jurisdictions include: Ault, Brighton, Eaton, Evans, Fort Lupton, Gilcrest, Greeley, LaSalle, Pierce, Platteville, and Weld County. This effort is in partnership with CDOT, the Department of Local Affairs (DOLA), Fort Lupton Development Corporation, and Union Pacific Railroad. All entities are being tasked with addressing sustainability and regionalization efforts along US 85, which carries a wide range of traffic types: long- distance interstate traffic, commuter traffic to large employment bases, inter- community traffic, and considerable agricultural traffic. Each community's pledge is for full support and encouragement of the Highway 85 Coalition and to provide elected official and staff support for meetings. In addition, the communities also pledged to consider matching funds for grants as part of the budget process. Regional cooperation is not new to Weld County, but has been occurring for many decades. The precursor to the Coalition began back in 1999 when the same communities came together and adopted an Intergovernmental Agreement (IGA) for the US 85 Access Control Plan (ACP). The US 85 Access Control Plan was also a Public Works Page 55 WELD COUNTY 2035 TRANSPORTATiONPLAN planning effort consisting of residents, property owners, local governments, CDOT, and highway users working closely together. The US 85 ACP is still used today, and remains a highly regarded document amongst the communities. The Highway 85 Coalition wants to expand the efforts of the US 85 Access Control Plan and incorporate not only transportation, but land use and sustainability resources. The intent of the Coalition is to create a Regional Comprehensive and Sustainability Plan for the US 85 corridor. Regional coordination and planning directly benefits all the communities along US 85, as well as Union Pacific Railroad and CDOT. The communities desire to continue implementing the vision of the US 85 Access Control Plan so the vitality of the corridor can be preserved for future improvements, such as multi- modal facilities, employment centers, aesthetic enhancements, and most of all safety improvements. The purpose of the Regional Comprehensive and Sustainability Plan is to define a corridor boundary, preserve the functional integrity of the transportation corridor, enhance safety in a cost effective manner, and recommend baseline sustainability standards as land use planning tools utilized by each government entity. US 85 Bypass in Greeley ■ i r- ;! oftie- Public Works Page 56 WELD COUNTY 8035 TRANSPORTATION PLAN C. Ozone Nonattainment Boundary In November 2007, the Environmental Protection Agency (EPA) designated the Denver/North Front Range region as nonattainment for the 8-hour ozone standard of 0.08 parts per million (ppm) as adopted in 1997. Figure 16 shows the expanded nonattainment area, which includes portions of Larimer and Weld Counties, more specifically extending north to approximately WCR 100.I05 � II H W'W r IGSACW (y _ .._ 4°31 SN fan l.i Greeley • I-5 , ° B AkPOI .�i-/ >>� G_al ( legend t,E� Ozone Monitoring Stations mew,Age s t+ww nee/PO Denver-Boulder-Greeley-Fort Collins,Colorado Eight-Hour Ozone Control Area Ozone is a National Ambient Air Quality Standard (NAAQS) pollutant that is not emitted directly, but rather is a secondary pollutant that forms in the atmosphere through complex chemical reactions. Volatile Organic Compounds (VOCs) and Nitrogen Oxides (NOx) react in the presence of strong sunlight, warm weather and stagnant winds to form ground-level ozone. Reductions in emissions of the ozone precursor pollutants are the primary methods used to reduce ozone concentrations. A number of sources emit VOCs and NOx; vehicles are a source of both. VOCs (e.g., vapors or fumes) are emitted by evaporative loss of unburned fuel as well as from vehicle tailpipes due to Public Works Page 57 flw couNTY 2035 T$ANSPORTATYONPLAN 0 incomplete fuel combustion. NOx is also emitted from vehicle tailpipes as a combustion byproduct. The eight-hour ozone nonattainment area includes all counties in the DRCOG region (except Clear Creek and Gilpin), the North Front Range region as well as parts of the Upper Front Range TPR. The ozone nonattainment boundary in Weld County is shown in Figure 17. The State Implementation Plan (SIP) lists strategies and control measures that will be implemented to reduce emissions. Some of these strategies include restrictions for oil and gas condensate on storage tanks, alternative fuels, removal of exemptions on point sources of pollutants, and the expansion of the vehicle inspection and maintenance program in parts of Weld and Larimer counties. Weld County 8-Hour Ozone Non-Attainment Boundary= fir%`- 484 t ii Gltl a �.I IIIMi es Ali mmgitliiIPM. MB ,f lg « ie 44„, .4A tt Sye�40 ,f� �i, V Legend 1.44§7,.. 'e,il ✓ �r 14 a��VN✓., i r .v Psad '''tom!✓ �! '�i Mariam Regions cwtaaewwments 1 ■Upper Front Range TPR ��`r •etfi *$�4 ■RamrmnRsyeepo 7 p )' WWild County Public Warks a air Limb Jf9.4544,Sso'i fr . :if atio:m.rwnemw.mntAna ..•� nod...��' °ppp, .".. ti'°� re: PC:::S✓ONW ENO ✓-+rH s: r 0 J ii``xx4� 1 ��,, A i'Srrs�� p�ln��Y�� Hit � •••• ReArdin79110 Ozone nonattainment boundaries are eligible for Congestion Mitigation and Air Quality (CMAQ) funds. The purpose of the federal CMAQ program is to fund transportation projects or programs that will contribute to attainment or maintenance of the NAAQS, particularly for ozone in the Weld County region. The CMAQ program supports two goals important to CDOT: 1) improving air quality, and 2) relieving traffic congestion. Public Works Page 58 WELD COUNTY 2035 TRANSPORTATION PLAN Weld County has received more than three million dollars in CMAQ funds for fiscal years 2010-2012 to promote Natural Gas as "the" alternative transportation fuel. As a result, the Weld County Natural Gas Coalition formed and created the Weld County Smart Energy Plan. PST ENS, This plan identifies short and long range goals for t• an A natural gas infrastructure improvements and vehicle ' ' C1 conversions. More information can be found at tai www.weldsmartenergv.orq. Weld County's received • CMAQ funds to assist with the installation of public x •� O natural gas fueling stations and education and public . ; # ki awareness marketing throughout the county. In addition, Weld County „1/49 CO&At has partnered with the Oil & Gas industry to tt �� convert fleet vehicles to bi-fuel (gasoline & k: compressed natural gas), dedicated compressed natural gas (CNG), or liquefied natural gas (LNG). Dedicated vehicles are fueled only on natural gas. Typically, diesel vehicles are converted to - A"Wit- Dedicated CNG. Fleet vehicle conversions range Or � from passenger vehicles to pick-ups, such as F150 and F250's. Tandem and semi-tractors would be -11?T ESt fueled on liquefied natural gas. 2010 Ford Focus Converted to Natural Gas(bi-fuel) Weld County is promoting the use of natural gas because the benefits include: jam-1" ❖ Reducing Foreign Oil Dependency; + Reducing Greenhouse Gases; •S Lower Fuel Costs; . • Natural gas is the Lowest Carbon Fuel; + Produces less overall emissions compared to gasoline or diesel vehicles; ❖ Increased engine life; ❖ Safety; Recent studies indicate natural gas powered vehicle gets about the same �� ,, fuel economy as a conventional gasoline I MIS vehicle on a gasoline gallon equivalent (GGE) basis ❖ Converting one heavy-duty truck from diesel to natural gas is the pollution reduction equivalent of removing 325 cars from the • road; and + Economic Development. Public Works Page 59 SD COUNTY 2035 TRtNSPORThTIONPLAN D. North I-25 Environmental Impact Statement (EIS) I-25 is a significant north/south highway important to all of Colorado, and especially the communities adjacent to the corridor. In the next ten years, population and employment growth are anticipated to focus along I-25, as well as the north front-range area in general; thus, making it imperative to study and identify transportation improvements needed along this corridor. For major transportation projects, the National Environmental Policy Act (NEPA) requires that a range of alternatives be considered and that their environmental impacts be analyzed. CDOT in cooperation with the Federal Highway Administration and the Federal Transit Administration initiated an Environmental Impact Statement (EIS), in accordance with NEPA, to evaluate and identify multi-modal transportation improvements along the I-25 corridor from the Fort Collins-Wellington area to Denver, addressing regional and inter- regional movement of people, goods and services along the corridor. The EIS evaluates and documents the effects various identified transportation improvements have on the environment and on the lives of the people and commuters along the I-25 corridor. Figure 18 is a map of the study area. ircrr.n eoxsc.r.nnex..n(•4.V1 ;a I ws,w: v ffi` x yy s„j tL' Y • y. A.mr �`•� Public Works Page 60 WELD COUNTY 2085 TRANSPORTATION PLAN A record of decision (ROD) is anticipated for adoption in summer of 2011. CDOT, FHWA, FTA, and municipalities have worked together to recommend a preferred alternative, as shown in Figure 19 and more specifically includes the following transportation improvements: ✓ General Purpose Lanes - one new general purpose lane in each direction of 1-25 between SH 66 and SH 14. I Tolled Express Lanes (TEL) - one buffer-separated TEL in each direction of I- 25 from the existing H0V/Express Toll lanes at approximately 84th Avenue north to SH 14. ✓ Interchanges - 16 interchanges would be upgraded. I Express Bus - Express bus with 13 stations along 1-25, US 34 and Harmony Road with service from Fort Collins and Greeley to downtown Denver and between Fort Collins and DIA. ✓ Commuter Rail - Commuter rail service with nine Recommended N,NTAIE'5 stations connecting Fort Collins Preferred Alternative EIS to Longmont and Thornton LEGEND using the Burlington Northern ---•— Santa Fe Railroad right of way, _ "" .: a°r1 generally paralleling SH 119 and ——w- a tying into FasTracks North o--••••• —• m 6z Metro rail in Thornton, which `r' '^m"'•""•"°" • 'Nn` ' Ti will connect to downtown a --.- ---- Denver. Passengers may also o �'" «n" " Low M 6z connect to the FasTracks ■ ; ,. ,, " `r°"N' northwest rail in Longmont, .._ which will travel to Boulder. ""� „"� "y— ran MAIM'STATION LOCATIONS V 62 ✓ Commuter Bus - Commuter bus Common Rai Epxs Bus service with eight stations along ' '^`,�K LN"gmoe1 US 85 connecting Greeley to mi:ue.i-- " downtown Denver. E' r. - Aq . NNNNr ✓ Congestion Management- Somewasta a• / of the improvements 're— = include accommodations for ` { ridesharing, carpools and c....n.W mos isauOil am 15 - L vanpools, along with additional f bicycle and pedestrian , facilities. In addition, signal II 8 B ty �1..'Nn r timing, ramp metering on 1-25 HIS and signage could also be improved. . Public Works Page 61 WELD COUNTY' 2035 7R4NSPORTA77ONPL.AN V. WELD COUNTY ROAD CLASSIFICATION PLAN The functional classification plan is a qualitative guide utilized by both the Planning and Engineering Departments. The functional classification map does not dictate how a road is built. Construction based on the functional classification is quantitative and using best engineering practices is determined based on traffic volumes, development triggers, road quality, safety, and cost benefits. A. Forecasted Growth Before you can run a travel demand model, you have to generate a land use model. The land use model contains household and employment information that is input into the travel model to provide future travel forecasts. Weld County does not currently have the software capabilities to perform modeling analysis. Therefore, Weld County contracted with Felsburg, Holt & Ullevig (FHU) to run these models. Due to the cost, time, and staffing issues associated with creating one travel model for Weld County, it was determined to use the existing models from DRCOG and the North Front Range (NFR). For Weld County, the models were run using the collector and arterial road network, and a growth factor was applied to all local roads. The modeling roadway network is represented in Figure 20. �Vwi 1 ■�� r�l ..r�.nuo.� react R r�q�no�� L1'1 '�!1 ■I FHU began the modeling process by refining the DRCOG and NFR models based on the county's roadway inventory spreadsheet, as well as using current land use data. The results from the model runs were used as the basis for determining the 2035 average daily traffic (ADT) for the segments in the roadway inventory spreadsheet, which can be found in Appendix A. Initially, Public Works Page 62 WELD COUNTY 2035 TRANSPORTAT/ONPLAN every segment within the DRCOG and NFR models were recorded into new columns, and then were compiled into one consistent column titled Model 2035 ADT. This process included evaluating the buffer along the WCR 34, which is included in both the DRCOG and NFR models. A two mile buffer on the north and south sides of the shared model area was also evaluated to ensure consistent east-west and north-south volumes. After determining the forecast volumes which had been directly modeled in the DRCOG and NFR models (for collectors and arterials), it was necessary to determine general growth rates for all the remaining road segments (local and subdivision streets within the model area plus all County roads in the northeastern portion of the County, which is not in either model) in the spreadsheet. To account for different development patterns in Weld County, eight development sub-areas were developed, each with its own growth rate. The sub-areas were defined as follows, and mapped in Figure 21: 1. North of SH 392, East of Weld County Line, South of WCR 100, West of US 85; 2. North of SH 392, East of US 85, South of WCR 100, West of WCR 73; 3. North of SH 60, East of Weld County Line, South of SH 392, West of US 85; 4. North of WCR 32, East of US 85, South of SH 392, West of WCR 73; 5. North of SH 66, East of Weld County Line, South of SH 60, West of US 85; 6. North of Weld County Line, East of Weld County Line, South of SH 66, West of US 85; 7. North of Weld County Line, East of US 85, South of WCR 32, West of WCR 73; and 8. Remaining Rural Weld County, East of WCR 73, North of WCR 100. 4 I;Wit a`R^�b° SPY 41k * "hex a a Y G x * x wzr 4-M I- � u1. l xe-:+4; tSS 2�� Ayael ELL Public Works Page 63 WELD COUNTY 2035 7E4NSPOQTAT/ONPLAN The 2009 ADT on all County roads within each sub-area was utilized to develop sub-area growth rates for regions 1-7. The County did not include State or Federal Highways as part of this modeling effort. Additionally, the roadway inventory included approximately 500 subdivision road segments, which received their own growth rate. These roadways are located in existing residential subdivisions and are likely to see very little growth once the neighborhood is completely built out. The growth rate for sub-area eight was calculated using population growth data from the 2000 Census. The 2005 and 2035 population estimates for Weld County within the DRCOG and NFR model areas were subtracted from the corresponding total county population to estimate 2005 and 2035 populations for northeastern Weld County. The growth rate for sub-area 8 was applied to all Weld County roadways outside of the DRCOG and NFR model areas. The resulting annual growth rates and associated growth factors (assuming growth between 2009 and 2035) for each of the eight sub-areas are shown as follows in Table 9: Table 9: Sub-Area Growth Factor SUBAREA E 2035 ADT E 2009 ADT GROWTH RATE GROWTH FACTOR 246,315 76,841 0.045 3.21 101,996 55,387 0.023 1.84 3 663,308 86,284 0.078 7.69 -1 595,527 186,359 0.045 3.20 516,256 74,059 0.075 6.97 6 366,882 73,679 0.062 4.98 7 294,564 77,461 0.051 3.80 8 0.012 1.38 Residential 0.004 1.10 By applying the above growth rate to all un-modeled road segments, all roadway segments with known counts were assigned an ADT. By combining these new ADT values with the model results, the majority of segments were assigned forecast 2035 volumes in the roadway inventory spreadsheet. With this information, the volume/capacity (V/C) ratios could then be calculated for each road segment. In order to calculate the planning-level traffic capacities, characteristics for different rural roadway types were used. These capacities represent the maximum capacity, which corresponds to the breakpoint between level of service (LOS) E and F. First, all gravel roads were identified and assigned a capacity of 100 vpd per lane. After identifying the gravel roads, all the paved roadways were divided by functional classification. The capacities in Table 10 were then assigned per lane to determine the capacity of each roadway. Since the majority of Weld County roads are characteristically rural rather than urban (4 lane, curb, gutter Public Works Page 64 WELD COUNTY 2035 TRANSPORTATION PLAN & sidewalk), Table 10 shows the rural capacities that were calculated, and best represent the Weld County roadway network. CAPACITY (VPD/LANE) GRAVEL 100 SUBDIVISION 1000 LOCAL 1500 COLLECTOR 2300 ARTERIAL 3650 The resulting road segment capacities were then used to calculate the Current V/C and 2035/Existing Capacity for each roadway segment. Weld County recognizes a LOS C threshold for planning purposes, and therefore, a V/C of 0.7 was used as the threshold. All proposed roads were assumed to be two lane facilities in order to provide a capacity and corresponding V/C ratio. In cooperation with FHU, the Traffic Analysis Zones (TAZs) for both models were expanded to the east and renumbered as shown in Figure 22 in red on page 65. Due to Weld County's large geographic area, the traffic analysis zones tend to be very large. Since large TAZs tend to provide less detail than core modeling areas, the TAZs were redefined to better reflect travel patterns in Weld County. In order to identify potential improvement projects for Weld County's transportation system, it is important to understand the nature and volume of traffic, as well as existing traffic flow patterns. Demographic data sets, including household and employment estimates and forecasts associated with a system of TAZs, form the basis for travel demand forecasting. The TAZ system for the NFR and DRCOG models are shown in Figure 22. The Weld County 2035 Modeling project is a network-level planning exercise intended to provide broad information about future transportation needs in Weld County. Public Works Page 65 WELD COUNTY 2035 TRANSPOI?TATIONPLAN Figure 22: Weld County Traffic Analysis Zones(TAZ's) NFR TAZ Structure with splits y:•gi ea CI s ILr1 ti 11•4.: s jk p l i+,tl_r z r i '��r � spy a '� �E111 � � . !r 1 J a� E u..f� ,-a _a re ' VA h24.4kNA li 1 q�T1 1� t .. # 4ICI it. q iil�F ,i1.�1_=arai6vr� M,i „ 4:0.....,©�W© ...�� I : I 0 Ms DRCOG TAZ Structure with splits arj I / n. a0 sI as TM 7174 am MI Ilet Mt ailMI sa Ener, ill D1° „. nn s. :nI :~ 2134 MS ran a. MI �u m' sI IIIII II. MS II. n. Om III F' m I IM 111 Win I ern 1 125444 IN / Public Works Page 66 WELD COUNTY 2035 TRANSPORTATION PLAN B. 2035 Traffic Volume Projections All the information from the DRCOG and NFR modeling efforts were used in conjunction with Weld County data for existing platted subdivision and undeveloped recorded exemption lots, along with forecasted growth rates (table 6) from sources including the recently updated 2010 Impact Fee Study and Transportation Plans from the individual communities to generate the 2035 traffic volume projections, an example of which are shown in Figure 23. The 2035 daily traffic projections are shown in Appendix A of the roadway Inventory. The 2035 projections on the county road network range from less than 100 vpd to nearly 37,850 vpd. The roadways with the highest growth rates are projected to increase in daily traffic volumes at a rate of over 7 percent per year. This high growth area is generally located south of _ .' SH 392, north of SH 60 and west of US 85. Weld k -. l9.. County Road (WCR) 35, l,- a ) . . north of Greeley is •' `' projected to have the �� '--*�'- 22'E highest daily traffic •sic.-c'1 , nag �° a- ,. volume (134,340 vpd) on 14 s=r the county road system in rg .. ir the year 2035; this reflects F, 11O. KI lisiriiimb an average annual growth .. i;$ il�i�"iAkia- HSr rate of approximately aS YE- , i► y pi ,,;,° = 7.69%. The county roads °, 1I��•. i.f _"`. ". `' .'a'"` ' ° ° in the northern and , _ } Nr .%- .� , eastern portions of the f . .I1 iT-'ku. t rK s., x'•"47• county are projected t0 %ea 1a+'- _ +A % ) ■ experience traffic volume 7n0 AL ,i - 7e I'ig increases at a rate of i� N `r 1'4- a ' M approximately one percent 1Iti Uit 1 per year, yielding traffic p.a. .-g I `tmM ,Ft _ ° projections generally M'a--‘ MK�)le r r' # ., . under 500 vpd. Traffic .j projections were also ■ �` s F _LITL y 14 1F,i" A . �: „ !fin" considered for roadways 14' � �� not yet constructed, such ! -; j .:41 1 n ia,LI tin ir i „b;manna_, as the O Street Alignment. art itj Ferri A( If this alignment were , .nr., hi r -� constructed the average 1 n. �;.r� I. SI� Ej't ,a° . ' Ia_ - -.no'_... r.uu.� .0 1 daily traffic volumes in 2035 would be more than 42,000 vpd. Public Works Page 67 wtw COUNTY 2035 TRMNSP0RTAT/ONPLAN Upon taking into consideration all the changes that have occurred since the 1995 road classification map, the strategic roadways map, the modeling efforts of FHU, and feedback from the surrounding communities, Weld County is recommending a new future roadway plan. The recommended road classification plan and standards presented in the next section are intended to cover the entire county, including those unincorporated area roads transitioning into the local jurisdictions. c t c WCR 58 over the South Platte River Public Works Page 68 WELD COUNTY 2035 TR4NSPORT'AT/ONPLAN C. Future Roadway Plan In developing a comprehensive transportation plan for Weld County, a series of meetings with elected officials, staff and other communities were held and significant research was conducted. This chapter of the report presents a summary of the various issues and research conducted toward developing a county-wide Transportation Plan. As mentioned in chapter three, the existing Roadway Classification System is comprised of three primary classification categories including arterial, collector, and local roads. As such, it makes sense to begin with the current roadway classification system and determine if any roads should be modified. Any changes would be based on the criteria presented in Table 11, which defines the classification types. Roads fall within two primary categories of classification; Urban and Rural. To keep the classification simple, the classifications were not further dissected into major and minor roadway classifications. The Urban and Rural categories are further described in Table 11 below, which presents the basic definitions of each. Most of the county roads meet the Rural Road standard. The Urban Road standard is intended only for those unincorporated roads that are county- maintained and located within a municipal urban growth area. These portions of road would eventually be annexed into the surrounding communities, for example portions of WCR 13 between Firestone, Frederick and Dacono, which may still fall within the County's jurisdiction, but will eventually be annexed to an adjacent community. These roads would provide the transition between the county road standard and the municipal street cross-section. The rural road standard would be applicable to all other county roads. Arterial-WCR 74 Collector-WCR 51 E _ r Local-WCR 93 Public Works Page 69 WELD COUNTY 2035 TRANSPORTATION PLAN Service Between Average Tiip Dail Roacly aY Continuity Maio' length Spacing Daily Classification Traffic Origin/Destination (Connectivity) Rural Roads As appropriate County-wide; to serve density Extension of Serves as Mostly longer of area; Arterials State Highway connection to trips to/from relatively varies System; larger major infrequent on Moderate to communities. communities. average 2-3 Long. miles spacing Mostly moderate length trips As needed to between serve density of Intra County Serves smaller Collectors smaller local area; Short to communities/low communities; recommend no varies Moderate. density areas. some trips less than ' delivered mile spacing. to/from arterials. Serves low density As needed to Local (paved and Short to areas and smaller Mostly local serve density of varies unpaved) Moderate. subdivisions. traffic. local area; Urban Roads Intercommunity Extension/ Partially driven and infra-city enhancement of Mostly longer by connection >7,000 Arterials traffic rural arterial trips to/from to rural arterial; vpd movement or system; limited other county no less than serves major communities. infra-area service. one mile. activity centers. Extension/ Mostly short to Link local roads enhancement of medium trips Approximately to the arterial rural collector within half mile 2,000 Collectors system. Within system through unincorporated spacing with -7,000 unincorporated area; intra-area area; some trips arterial vpd county area; service, also delivered network. relatively short. providing local to/from circulation service. arterials. V. mile to 'A mile with Local/subdivisions Short; access Provides local Mostly local <2,000 (paved) route. access. traffic. arterial and vpd collector network. Public Works Page 70 WELD COUNTY 2035 TRANSPORTATION PLAN 11 D. Functional Classification Definitions The three primary considerations in classifying Weld County roadways are more thoroughly described as follows: 1. Connectivity This consideration pertains to the nature of the area(s) that a roadway serves and is primarily an issue for the rural areas of the county. For arterial roads, the connectivity characteristic is that it serves a major community, or series of municipalities within the region. Arterials allow direct entry into/out of the larger jurisdictions, and they extend to/from other major communities or major roadway facilities. Portions of the County arterial system could also serve as an extension of the State highway system where State highway designations abruptly terminate, or parallel the State system, such as WCR 49 to US 85. Northbound WCR 49 As mentioned, collector roads have a mobility function ,k1. ti � ' '° tiae within the rural areas of the <s� ,f a 4 x c>• '3 +k t3 County. In this sense, collectors are a subordinate arterial roadway. Collectors should serve as the primary `- links to/from the smaller F communities where arterials _.a.- "` are not present. Collector - : roads may also be designated - in low density, low-volume areas where there are missing mobility links and an arterial designation would be overkill. A review of various references and standards of other Counties revealed that the current Weld County traffic volume thresholds are typically low. A local road, for example, can typically accept between 1,000 and 2,000 vpd in an urban setting and potentially more in a rural area. Standards for collector roads indicate that they can comfortably carry up to 7,000 vpd. Beyond this volume, an arterial roadway should be considered. However, development of auxiliary lanes can significantly improve traffic flows, and therefore should be considered prior to constructing four through lanes, which may be necessary once the volumes exceed 15,000 vpd. 2. Continuity of Roadway Continuity is a relative measure and is not an absolute. The continuity of road may vary between urban and rural areas. The continuity of an unincorporated Public Works Page 71 WELD COUNTY 2035 T&4FSPORTATTONPLAN road in close proximity to an urbanized area will be gauged against the size of that area, whereas the continuity of roads in rural areas should be considered within the context of the entire County roadway network. A road that might have a significant amount of continuity does not automatically qualify to be an arterial or even a collector. Rather, possessing some degree of continuity is one characteristic of the roads which are designated as collector or arterial roads. Also, continuity may come in a disjointed form similar to the east-west collectors in northern Weld County which make use of multiple County Roads 122, 120, 134, 135, and 132. 3. Traffic Volume Thresholds Arterial roadways usually involve all three functional characteristics (continuity, connectivity, and daily traffic). Since these roads are typically the most continuous and connected, they by default, tend to carry the most traffic; therefore, daily traffic thresholds for the roadway classifications is another tool to consider when analyzing road classifications. Historically, Weld County roads do not carry high traffic volumes, so the proposed capacities are intended to be more indicative of rural county traffic flow. For Weld County, any road carrying more than 7,000 vpd is a strong candidate for an arterial road, and any roadway carrying more than 2,000 vpd and less than 7,000 vpd is a candidate for being a collector road, and local roads for volumes under 2,000 vpd. There will be many exceptions in which an arterial might be identified for volumes under 7,000 vpd. For example, some of the Strategic Roadways, shown in Figure 1, were identified as arterial roads, but generate less than 7,000 vpd, yet were established because of the regional corridor connection they provided. However, it is highly unlikely that a local road designation will be assigned for volumes greater than 2,000 vpd, or a collector road for volumes greater than 7,000 vpd. WCR 29/7"Ave Public Works Page 72 WELD COUNTY 2085 TRANSPORTAT/ONPLAN In Summary, daily traffic volumes alone should not be the only factor relative to classification designation. An appropriately defined roadway classification may sometimes carry traffic volumes well below its typical threshold. Other classification characteristics should be defined as part of the plan including roadway's continuity, service between activity centers (connectivity), relative trip length of traffic utilizing the road, and approximate spacing of parallel facilities. The continuity element of each classification should be more continuous than that for local roads. The connectivity component should generally recognize that arterial roads tend to serve larger activity centers than collector and local roads, and relative trip length is typically longer along arterial roads than the collector or local roads. The spacing between roads for each classification will need to vary according to the surrounding environment. In general, parallel arterial roadways should be spaced further apart than parallel collector or local roads. For example, in a rural application this can mean arterial spacing every 2-4 miles. -00 d 44 a y • xil� Jam` Westbound WCR 60.5 Public Works Page 73 WELD COUNTY 2035 TR&NBPiORTi4TTONPLAN FUNCTIONAL CLASSIFICATION MAP SUMMARIZED The functional classification map shall be used as the official future roadway plan for the County. This is why the functional classification map is one of the more important transportation planning tools associated with the Transportation Plan. Weld County took into account all the municipalities transportation plans, the 1995 Transportation Planning Map, 2035 modeling results, and the existing planning/alignment studies to formulate a revised more current functional road classification map. The results of this effort are depicted in Figure 24, which is the recommended County Road Classification Map depicting arterial, collectors, and local roads. ::gym 14, ,.ham WCR 77 In addition, to revising the functional classification map the County also revised the existing typical road cross sections to include an interim and ultimate section. While it is important to try and reserve the ultimate right-of-way section, funding availability does not always allow for construction of the ultimate section, and therefore, an interim section should be considered until funding becomes available. The width of a roadway is an important design consideration to ensure the road network is appropriately sized to serve its function. The cross sections are located in Appendix C of the Transportation Plan. Public Works Page 74 WELD COUNTY 2035 7R.4NSPORTA770NPLAN Figure 24: Functional Classification Map taWeld County Functional Classification Map 'tt 't^ L p• _. ... .Ah?_+ .. Inset Map ': E!9 I r1� ' I - - a ®¢r. ai��= n I ii•■ i ranar I`vrt•°.< n-Ifs ci k `-I" a t z 34 I..lir MO a• :nil u e� 1 J_„ sir � L L a ti4TPlrll'awili �1a��n itlpl}plta r' 1 ' ;} 4��I�' k"t4 }{' Li J'f. y l_� I. p1 r-4ZN �Vilicd bs ii , 1 f i_i, ;lit } i.I,i. t\4-/ t i i rri tt yam. k ,ff `{F �L1, bt hi . r t !ll It a 1'li` i 21)C i s Si� Ft' InMai iP� .' i o f _....ram... re--.-ja.. I `a P *e .,),11 I > a.. **t era t r H L'_>7 SZy {J Weld County Public Wai s tat-as.OR int n it ii ait \ 4!Ti a }rte '•I ��10ii1' 1 � 1n. .'Ail iirt.=' 111.Y� L •• t• - �- ' " 0 5 lO 15 20 ,;at fa 9a asMyitr % a nw.mznu Public Works Page 75 WELD COUNTY 2035 TRANSPOETATIONPLAN E. Updating the Road Classification Plan This section is intended to provide guidance in maintaining the County's roadway classification system. As conditions change, the County should review all of the roadways and determine if a change in road classification is appropriate. It is recommended that this exercise be conducted at least once every two years. This will ensure that proper actions can be taken to preserve right-of-way necessary for the ultimate construction of each roadway as needed. WCR 76 The definitions of each classification were previously discussed and summarized in Table 11. These definitions can also be used in determining if any classification adjustments should be made to the system. Considerations in making changes include the following: 1. Daily traffic volume (existing and future) 2. Continuity of roadway 3. Connectivity between communities These considerations are most applicable to the rural areas. A key factor for the unincorporated area roadways is to maintain close coordination with the local jurisdictions. The County should be proactive with local jurisdictions to the point that arrangements are made to notify and communicate any planning efforts which might affect an entity's road system. This effort could be accomplished through a standard referral process, and should be a future transportation plan goal for Public Works. The County should also consider streamlining the internal communication referral process by moving to an electronic referral process. It is imperative the County Public Works and Planning Departments coordinate closely to ensure development information is forwarded to the appropriate staff to monitor these roadway classification changes. Public Works Page 76 WELD COUNTY 203S TR.ANSPORThT/ONPLAN F. Road Classification Guide To assist staff and elected officials with classifying roads, a road classification guide was developed. This guide takes into consideration the classification definitions and graphically displays the process by using two different kinds of flow charts. However, since Weld County's roadway network is so diverse, a "one-size fits all" flow chart for modifying road classifications was complicated to generate. This is because Weld County does not simply use one criterion as a starting point for classifying a road, but uses an all encompassing approach, which factors both qualitative and quantitative measures, as previously described in Chapter three. As a result, urban and rural flow charts were created. Since the determination in identifying the appropriate classification for roads varies between rural and urban roads, both flow charts can be used as a guide in identifying the appropriate roadway classification. The first flow chart is for urban roadways (i.e. subdivisions and high density population or activity centers) as shown in Figure 25. To address the more rural roadway network, a separate rural flow chart was created and is represented in Figure 26. Since classifying a road is not solely based on traffic counts, and many of the rural county road's traffic counts vary, other criteria should be considered when modifying a rural road classification. For the urban road classification guide, the Highway Capacity Manual helps provide criteria for classifying urban roads. Typically, existing and projected traffic volumes are the first consideration. As illustrated in the flow chart, any county road which is expected to carry over 7,000 vpd should be classified as an arterial roadway. For volumes between 2,000 and 7,000 vpd, the roadway should be at least a collector roadway and potentially an arterial. Below 2,000 vpd, a local road designation will be applied. For the rural road classification guide however, traffic volume is not the only way to measure the usage of a road, any one of the three classifications is possible for rural areas. The designation will depend upon the area(s) being served (the road's connectivity), the nature and classification of alternative parallel routes, and the continuity of the road in question. Therefore; since traffic volumes fluctuate, rural roads should be classified on more than one criteria, and not solely on volume. These flow charts may not address every conceivable scenario relative to classifying a roadway, but it does serve as a general guide to assist the County in determining if any classification changes might be necessary in the future. If unique circumstances exist, some judgment must be exercised in using the flow charts. Some examples for classification consideration include: Public Works Page 77 WELD COUNTY 2035 TR.4NSPORTATTONPLAN 1. Type and magnitude of travel generators; 2. Route feasibility and directness of travel; 3. Traffic characteristics and trip length; 4. Spacing between types of functional classes; 5. Continuity of various functional classes; 6. Multiple service capability (accommodation of ther modes of transportation); 7. Relationships of functional classes to transportation plan(s); 8. Integration of classifications of adjoining jurisdictions; and 9. Miles and travel classification control values, such as access. 4.14 es East 18°Street Public Works Page 78 WELD COUNTY 2085 TRANSPORTi4T/ONPLAN START Guide to Modifying Urban Road Classifications YES e NOl Does � r.,�._m . > va Y YES YES srr' x YES _+ Caster,or Motor V Alternatives? \Destination? NO4 NO4 NO 411.0 _ _ , _ _ Does YES / is R0 d a9 YES i Does \ YES roe X • , Community? Community? ' Alternatives? NO N NO Does Is \ / Community? 'lie ` '. Alternatives? NO NO >s- NO YES ' Public Works Page 79 WELD COUNTY 2035 7EANSPORTAT/ONPLAN Guide to Modifying Rural Road Classifications START 4 Does YES Is YES Does YES Roadway Roadway Roadway Serve A iii , More ,-1110 Also Serve A Larger ?/ Than Continuous Smaller / Community. Than Nearby Community? Alternatives? NO1 N� NOI e Does Is Roadway YES Roadway YCS Serve A �� More / Smmaller Coofinuous pin. Community? Than Nearby Alternatives?J/ NO NO Is Roadway Needed for YES Continuity? ►4110 (Missing Link) NO • Road Classification for rural roads is primarily based upon continuity and connectivity. Traffic counts are a contributing factor; however, due to lower volumes that can be variable in different locations,traffic counts are not the only determining factor for classifying rural roadways. Public Works Page 80 WELD COUNTY 2085 TRANSPORTATTONPLAN VI. LONG RANGE TRANSPORTATION PLAN A. Long Range Transportation Projects Table 12 lists potential projects on Weld County's arterial and collector roadway network over the next 25 years. These projects are intended to depict Weld County's future needs only and do not imply these improvements will be constructed within this timeframe. The conceptual cost estimates used to generate the project list cost estimates can be found in Appendix B. MPO/TPR PROJECT LOCATION AND DESCRIPTION COST ESTIMATE Short Range (2011-2016) nit i Ic Low Volume Road Paving Program-On average pave 5 miles per year at$200,000 per $1,000,000.00 mile(prices vary) Recycled Asphalt Program-On average pave 5-7.5 miles per year at$60,000 per mile $450,000.00 (prices vary) uum> idc Full Depth Program-Treat 70 miles per year at$9,160 per mile(prices vary) $637,630.00 ( Duna id,: Gravel Plan-Maintain, Replenish&Rebuild 2,688 miles of unpaved road(prices vary) $7,615,000 I I R Il'R Weld County Road 49 Access Control Plan $50,000.00 I R \11'0 Weld County Road 74 Access Control Plan $50,000.00 I)R( (u r t I R SH 66 Access Control Plan(Phase I &Phase 2) $400,000.00 1 I k I)It C( ( SH 52 Access Control Plan $200,000.00 l I R 11'1: US 85 and WCR 42 Intersection Improvements $1,850,000.00 I R IlPk Intersection Improvement of WCR 54 and WCR 49 $600,000.00 I R \I I'D Intersection Improvement of SH 392 and WCR 35 $600,000.00 I I It I PR Intersection Improvement of SH 392 and WCR 43 $600,000.00 l I It I l'R Intersection Improvement SH 66 and WCR 21 $600,000.00 1111 I PR Intersection Improvement SH 34 and WCR 53 $600,000.00 I R \I PO Intersection Improvement of WCR 84 and WCR 19 $600,000.00 t I It I PR Intersection Improvement of WCR 8 and WCR 37 $600,000.00 1 I R I PR Intersection Improvement of WCR 32.5 and WCR 21 $600,000.00 l l It I PR Intersection Improvement of WCR 54 and WCR 47 $600,000.00 \I It \I Pu Intersection Improvement of WCR 58 and WCR 47.5 $600,000.00 \I It \I I'u Intersection Improvement of WCR 66 and WCR 37 $600,000.00 I It \I P( ) Intersection Improvement of WCR 46 and WCR 31 $600,000.00 It I PR Intersection Improvement of WCR 22 and WCR 41 $600,000.00 It 11'R Intersection Improvement of WCR 49 and WCR 44 $600,000.00 It I I'It Intersection Improvement of WCR 49 and WCR 22 $600,000.00 It I PR Intersection and Widening Improvement of WCR 55 WCR 60.5 and WCR 53 $5,093,683.77 l I It 11'It Intersection Improvement of SH 392 and WCR 55 $600,000.00 Public Works Page 81 WELD COUNTY' 2085 TRANSPORTAT/ONPLAN 0 1 '1 R IPR Intersection Improvement of WCR 18 and WCR 25 $600,000.00 \I k NIP( ) Realign WCR 23 offset from SH 392 north to Severance city limits $4,000,000.00 DR('O(i Intersection Improvement of SH 52 and WCR 19 $600,000.00 l I R I I'R Intersection Improvement of WCR 39 and WCR 28 $600,000.00 DR( Mc i Improve WCR 28 from WCR 7 to WCR 9.5 $600,000.00 I I R Il'R Weld County Road 77 Access Control Plan $50,000.00 NI I R NIP( ) Intersection Improvement of WCR 35 and O Street $650,000.00 I I R I Pk 24.5/25A Replacement $150,000 C,'unlc vv ide 2011 Bridge Rehabilitations $275,000 DR( (u r 6/25A Rehabilitation-Deck and Piers $400,000 NI It \I I'() 68.5/13A Replacement $160,000 I I It I1'k 57/66A Replacement $80,000 Ilk I I'R 2/47B Replacement $160,000 1 I k I PR 49/24A Replacement- Slip Lining $80,000 NI k NI P° 19/46.5A Rehabilitation—Deck $80,000 I I k I1'k 72/47B Rehabilitation—Deck $40,000 Ctwnlc vv ide 2012 Bridge Rehabilitations $275,000 l I k IPR 22/43A Rehabilitation-Deck and Girders $80,000 \I R \II'O 13/44B Replacement $220,000 l I R I l'k 29/34A Replacement $140,000 I'I k I PR 34/25A Replacement $120,000 LIR I l'R 42/29A Replacement $440,000 IIRII'R 68/59A Replacement $1,500,000 (bunk ' ide 2013 Bridge Rehabilitations $275,000 I R \II'O 52.2/13A Replacement $200,000 I I k I PR 26/25A Replacement $140,000 l I R Il'k 29/80A Replacement $120,000 I I k IPR 22.5/25A Replacement $160,000 (',wnly vv ide 2014 Bridge Rehabilitations $275,000 ll R I I'R 38/31A Replacement $80,000 I I R Il'k 61/68A Replacement $140,000 I I k I Pk 45/6A Reslacement $140,000 Short Range Subtotal: $39,776,313.77 Mid Range (2016-2025) 1'I R I FR US 85 and WCR 40 Intersection Improvements $350,000.00 I'I It l I'R US 85 and WCR 80 Intersection Improvements $700,000.00 l I R I I'R Widen WCR 22 to 3 lane Collector Standard from SH 85 to WCR 49 $14,915,281.46 I)Ik('OG RAP WCR 26 from WCR 3 to WCR 7 $2,975,192.00 NI R NIP( ) Widen 83rd Avenue to 3 lane Collector Standard from SH 34 to WCR 64 $2,059,148.76 NI R \I I'D Widen Two Rivers Parkway to 3 lane Collector Standard from WCR 396 to WCR 52 $1,571,455.63 DR( ()G Widen WCR 28 to 3 lane Collector Standard from WCR 5 to 1-25 $2,324,368.76 Public Works Page 82 WELD COUNTY 2035 7E 4NSPORTA77ONPLAN NPR Ni PO Widen WCR 31 from the Greeley city limits to SH 392 1,354,703.13 N I R NI PO Widen 35th Avenue/WCR 35 from WCR 62.25 to SH 392 $3,454,493.02 l!F R I PR Improve WCR 49 from Gravel to RAP from WCR 4 to Hudson/WCR 16 $6,020,115.09 !I K I PR Widen WCR 49 from 2 to 4 lanes from WCR 18 to SH 34 $49,912,192.50 \F R M PO Widen WCR 54 to 3 lane Collector Standard from WCR 13 to WCR 25 $6,041,975.96 NPR \11'O Widen WCR 74 from Windsor City Limits to SH 392 $22,329,134.50 l PR I PR Widen WCR 77 to 3 lane Collector Standard from SH 14 to WCR 136 $31,212,360.12 l'I R I PR Widen WCR 79 to 3 lane Collector Standard from WCR 136 to WCR 140 $3,007,440.95 DR( OG Improve WCR 3.5 from Gravel to RAP from existing pavement to WCR 26 $581,092.19 I 'F R I PR Widen WCR 21 to 3 lane Collector Standard from WCR 28 to SH 66 $2,695,859.23 NI R NI PO Widen WCR 64.5 from WCR 23.75 to WCR 27 $2,831,329.54 NI IZ Nll'() Widen WCR 64.75 from WCR 23 to WCR 23.75 $1,016,027.35 NI R N1 PO Improve WCR 66 from Gravel to RAP from WCR 25 to WCR 31 $170,000.00 NI R \I1' ) Improve WCR 378 from Gravel to RAP from Evans city limits to WCR 396 $767,041.69 l![1< IPR Intersection Improvement of SH 14 and WCR 33 $600,000.00 DRCOG Intersection Improvement of SH 66 and WCR 13 $600,000.00 11< I PR Intersection Improvement of US 85 and WCR 18 $600,000.00 l'FR I PR Intersection Improvement of SH 52 and WCR 37 $600,000.00 l FR [PR Intersection Improvement of US 85 and WCR 16 $600,000.00 NI R N-I PO Intersection Improvement of SH 392 and WCR 33 $600,000.00 l PR I PR Intersection Improvement of US 85 and WCR 28 $600,000.00 N I RNI I'O Intersection Improvement of SH 392 and WCR 27 $600,000.00 l!F R Intersection Improvement of WCR 42 and WCR 29 $600,000.00 l!I R Intersection Improvement of WCR 32 and WCR 39 $600,000.00 I)R(U( Intersection Improvement of WCR 6 and WCR 23 $600,000.00 N I R Intersection Improvement of WCR 64.75 WCR 23.75 $600,000.00 DRCO(I Intersection Improvement of WCR 2 WCR 45 $600,000.00 l I R Intersection Improvement of WCR 24 and WCR 23 $600,000.00 l'I R Intersection Improvement of WCR 74 and WCR 51 $600,000.00 N P R Intersection Improvement of WCR 74 and WCR 31 $600,000.00 I)RCOG Intersection Improvement of WCR 6 and WCR 19 $600,000.00 N RNIPU Intersection Improvement of SH 392 and WCR 31 $600,000.00 l!FR I PR Intersection Improvement of SH 52 and WCR 41 $600,000.00 I)RCU(i Intersection Improvement of SH 66 and WCR 7 $600,000.00 t I R NI R Construct WCR 49 new 2 lane alignment and new 4 lane bridge from WCR 56 to WCR 58 $9,914,174.00 I FR I PR Weld Coun Road 77 Access Control Plan $50,000.00 Mid Range Subtotal: $178,253,385.88 Long Range- (2025-2035) DRCOG Widen WCR 1 to Rural Arterial Road Standard from Longmont City Limits to Boulder County $7,477,961.28 limits UFR TPR Construct new alignment of WCR 2 between WCR 49 and WCR 51 (Imboden Study) $5,126,957.50 DRCOG/NFR Construct new alignment of WCR 7 between WCR 34 and WCR 40 $7,880,872.50 Public Works Page 83 WELD COUNTY 20357E4NSFORTATIONPLAN DRCOG Construct new alignment of WCR 7.5 between WCR 20 and WCR 24.5 $5,910,654.38 DRCOG Construct new alignment of WCR 11 between WCR 22 and WCR 34 $15,761,745.00 UFR TPR Construct new alignment and new 4 lane Bridge for WCR 22 between WCR 49 to WCR $14,159,300.00 59(Pioneer) UFR TPR Construct new alignment and new 4 lane bridge for WCR 24 between WCR 21.5 and WCR 25.5 $13,507,830.00 NFR MPO Construct new 2 lanes and 2 lane bridge of WCR 27 from WCR 64 to SH 392 $3,476,957.50 NFR MPO Construct new two lanes of WCR 27 from WCR 76.5 to WCR 78 $2,626,957.50 NFR MPO Construct new 4 lane alignment and new 4 lane bridge of Two Rivers Pkwy from SH 60 $5,792,192.40 north to WCR 27 NFR MPO Construct new 4 lanes for WCR 40 from 1-25 to WCR 9.5 $735,548.10 NFR MPO Construct new O Street alignment and new 4 lane bridge from 83rd Avenue to SH 257 $6,569,149.90 UFR TPR Construct new 2 lane WCR 31 from WCR 12 to WCR 12.5 $677,351.57 UFR TPR Widen WCR 35 to 3 lane Collector Standard from SH 392 north to Ault city limits $8,087,577.69 NFR/UFR Improve WCR 390 from Gravel to RAP from SH 14 to WCR 136 $32,761,977.67 UFT/NFR US 85 Frontage Road Relocation/Realignment Improvements(Platteville,Gilcrest,Evans,Greeley, $3,000,000.00 Eaton&Ault NFR MPO US 85 and 0 Street Interchange Improvements $16,000,000.00 UFR TPR US 85 and US 60 Interchange Improvements $10,000,000.00 DRCOG US 85 and WCR 6 Interchange Improvements $15,000,000.00 UFR TPR US 85 and WCR 16 Intersection Improvements $600,000.00 UFR TPR US 85 and WCR 36 Intersection Improvements/Realignment $1,065,000.00 UFR/NFR US 85 and WCR 38 Intersection Improvements/Realignment $1,450,000.00 NFR MPO Improve WCR 7 from SH 56 to WCR 48 $1,600,000.00 NFR MPO Intersection improvement of WCR 54 and WCR 17 $600,000.00 NFR MPO Improve WCR 13 to 3 lane Collector Standard from WCR 48.5 to WCR 54 $3,386,757.83 DRCOG Improve Turner Blvd from SH 119 south to dead end $800,000.00 NFR MPO Widen WCR 37 to 3 lane Collector Standard between SH 392&WCR 74 $2,032,054.70 UFR TPR Intersection Improvement of WCR 44 and WCR 35.5 $300,000.00 NFR MPO Draina•e Im.rovements for Uninco .orated Coun Towns(i.e. Gill,Es.anola,etc. TBD Long Range Subtotal: $186,386,845.52 Combined Construction Total $404,416,545.17 *Projects listed in red font denote new road alignments not currently constructed. Since these projects are unfunded, this list does not guarantee the improvements will be constructed in the next 25 years, but is intended to identify the level of need throughout the County. Public Works Page 84 WELD COUNTY 2035 TRANSPORTATION PLAN Weld County Public Works budget for 2010 totaled approximately $27,550,340. The Public Works Fund records all costs related to road & bridge construction and maintenance. This fund is also utilized for allocation of monies to cities and towns for use in their road and street activities. Historically, the Public Works Department has been proactive in applying for Energy & Mineral Impact Grants through the Department of Local Affairs. On average, the County received approximately $500,000-$1,000,000 each year. However, due to current State budget shortfalls, the Energy & Mineral Impact Grant Program was suspended in 2009 and 2010, with the hopes it will resume in 2011. A summary of the needed county improvements and the resulting estimated construction costs are identified in Table 13. Scenario #of Projects Miles Estimated Costs Short Term Improvement Needs 61 2,796 $39,776,313.77 x Mid-Range Improvement Needs 42 103 $178,253,385.88 Long Range Improvement Needs 28 96 $186,386,845.52 Total Improvement Needs 131 2,995 $404,416,545.17 „ Improvements highlighted red in the Table 12 project list depicts new planned roadways. The majority of these projects were developed as part of the corridor alignment studies. Public Works is not identifying new planned road projects beyond those already proposed in the previous alignment studies and one collector road connection. Most of the capital projects identified recommend enhancing the existing roadway system for safety and efficiency, such as intersection improvements and shoulder or lane widening. Collectively, the list of projects identifies the County's needs for the next 25 years. Based on current funding levels and the amount of need identified, Weld County should focus on maintaining the existing roadway system and the short-range project list. Should additional grant funding become available, new roads can be considered for future construction. Public Works Page 85 WELD COUNTY. 2035 TEANSPOQTATTONPLAN B. Implementation Strategies Weld County Public Works is recommending implementation of the following transportation planning strategies: 1. Safety is a priority to Weld County's transportation network. 2. To protect the investment of existing infrastructure by placing an emphasis on maintaining and upgrading existing transportation facilities over the provision of new facilities. 3. The Roadway Master Plan represents a general project list that identifies projects for the collector and arterial roadway system. Table 9 includes the short, mid, and long range projects, implementation timing, and conceptual cost estimates. The roadway cost estimates are included separately in Appendix B. The majority of projects are unfunded, but have been identified for the sole purpose of funding allocation. The project list and concept level cost estimates assist the County with looking at funding so planning of future Impact Fees and other funding sources, such as grants, can be procured. However, the current CIP includes the short range projects from 2011-2015. 4. The strategic roadways were developed as part of the 2002 Road Impact Fee Study. The capital improvement program (CIP) has focused solely on these roads for the past eight years. While these strategic roads are important regional corridors in Weld County, they are not the only arterial roadways that need improvements. The 2010 Impact Fee Study recommends a shift from using road impact fees on only strategic roads to applying them on a county-wide basis to all arterial and collector roads. This change will ensure Weld County resources are contributing to the entire roadway network. It also recommends the Strategic Roadways map be incorporated into the entire arterial road network rather than isolating it as a separate document. In addition, all roadways identified in the Strategic Roadway Plan were classified as arterials. Conversely, it is recommended that portions of WCR 7 and WCR 11 remain arterials, but portions of the proposed southern alignments of these same roads with the 1-25 parallel arterial corridor study be reconsidered, and downgraded to collector status due to their close proximity to the 1-25 Corridor/frontage road system. 5. Weld County currently has limited roadway design criteria relative to alignment geometry, and the vast majority of the County's standards rely on AASHTO (the Green Book). However, The Public Works Department is currently in the process of writing a Weld County Design Criteria Manual. This manual will help establish design guidelines that are more reflective of Weld County's roadway network. For example, adopting some design Public Works Page 86 WELD COUNTY 2035 T&4NSPORTAT/ONPLAN parameters more restrictive than the Green Book may be desirable in light of inclement weather which occurs within the County. These changes could include upper limits on superelevation rates and on roadway grades. 6. Weld County will continue current rural transit services. It is recommended that Weld County consider developing a county-wide Regional Transit Plan. Elements of the plan should align with the recommendations of the North I-25 EIS, identify potential transit markets, plan for park-n-ride connections, and whenever feasibly possible, consider multi-modal improvements. 7. Weld County should continue to partner with the local jurisdictions to support regional planning, trails coordination, and infrastructure development. Weld County should continue partnership with the Highway 85 Coalition to expand on these regional planning efforts. 8. The County realizes each local jurisdiction has future plans for their community outside the jurisdiction's current corporate limits. The key consideration for these "in between" areas is communicating urban and rural roadway transitions between the municipality and the county. Since these areas have a high potential to be developed by the local jurisdiction using urban roadway standards, the municipality's cross sections would make a good starting point for consideration. Any issues or development proposals within these growth boundaries should include participation of both the local jurisdiction and the county through a Public Works/Planning referral process. 9. Coordinate the Capital Improvements Plan (CIP) with the short range improvements identified in the Transportation Plan. As well as put into effect an Adequate Public Facilities Ordinance to ensure funding mechanisms for transportation are sufficient to maintain the County's adopted level of service C (LOS C). 10. The Weld County Functional Classification Map shown in Figure 24 includes all the proposed changes, and should be updated every two to five years. In addition, the Transportation Plan should be updated annually and revised every five years. 11. The road impact fee should be revisited every five years to ensure consistency with the Transportation Plan and current growth and development. 12. To ensure safety and functionality is a priority of the arterial roadway network, new Access Control Plans (ACPs) should be considered for WCR 49, WCR 74 and WCR 77 in accordance with the newly adopted access Public Works Page 87 WELD COUNTY 20855 TRANSPORTATION PLAN control criteria in Chapter 6 the Weld County Design Criteria Manual. In addition, Weld County should partner with CDOT to develop Access Control Plans for SH 66 and SH 52. 13. Weld County should consider hosting an annual meeting with other municipalities and adjacent counties to discuss future construction projects and identify any possible economy of scale efforts for potential joint project coordination. This annual meeting should coincide with budget season and capital improvements programming for the upcoming year. 14. Coordinate with the Planning Department to modify certain zoning code definitions, such as, street, in the zoning code to be consistent with the Transportation Plan. p.{ Vic.110.10106 Westbound WCR 26 at Union Reservoir 4 Public Works Page 88 WELD COUNTY 2035 TRANSPORTATTONPLAN VII. POLICIES AND GUIDING PRINCIPLES All amendments and revisions to the Weld County Transportation Plan will be reviewed by the Weld County Planning Commission whose recommendation will be forwarded to the Board of County Commissioners for formal adoption. A. TP.Goal 1. Establish a classification system that preserves the functional integrity (safety, capacity, and mobility) of the County roadway network through coordinated right- of-way, access, and cross-section guidelines. 1. TP.Policy 1.1. Implement a road classification plan process that accurately reflects Weld County's current roadway network 2. TP.Policy 1.2. Review the classification plan map annually and update every two years to ensure the rights-of-way are adequate enough to facilitate capacity needs for new development and meet travel demand. 3. TP.Policy 1.3. The Functional Road Classification Map will serve as the County's official roadway plan. 4. TP.Policy 1.4. Adopt access management guidelines and policies to ensure the functional integrity of the county road network is maintained according to its planned function. 5. TP.Policy 1.5 Develop a regional framework approach to constructing Weld County's transportation system by considering a macro perspective during the decision making process, to determine the functions of the roadway network taken as a whole. B. TP.Goal 2. Develop and maintain a safe and efficient roadway network. 1. TP.Policy 2.1. Ensure county road facilities are constructed and maintained in accordance with the roadway classification plan, as well as adopted County standards. 2. TP.Policy 2.2. Ensure reasonable amounts of right-of-way are dedicated or reserved for public use. 3. TP.Policy 2.3. Develop county-wide design and construction standards to reflect county roadway needs. 4. TP.Policy 2.4. Develop access spacing standards for all arterial, collector and local roads to ensure safety and mobility remain a priority. Implementation of shared access locations, including driveways, should be required whenever functionally possible. Public Works Page 89 WELD COUNTY 2035 TRANSPORTaET/ONPANL 5. TP.Policy 2.5. Avoid or minimize potential conflicts among different transportation modes, such as vehicular and freight crossing points. 6. TP.Policy 2.6. Design and construct road networks that provide best practices for improvements and safety, i.e. shoulders, access, guardrails, etc. 7. TP.Policy 2.7. Prioritize new construction projects based on safety, connectivity, traffic volumes, and establish thresholds for road surface maintenance improvements. 8. TP.Policy 2.8. Work with property owners to require utilities be placed in easements, or toward the edge of the right-of-way. 9. TP.Policy 2.9. When a signalized intersection is warranted on the county road system, a cost-benefit ratio comparison to constructing a roundabout should be considered prior to installing a traffic signal. 10. TP.Policy 2.10. To further the required components of the Weld County Comprehensive Plan, a county-wide trail system should be promoted to service transportation and recreational purposes. 11. TP.Policy 2.11. Implement and maintain urban and rural cross sections that are consistent with the classification plan, as amended. 12. TP.Policy 2.12. To ensure the safety and mobility of the roadways are maintained, revise the current right-of-way, access, and transport permitting process to ensure conformance with the goals of the transportation plan. 13. TP.Policy 2.13. Create access management plans for Weld County Roads 49, 74 and 77. C. TP.Goal 3. Encourage partnerships with the Colorado Department of Transportation (CDOT), North Front Range Metropolitan Planning Organization (MPO), Denver Regional Council of Governments, Upper Front Range Transportation Planning Region (TPR), municipalities, special districts, and private entities to coordinate transportation improvements, land use strategies, and enhance interagency communication. 1. TP.Policy 3.1. Continue support and membership of the Highway 85 Coalition to further the goals and efforts of regionalism along US 85, which serves as the backbone of Northern Colorado. 2. TP.Policy 3.2. Develop a standardized Public Works Referral Process to further communication efforts with local jurisdictions, and for joint construction projects in concert with the annual budget/CIP process to promote economies of scale. Public Works Page 90 WELD COUNTY 2035 TRANSPORTATION PLAN 3. TP.Policy 3.3. Develop an annual Weld County Public Works conference meeting with all the communities to discuss capital improvement projects and current maintenance techniques. 4. TP.Policy 3.4. Continue participation in regional transportation organizations that support the goals of the Weld County Transportation Plan, and encourage partnerships with other local government agencies to provide a sustainable transportation system. 5. TP.Policy 3.5. Promote the Weld County Smart Energy Plan, which supports the efforts of utilizing natural gas as an alternative transportation fuel, as well as converting vehicles to bi-fuel or dedicated natural gas. D. TP.Goal 4. Improve the movement of people and goods to all Weld County communities by enhancing regional arterial roadways. 1. TP.Policy 4.1. Where appropriate, consider paved shoulders, auxiliary lanes, and other appropriate design considerations to enhance the safety and capacity of County roads. 2. TP.Policy 4.2. Consider shoulder capacity expansion improvements for cyclists on county roads connecting communities. 3. TP.Policy 4.3. Address future multi-modal transportation needs of all areas of the County, and to be a liaison by providing connectivity between the communities. 4. TP.Policy 4.4. Weld County supports the access control plans for US 85, SH 392, SH 60, SH 56, SH 34, and SH 119. 5. TP.Policy 4.5. All county regional roadway infrastructures should be designed and constructed in accordance with adopted County standards. E. TP.Goal 5. Support good land use planning policies by coordinating long-range and transportation planning decisions to ensure new development maintains a sufficient level of service by paying its fair share of improvements to the transportation network. 1. TP.Policy 5.1. Implement an Adequate Public Facilities Ordinance (APFO) to ensure funding mechanisms for transportation are sufficient to maintain the existing level of service. Should a proposed development reduce the roadway level of service then improvements should be made to the site to keep the roadway network at the County's approved roadway level of service. More specifically, during the development review process, as a condition of land Public Works Page 91 WELD COUNTY' 2035 TRANSPORTSTIONPLAN development, require construction of public improvement facilities in proportion to their respective traffic demand impacts and land development patterns. 2. TP.Policy 5.2. Maintain a five-year Capital Improvement Plan (CIP), which coordinates with the short and long range improvements identified in the Weld County Transportation Plan. 3. TP.Policy 5.3. Update the Road Impact Fee (RIF) Study every five years to assure new development contributes its fair proportional share of the cost of providing, and benefits from the provision of the capital improvements required to provide new development with the same level of service currently enjoyed by existing development. 4. TP.Policy 5.4. Whenever possible, the County should consider projects that assist with reducing Vehicle Miles Traveled (VMTs) including projects that encourage a variety of transit options, such as but not limited to: Park-n-Ride Facilities, Rapid Bus Transit, High Occupancy Vehicle (HOV) lanes, and Transit Oriented Developments (TOD), etc. 5. TP.Policy 5.5. Maximize the compatibility of roads, streets, and highways with adjacent land uses. 6. TP.Policy 5.6. Recognize the value other transportation modes offer, such as airplanes and trains, and encourage the continued use through compatible surrounding land uses. 7. TP.Policy 5.7. Develop a sustainable transportation system that incorporates, land use, transportation, economics, and cost benefit ratio's into the decision making process. F. TP.Goal 6. Create a transportation planning document that functions for staff and elected officials when making future development decisions. 1. TP.Policy 6.1. Maintain a Weld County Transportation Plan that is comprehensive and innovative with planning concepts, such as smart growth and sustainability. 2. TP.Policy 6.2. The Weld County Transportation Plan should accommodate the Goals and Policies listed in the Weld County Comprehensive Plan, and not be in conflict with each other. 3. TP.Policy 6.3. The Weld County Transportation Plan is a needs based planning tool providing a resource to elected officials, staff, and county residents by identifying the most cost- effective transportation infrastructure and services. 4. TP.Policy 6.4. Support economic development outreach through transportation planning efforts. Public Works Page 92 WELD COUNTY 2035 7RANSPORTA770NPLAN 5. TP.Policy 6.5. Review the Transportation Plan annually and update it every five years. G. TP.Goal 7. Develop a plan and implementation strategies that recognize funding limitations and seeks alternative funding sources. 1. TP.Policy 7.1. Consider maintenance funding of the existing county road network at the current level of service as a high priority, and outsource maintenance as needed 2. TP.Policy 7.2. Pursue state and federal grant funds to assist in constructing new capital improvement projects. Any new transportation facilities should be designed to minimize future maintenance costs. 3. TP.Policy 7.3. The County should emphasize maintenance and upgrading of existing transportation facilities over the provision of new facilities in order to protect its existing investment. 4. TP.Policy 7.4. Work with adjacent Counties, such as Boulder, Larimer, Morgan, and Adams to consider cost sharing projects which provide regional transportation services, for example, a fixed inter-regional transit route between Counties. 5. TP.Policy 7.5. Promote actions that improve transportation system efficiency using Transportation Demand Management techniques, such as promoting alternative modes like transit or increasing vehicle occupancy through rideshare programs. 6. TP.Policy 7.6. Support private and public partnerships to construct public improvements for all modes of transportation. H. TP.Goal 8. Ensure the transportation plan remains current with the evolving conditions and the needs of the County, as well as continues long-range planning projections to prepare for future system expansions. 1. TP.Policy 8.1. Consider a multi-modal transportation system that assist in reducing congestion on the roadway network. 2. TP.Policy 8.2. In urban areas, promote on-road bike lanes for commuter cyclists, and off-road or detached sidewalks/sidepath trails for pedestrian and bicyclists serving higher population densities. 3. TP.Policy 8.3. Support the Weld County Trails Coordination Committee with mapping all existing Weld County trail facilities to identify future regional connectivity and coordination with planning and constructing a regional trail network system serving the entire county. Public Works Page 93 WELD COUNTY 2035 TRi4NSPORTAT/ONPLAN 4. TP.Policy 8.4. Promote bikeways and sidewalks in new developments to link residential and employment areas, commercial centers, recreational and open space areas and educational facilities. 5. TP.Policy 8.5. Continue support of the existing freight rail corridors and encourage the development of passenger commuter rail as a future transportation mode used in accordance with the recommendations from the 1-25 EIS. 6. TP.Policy 8.6. Encourage alternative transportation fueling sources to promote improved air quality. 7. TP.Policy 8.7 Implement energy efficient best management practices whenever feasibly possible. 8. TP.Policy 8.8. New public roads should be accepted in accordance with Weld County's road acceptance policy. 9. TP.Policy 8.9. Future developments may need to make on-site and off-site roadway improvements as appropriate, and the County should consider the implementation of Reimbursement Agreements for off-site improvements made beyond the limits of the site specific development proposal, where appropriate. 10. TP.Policy 8.10. Encourage sustainable planning and construction strategies with all types of capital improvements. BALANCING OBJECTIVES AND COST LAND USE TRANSPORTATION Sustainability: ECONOMICS "The Sweet Spot" COMMUNITY OESIRE/ACCEPTANCE Graphic Courtesy of URS Corporation-Denver Public Works Page 94 WELD COUNTY 2035 TRANSPORTAT/ONPLAN 0 `°;col i eg,t.a hu >tt. w`e rixs. fit' e a m•a:, � .. Or* k. " ' •' t414. ..„ ..,. ii:frill:Stf4H. , .. ta._4r.. Disclaimer: The data in this document are compiled from multiple sources and is intended for informational purposes only. Weld County assumes no responsibility or legal liability for the accuracy, completeness, or usefulness of any informaiton in this report. References are available in Appendix I of the Plan. Public Works Page 95 J$tLD COUNTY 2036 TRAASPORTA770NPLAN APPENDIX A - ROADWAY INVENTORY The 2009 Weld County Roadway Inventory file identifies the different calculations needed for development of the Weld County Transportation Plan. This spreadsheet includes roughly 3,800 roadway segments located in Weld County. The spreadsheet has been set up to calculate two key values, the 2035 ADT and the Volume/Capacity for each segment. Several of the columns in the spreadsheet provide raw model data that are used to calculate the forecasted 2035. There are a handful of key columns within this spreadsheet which are useful when calculating planning-level needs: • Road—Defines study segment • From—Defines starting point of study segment • To - Defines ending point of study segment • Length—Provides length of study segment • 2009 ADT—This value has been calculated by factoring the existing count data to a uniform base year • 2035 ADT — This value has been developed through coordination of the DRCOG and NFR Models including the addition of proposed roadways within each study area, this is the primary output from the modeling exercise • Current VMT—This value was calculated by multiplying the Length by the 2009 ADT • 2035 VMT—This value was calculated by multiplying the Length by the 2035 ADT • Roadway Classification — Each segment is defined as one of four classifications: subdivision, local,collector, or arterial • Lane Qty—Provides number of through lanes (sum of both directions) • Road Surface—Each segment is defined as one of two classifications: gravel or paved • Capacity (VPD) — This value was calculated as a function of the Roadway Classification, Lane Qty, and Road Surface,and represents the daily vehicle capacity • Current V/C—This value was calculated by dividing the Current ADT by the Capacity(VPD) • 2035 V/Existing Capacity—This value was calculated by dividing the 2035 ADT by the Capacity (VPD) V/C Discussion The resulting road segment capacities were used to calculate the Current V/C and 2035 V/Existing Capacity for each roadway segment. The Current V/C may be helpful in determining what roadways are currently near or above capacity and, similarly, the 2035 V/Existing Capacity provides information about what roadways may be near or above capacity if only the proposed roadway network changes are made at year 2035. In a planning context, a volume to capacity of 0.8 generally represents the threshold between LOS D and LOS E. A volume to capacity of 1.0 indicates the facility is operation (or is expected to operate) at above capacity conditions; representing the threshold between LOS E and F. For this broad planning-level exercise, if a segment reaches an unacceptable V/C (reflected by an unacceptable LOS) there are several options for increasing capacity, including paving (roadways which are currently gravel), adding lanes, increasing the functional classification,and providing parallel routes designed to draw away some of the traffic. 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RE!ge2oe! \)\©§§© ` 5j�) Weld County Bridge Inventory Bridge ID Structure Type Deck Area(SF) Year Built Bridge ID Structure Type Deck Area(SF) Year Built WEL001.0-020.5A Major 1130.2 1995 WEL001.0-032.0A Minor 600 1972 WEL001.0-022.1A Major 4520.8 1986 WEL001.0-032.08 Minor 512 1978 WEL001.0-036.0A Major 796.5 1980 WEL002.5-027.0A Minor 440 1972 WEL002.0-039.0A Major 1108.7 2007 WEL003.0-038.0A Minor 395.2 2007 WEL002.0-041.0A Major 1969.8 2007 WEL003.0-048.0A Minor 512.4 1962 WEL002.0-045.0A Major 1420.8 2004 WEL003.0-048.08 Minor 457.6 1983 WEL002.0-047.0A Major 1819.1 2004 WEL005.0-012.0A Minor 448 1979 WEL002.0-047.0B Major 979.5 1960 WEL00S.0-032.0A Minor 515.2 1945 WEL003.0-012.0A Major 1453.1 2003 WEL005.0-036.0A Minor 800 2006 WEL003.0-012.0B Major 1851.4 2004 WEL005.0-048.0A Minor 600 1948 WEL003.0-012.0C Major 775 1989 WEL005.0-048.08 Minor 344.4 1946 WEL003.0-014.0A Major 2561.8 2004 WEL006.0-011.0A Minor 656.5 1945 WEL003.0-042.0A Major 2604.9 1987 WEL006.0-017.0A Minor 660 1993 WEL004.0-015.0A Major 1076.4 2003 WEL006.0-019.0C Minor 475 1973 WEL004.0-027.0A Major 839.6 1970 WEL006.0-023.0A Minor 403 2009 WEL004.0-039.0A Major 1291.7 1994 WEL006.0-041.0A Minor 460 1993 WEL004.0-041.0A Major 1270.1 1996 WEL007.0-018.0A Minor 2025 1997 WEL004.0-041.08 Major 2378.8 2003 WEL007.0-036.0A Minor 688.8 1945 WEL004.0-043.0A Major 1248.6 1965 WEL007.0-046.0A Minor 640 2006 WEL004.0-045.0A Major 1227.1 2003 WEL008.0-019.0A Minor 480 1991 WEL004.0-051.0A Major 1463.9 2001 WEL009.5-030.0A Minor 512 1986 WEL004.5-023.0A Major 807.3 1999 WEL010.0-029.0A Minor 672 1969 WEL005.0-042.0A Major 2357.3 2000 WEL010.0-057.0A Minor 411.4 1972 WEL006.0-019.0A Major 947.2 1984 WEL013.0-044.0A Minor 1960 1998 WEL006.0-019.08 Major 1001 2003 WEL013.0-044.0C Minor 490 1960 WEL006.0-023.1B Major 1237.8 1989 WEL013.0-052.2A Minor 628 1982 WEL006.0-025.0A Major 8869.5 1970 WEL014.5-023.0A Minor 423 2009 WEL006.0-025.08 Major 2357.3 2001 WEL016.0-029.0A Minor 640 1970 WEL006.0-027.0A Major 947.2 1999 WEL017.0-028.0A Minor 298.2 1966 WEL006.0-057.0A Major 968.8 1982 WEL018.0-023.0A Minor 425 1958 WEL008.0-021.0A Major 1270.1 1983 WEL018.0-025.08 Minor 726 1974 WEL008.0-023.0A Major 1280.9 1970 WEL018.0-035.0A Minor 600 1971 WEL008.0-025.0A Major 7039.6 1994 WEL018.5-027.0A Minor 720 1979 WEL008.0-029.0A Major 742.7 1992 WEL018.5-029.0A Minor 378 1979 WEL008.0-041.0A Major 2023.6 2006 WEL019.0-004.0A Minor 512 1986 WEL008.0-043.0A Major 968.8 1974 WEL019.0-006.0A Minor 432 1992 WEL009.5-024.5A Major 14003.8 1999 WEL019.5-036.0A Minor 421.2 1966 WEL010.0-051.0A Major 1248.6 1982 WEL020.0-023.0A Minor 638.4 1986 WEL012.0-029.5A Major 882.6 2009 WEL020.0-023.0B Minor 589 1987 WEL013.0-026.0A Major 14003.8 2004 WEL020.0-027.0A Minor 1248.8 1957 WEL013.0-034.0A Major 613.5 1970 WEL020.0-035.0A Minor 430.1 1970 WEL013.0-044.0B Major 1496.2 1966 WEL020.5-007.08 Minor 624 1988 WEL013.0-048.0A Major 785.8 1999 WEL021.0-004.0A Minor 437.4 2002 WEL013.0-054.0A Major 8385.1 2009 WEL021.0-008.0A Minor 568 1947 WEL013.6-056.0A Major 979.5 2002 WEL021.0-012.0A Minor 575.7 1976 WEL014.0-035.0A Major 818.1 1978 WEL022.0-021.08 Minor 445.5 1976 WEL014.5-025.0A Major 14025.4 1993 WEL022.0-027.0A Minor 448 1980 WEL015.0-002.0A Major 1162.5 2003 WEL022.0-047.0A Minor 480 1975 WEL015.0-056.0A Major 1840.6 1999 WEL023.0-006.0A Minor 1440 2010 WEL015.0-082.0A Major 1797.6 2004 WEL023.0-020.0A Minor 604.8 1952 WEL016.5-001.08 Major 4047.2 1983 WEL023.0-048.0A Minor 513 1992 WEL017.0-004.0A Major 850.3 1974 WEL024.5-009.0A Minor 627 1965 WEL017.0-022.0A Major 914.9 2002 WEL025.0-018.0A Minor 2500 2007 WEL017.0-022.08 Major 979.5 2000 WEL025.0-022.0A Minor 682.5 1991 WEL017.0-050.0A Major 5371.2 1978 WEL025.0-036.0A Minor 240 1975 WEL017.0-054.0A Major 1442.4 2006 WEL025.5-036.0A Minor 1210 2006 WEL018.0-025.0A Major 9246.2 1994 WEL026.0-011.0A Minor 275 1957 WEL018.0-071.0A Major 1237.8 2000 WEL026.0-021.0A Minor 492.8 1987 WEL019.0-004.0B Major 958 1984 WEL026.0-027.0A Minor 416 1974 WEL019.0-022.0A Major 1141 1993 WEL026.7-015.0A Minor 416 1990 WEL019.0-046.5A Major 1646.9 1960 WEL028.0-005.0A Minor 371 1994 WEL019.0-082.0A Major 1797.6 2009 WEL028.0-025.0B Minor 335 1974 WEL019.5-036.0B Major 7717.7 1997 WEL029.0-006.0A Minor 644 1974 WEL020.0-021.0A Major 785.8 1955 WEL029.0-008.0A Minor 370 1990 WEL020.5-003.08 Major 4421 1978 WEL030.0-043.0A Minor 1008 1965 WEL021.0-006.0A Major 1582.3 1970 WEL031.0-044.0A Minor 480 1986 WE1021.0-076.5A Major 1883.7 2008 WEL031.0-044.0B Minor 561 1986 WEL022.0-017.0A Major 1108.7 2002 WEL031.0-048.0A Minor 580 1957 WEL022.0-021.0A Major 1151.7 1993 WEL032.0-035.0A Minor 670 1980 WE1022.0-035.0A Major 914.9 2007 WEL033.0-090.0A Minor 340 1986 WEL022.0-043.0A Major 1324 1994 WEL034.0-003.0A Minor 440 1979 WEL022.5-025.0A Major 742.7 1985 WEL034.7-003.0A Minor 598 1989 WEL023.0-006.08 Major 1270.1 1995 WEL035.0-086.0A Minor 576 1983 WEL023.0-006.0C Major 1259.4 1995 WEL035.0-090.0A Minor 450 1990 WEL023.0-008.0A Major 1259.4 1982 WEL036.0-005.0A Minor 650 1989 WEL023.0-014.0A Major 936.5 1997 WEL036.0-023.0A Minor 598.5 1983 WEL023.0-066.0A Major 1227.1 1999 WEL038.0-031.0A Minor 506 1969 WEL023.0-082.0A Major 818.1 1989 WEL038.0-041.0A Minor 640 1976 WEL024.0-021.0A Major 1054.9 1993 WEL038.0-041.08 Minor 419.2 1974 WEL024.5-025.0A Major 1170 2010 WEL039.0-040.0B Minor 636 1986 WEL025.0-052.0A Major 731.9 1962 WEL039.0-046.0A Minor 306 1996 WEL025.5-040.0A Major 728 1940 WEL039.0-080.0A Minor 1560 2008 WEL026.0-025.0A Major 1108.7 1960 WEL040.0-027.0A Minor 420 1987 WEL027.0-052.1A Major 968.8 1983 WEL040.0-041.08 Minor 362.4 1971 WE1027.0-062.1B Major 3767.4 1981 WEL040.0-051.0A Minor 256 1975 WEL027.0-066.0A Major 2561.8 2009 WEL040.5-003.0A Minor 640 1975 WEL027.0-076.0A Major 796.5 1969 WEL041.0-004.0A Minor 672 1981 WEL027.5-048.0A Major 4908.3 1970 WEL041.0-048.0A Minor 271.6 1940 WEL028.0-023.0A Major 11011.5 1965 WEL041.0-048.08 Minor 212.3 1939 WEL028.0-025.0A Major 1550 2005 WEL041.0-050.5A Minor 613.2 1994 WEL029.0-034.0A Major 1270.1 1962 WEL042.0-029.0A Minor 690 1930 WEL029.0-042.0A Major 968.8 2005 WEL042.0-039.06 Minor 986 1981 WEL029.0-062.08 Major 6835.1 1990 WEL042.0-041.08 Minor 624 1977 WEL029.0-068.0A Major 1851.4 1997 WEL042.0-045.0A Minor 418.6 1968 WE1029.0-076.0A Major 1506.9 1981 WEL042.0-055.0A Minor 520 1990 WEL029.0-080.0A Major 979.5 1962 WEL043.0-040.0A Minor 378 1965 WEL029.0-084.0A Major 1259.4 1990 WEL043.0-040.08 Minor 531 1965 WEL029.0-084.08 Major 1162.5 1992 WEL043.0-042.0A Minor 432 1999 WEL029.0-088.0A Major 742.7 1990 WEL043.0-048.0A Minor 644 1956 WEL029.0-088.08 Major 699.7 1989 WEL044.0-041.0A Minor 644 1980 WEL029.0-088.0C Major 753.5 1993 WEL044.0-041.0D Minor 370 2000 WEL031.0-036.0A Major 979.5 1980 WEL044.0-045.0A Minor 620 1976 WEL031.0-036.0B Major 914.9 1973 WEL044.0-049.0A Minor 648 1982 WEL031.0-068.0A Major 2120.5 1997 WE1044.0-055.0A Minor 592.2 1968 WEL031.0-074.0A Major 1517.7 2008 WEL045.0-044.0A Minor 660 1990 WEL031.0-086.0A Major 850.3 1995 WEL045.0-058.SC Minor 680 1987 WEL031.0-088.7A Major 839.6 1989 WEL045.0-066.0A Minor 351 2004 WEL033.0-038.0A Major 947.2 1968 WEL045.0-068.0A Minor 600 1978 WEL033.0-038.08 Major 979.5 1978 WEL045.0-074.0A Minor 324 2006 WEL033.0-052.2A Major 1517.7 1970 WEL045.5-056.5A Minor 564 1970 WEL033.0-068.0A Major 1324 1971 WEL046.0-003.0A Minor 231 1945 WEL033.0-078.0A Major 1474.7 2000 WEL046.0-011.0A Minor 636.3 1967 WEL033.0-086.0A Major 893.4 1996 WEL046.0-045.0A Minor 356.4 1978 WEL033.0-100.0A Major 947.2 1984 WEL046.0-049.0A Minor 396 1987 WEL034.0-013.0A Major 613.5 1966 WEL046.0-051.0A Minor 768 1977 WEL034.0-017.0A Major 8847.9 1960 WEL046.0-055.0A Minor 550 1989 WEL034.0-025.0A Major 958 1974 WEL048.0-053.0A Minor 617.5 1991 WEL035.0-038.0A Major 818.1 1966 WEL048.0-057.0A Minor 579.6 1981 WEL035.0-038.08 Major 1187 2010 WEL049.0-022.0A Minor 312 1978 WEL035.0-048.0A Major 904.2 1960 WEL049.0-024.0A Minor 612 1973 WEL035.0-062.0A Major 7620.8 1970 WEL049.0-034.0A Minor 924 2001 WEL035.0-066.0A Major 1969.8 2005 WEL049.0-060.0A Minor 616 1982 WEL035.0-078.0A Major 1270.1 1992 WEL050.0-015.0A Minor 704 1997 WEL035.7-062.2A Major 5360.4 1970 WEL050.0-039.0A Minor 477 1940 WEL036.0-029.08 Major 839.6 1981 WEL050.0-047.0B Minor 200 1981 WEL036.0-029.1A Major 958 1985 WEL050.5-039.0A Minor 450.3 1980 WEL037.0-068.1A Major 1840.6 1986 WEL051.0-046.0A Minor 440 1985 WEL037.0-080.0A Major 1204 2010 WEL051.0-052.0A Minor 575.7 1973 WEL037.0-086.0A Major 893.4 1998 WEL052.0-037.0A Minor 4970 1988 WEL037.0-114.0A Major 1485.4 1992 WEL052.0-041.0A Minor 608 1997 WEL038.0-003.0A Major 861.1 1960 WEL052.0-047.0A Minor 616 1975 WEL038.0-009.0A Major 968.8 1965 WEL052.0-061.0A Minor 380 1979 WEL038.0-031.08 Major 904.2 2005 WEL052.0-063.0A Minor 226.4 1997 WEL039.0-040.0A Major 936.5 1988 WEL052.2-013.0A Minor 640 1982 WEL039.0-048.SA Major 882.6 2003 WEL053.0-048.0A Minor 646 1986 WEL039.0-068.1A Major 1324 1990 WEL055.0-074.0A Minor 672 1980 WEL039.0-080.5A Major 753.5 1954 WEL055.5-058.0A Minor 500 1988 WEL039.0-086.0A Major 559.7 1960 WE1055.5-058.5A Minor 342 1985 WEL040.0-041.0A Major 1571.5 1996 WEL056.5-043.0A Minor 420 1982 WEL040.0-045.0A Major 1259.4 1981 WEL057.0-046.0A Minor 594 1989 WEL041.0-068.0A Major 796.5 1993 WEL057.0-066.0A Minor 546 1970 WEL041.0-100.0A Major 1280.9 1992 WEL058.0-047.0C Minor 2747.3 1978 WEL042.0-039.0A Major 1259.4 1991 WEL059.0-010.0A Minor 360 1979 WEL042.0-041.0A Major 1033.3 1959 WEL059.0-048.0A Minor 450 1964 WEL042.0-047.0A Major 1151.7 2001 WEL059.0-048.08 Minor 588 1972 WEL043.0-054.0A Major 947.2 1995 WEL059.0-070.0A Minor 640 1987 WEL043.0-066.1A Major 968.8 1985 WEL060.0-013.0A Minor 276 1936 WEL043.0-068.0A Major 613.5 1960 WEL060.0-053.0A Minor 288 1940 WEL043.0-070.0A Major 775 1981 WEL061.0-046.0A Minor 288 1978 WEL043.0-070.08 Major 1227.1 1998 WEL061.0-050.0A Minor 480 1990 WEL043.0-070.0C Major 1280.9 1981 WEL061.0-070.0A Minor 540 2005 WEL043.0-074.1A Major 1248.6 1985 WEL062.0-029.0A Minor 498 1967 WEL043.0-078.0A Major 775 1975 WEL062.0-031.0A Minor 631.4 1945 WEL043.0-084.0A Major 861.1 1979 WEL062.2-035.5A Minor 825 1999 WEL044.0-013.08 Major 1108.7 1987 WEL063.0-002.0A Minor 360 1965 WEL044.0-033.0A Major 796.5 1980 WEL064.0-049.0B Minor 336 1986 WEL044.0-041.08 Major 807.3 1981 WEL064.0-057.0A Minor 270 1979 WEL044.0-041.00 Major 1087.2 2001 WEL065.0-002.0A Minor 288 1972 WEL044.0-047.0A Major 979.5 1960 WEL066.0-043.0B Minor 242.4 1940 WEL044.0-051.1A Major 742.7 1981 WEL066.0-055.0A Minor 551 1971 WEL045.0-006.0A Major 1151.7 1969 WEL066.0-055.08 Minor 609.9 1978 WEL045.0-008.0A Major 1280.9 1998 WEL070.0-029.0A Minor 585.2 1985 WEL045.0-054.SA Major 1216.3 1996 WEL070.0-035.0A Minor 606 1985 WEL045.0-058.5A Major 1248.6 1986 WEL070.0-057.0A Minor 640 1980 WEL045.0-058.58 Major 1248.6 1987 WEL072.0-017.0A Minor 397.6 1990 WEL045.0-068.08 Major 990.3 1976 WEL072.0-025.0A Minor 275 1939 WEL045.0-068.0C Major 871.9 1951 WEL072.0-035.0A Minor 1944 2006 WEL045.0-084.0A Major 861.1 1990 WEL074.0-017.0A Minor 1046.5 1991 WEL045.5-054.5A Major 1216.3 1970 WEL074.0-027.0A Minor 2280 2006 WEL046.0-047.1A Major 818.1 1983 WEL074.0-031.0A Minor 352 1977 WEL047.0-040.0A Major 1474.7 2000 WEL074.0-053.0A Minor 750 1978 WEL047.0-054.0A Major 1119.4 1991 WEL076.0-035.0A Minor 768 1989 WEL047.0-068.0A Major 882.6 1990 WEL076.0-039.0A Minor 288 1994 WEL047.0-068.0B Major 1011.8 2001 WEL076.0-045.0A Minor 175 1997 WEL047.0-078.0A Major 764.2 1960 WEL076.0-051.0A Minor 604 1985 WEL048.0-047.0A Major 1560.8 1998 WEL078.0-039.0A Minor 338.8 1945 WEL048.5-019.0A Major 775 1991 WEL079.0-134.0A Minor 2025 1993 WEL049.0-052.0A Major 990.3 1976 WEL080.0-039.0A Minor 238 1993 WEL049.0-054.0A Major 947.2 1960 WEL084.0-027.0A Minor 623.2 1984 WEL049.0-068.0A Major 635.1 1970 WEL084.0-027.0B Minor 608 1988 WEL049.0-070.0A Major 1205.6 1997 WEL086.0-033.0B Minor 600 1979 WEL049.0-076.0A Major 828.8 1982 WEL090.0-039.0A Minor 487.5 1982 WEL050.0-013.0A Major 1001 1999 WEL090.0-043.0A Minor 156 1992 WEL050.0-047.0A Major 1205.6 1979 WEL090.0-051.0A Minor 182 1987 WEL0S0.0-051.0A Major 688.9 1982 WEL090.0-053.0A Minor 490 1987 WEL050.0-057.0A Major 1162.5 2010 WEL095.0-024.0A Minor 467.4 1965 WEL0S0.0-059.0A Major 968.8 2006 WEL100.0-087.0A Minor 1440 1986 WEL050.0-065.0A Major 1776 1978 WEL102.0-019.0A Minor 702 1990 WEL051.0-054.2A Major 753.5 1984 WEL124.0-071.0A Minor 420 1989 WEL051.0-068.0A Major 1550 1982 WEL132.0-069.0A Minor 192 1990 WEL051.0-072.0A Major 1614.6 1999 WEL380.0-063.0A Minor 614 1982 WEL051.0-078.0A Major 2055.9 1999 WEL394.0-037.0A Minor 242.2 2007 WEL052.0-013.0A Major 764.2 1960 WEL052.0-021.0A Major 753.5 1967 TOTAL AREA 118139.5 WEL0S2.0-021.08 Major 2088.2 1968 WEL052.0-043.0A Major 1162.5 1998 WEL052.5-065.0A Major 1280.9 1960 WEL053.0-042.0A Major 958 1990 WEL053.0-054.2A Major 807.3 1992 WEL053.0-058.0A Major 21215.7 1958 WEL053.0-058.08 Major 850.3 1958 WEL053.0-066.0A Major 1087.2 2004 WEL0S3.0-078.0A Major 1302.4 1990 WEL054.0-013.0A Major 5597.2 1978 WEL054.0-019.0A Major 1205.6 1999 WEL054.0-041.0A Major 17329.9 1973 WEL054.0-041.18 Major 1130.2 1986 WEL054.0-043.0A Major 947.2 1998 WEL055.0-014.1A Major 1280.9 1985 WEL055.0-052.0A Major 721.2 1960 WEL055.0-066.0A Major 2120.5 1986 WEL056.0-059.0A Major 1797.6 1995 WEL056.6-013.0A Major 1065.6 2002 WEL057.0-052.0A Major 818.1 1960 WEL057.0-094.0A Major 1302.4 1987 WEL057.0-100.0A Major 1291.7 1987 WEL057.0-128.0A Major 1259.4 1993 WEL058.0-047.0A Major 2734 1978 WEL058.0-047.0B Major 21969.1 1990 WEL059.0-016.0A Major 1969.8 2001 WEL059.0-050.0A Major 613.5 1973 WEL059.0-060.5A Major 818.1 1965 WEL059.0-064.0A Major 1453.1 2005 WEL059.0-114.0A Major 1280.9 1992 WEL060.5-049.0A Major 5629.5 1967 WEL061.0-054.0A Major 27157.3 1997 WEL061.0-054.0B Major 3024.7 1970 WEL061.0-068.0A Major 958 1965 WEL061.5-068.0A Major 355.2 2000 WEL062.0-057.0A Major 836 1965 WEL062.5-049.0A Major 1280.9 1986 WEL064.0-039.0A Major 2938.5 1995 WEL064.0-049.0A Major 1302.4 1986 WEL066.0-043.0A Major 968.8 1994 WEL066.0-049.1A Major 1485.4 1985 WEL067.0-128.0A Major 1205.6 1990 WEL068.0-059.0A Major 2992.4 1957 WEL068.0-061.5A Major 710.4 1965 WEL068.0-061.58 Major 1733 1999 WEL068.0-083.0A Major 1054.9 2009 WEL068.5-013.0A Major 1033.3 1953 WEL069.0-046.7A Major 1776 1989 WEL069.0-380.0A Major 17146.9 1996 WEL070.0-043.0A Major 839.6 1988 WEL070.0-043.06 Major 699.7 1988 WEL070.0-043.0E Major 1324 1994 WEL070.0-043.1D Major 968.8 1983 WEL070.0-043.2C Major 1227.1 1983 WEL070.0-047.0A Major 731.9 1960 WEL070.0-049.0A Major 764.2 1960 WEL070.0-049.18 Major 968.8 1985 WEL072.0-041.1A Major 947.2 1989 WEL072.0-047.0A Major 1097.9 2007 WEL07Z.0-047.08 Major 667.4 1960 WEL072.0-049.0A Major 742.7 1960 WEL073.0-018.0A Major 936.5 1965 WEL074.0-041.0A Major 1614.6 1965 WEL074.0-047.0A Major 753.5 1982 WEL074.0-051.0A Major 1065.6 1965 WEL076.0-025.0A Major 1227.1 1989 WEL076.0-029.1A Major 1227.1 1985 WEL076.0-031.0A Major 1237.8 1980 WEL076.0-043.1A Major 1270.1 1985 WEL076.0-053.0A Major 904.2 1998 WEL076.5-021.0A Major 850.3 1930 WEL077.0-092.0A Major 1743.8 2002 WEL077.0-102.0A Major 3971.9 1990 WEL077.0-106.0A Major 1270.1 1990 WEL078.0-013.0A Major 2163.5 1991 WEL078.0-027.0A Major 1560.8 1992 WEL078.0-027.08 Major 1410.1 1993 WEL078.0-043.0A Major 1324 1997 WEL080.0-025.0A Major 1237.8 1993 WEL080.0-035.0A Major 904.2 1988 WEL080.0-075.0A Major 1280.9 1993 WEL080.0-091.0A Major 1216.3 1995 WEL080.5-017.0A Major 1722.2 1991 WEL083.0-098.0A Major 753.5 1992 WEL084.0-013.0A Major 1506.9 1980 WEL084.0-019.0A Major 1291.7 1990 WEL084.0-021.0A Major 2120.5 2004 WEL084.0-021.0B Major 818.1 1990 WEL084.0-025.0A Major 947.2 1990 WEL084.0-029.0A Major 871.9 1987 WEL086.0-027.0A Major 721.2 1989 WEL086.0-029.0A Major 667.4 1990 WEL086.0-033.0A Major 1668.4 2006 WEL086.0-045.0A Major 968.8 2001 WEL087.0-040.0A Major 710.4 1978 WEL087.0-042.5A Major 14359.1 2009 WEL087.0-042.5B Major 1485.4 2008 WEL088.0-027.0A Major 699.7 1994 WEL088.0-039.0A Major 850.3 1970 WEL090.0-023.0A Major 1227.1 1980 WEL090.0-029.0A Major 958 1993 WEL090.0-029.1B Major 764.2 1989 WEL090.0-031.0A Major 850.3 1982 WEL090.0-031.08 Major 936.6 1960 WEL090.0-045.0A Major 4703.8 1970 WEL091.0-038.0A Major 1237.8 1970 WEL091.0-040.0A Major 1431.6 1977 WEL096.0-021.0A Major 1270.1 1991 WEL096.0-057.0A Major 958 1991 WEL100.0-019.0A Major 1700.7 1998 WEL100.0-023.0A Major 2658.7 1998 WEL100.0-035.0A Major 1313.2 1991 WEL100.0-053.0A Major 936.5 1991 WEL102.0-039.0A Major 1087.2 1987 WEL102.0-041.0A Major 1205.6 1992 WEL102.0-041.08 Major 936.5 1974 WEL106.0-035.0A Major 764.2 1992 WEL106.0-077.0A Major 1237.8 1991 WEL120.0-065.0A Major 1270.1 1991 WEL120.0-085.0A Major 1119.4 1960 WEL122.0-029.0A Major 1270.1 1986 WEL122.0-031.0A Major 2529.5 1984 WEL122.0-085.0A Major 1550 1993 WEL124.0-071.08 Major 1280.9 1989 WEL126.0-019.0A Major 5941.7 2000 WEL129.0-092.0A Major 2142 1983 WEL136.0-079.0A Major 1367 1991 WEL153.0-096.0A Major 3057 1997 WEL386.0-038.0A Major 1689.9 1984 TOTAL AREA 649,061.9 WELD COUNTY 8095 TRNASPORTATIONPLAN 0 APPENDIX B- CONCEPTUAL COST ESTIMATES RURAL ARTERIAL Widen 2-4 Lanes (Reconstruct from Initial to Ultimate Section) ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $85,000.00 1 $85,000.00 Removal of Asphalt Mat SY $3.00 21,120 $63,360.00 Embankment Material (Complete in Place) CY $12.00 12,500 $150,000.00 Aggregate Base Course (9 inch thickness) TON $18.00 20,025 $360,450.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 14,750 $1,106,250.00 Subtotal Cost $1,765,060.00 Traffic Control @ 3% of Subtotal LS $52,951.80 1 $52,951.80 Utilities Relocation @ 6%of Subtotal LS $105,903.60 1 $105,903.60 Signing and Striping @ 1.5% of Subtotal LS $26,475.90 1 $26,475.90 Drainage @ 5%of Subtotal LS $88,253.00 1 $88,253.00 Right Of Way ACRE $20,000.00 10 $200,000.00 Design and Construction Engineering @ 15% LS $264,759.00 1 $264,759.00 Mobilization @ 7%of Subtotal LS $123,554.20 1 $123,554.20 TOTAL ESTIMATED CONSTRUCTION COSTS $2,626,957.50 RURAL COLLECTOR (Reconstruct Initial to Ultimate Section wl Auxiliary) Rebuild to 3 lanes ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $50,000.00 1 $50,000.00 Removal of Asphalt Mat SY $3.00 26,425 $79,275.00 Unclassified Excavation (Complete in Place) CY $10.00 4,800 $48,000.00 Aggregate Base Course(9 inch thickness) TON $18.00 10,575 $190,350.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 7,750 $581,250.00 Subtotal Cost $948,875.00 Traffic Control @ 3%of Subtotal LS $28,466.25 1 $28,466.25 Utilities Relocation @ 6% of Subtotal LS $56,932.50 1 $56,932.50 Signing and Striping @ 1.5% of Subtotal LS $14,233.13 1 $14,233.13 Drainage @ 5% of Subtotal LS $47,443.75 1 $47,443.75 Right Of Way ACRE $20,000.00 2.5 $50,000.00 Design and Construction Engineering @ 15% LS $142,331.25 1 $142,331.25 Mobilization @ 7% of Subtotal LS $66,421.25 1 $66,421.25 TOTAL ESTIMATED CONSTRUCTION COSTS $1,354,703.13 Public Works iii MILD COUNTY 8086 7RWASPORTATIONPLAN 0 RURAL COLLECTOR TYPICAL SECTION (Reconstruct from Initial to Ultimate Section) Rebuild(Same as Arterial Initial Cross Section) ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $50,000.00 1 $50,000.00 Removal of Asphalt Mat SY $3.00 26,425 $79,275.00 Unclassified Excavation (Complete in Place) CY $10.00 3,000 $30,000.00 Aggregate Base Course(9 inch thickness) TON $18.00 9,525 $171,450.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 7,000 $525,000.00 Subtotal Cost $855,725.00 Traffic Control @ 3% of Subtotal LS $25,671.75 1 $25,671.75 Utilities Relocation @ 6%of Subtotal LS $51,343.50 1 $51,343.50 Signing and Striping @ 1.5% of Subtotal LS $12,835.88 1 $12,835.88 Drainage @ 5%of Subtotal LS $42,786.25 1 $42,786.25 Right Of Way ACRE $20,000.00 2.5 $50,000.00 Design and Construction Engineering @ 15% LS $128,358.75 1 $128,358.75 Mobilization @ 7%of Subtotal LS $59,900.75 1 $59,900.75 TOTAL ESTIMATED CONSTRUCTION COSTS $1,226,621.88 RURAL COLLECTOR-Auxiliary Lanes (Widen from Initial to Ultimate Section ell Auxiliary) Widen from 2 to 3 lanes(auxiliary lanes) UNIT ITEM DESCRIPTION UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $35,000.00 1 $35,000.00 Removal of Asphalt Mat(Planing) SY $2.00 26,425 $52,850.00 Embankment Material (Complete in Place) CY $12.00 1,600 $19,200.00 Aggregate Base Course(9 inch thickness) TON $18.00 5,625 $101,250.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 4,150 $311,250.00 Subtotal Cost $519,550.00 Traffic Control @ 3% of Subtotal LS $15,586.50 1 $15,586.50 Utilities Relocation @ 8%of Subtotal LS $41,564.00 1 $41,564.00 Signing and Striping @ 1.5%of Subtotal LS $7,793.25 1 $7,793.25 Drainage @ 5%of Subtotal LS $25,977.50 1 $25,977.50 Right Of Way ACRE $20,000.00 2.5 $50,000.00 Design and Construction Engineering @ 15% LS $77,932.50 1 $77,932.50 Mobilization @ 7% of Subtotal LS $36,368.50 1 $36,368.50 TOTAL ESTIMATED CONSTRUCTION COSTS $774,772.25 Public Works iv WELDCOLWTY 8030 TR4NSPORTATJONPLAN 0 RURAL COLLECTOR - Lane/Shoulders Widening (Widen from Initial to Ultimate Section) UNIT ITEM DESCRIPTION UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $35,000.00 1 $35,000.00 Removal of Asphalt Mat(Planing) SY $2.00 26,425 $52,850.00 Embankment Material (Complete in Place) CY $12.00 2,500 $30,000.00 Aggregate Base Course(9 inch thickness) TON $18.00 4,650 $83,700.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 3,400 $255,000.00 Subtotal Cost $456,550.00 Traffic Control @ 3% of Subtotal LS $13,696.50 1 $13,696.50 Utilities Relocation @ 8%of Subtotal LS $36,524.00 1 $36,524.00 Signing and Striping @ 1.5% of Subtotal LS $6,848.25 1 $6,848.25 Drainage @ 5%of Subtotal LS $22,827.50 1 $22,827.50 Right Of Way ACRE $20,000.00 2.5 $50,000.00 Design and Construction Engineering @ 15% LS $68,482.50 1 $68,482.50 Mobilization @ 7%of Subtotal LS $31,958.50 1 $31,958.50 TOTAL ESTIMATED CONSTRUCTION COSTS $686,887.25 RURAL LOCAL - Gravel to Paved (Reconstruct from Initial to Ultimate Section) ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $40,000.00 1 $40,000.00 Removal of Asphalt Mat SY $3.00 26,425 $79,275.00 Unclassified Excavation (Complete in Place) CY $10.00 2,950 $29,500.00 Aggregate Base Course(9 inch thickness) TON $18.00 9,525 $171,450.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 7,000 $525,000.00 Subtotal Cost $845,225.00 Traffic Control @ 3%of Subtotal LS $25,356.75 1 $25,356.75 Utilities Relocation @ 6% of Subtotal LS $50,713.50 1 $50,713.50 Signing and Striping @ 1.5% of Subtotal LS $12,678.38 1 $12,678.38 Drainage @ 5%of Subtotal LS $42,261.25 1 $42,261.25 Design and Construction Engineering @ 15% LS $126,783.75 1 $126,783.75 Mobilization @ 7% of Subtotal LS $59,165.75 1 $59,165.75 TOTAL ESTIMATED CONSTRUCTION COSTS $1,162,184.38 Public Works v WELD COUNTY 2035 TQ4ASPORTA770/VPLAN 0 RURAL LOCAL - Lane/Shoulder Widening (Widen from Initial to Ultimate Section) UNIT ITEM DESCRIPTION UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $20,000.00 1 $20,000.00 Removal of Asphalt Mat(Planing) SY $2.00 26,425 $52,850.00 Embankment Material (Complete in Place) CY $12.00 1,400 $16,800.00 Aggregate Base Course (9 inch thickness) TON $18.00 4,650 $83,700.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 3,400 $255,000.00 Subtotal Cost $428,350.00 Traffic Control @ 3%of Subtotal LS $12,850.50 1 $12,850.50 Utilities Relocation @ 6%of Subtotal LS $25,701.00 1 $25,701.00 Signing and Striping A 1.5% of Subtotal LS $6,425.25 1 $6,425.25 Drainage @ 5%of Subtotal LS $21,417.50 1 $21,417.50 Design and Construction Engineering @ 15% LS $64,252.50 1 $64,252.50 Mobilization @ 7%of Subtotal LS $29,984.50 1 $29,984.50 TOTAL ESTIMATED CONSTRUCTION COSTS $588,981.25 Public Works °i WELD COMITY 2035 TRA4ASPORTATJOAPLAN 0 URBAN ARTERIAL (Reconstruct from Initial to Ultimate Section) ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $85,000.00 1 $85,000.00 Removal of Asphalt Mat SY $3.00 21,120 $63,360.00 Embankment Material (Complete in Place) CY $12.00 12,500 $150,000.00 Aggregate Base Course (9 inch thickness) TON $18.00 20,025 $360,450.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 14,750 $1,106,250.00 18 inch Reinforced Concrete Pipe LF $55.00 650 $35,750.00 24 inch Reinforced Concrete Pipe LF $65.00 10,600.00 $689,000.00 Drainage Structures (Manholes and Inlets) EACH $5,000.00 12.00 $60,000.00 Concrete Sidewalk(6 inch thickness) SY $45.00 9,400 $423,000.00 Curb and Gutter Type 2 (Section IB) LF $10.00 10,600 $106,000.00 Curb and Gutter Type 2(Section IIB) LF $16.00 10,600 $169,600.00 Median Cover Material (Patterned Concrete) SF $6.00 132,000 $792,000.00 Subtotal Cost $4,040,410.00 Traffic Control @ 3%of Subtotal LS $121,212.30 1 $121,212.30 Utilities Relocation @ 4%of Subtotal LS $161,616.40 1 $161,616.40 Signing and Striping @ 1.5% of Subtotal LS $60,606.15 1 $60,606.15 Right Of Way ACRE $27,500.00 10 $275,000.00 Design and Construction Engineering @ 15% LS $606,061.50 1 $606,061.50 Mobilization @ 7%of Subtotal LS $282,828.70 1 $282,828.70 TOTAL ESTIMATED CONSTRUCTION COSTS $5,547,735.05 URBAN COLLECTOR (Reconstruct initial to Ultimate Section wl Auxiliary) ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $50,000.00 1 $50,000.00 Removal of Asphalt Mat SY $3.00 26,425 $79,275.00 Unclassified Excavation (Complete in Place) CY $10.00 4,800 $48,000.00 Aggregate Base Course(9 inch thickness) TON $18.00 10,575 $190,350.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 7,750 $581,250.00 18 inch Reinforced Concrete Pipe LF $55.00 10,890 $598,950.00 Drainage Structures(Manholes and Inlets) EACH $5,000.00 12.00 $60,000.00 Concrete Sidewalk (6 inch thickness) SY $45.00 5,900 $265,500.00 Curb and Gutter Type 2(Section IIB) LF $16.00 10,600 $169,600.00 Subtotal Cost $2,042,925.00 Traffic Control @ 3%of Subtotal LS $61,287.75 1 $61,287.75 Utilities Relocation @ 4% of Subtotal LS $81,717.00 1 $81,717.00 Signing and Striping @ 1.5% of Subtotal LS $30,643.88 1 $30,643.88 Right Of Way ACRE $27,500.00 2.5 $68,750.00 Design and Construction Engineering @ 15% LS $306,438.75 1 $306,438.75 Mobilization @ 7%of Subtotal LS $143,004.75 1 $143,004.75 TOTAL ESTIMATED CONSTRUCTION COSTS $2,734,767.13 Public Works vii WELD COUNTY 2035 TRNNSPORTATIONPLAN 0 URBAN COLLECTOR (Reconstruct from Initial to Ultimate Section) ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $50,000.00 1 $50,000.00 Removal of Asphalt Mat SY $3.00 26,425 $79,275.00 Unclassified Excavation (Complete in Place) CY $10.00 3,000 $30,000.00 Aggregate Base Course(9 inch thickness) TON $18.00 9,525 $171,450.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 7,000 $525,000.00 18 inch Reinforced Concrete Pipe LF $55.00 10,870 $597,850.00 Drainage Structures(Manholes and Inlets) EACH $5,000.00 12.00 $60,000.00 Concrete Sidewalk (6 inch thickness) SY $45.00 5,900 $265,500.00 Curb and Gutter Type 2(Section IIB) LF $16.00 10,600 $169,600.00 Subtotal Cost $1,948,675.00 Traffic Control @ 3%of Subtotal LS $58,460.25 1 $58,460.25 Utilities Relocation @ 4% of Subtotal LS $77,947.00 1 $77,947.00 Signing and Striping @ 1.5%of Subtotal LS $29,230.13 1 $29,230.13 Right Of Way ACRE $27,500.00 2.5 $68,750.00 Design and Construction Engineering @ 15% LS $292,301.25 1 $292,301.25 Mobilization @ 7%of Subtotal LS $136,407.25 1 $136,407.25 TOTAL ESTIMATED CONSTRUCTION COSTS $2,611,770.88 URBAN COLLECTOR (Widen from Initial to Ultimate Section wl Auxiliary) ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $35,000.00 1 $35,000.00 Removal of Asphalt Mat(Planing) SY $2.00 26,425 $52,850.00 Embankment Material (Complete in Place) CY $12.00 1,600 $19,200.00 Aggregate Base Course(9 inch thickness) TON $18.00 5,625 $101,250.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 4,150 $311,250.00 18 inch Reinforced Concrete Pipe LF $55.00 10,890 $598,950.00 Drainage Structures(Manholes and Inlets) EACH $5,000.00 12.00 $60,000.00 Concrete Sidewalk (6 inch thickness) SY $45.00 5,900 $265,500.00 Curb and Gutter Type 2(Section IIB) LF $16.00 10,600 $169,600.00 Subtotal Cost $1,613,600.00 Traffic Control @ 3%of Subtotal LS $48,408.00 1 $48,408.00 Utilities Relocation @ 4% of Subtotal LS $64,544.00 1 $64,544.00 Signing and Striping A 1.5% of Subtotal LS $24,204.00 1 $24,204.00 Right Of Way ACRE $27,500.00 2.5 $68,750.00 Design and Construction Engineering @ 15% LS $242,040.00 1 $242,040.00 Mobilization @ 7% of Subtotal LS $112,952.00 1 $112,952.00 TOTAL ESTIMATED CONSTRUCTION COSTS $2,174,498.00 Public Works viii WILD COUNTY 2035 7TIANSPORTA770N PLAN 0 URBAN COLLECTOR (Widen from Initial to Ultimate Section) ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $35,000.00 1 $35,000.00 Removal of Asphalt Mat(Planing) SY $2.00 26,425 $52,850.00 Embankment Material (Complete in Place) CY $12.00 2,500 $30,000.00 Aggregate Base Course (9 inch thickness) TON $18.00 4,650 $83,700.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 3,400 $255,000.00 18 inch Reinforced Concrete Pipe LF $55.00 10,870 $597,850.00 Drainage Structures(Manholes and Inlets) EACH $5,000.00 12.00 $60,000.00 Concrete Sidewalk(6 inch thickness) SY $45.00 5,900 $265,500.00 Curb and Gutter Type 2 (Section IIB) LF $16.00 10,600 $169,600.00 Subtotal Cost $1,549,500.00 Traffic Control @ 3%of Subtotal LS $46,485.00 1 $46,485.00 Utilities Relocation @ 4%of Subtotal LS $61,980.00 1 $61,980.00 Signing and Striping (d, 1.5% of Subtotal LS $23,242.50 1 $23,242.50 Right Of Way ACRE $27,500.00 2.5 $68,750.00 Design and Construction Engineering @ 15% LS $232,425.00 1 $232,425.00 Mobilization @ 7%of Subtotal LS $108,465.00 1 $108,465.00 TOTAL ESTIMATED CONSTRUCTION COSTS $2,090,847.50 URBAN LOCAL (Reconstruct from Initial to Ultimate Section) ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $40,000.00 1 $40,000.00 Removal of Asphalt Mat SY $3.00 26,425 $79,275.00 Unclassified Excavation (Complete in Place) CY $10.00 2,950 $29,500.00 Aggregate Base Course(9 inch thickness) TON $18.00 9,525 $171,450.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 7,000 $525,000.00 18 inch Reinforced Concrete Pipe LF $55.00 10,870 $597,850.00 Drainage Structures(Manholes and Inlets) EACH $5,000.00 12.00 $60,000.00 Concrete Sidewalk(6 inch thickness) SY $45.00 5,900 $265,500.00 Curb and Gutter Type 2(Section IIB) LF $16.00 10,600 $169,600.00 Subtotal Cost $1,938,175.00 Traffic Control @ 3%of Subtotal LS $58,145.25 1 $58,145.25 Utilities Relocation A 4% of Subtotal LS $77,527.00 1 $77,527.00 Signing and Striping @ 1.5% of Subtotal LS $29,072.63 1 $29,072.63 Right Of Way ACRE $27,500.00 1 $27,500.00 Design and Construction Engineering @ 15% LS $290,726.25 1 $290,726.25 Mobilization @ 7%of Subtotal LS $135,672.25 1 $135,672.25 TOTAL ESTIMATED CONSTRUCTION COSTS $2,556,818.38 Public Works ix WELD COUNTY 2035 TRWASPORTATIONPLAN 0 URBAN LOCAL (Widen from Initial to Ultimate Section) ITEM DESCRIPTION UNIT UNIT COST QUANTITY TOTAL COST Clearing and Grubbing LS $20,000.00 1 $20,000.00 Removal of Asphalt Mat(Planing) SY $2.00 26,425 $52,850.00 Embankment Material (Complete in Place) CY $12.00 1,400 $16,800.00 Aggregate Base Course(9 inch thickness) TON $18.00 4,650 $83,700.00 Hot Mix Asphalt(6 inch thickness) TON $75.00 3,400 $255,000.00 18 inch Reinforced Concrete Pipe LF $55.00 10,870 $597,850.00 Drainage Structures(Manholes and Inlets) EACH $5,000.00 12.00 $60,000.00 Concrete Sidewalk(6 inch thickness) SY $45.00 5,900 $265,500.00 Curb and Gutter Type 2(Section IIB) LF $16.00 10,600 $169,600.00 Subtotal Cost $1,521,300.00 Traffic Control @ 3%of Subtotal LS $45,639.00 1 $45,639.00 Utilities Relocation @ 4% of Subtotal LS $60,852.00 1 $60,852.00 Signing and Striping @ 1.5%of Subtotal LS $22,819.50 1 $22,819.50 Right Of Way ACRE $27,500.00 1 $27,500.00 Design and Construction Engineering @ 15% LS $228,195.00 1 $228,195.00 Mobilization @ 7%of Subtotal LS $106,491.00 1 $106,491.00 TOTAL ESTIMATED CONSTRUCTION COSTS $2,012,796.50 Public Works x WELD COUNTY 20357WSPORTATIONPLAN APPENDIX C- TYPICAL ROAD CROSS SECTIONS The width of a roadway is an important design consideration to ensure that it is appropriately sized to serve its function. Because of the diversity within the County, two major roadway categories have been established: 1. Rural Road Standards; 2. Urban Road Standards. Urban Road Standards will serve those areas which tend to be more developed and need to provide for multiple users (bicyclists, pedestrians, parallel parking, etc.) whereas, many rural roads will primarily serve only vehicular traffic. Cross sections are created to provide a visual guide depicting the initial, interim, and ultimate phase cross sections for these road classifications. The typical sections illustrated in the following pages are recommendations tied to transportation planning aspects, such as right-of-way, laneage, sidewalk width, etc. Threshold daily traffic can be used as a guide for a starting point when determining which cross section is most applicable. 1. Rural Road Standards The rural roadways will not typically require curb and gutter or sidewalk, although the County may require either or both in unique circumstances. Widths of lanes and shoulders will vary depending upon the specific classification and the potential traffic volume which the roadway may carry. Roads carrying fewer than 200 vehicles per day need not be paved or treated for dust control. The need for paved shoulders is also dependent upon the level of traffic and safety. The standards shown in Table 8 of the Transportation Plan define desired roadway characteristics. Final design and construction details will be determined by the Public Works Department. Final Design and construction criteria taken into consideration may include, but are not limited to; use of the roadway, density of development,topographical characteristics and nearby development. For construction in which only a portion of the ultimate cross-section is intended to be completed, the partial design will need to allow for the eventual widening to the ultimate cross-section. The design for the partial or interim cross-section roadway will need to incorporate ultimate design information to ensure that the first phase of roadway construction is appropriate and would not need to be removed at a future date when the full width cross-section is completed. 2. Urban Road Standards Three roadway classifications are identified for those areas that are associated with the community's urban growth areas. They include arterial, collector, and local street classifications. Table 8 of the Transportation Plan shows the key elements of the urban road standards. Urban road standards will include 12-foot lanes, sidewalk and curb &gutter; arterials and collectors will also include a striped bike lane. Turn lanes may be necessary as determined by the County. Since almost all of the municipalities have different right-of-way cross sections adopted for their community, it makes it very difficult for the County to match them all. Therefore, the philosophy was to encourage a baseline amount of right-of-way reservation that could ensure the adjacent community enough area for coordination of future roadway improvements, until such time the community would annex the road. Public Works xi TYPICAL CROSS SECTIONS - RURAL ARTERIAL ROW ROW I 140' 1 I 36' I ROADWAY - 36' 18' 8 24' _ e 16' 36' BUFFER — DRAINAGE DRAINAGE BUFFER 12' 12' I re re o TRAVEL LANEITRAVEL LANE 9obi _I I 510 N x i St t y� i i igi INITIAL PHASE ROW ROW r 140' 1 -32 -; i 32 ROADWAY ROADWAY 24' 24'-30' B' 12' I 12' 18'-28' 12' I 12' 8' 24'-30' BUFFER RAVEL LANEITRAVEL LANE MEDIAN VEL LANEITRAVEL LANE BUFFER UTLTY. ESMT. w I I w UTLTY. ESMT. DRAINAGE 9 9 DRAINAGE > > O 0 X I I 2 N 1 1 N I I DITCH 11 ULTIMATE ROADWAY \ \ / / 11 11 11 4 I A i p 12'± 12'± 12' I 12' 12' 8'± BIKE LANE/ INTERSECTION SHOULDER/ TRAVEL LANES W/TURNS 4'i: DMDE I I i III SIDEWALK/ BETWEEN BUFFER OPPOSITE I I I II BOUND LANES ii f) II finl NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY JUNE 11, 2010 WELD COUNTY rir-sH: PUBLIC WORKS DEPARTMENT hive 1111 H Street/Post Office Box 758 NOW Greeley, Colorado 80632-0758 BUILDING SETBACKS OF UNDERLYING ZONING COLORADO DISTRICTS ARE MEASURED FROM THE EDGE OF THE ROW. TYPICAL CROSS SECTIONS - RURAL COLLECTOR ROW ROW r 80' 1 I 28' I L 26' ROADWAY 2' 24' 2' 26' DRAINAGE—BUFFER DRAINAGE—BUFFER 1 w 12' 12' w :-v 9 Travel Lane Travel Lane 9 > > I ."‘...t: C 9,I 0 I 0 rId: f 1l, iI�, • . II II I RURAL COLLECTOR-UNPAVED ROW ROW r 80' l I 36' I ROADWAY 22' _ 6 24' 6' _ 22'• - DRAINAGE—BUFFER DRAINAGE—BUFFER cc re 9 _ 12' I _ 12' •-o Travel Lane I Travel Lane 0 I I U, I tn fr RURAL COLLECTOR-PAVED TURN LANES AS REQUIRED BY PUBUC WORKS ROW ROW r - 80' ►1 I 52' I ROADWAY 14' _ 6' 12' 16' TWO WAY 12' 6' 14' DRAINAGE—BUFFER K TRAVEL LANE LEFT TURN LANE TRAVEL LANEre DRAINAGE-BUFFER - LLL!!! 6 P .: a AC AUXILIARY LANE SECTION TRAVEL LANES W/TURNS NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY JUNE 11, 2010 Is t it.t.....NiN WELD COUNTY PUBLIC WORKS DEPARTMENT WIiDc. 1111 H Street/Post Office Box 758 NOTE Greeley, Colorado 80632-0758 BUILDING SETBACKS OF UNDERLYING ZONING COLORADO DISTRICTS ARE MEASURED FROM THE EDGE OF THE ROW. TYPICAL CROSS SECTIONS - RURAL LOCAL ROW ROW r 60' 1 I 26' I ROADWAY 17' 2' 22� 2�� 17' a{ DRAINAGE-BUFFER DRAINAGE-BUFFER I 11' 11' I a TRAVEL LANE I TRAVEL LANE w 9 0 I 0 s .—. I o N O.iunuusO I S ll, RURAL LOCAL-UNPAVED ROW ROW r 60 I 28' I I ROADWAY 16' 24' 2ND 16 DRAINAGE-BUFFER DRAINAGE-BUFFER 12' 12' at w TRAVEL LANE I TRAVEL LANE te w 9 I 9 0 o m _ I N � ..r a i \I. RURAL LOCAL-PAVED TURN LANES AS REQUIRED BY PUBLIC WORKS NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY JUNE 11, 2010 Itt WELD COUNTY PUBLIC WORKS DEPARTMENT Ii`PC 1111 H Street/Post Office Box 758 Greeley, Colorado 80632-0758 Box NOTE BUILDING SETBACKS OF UNDERLYING ZONING COLORADO DISTRICTS ARE MEASURED FROM THE EDGE OF THE ROW. TYPICAL CROSS SECTIONS - URBAN ARTERIAL ROW ROW r 140' 36' I ROADWAY 52' 1 6 24' _6 52' - BUFFER BUFFER re 12' 12'ka .- rc 9 TRAVEL LANEITRAVEL LANE . . w•( ; S 1 S IA I N • 1 r INITIAL PHASE ROW ROW 140' I I 104' I 24' 28' 24' I L16.± let 12' 12' MEDIAN OR TURN LANES 12' 12' 14'4 16'3 J BUFFER BIKE LANE TRAVEL LANEITRAVEL LANE TRAVEL LANEITRAVEL LANE BIKE LANE BUFFER SIDEWALK SHOULDER I I SHOULDER SURE CURB i tI I I, a a , t VARIES-- f ULTIMATE ROADWAY - -VARIES MINIMUM 8' SIDEWALKS REQUIRED \ \ 12't 12't 12' I 12' I 6' 14' 11' ULTIMATE PHASE J.' arc TRAVEL LANES W/TURNS I IIII I c I I I y Cm 4t NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY JUNE 29, 2010 6ir\ WELD COUNTY PUBLIC WORKS DEPARTMENT wok1111 Street/Post Office Box 758 Greeley, Colorado 80632-0758 BUILDING SETBACKS OF UNDERLYING ZONING COLORADO DISTRICTS ARE MEASURED FROM THE EDGE OF THE ROW. TYPICAL CROSS SECTIONS - URBAN COLLECTOR ROW ROW l 80' 1 I I 28' I I ROADWAY I 26' . 2 24' _ 2 26' BUFFER BUFFER re 12' 12' Le I W ' s I 9 Travel Lana Travel Lana O awls I I I '1'I I INITIAL PHASE ROW ROW 80' I 36'ROADWAY I I 22' 6' 24' •-1 ' - 8 22 SIDEWALK-CURB-BUFFER re W SIDEWALK-CURB-BUFFER W 9 3 Travell Lane Travel Lane is LO t Srl". - 'N.,3 r, Varies-4.- f • • f Varies ..A fr. 1 Si, IS L—J ULTIMATE SECTION TURN LANES AS REQUIRED BY PUBLIC WORKS MINIMUM 5' SIDEWALKS REQUIRED ROW ROW f 80' 1 I 40' I ROADWAY 20' 12' 16' TWO WAY 12' 20' SIDEWALK—CURB—BUFFER TRAVEL LANE LEFT TURN LANE TRAVEL LANE SIDEWALK—CURB—BUFFER _ I WELD COUNTY I It la le VARIES+ AUXILIARY LANE SECTION fvARIEs TRAVEL LANES W/TURNS NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY JUNE 29, 2010 Kit pt.?' tWELD COUNTY PUBLIC WORKS DEPARTMENT "ilk 1111 H Street/Post Office Box 758 T BUILDING B SETBACKS OF Greeley, Colorado 80632-0758 UNDERLYING ZONING COLORADO DISTRICTS ARE MEASURED FROM THE EDGE OF THE ROW. TYPICAL CROSS SECTIONS - URBAN LOCAL ROW ROW 60' in I 28' I ROADWAY 16' .= 24' 2_. 16' BUFFER-SIDEWALKS BUFFER-SIDEWALKS 1 12' 12' _ w TRAVEL LANE I TRAVEL LANE w 9 0 I -J 0 0 E Ul Ill r I : , t : tir III III ?r li, INTERIM SECTION SIDEWALKS AS REQUIRED BY PUBLIC WORKS ROW ROW r 60' an I 36' I ROADWAY 12' 6' J 24' . I 6' 12' r SIDEWALK-CURB-BUFFER ex w 12' t2, W SIDEWALK-CURB-BUFFER"] o TRAVEL LANE _ I TRAVEL LANE 9 0 0 I Imo'F-- +�+f hg l .,,. Varies— ►— — —Varies ULTIMATE SECTION TURN LANES AS REQUIRED BY PUBUC WORKS MINIMUM 5' SIDEWALKS REQUIRED NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY JUNE 11, 2010 ( cif: WELD COUNTY PUBLIC WORKS DEPARTMENT 58 "ilk 1 Gr el S[, Colo st adOffice -07 8Greeley, Colorado 80632-0758 NOTE BUILDING SETBACKS OF UNDERLYING ZONING COLORADO DISTRICTS ARE MEASURED FROM THE EDGE OF THE ROW. WELDCOUMY 8095 TR4ASPORTATIONPLAN APPENDIX D -ACCESS MANAGEMENT GUIDELINES Access management has become an important tool in transportation planning. Access management guidelines are intended to preserve the integrity of roadways by balancing mobility,safety, and convenient access to properties. Access management is defined as the spacing and location of driveways, placement of median openings, and the interconnectivity of road classifications in order to maintain the access and mobility function of collectors and arterials. By managing access to adjacent land uses on these roadways, capacity and function can be preserved and a reduction in conflict points can occur. In essence, the functional classification of roads is established to allow varying degrees of mobility and access. Typically, the most restrictive criteria are applied to arterial roadways. Greater mobility is expected on arterial roads and less access, and greater access and less mobility is expected on local roads. The following graphic visually represents this description. Freeway Major Arterial Minor Arterial Major Collector F m Minor Collector m U C Local Street Increasing Access FHWA Conceptual Roadway Functional Hierarchy However, local roads within rural areas also provide some mobility and are sometimes subject to stricter access controls than there urbanizing area counterparts. As such, separate access policies for local roads are recommended for rural and urban road classifications. Public Works xii WELD COUNTY 2035 TRANSPORTATIONPLAN 0 WHAT ARE THE REASONS FOR MANAGING ACCESS IN RURAL AREAS? The rationale for managing access in rural areas is somewhat different than in urbanized areas. Roads in rural areas usually serve low-density land uses and have lower traffic volumes; thus, the disrupting impact of access to traffic is less significant. However, high travel speeds, safety, operational concerns, and maintenance issues also exist, which good access management can address. Managing rural access for safety includes considering sight distance, the number of conflict areas drivers must respond to, and the severity of crashes when vehicles run-off-the-road. Managing rural access for improved operations/maintenance includes consideration of the detrimental effect of access points on winter driving due to drifting snow, the increased difficulty access points pose for effective snow removal, the added costs for resurfacing projects, and the impacts of access drives on drainage. Weld County's access management requirements should require, whenever feasibly possible, shared accesses. Shared accesses service two or more adjacent properties. The intent is to locate the shared access on the center of the common property line per a shared access agreement. ll i 's , �c p,. if Tr - p t ll Di- ••-• t'r • -If ;( L 3.7 + 1' T _^• I -i • r i r- 1 ` A 111 / - .• 1. Y ( i / 1 1 I I k Joe I i For example, the two pictures represent the importance of enforcing shared accesses. The top picture represents an area of Weld County, which contains 21 individual access points on a local road. The bottom picture represents what you can do with the same area of land when you combine accesses. The lower picture has six shared access points versus 21. By limiting the number of access points you reduce potential traffic conflicts and increase safety and mobility. Public Works xiii WELD COUNTY 809577?ANBPORTA77ONPLAN To the extent possible, the following guidelines should be applied to access requests for Arterial,Collector and Local roads. Arterial Roads; Direct access to abutting land is subordinate to providing service to through traffic movements. Access will normally not be granted to an individual property which has a reasonable alternative means of access to a lower roadway classification. Consideration of reasonable alternative access will take into consideration the function of the alternative roadway, its purpose, capacity, operation, safety, and means of improving the alternative roadway. Ideally, accesses should be limited on arterial and collector cross roads and no more than one access per parcel or lot shall be allowed to an individual to contiguous parcels under the same ownership, unless it can be shown that allowing only one access would be a considerable detriment or safety issue. Intersections should be spaced no less than one half mile apart on arterials,where feasible, subject to the roadway's grade and to the driver's entering sight distance. Allowed accesses or intersections spaced at intervals other than one-half mile will be restricted to 3/4 movements or right-in/right-out only unless an engineering study clearly demonstrates that there are benefits to allowing a left-in movement and that the access location would not be a significant detriment to the integrity of the roadway. A full movement arterial access,with the potential for signalization, may be considered at a location which does not meet the preferred one-half mile spacing provided an engineering study verifies that the half-mile spacing is not practical and that good signal progression (at least 35 percent) can be achieved. The location of any access should maintain a minimum spacing of 700 feet with any other access or intersection subject to allowance for proper vehicular turn lane storage requirements. All necessary means shall be pursued to ensure that any access granted to an arterial roadway serves as many properties as possible; this may require the stipulation of cross access easements or shared accesses through the subject property to serve neighboring properties. Additional access will not be provided to parcels along the arterial which are subdivided or are under a common ownership. It is strongly encouraged to not allow single family homes to be allowed to front onto an arterial road. Public Works xiv WELD COUNTY 2036 TR PORTATIONPLAN Collector Roads: Direct access onto a collector roadway is reasonably balanced with the roadway's mobility and function. One access will be allowed to serve each property provided it does not create a hazard or a detriment to the roadway's integrity and is at least 1,320 feet from another existing or future collector intersection. For lower volume accesses a spacing ranging from 330-660 feet is recommended. Access will normally be full movement, unsignalized unless such access creates an operation or safety problem. In such a case, a restriction of movements may be required. A second access to individual properties may be granted if this access is not detrimental to existing or future access serving the adjacent property or to the operation of an existing or future access serving the adjacent property or to the operation of an existing or planned cross-street intersection. It is also strongly encouraged to not all single family homes be allowed to front onto a collector. What is Access Management? Any access or cross-street intersection which has the potential Access management is the for signalization will need to be located to ensure adequate (30 careful ptamrng cl the location percent) progression, if appropriate. An engineering study will design and eperanon of be required to show proper signal progression. Any access with aneways median openings the potential for signalization should be located so as to serve as the on:1 es and street many properties as possible with the potential stipulation of comechons cross access to the adjacent properties. rli COMC :nnrno-n MVP 0 1010119 a Local Roads- (Urbanl: Dmerirs _. The intent of local roads within urbanizing areas is to provide direct access to abutting properties. Minimum spacing between waists intersections should range from 150-330 feet; greater spacing Makin Orient), may be required in unique circumstances subject to specific traffic conditions. tstentinaes#ea Ramps Local Roads- (Rurall: f;, s Local roads are not intended to access arterials, but should •tin, funnel towards collector roads. Local roads within rural areas The purpose of access provide adequate access to abutting properties within an management is to provide environment that experiences relatively high speeds. One access to land development in access to adjacent properties will be allowed provided it neither a manner that preserves the creates a hazard nor a significant detriment to the roadway's safety and efficiency of the mobility and function. It is recommended that shared access be transportation system. a minimum of 30 feet wide, and contain a 20 foot wide all weather roadway surface. Source.Office of the State Transportation Planner Systems Planning Office www.fladotcum Public Works xv WELD COUNTY 2035 TRANSPORTA77ONPLAN Roadway Access Goals: When considering the location of new access connections for any property the following methodologies should be taken into consideration: 1. Avoid construction of new access onto arterials - orient access to secondary roads whenever possible. 2. Provide adequate sight distance at all entrances to improve safety and reduce potential conflicts. 3. Develop turn lanes or bypass lanes on higher speed roadways or higher volume access points to allow through traffic to keep moving while providing a storage area for turning traffic. 4. Align driveways on opposite sides of roadways. Avoid Driveway Offsets offset or "dogleg" L intersections and entrances, I as shown in the diagram 111' below. f' In'r rat 5. Provide adequate corner ^ MOWS Oft"' `o beauuraMar cnw +n.n,a.w arnMe+!.u*mold wa xw.wrm eu M•.IMI clearance of driveways from y •.-.mm. •�• � •nw»• •�«�• - -- - public road intersections on �- • corner lots and keep -• � I .�_ driveway connections away °•, — from turn lanes if possible. I 1n �` - I 6. Limit the number of 2.a PSI n0.a.or.on.0 Illfronts 00.M access/curb cuts to one per parcel. 7. Interconnect adjacent developments to reduce the need for local traffic to use major roadways,as shown in the diagram below. Interconnect adjacent development with local streets la al RI I _ irit HIGHWAY 8. It is important to recognize the importance of the functionality of the roadway by preserving the location of access points. Therefore, this document recommends that access points should be shared whenever functionally possible. Public Works xvi MILD COUNTY 2035 TRWNSPORTATIONPLAN Recommended Access Management Principals: • The County's access management policies and criteria should be incorporated early in the land use decision process. • Provide advocacy, educational and technical assistance to promote access management practices within the County and among local jurisdictions. • Promote proactive corridor preservation through coordination with surrounding jurisdictions. • Provide consistent county-wide management of the road network system. • Maintain and apply access criteria based upon best engineering practices to guide driveway location and design. • Establish and maintain an access classification system that defines the planned level of access for different road classifications in the county. • Ensure regulations identify developer responsibilities for paying for improvements addressing the safety and capacity impacts created by development. • Enhance access permit criteria/regulatory powers to ensure safe and efficient accesses. • Permit exceptions to the County's access criteria should be evaluated on a case-by-case basis, and should ensure that such deviation won't negatively impact the safety of the general public. • Pursue creating a County Access Management Plan, which identifies the following key components of an effective access management program: • Developing and applying an access classification system that assigns access management standards to roadways in accordance with their level of importance to mobility. This system generally parallels the roadway functional classification system. • Planning, designing, and maintaining road systems based on this access classification system and related road geometry. • Define the level of access permitted to each classification, which includes the following: — Permitting or prohibiting direct property access; — Allowing for full movement, limited turns(3/4 movement& RI/RO), medians; and — Designating the type of traffic control required, such as a signal, raised median, or roundabout. Public Works xvii IYSLD COUNTY 2035 7$A11SPORTATIONPLAN • Establishing criteria for the spacing of signalized and non-signalized access, as well as access setback distances from intersections(corner clearance) and interchanges. • Applying engineering standards that include appropriate geometric design criteria and traffic engineering measures to each allowable access point or system of access points. • Establishing policies, regulations, and permitting procedures to implement these listed components. • Coordinate with local jurisdictions to ensure consistent right-of-way preservation and access management guidelines along multi jurisdictional roads. tirt Awe vs- tesek' #10 Atit:Its yew. .� 05/ 10/2007 WCR 13 turn lanes Public Works xviii IftLD COUNTY 2036 TR.4NSPORTATIONPLAN APPENDIX E — ADEQUATE PUBLIC FACILITIES PLAN WHAT IS AN APFP? An Adequate Public Facilities Plan (APFP) provides the minimum standards for linking the timing of new growth to the ability for the infrastructure to support this growth. There is also an "Enhanced" Adequate Public Facilities regulation, which also ensures public facilities and services necessary to support the new development are available concurrently to meet or exceed the County's adopted level of service, but the "enhanced" portion of the plan would coordinate the impact of development with the County's Capital Improvements Plan. Adequate Public Facilities regulations can require a detailed review of development applications in relation to the County's adopted level of service standards for specific public facilities. Typically, the term "Adequate Public Facilities" can include roads, sewer disposal systems, schools, water supply and distribution systems, and fire protection systems. However, for the purpose of this document, Weld County will only be considering Adequate Public Facilities for roads. WHY DO WE NEED AN APFP? Not only do APFP's provide standards to ensure development pays its way, but APFP's would also help County projects score higher when competing for federal/state funding. For example, the North Front Range MPO ranks projects higher in communities who have adopted Adequate Public Facilities Ordinances versus those who have not. The project selection criteria for jurisdictions that adopt "Enhanced" Adequate Public Facilities Ordinances receive the highest ranking (in points) possible. WELD COUNTY ADEQUATE PUBLIC FACILITIES PLAN The purpose of this Adequate Public Facilities Plan is to define the transportation components that should be incorporated in Weld County's APFP. These regulations are not intended to prevent growth or of requiring developers to construct major public facilities. To ensure a developer doesn't construct a single facility that is a community wide benefit, the County may consider or pursue reimbursement agreements, pro rata agreements, or other mechanisms encouraged to ensure the developer is not forced to pay a disproportionate share of the infrastructure cost. Public Works xix Ito COUATY 2035 TRAMPORTmTYONPLAN At a minimum, the APFP should identify the following criteria: 1. Identify infrastructure and services that will be covered by the APFP, and document existing service levels. 2. Adopt a preferred LOS standard. 3. Determine at what point in the development process the LOS standards will be applied. 4. Assess the impact of a specific development. 5. Prepare a Capital Improvements Plan (CIP) that identifies funded and unfunded projects. 6. Monitor the impact of new and already approved development for adequacy of the CIP. Infrastructure and Service Covered: The transportation facilities applicable to Weld County are roads currently in place or that would be in place prior to the issuance of a building permit. Preferred LOS Standard: These standards can be different for urban and rural areas. However, Weld County recognizes a Level of Service (LOS) C for all county roads. Different levels of service are appropriate for different environments. For example, the traffic threshold triggering the need for dust mitigation or paving of gravel roads is more stringent in urban areas due to the higher population densities. The preferred LOS for transportation facilities, as a general rule, should be set at LOS D for motor vehicle modes. However, many communities aim for higher road standards and establish a LOS C for their roadways. Determining when to apply LOS standards: The timing of when the LOS standards are applied can affect the determination of adequacy of the facilities. The development process time frame can vary substantially. Typically, the LOS determination is made at the subdivision plan stage and may be adjusted at the building permit stage if substantial chances have been made to the development plan. The capacity of public facilities and services Public Works xx Pt COUNTY 2035 TRWNSPORTA77ONPLAN should be increased in phases when phasing is more cost-effective. Any proposed infrastructure improvements may be identified through a development improvement agreement in accordance with the platting process. Assessing the impacts of a specific development: At this point in the process is when adequacy is determined. When determining adequacy of facilities you have to evaluate the capacity of the existing facilities and the addition of new development impacts. If the LOS with the proposed development is determined to be at or better than the preferred LOS, then the applicable transportation facility is deemed adequate. For example, a Traffic Impact Study (TIS) would identify the impacts of a development per the LOS criteria identified below: Should the impacts result in a LOS that is worse than the preferred LOS, the applicant would have the following choices: 1. Defer development until adequate facilities are in place that would improve the LOS to the preferred LOS 2. Construct the facilities that would improve the LOS to the preferred LOS. More specifically, if the existing LOS without development is already below the preferred LOS, the developer would have the option to "oversize" the roads to bring the facilities up to the preferred LOS. The County could reimburse the developer in constructing its share of the improvements, providing that these improvements have been identified in the County's CIP. As an example, a public improvements agreement could be written to allow for a payback or reimbursement for "oversizing" facilities to meet adequacy within the defined area limits. However, it is recommended that no improvements should be undertaken unless the improvement is a planned improvement identified in the County's CIP or determined by the BOCC to advance the goals and policies of the County. 3. Reduce density of the development so that the impacts would not degrade the LOS below the preferred. Public Works xxi WELD COUNTY 8085 TBNNSPORTATYONPLAN Prepare a Fiscally Constrained CIP: Weld County currently has a CIP, which funds and programs Public Works projects. The CIP would prioritize a list of transportation projects covering a five year planning period from 2011-2016. The project priority list should be reasonably funded based on historic funding streams and anticipated future funding. More than likely, the County will have more projects identified then available funding. The additional transportation projects would be identified as unfunded. APFP regulations are very defensible in the relation to long-range planning for providing major public facilities. Given the continued increase in growth and development in Weld County, the continuous review of development impacts should be done to monitor the remaining capacity of transportation facilities. This review should be done every two (2) years. Public Works xxii Was COUNTY 2035 7RANSPORTA77OBPLAN APPENDIX F - ROUNDABOUTS Roundabouts can be found throughout the world as a form of intersection control. Circular intersections were first introduced in the United States in 1905. In June 2000, the U.S. Department of Transportation published a technical report (FHWA-RD-00-067) titled, ROUNDABOUTS: An Informational Guide. The abstract recognizes the diverse needs of transportation professionals, therefore, providing a comprehensive tool for implementing roundabout infrastructure, including design, construction, and signage. Not all circular intersections can be classified as a roundabout. There are at least three different types of circular intersections known as rotaries, neighborhood traffic circles, and roundabouts. ➢ Rotaries are old-style circular intersections common in the United States prior to the 1960's, and are characterized by a large diameter, often in excess of 300 feet with travel speeds exceeding 30 mph. ➢ Neighborhood traffic circles are typically smaller and are built at the intersections of local roads for traffic calming and/or aesthetic reasons. ➢ Roundabouts are circular intersections with specific design and traffic control features. These features include: yield control of entering traffic, channelized approaches, and appropriate geometric curvature to ensure slow speeds (typically less than 30 mph). The diagram below represents an example of a typical roundabout cross section. I I �!I l ` ISLAND \ 1I, SIDEWALK . _ r APRON CI LANDSCAPE HUFFER YELL) LINE ACCESSIBLE V II I PEDESTRIAN CROSSING lid Public Works xxiii WELD COUNTY 8085 TRWNSPORTATIONPLAN WCR 17&WCR 62/(71s St&Crossroads Blvd)Roundabout in Windsor The following table provides recommended design elements for different types of roundabouts. Design l emetic SubdivSo " iri&GerLZ$* DOw6GtLane HIi SpiedS Roundabout Route•about Roundabout Lane Roundabout" •Recommended maximum entry 15 mph 20 mph 25 mph 25-30 mph desi:n speed' Maximum number of entering lanes 1 1 2 1 'era' 'roach Typical inscribed 80-100 ft 100-130 ft 115-130 115-130 ft circle diameter Sputter island Raised and Raised, with Raised,with Raised,with treatment extended, with crosswalk cut crosswalk cut crosswalk cut crosswalk cut Typical daily service volumes on Site specific 4-leg roundabout 15,000 vpd 20,000 vpd based on design 20,000 vpd • (based on diameters) V d 1. Assumes 90-degree entries and no more than four legs. Public Works xxiv Wan COUNTY 8085 TRwwSPoRTmTionPLAN 0 A roundabout is a circular intersection that is designed to meet the needs of all road users (drivers, pedestrians, pedestrians with disabilities, and bicyclists). il Following are descriptions and diagrams of cross � sections and descriptions of ! single lane and double lane roundabouts. TT ., K__ IsLAN Ek ISLA _II� SI]EVlALK Single-lane roundabouts have I single lane entry at all legs _ } CENTRAL 1,__ and one circulatory lane. — "i ' These roundabouts are " \ _ distinguished from I subdivision compact A ao. 7 tr LAN;SCALE P.EFER 11' roundabouts by their larger YIELD LSE inscribed circle diameter, and II more entries and exits, ACCESSIBLE I I II resulting in higher capacities. 'E;EST RAN ill The design typically allows for "CS`I"c slightly higher entry and exit II. speeds. I AI . ___. I I) , - _t ,-i_ii ,_ _ _ _ _ _ _:,-- -.1 • 1 ) �-s __ , , v , TYPICAL SINGLC LANE ROUNDABOUT • I I . 4 I Public Works xxv WELD COUNTY 8095 7 WASPORTA77OAPLAN 0 Double lane roundabouts have at least one entry with two lanes. They include entries with one or more approaches that flare from one to two lanes. These intersections require wider circulatory roadways to accommodate side by side vehicular travel. The geometric design could include raised splitter islands, no truck apron, a nonmountable central island, and appropriate horizontal deflection. The double lane roundabout represents a I typical 140' arterial right-of-way intersection (green lines). The red lines depict an 80' right-of-way. The other diagram shows the amount of I right-of-way needed for the same roundabout superimposed over a typical signalized intersection. Surprising,the roundabout does not need additional right- of-way for an arterial intersection. l I e - i---.2_,:;__- __; ;i _ _ z, jr I MIMI.DOUBLE WC I y r I NNNNMININ /.' I I �_< li 6 r1 ti molauN T9YV6 LIM 1 itOl®NIN OCIICN 1 NNNNNNNNYNIN INNNIN. ' NMTYNMOIOSNN ION LSE' MOM . I NANNNNNNRNINIiNNNI I I NUM LAS I.!NNMANIUT M1N WT' NNn YTYn WIMP MO WIIN NiNNNNR I —1 l Public Works xxvi WELD COUNTY 2035 TRZNSPORTATIOAPLAN ROUNDABOUT SAFETY: According to the Federal Highway Administration (FHWA), roundabouts are a proven safety solution that prevent and reduce the severity of intersection crashes. Over the years, the annual number of intersection fatalities has not changed significantly. Therefore, to reduce crashes and improve intersection safety FHWA recommends the use of roundabouts, where appropriate. A roundabout eliminates some of the conflict traffic, such as left turns, that cause crashes at traditional intersections. Since roundabout traffic enters or exits only through right turns, collisions that do occur typically are less severe than those at conventional intersections. Other benefits to constructing roundabouts include: Safety, Function, Environment, Economy and Aesthetics. Safety- Roundabouts improve intersection safety by: ➢ Eliminating or altering conflicts ➢ Decreasing speeds into and through the intersection ➢ Decreasing speed differentials. Studies have shown a 90% reduction in crashes involving fatalities, and a 75% reduction in injury crashes in comparison to signalized intersections. Function - Roundabouts also improve the function of the roadway system pertaining to capacity and delay. For example, rather than stopping at a red light and being delayed by waiting for a green light, you yield through the intersection typically reducing delay during rush hour. Therefore, roundabouts cause almost no delay, while continuously moving large amounts of traffic (capacity). Environment- Since you have fewer stops and starts in comparison to a signalized intersection, Roundabouts reduce both fuel consumption and air pollution. These types of improvements qualify for Congestion Mitigation & Air Quality funding for areas within the Nonattainment Air Quality Boundary. Economy - The economic benefit to roundabouts is tangible by the community due to a reduction in collisions and injuries resulting in less insurance claims, medical and other costs. Aesthetics - Lastly, roundabouts can visually enhance the roadway by using landscaping, art or other aesthetic features. Public Works xxvii IYSLDCOUNTY 2035 TRANSPONTA770NPLAN The U.S. Department of Transportation recommends following six steps when deciding whether to implement a roundabout at an intersection: Step 1: Consider the context. What are the regional policy constraints that must be addressed? Are there site-specific and community impact reasons why a roundabout of any size would not be a good choice? Step 2: Determine a preliminary lane configuration and roundabout category based on capacity requirements. Step 3: Identify the selection category. This establishes why a roundabout is the preferred intersection control method and determines the need for specific information. This analysis effort is similar to the same methodology for signalized intersections. Step 4: Perform the analysis appropriate to the selection category. If the selection is based on operational performance, use the appropriate comparisons with alternative intersections. For example, Roundabouts may offer an effective solution at Two-Way Stop Control (TWSC) intersection with heavy left turns from major roads. Roundabouts may work better when the proportion of minor road traffic is higher. Step 5: Determine the space requirements. Determine the space feasibility. Is there enough right-of-way to build it? Step 6: If additional space must be acquired or alternative intersection forms are viable, an economic evaluation may be useful for the decision making process. The economic evaluation includes a benefit-cost analysis method, which compares the incremental benefit between two alternatives to the incremental costs between the same alternatives. The benefits are typically comprised of three elements: safety benefits, operational benefits, and environmental benefits. Public Works xxviii WELD COMITY' 2095 TRAMPORTATIOAPLAN 6. ON-LINE SURVEY RESULTS ELD COUNTY NSP0RTATI0N PLAN . .d Map to the Future On Weld County's website (www.co.weld.co.us), the Public Works Department conducted an on-line transportation survey from April 2009 through December of 2010. The purpose of the study was to allow the general public to provide input into the county roadway system, i.e. safety, congestion, road conditions, commute patterns, and mulit-modal choices. While the County did not receive a high volume of responses, the surveys received provided a snap shot of the citizen's perception of the County's transportation system. Following are the results of the on-line survey, which asked twelve questions: 1. Are you a Weld County resident? 1'b;ti VO 116 12 Public Works xxix WELD COMM' 80.4.E TRANSPORTA77011PLAA 2. Please identify which zip code you live in: RESPONSES \IUNICIPALITY 46 Greeley—80631,80634,80639 8 Longmont—80501,80504 6 Evans—80620 Severance—80546 5 Firestone—80520 Ft.Lupton-80621 Dacono—80514 Erie—80516 Johnstown—80534 Windsor—80550 3 Lochbuie—80603 Ault—80610 Hudson—80642 Keenesburg—80643 Pierce—80650 Eaton—80615 Milliken—80543 Briggsdale—80611 2 Kersey—80644 LaSalle—80645 Platteville—80651 Denver—80241 Fort Collins—80526 Frederick—80530 Loveland—80537 Mead—80542 Wellington—80549 1 Galeton—80622 Gilcrest—80623 Nunn—80648 Wiggins—80654 Grover—80729 Unknown Public Works xxx WELD COLTITY 2035 TIRARSAORTA770APLAN 3. Do you commute in or out of Weld County? IN OUT 79 49 4. How many miles do you travel one-way to work or school? RESPONSES # OF NIILES 47 1-10 Miles 40 11-20 Miles 12 21-30 Miles 18 31-40 Miles 5 41-50 Miles 6 More than 50 Miles 5. What travel mode do you use? RESPONSES \RODE OF TR:1\ EI. 47 Drive Alone 40 Carpool 12 Bus 18 Bike 5 Walk 6 Other Public Works xxxi WELD COUNTY 2035 TRAMPORTATIONPLAN 411 6. Rank the Importance of Transportation Modes in Weld County using the numbers 1-4,with 1 being the most important and 4 being the least important. MODE OF TRAVEL 1 2 3 4 Automobile 105 14 1 8 Transit 14 73 19 22 Pedestrian 3 22 45 58 Bicycle 8 18 61 40 7. How would you rate traffic congestion on Weld County roadways(not roads within cities/towns)? RESPONSES TRAFFIC CONGESTION 57 Low 66 Medium 5 High 8. How would you rate safety on Weld County roads(not State Highways)? RESPONSES S:%FETI RA TIN(: 11 Excellent 51 Good 57 Average 9 Poor Public Works xcxii WELD COUNTY 8095 77MNSPORTATTONPLAN 110 9. How would you rate the condition of Weld County roadways (not State Highways, or roads within cities/towns)? ' ESP LASES S;1FE"[1' •.4TING 11 Excellent 51 Good 52 Average 14 Poor 10. If you answered "Poor"to question #10,please tell us,in your opinion,what the worse road(s) is? RESPONSES County Rd 17 between County Rd 2 and County Rd 6 WCR 13 Any county road covered in hazardous wash-boards CR 7 between CR 38 and HWY 56 CR 641/2 and CR 24(Bracewell) CR 32 Road 18 East from Road 49 to Keenesburg County Roads 93,18,22,95, Anything outside the city limits of Greeley or Evans 11. Do you think it is important to encourage the development of alternative forms of transportation? (i.e., Bus Service, Ridesharing, Vanpooling, Commuter Rail) RESPONSES %I,FERN E FORMS OF FRANSPORT VI ION IS 60 Very Important 48 Somewhat Important 17 Not Important 3 Not Sure Public Works aaaciii WELD COUNTY SOBS 7R&NSPORT1770APLAN 0 H. ACRONYMS ACP Access Control Plan ADT Average Daily Traffic APFP Adequate Public Facilities Plan AQCC Air Quality Control Commission CDOT Colorado Department of Transportation CMAQ Congestion,Mitigation &Air Quality CO Carbon Monoxide DOLA Colorado Department of Local Affairs DOT (United States)Department of Transportation DRCOG Denver Regional Council of Governments FHWA Federal Highway Administration FTA Federal Transit Administration FY Fiscal Year(October-September) HOV High Occupancy Vehicle IGA Intergovernmental Agreement ITS Intelligent Transportation Systems LOS Level of Service MOA Memorandum of Agreement MOU Memorandum of Understanding MPO Metropolitan Planning Organization NAAQS National Ambient Air Quality Standards NFRT& AQPC North Front Range Transportation& Air Quality Planning Council NFRMPO North Front Range Metropolitan Planning Organization NHS National Highway System NOX Nitrogen Oxide ROW Right-of-way RPP Regional Priorities Program SIP State Implementation Plan (Air Quality) SOV Single Occupancy Vehicle STAC State Transportation Advisory Committee STIP State Transportation Improvement Program TAC Technical Advisory Committee TAG Transit Advisory Group TAZ Traffic Analysis Zone TDM Transportation Demand Management TIP Transportation Improvement Program TMA Transportation Management Area TPR Transportation Planning Region UFR Upper Front Range UP Union Pacific Railroad V/C Volume to Capacity Ratio VMT Vehicle Miles Traveled VOC Volatile Organic Compounds VPD Vehicles Per Day VPD/LANE Vehicles Per Day Per Lane Public Works xxxiv WELD COUNTY 8035 TRz4NSPORTATYONPLAN I. TRANSPORTATION PLAN REFERENCES AND SOURCES: Weld County Planning Department. (December 2008). Weld County Comprehensive Plan. Weld County Planning Department. (2000). Mixed Use Development Plan. North Front Range Metropolitan Planning Organization with assistance from Felsburg, Holt& Ullevig. (October 2004). North Front Range 2030 Regional Transportation Plan. North Front Range Metropolitan Planning Organization. (2003). Regionally Significant Corridors. North Front Range Metropolitan Planning Organization with assistance from Felsburg, Holt& Ullevig. (December 2007). North Front Range 2035 Regional Transportation Plan. Felsburg, Holt& Ullevig. (January 2008), Upper Front Range 2035 Regional Transportation Plan. Felsburg, Holt& Ullevig. (March 2010). Upper Front Range CMAQ Project Application Guidebook FY 10-11. Felsburg, Holt& Ullevig and Clarion Associates. (September 2006). Larimer County Transportation Plan. Felsburg, Holt& Ullevig. (1996).Adams County Transportation Plan. Felsburg, Holt& Ullevig. (2004). Douglas County 2020 Transportation Plan. An element of the Douglas County 2020 Comprehensive Plan. Prepared for Douglas County Departments of Public Works and Community Development. Felsburg, Holt& Ullevig. (June 2003). City of Dacono Transportation Plan. Jefferson County Highways and Transportation Department. (April 1998). Countywide Transportation Plan.A Cooperative Effort of Jefferson County,Arvada, Broomfield, Golden, Lakewood, Westminster, Wheat Ridge, Colorado. Jacobs Carter Burgess. (2008). West Elbert County Transportation Master Plan. Felsburg, Holt & Ullevig. (November 2005). 2005 Broomfield Transportation Plan. Turner Collie & Braden, Inc. (January 2002). City of Brighton Transportation Master Plan. Felsburg, Holt& Ullevig. (August 2006). Town of Mead Transportation Plan. Public Works xxxv WELD COUNTY 8085 7Z4N5PORTA770WPLAN EDAW, Leland Consulting, and Town of Windsor Planning Department. (April 17, 2002). Town of Windsor Comprehensive Plan. Town of Windsor. (April 2007) Town of Windsor Comprehensive Plan, Town of Windsor Road Classification Map. Felsburg, Holt& Ullevig. (March 2004). City of Evans Transportation Plan. Felsburg, Holt& Ullevig. (June 2002). Greeley Comprehensive Transportation Plan Mobility 2020. LSA Associates, Inc. (September 2010) Draft City of Greeley 2035 Comprehensive Transportation Plan Felsburg, Holt& Ullevig. (August 2010). LaSalle Transportation Plan. Felsburg, Holt & Ullevig. (November 2008). Town of Milliken Transportation Master Plan. Stantec. (November 2008). Transportation Plan Town of Hudson, CO. Coppola, E.G., P.E., PTOE,. (July 2008). Town of Severance Transportation Plan. Felsburg, Holt & Ullevig. (February 2008). Town of Johnstown Transportation Master Plan. LSA Associates, Inc. (January 2008). Town of Erie Transportation Master Plan. LSA Associates, Inc. and Catalyst Consulting. (July 2005). City of Longmont Multi-Modal Transportation Plan. Ferh & Peers Transportation Consultants. (2007, Adopted 2008). City of Fort Lupton Transportation. Denver Regional Council of Governments (Adopted December 19, 2007/Amended January 20, 2009). 2035 Metro Vision Regional Transportation Plan. Young,J. and Marfitano, S. (May 28, 2010). FHU Memorandum. FHU Reference No. 10-016-01. Young,J. and Marfitano, S. (August 11, 2010). FHU Memorandum. FHU Reference No. 10-016- 01. AAR-Policy and Economics Department. (April 12, 2010). Class 1 Railroad Statistics. Association of American Railroads. Retrieved December 20, 2010,from Association of American Railroads site: http://www.aar.org/"'/media/AAR/Industry%201 nfo/Statistics%202010%2004%2012.ashx Public Works xxx'1 WELD COUNTY 20L35T AN5PORTAT70NPLAN North I-25 EIS Project Team (October 2008). Alternatives Development and Screening Report. Retrieved December 21, 2010,from the Colorado Department of Transportation site: http://www.coloradodot.info/projects/north-i-25-eis/deis-pdf/03-a1 t-dev-screen- rep/04%20AIt Rep Oct 08 1 60.pdf/view Colorado Department of Transportation. North I-25 EIS. Retrieved December 21, 2010,from the Colorado Department of Transportation site: http://www.coloradodot.info/proiects/north-i-25-eis FHWA. Access Management Brochure (FHWA Document Number FHWA-OP-03-066), Retrieved January 5, 2011,from Federal Highway Administrations Office of Operations site: http://ops.fhwa.dot.gov/access mgmt/docs/benefits am trifold.htm FHWA. Benefits of Access Management Brochure. Retrieved January 5, 2011, from Federal Highway Administrations Office of Operations site: http://ops.fhwa.dot.gov/access mgmt/what is accsmgmt.htm Robinson, B.W., Rodegerdts, L., Scarborough, W., Kittelson, W.,Troutbeck, R., Brilon, W., Bondzio, L., Courage, K., Kyte, M., Mason,J., Flannery, A., Myers, E., Bunker, J., Jacquemart, G., FHWA. Retrieved Electronically: Roundabouts: An informational guide. Publication No. FHWA-RD-00-067. http://www.fhwa.dot.gov/publications/research/safety/00067/000671.pdf Environment, Health and Safety Online. Title 49 Transportation. http://www.ehso.com/dotlinksfr.php?U RL=http%3A%2F%2Fwww.access.gpo.gov/nara/cfr/ waisidx 06/49cfrv2 06.html Florida Department of Transportation.Access Management Balancing Access and Mobility Answers to your questions. Retrieved on June 15, from http://www.d ot.state.fl.us/pla n n i ng/systems/sm/accma n/pdfs/a mpromo3.pdf CSU-DOLA Community Assistance Program. (July 2008). 52-85 Trail Master Plan. CSU-DOLA Technical Assistance Program, Prelog, R, Dianni, C.,Tupa, M, (August 2009). F2W Trail Recommendation. Colorado State Parks Online. Colorado Front Range Trail, Retrieved on July 7, 2010, from Colorado State Parks site: http://www.pa rks.state.co.us/TRAILS/CO LO RADOF RONTRANG ETRAI L/Pages/Colorado% 20Front%20Range%20Tra i l.aspx Public Works xxxvii ,A__ ,e__._--:_.._�_ t—l-iii 8 ?� — I : E 11 0 ' 4 I N cem t�:' -!---71y w.1.-1-. 'al .1( _i J € teI•niln° n C 3 A ! I a : � iI rf't 1 _ �72_.i r'uiiiai i- ,illt12i�•__i R�4"___r_I__Ti �. T_ .e3.µ..tr___ •j, �-i W }' 1 ' 3l .--1, ,_ 1M. 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