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Home My WebLink About20083466.tiff NOR I-25 EIS AI tern t iv information . cooperation. transportation . IUIII � II.� � Ueveftpfflent and creenio Report sigi,_,_.____ ,.�,4r a !• 4L. . . . 7� _ . !!! 1 r 7 fir.. a •'�' ', '' P • • a 1 i• ., a --Y _ _ r .! ^ .L.jn.: ail. �^ - ;I.:_..b�. . mac •_ 4: .. _ _ {// .. f' 1� �'' i p ... R4,. , 1 ' ��trl, • t� _� • r- \ - ..J ;• r 1'k • 11 •: 1..r. t :.7C `ta — �.-..w� � • . - ' a r,. %ift 'I M# ,,�}r� yy�!t • '��:+�•a��it: !. {,Yf rt 1M••. i 4Y�4'�`ik.`L t1'Tr1.5� .` . •--1'.AL. + .:Jr+t :fartostr,+c eturate ?yr f e P—i„`(. , K-2 /'- } ' ,��1ty' - . Tr:. L.. .IC 41• ..r'-- . . t ** aCtOhEr 2 i] g U�iiii in I_. A+ Federal Transit Administration U S Department cf Transportation rev 1 Administration Highway ini tration NORTH I-25 ate.. EIS *40g information . cooperation . transportation . . Alternatives Development and Screening Report Prepared for: Colorado Department of Transportation Region 4 2207 East Highway 402 Loveland, CO 80537 Prepared by: Felsburg Holt & Ullevig 6300 South Syracuse Way, Suite 600 Centennial, CO 80111 In association with Jacobs October 2008 FHU Reference No. 03-225 / 04-120 / 05-071 / 07-190 • Federal Highway Administration •Federal Transit Administration•Colorado Department of Transportation NORTH I-25 EIS information. cooperation transportation. • TABLE OF CONTENTS Page 1.0 INTRODUCTION 1-1 1.1 Alternatives Development 1-1 1.2 Alternatives Screening 1-3 2.0 LEVEL ONE 2-1 2.1 Level One Alternatives Development 2-1 2.1.1 No-Action 2-3 2.1.2 Highway 2-3 2.1.3 Modifying Existing Facilities 2-3 2.1.4 Transit 2-4 2.1.5 Congestion Management 2-6 2.2 Level One Screening 2-8 2.2.1 Highway 2-16 2.2.2 Transit 2-16 2.2.3 Congestion Management 2-16 2.3 Level One Lessons Learned 2-16 2.3.1 Highway 2-16 2.3.2 Transit 2-16 • 2.3.3 Congestion Management 2-17 3.0 LEVEL TWO 3-1 3.1 Level Two Alternatives Development 3-1 3.1.1 No-Action 3-1 3.1.2 Build Alternatives - Highway 3-3 3.1.3 Build Alternatives - Transit 3-10 3.1.4 Build Alternatives - Congestion Management 3-16 3.2 Level 2A Screening — Build Alternatives 3-17 3.2.1 Highway Criteria 3-17 3.2.2 Highway Screening 3-21 3.2.3 Transit Criteria 3-28 3.2.4 Transit Screening 3-30 3.2.5 Congestion Management Criteria 3-36 3.3 Level 2B Alternatives Development 3-41 3.3.1 No-Action Alternative 3-41 3.3.2 Build Alternatives - Highway 3-41 3.3.3 Build Alternatives - Transit 3-43 3.4 Level 2B Screening 3-45 3.4.1 Highway 3-45 3.4.2 Transit 3-49 • 3.5 Level Two Lessons Learned 3-50 3.5.1 Highway Lessons Learned 3-64 Table of Contents NORTH 1-25 EIS information. cooperation. transportation. 3.5.2 Transit Lessons Learned 3-64 • 3.5.3 Congestion Management 3-65 4.0 LEVEL THREE 4-1 4.1 Alternatives Development 4-1 4.1.1 No-Action Alternative Assumptions 4-1 4.1.2 Highway Assumptions 4-1 4.1.3 Interchange Assumptions 4-1 4.1.4 Transit Assumptions 4-2 4.1.5 Station Assumptions 4-2 4.1.6 Maintenance and Storage Facility Assumptions 4-3 4.1.7 Congestion Management Assumptions 4-3 4.1.8 Packaging Assumptions 4-3 4.2 Alternatives Screening 4-21 4.2.1 Evaluation Criteria 4-21 4.2.2 Purpose and Need Criteria 4-21 4.2.3 Practicability Criteria 4-22 4.3 Screening Results 4-33 4.4 Level Three Lessons Learned 4-35 4.4.1 Highway Lessons Learned 4-35 4.4.2 Transit Lessons Learned 4-35 5.0 DEIS ALTERNATIVES DEVELOPMENT 5-1 . 5.1 DEIS Package Development 5-1 5.1.1 Highway Assumptions 5-1 5.1.2 Transit Assumptions 5-1 5.1.3 Congestion Management Assumptions 5-2 Packaging Assumptions 5-4 5.2 Alternatives Development 5-4 5.2.1 No-Action Alternative 5-4 5.2.2 Package A 5-12 5.2.3 Package B 5-14 • Table of Contents NORTH 1-25 EIS information. cooperation transportation. • LIST OF FIGURES Page Figure 1-1 Study Area 1-2 Figure 1-2 Alternatives Screening Process 1-4 Figure 3-1 No-Action Alternative 3-2 Figure 3-2 Level Two Alternatives —Additional Lanes 3-4 Figure 3-3 Level Two Alternatives— Upgrade Highway Classification 3-5 Figure 3-4 Level Two Alternatives— Express Lane 3-6 Figure 3-5 Level Two Alternatives— Limited Access Lanes 3-7 Figure 3-6 Level Two Alternatives — New Highway 3-8 Figure 3-7 Level Two Alternatives — New Arterial Road 3-9 Figure 3-8 Level Two Alternatives — Bus Rapid Transit 3-12 Figure 3-9 Level Two Alternatives—Commuter Rail 3-13 Figure 3-10 Level Two Alternatives— Light Rail 3-14 Figure 3-11 Level Two Alternatives— High Speed Rail 3-15 Figure 3-12 Purpose and Need —Safety and Mobility 3-18 Figure 3-13 Purpose and Need Evaluation —Aging Infrastructure 3-19 Figure 3-14 Measurements Used for Environmental Screening in Level Two 3-20 Figure 3-15 Level 2A Preliminary Screening Results —Additional Lanes 3-22 • Figure 3-16 Level 2A Preliminary Screening Results — Upgrade Highway Classification 3-23 Figure 3-17 Level 2A Preliminary Screening Results — Express Lanes on 1-25 3-24 Figure 3-18 Level 2A Preliminary Screening Results — Limited Access Lanes on 1-25 3-25 Figure 3-19 Level 2A Preliminary Screening Results — New Highway 3-26 Figure 3-20 Level 2A Preliminary Screening Results — New Arterial Road 3-27 Figure 3-21 Measurements Used for Environmental Screening 3-29 Figure 3-22 Level 2A Preliminary Screening Results— Bus Rapid Transit 3-32 Figure 3-23 Level 2A Preliminary Screening Results— Commuter Rail 3-33 Figure 3-24 Level 2A Preliminary Screening Results— High Speed 3-34 Figure 3-25 Level 2A Preliminary Screening Results — Light Rail 3-35 Figure 3-26 Level 2B Highway Modeling Approach 3-42 Figure 3-27 Level 2B Screening —Transit Model Runs 3-44 Figure 3-28 Purpose and Need Evaluation — Highway Mobility 3-46 Figure 3-29 Purpose and Need Evaluation —Transit Mobility 3-47 Figure 3-30 Cost Chart for Highway 3-48 Figure 3-31 Practicability Evaluation —Average Capital Cost Per Mile 3-48 Figure 3-32 Level Two Grading Results —Additional Lanes 3-51 Figure 3-33 Level Two Grading Results— Upgrade Highway Classification 3-52 Figure 3-34 Level Two Grading Results— Express Lanes 3-53 • Figure 3-35 Level Two Grading Results — Express Lanes 3-54 Figure 3-36 Level Two Grading Results — Limited Access Lanes 3-55 Figure 3-37 Level Two Grading Results— New Highway 3-56 Table of Contents iii NORTH 1-25 EIS information. cooperation transportation. Figure 3-38 Level Two Grading Results — New Arterial 3-57 • Figure 3-39 Level Two Grading Results— Bus Rapid Transit— Result 1 3-58 Figure 3-40 Level Two Grading Results— Bus Rapid Transit— Result 2 3-59 Figure 3-41 Level Two Grading Results— Commuter Rail — Result 1 3-60 Figure 3-42 Level Two Grading Results — Commuter Rail — Result 2 3-61 Figure 3-43 Level Two Grading Results — High Speed 3-62 Figure 3-44 Level Two Grading Results — Light Rail 3-63 Figure 4-1 Package 1: 8 General Purpose Lanes with Commuter Bus 4-6 Figure 4-2 Package 2: Toll Lanes with Commuter Bus 4-8 Figure 4-3 Package 3: High-Occupancy/Toll Lanes with Bus Rapid Transit 4-10 Figure 4-4 Package 4: Limited-Access Lanes with Commuter Bus 4-12 Figure 4-5 Package 5: 6 General Purpose Lanes, 2 Express Lanes with Bus Rapid Transit 4-14 Figure 4-6 Package 6: 6 General Purpose Lanes + Central Commuter Rail 4-16 Figure 4-7 Package 7: 6 General Purpose Lanes with West Commuter Rail 4-18 Figure 4-8 Package 8: West Commuter Rail, High Occupancy Vehicle Lanes with Bus Rapid Transit 4-20 Figure 5-1 Package A 5-13 Figure 5-2 Package B 5-15 LIST OF TABLES • Page Table 2-1 Level One Improvement Alternatives and Corridors 2-2 Table 2-2 Level One Screening Results 2-9 Table 3-1 Congestion Management Strategies Measures of Effectiveness 3-36 Table 3-2 2030 North 1-25 AM and PM Volume/Capacity Ratios 3-37 Table 3-3 2030 North 1-25 AM and PM Volume/Capacity Ratios with Maximum Congestion Management 3-38 Table 3-4 Trip Reduction Due to Combined Congestion Management Methods 3-39 Table 3-5 Recommended Congestion Management Strategies as Complementary Improvements 3-40 Table 4-1 Environmental Evaluation Criteria 4-25 Table 4-2 Level Three Package Evaluation 4-29 Table 4-3 Level Three Environmental Evaluation - Main Differentiators 4-30 Table 4-4 Level Three Environmental Evaluation - Other Analysis Areas 4-31 Table 5-1 Congestion Management Elements Considered in DEIS Development 5-2 Table 5-2 No Action Structure Replacement/Rehabilitation 5-6 Table 5-3 No Action Pavement Replacement/Rehab 5-10 Table 5-4 No Action Safety Upgrades 5-11 • Table of Contents iv NORTH 1-25 EIS information. cooperation transportation• . LIST OF APPENDICES Appendix A: Project Termini Memoranda Appendix B: Congestion Management Alternative Appendix C: Station Design Strategy Appendix D: Operations and Maintenance Facility Siting Appendix E: Access Planning Memorandum Appendix F: Longmont— North Metro Connection Alternative Evaluation Appendix G: Travel Demand Forecasting Memoranda Appendix H: Transit Operating Statistics Report Appendix I: Minimal Rail Alternative Request • • Table of Contents v NORTH 1-25 EIS information. cooperation transportation. • THIS PAGE LEFT BLANK INTENTIONALLY • • Table of Contents vi NORTH I-25 EIS information. cooperation transportation. • 1.0 INTRODUCTION This report is a detailed compilation of the alternatives development and evaluation effort that took place as part of the North 1-25 EIS study process. The North 1-25 EIS study area is illustrated in Figure 1-1. 1.1 ALTERNATIVES DEVELOPMENT The North 1-25 EIS project purpose is defined as "...meeting long-term travel needs between the Denver metropolitan area and the rapidly growing population centers along the 1-25 corridor north to the Fort Collins-Wellington area." The need for action identifies concerns about highway safety, mobility and accessibility, aging highway infrastructure, the lack of alternative interregional travel modes and the need to address economic growth demands. The complete Purpose and Need Statement is included in the North 1-25 Draft EIS. The purpose and need for the project and stakeholder input provided the framework for alternatives development. The alternatives evaluation and screening process was conducted by defining a broad range of alternatives, and then conducting increasingly detailed evaluations of them as they were refined and narrowed down to the most promising solutions. A wide range of alternatives was developed: multiple transit technologies, on various feasible alignments, and highway improvements on both existing and new alignments. • Alternatives analysis was completed in three separate levels of screening. While highway and transit alternatives were evaluated separately in Levels One and Two, a combination of highway and transit improvements are necessary to fully address the project's purpose and need. In Level Three, transit and highway alternatives were combined to create packages of improvements that comprehensively address the project's purpose and need. After all three levels of screening were complete, alternatives were refined and presented for analysis in the DEIS. • Introduction 1.1 NORTH 1-25 EIS information. cooperation transportation. Figure 1-1 Study Area I•Cil.....ng,on 1n . I 287N ire 'It / . 0 , � ' 14 Ault �1 o 0 ` of Fort Collins\ a 861.111 Timnath teveranciP Eaton 57 -J=1.f 0 Lucerne 287 Windsor ' L ; 34 Lovel nd 34 Greele .�_ • '1 ,ate Garden City 40 I / I 257) Evans / co , --- Corn a 13c c: Johnstown �/ La Sall \Lt. LARIME t' — 71-'" GO.•'',r .� CJ o / Milliken 56 36 • !.+p�u M �� • • /I ' Gicre►t • • aa- II 44% •• / , . o J _ W at_ r , M1 • ,/p,attwi� i O m ' Longmont a 7 l irI / 1 c 1 36 ) 85 } BOULL . , . . 287 AA de r- ' 52 F sic' S Boulder Eri. � - i_6 o 7. r �fl _ ' - - - - L. sett. 7 7 (93, 36 Louisvlile Sri •:e -"9 S. / airport* / `^ Thornton . � \i Co C rc• 72 f Non glean est nster Denver I � E470- International Airport ID 121 JEFFERSON • i n r 7• - I Unio Station . - 7• - 40 • I 6 De ver �/ Al 7S Introduction 1-2 NORTH 1-25 EIS information cooperation transportation• . 1.2 ALTERNATIVES SCREENING The alternatives evaluation and screening process consisted of qualitative and then progressively detailed and quantitative analyses of alternatives relative to evaluation criteria. The criteria at every level of analysis described below were based on three areas of analysis: the purpose and need of the project, the alternatives' practicability, and the alternatives' potential effect on human and natural environmental resources. As the study progressed, the criteria became more specific, but still related to the three areas of analysis. The alternatives screening process is depicted in Figure 1-2. The three levels of screening prior to evaluation in the Draft EIS were: Level One screening was primarily a qualitative "fatal flaw" assessment. It eliminated alternatives that were not practicable for implementation based on substantial faults related to cost, logistics, technology reliability or other characteristics that made them unreasonable in the study area and therefore unnecessary to study further. Level Two screening separated alternatives into categories by improvement type (e.g. highway expansion-general purpose lanes, light rail, etc.) and, after some additional data collection and quantification, screened out those within each category that did not compare as well with others in meeting purpose and need, addressing practicability issues, or avoiding impacts to environmental resources. Evaluation used readily available information at this level to identify differences between alternatives within each category. Level 2A screening used existing data to assess the practicability of the remaining • alternatives, and their potential to serve corridor travel patterns and markets. Level 2B screening used the initial results from Level 2A screening and supplemented them with analysis from the travel demand model to comparatively analyze the remaining alternatives. The alternatives that performed best not only within categories, but overall were advanced to Level 3. Level Three alternatives were packaged with the components advanced from Level 2B. The Level 2B components were refined and packaged in such a way as to measure discernable differences between a smaller number of alternatives. At each of these levels, input was actively sought from the general public, the Regional Coordination Committee (RCC elected officials), the Technical Advisory Committee (TAC), and state and federal resource agencies. • Introduction 1-3 C O ti >, (I) 0 � O) I Q) a a) 7 — a) a a) a) -c .C n m c — > D N -Q '- O > 'J C L- ca r- Z 0 a) — ( O (o '— — cc c _ -oc U L > .V N c E co Lr1 CT 3 o 3 co a v) ` y �, , - r;1 o ad a0- cn0 (o a, a) < — t a) c3 ►- 4 o ,� 0Cu > .N .> C _oO .ca) ° gym ° oa) cu 0 > V) > O _ 30C �' �rzi o � o � ° ° a) co a) a w - a) °r a) a) Q = a) a �' ccs (o m 0 ° cU ° oc c .E � ° Q (n — a H0 ^ . .> � CEcEE Ia) = ._ CD D 43 I- - c C (...—° a - -O o cn o z o c (' (D O v) c c N _ ` (o c ` °' a 0 aCi � `oa' Dco a) `o � _ •� � �' � co a' o � � •� � � .Eco ._ a) n V) -ID L a) (o D cn a > > C0a )... (o >. cn a � ` 03 E � _ �. E -5o a) •— 0oa) �- m a) n _ Q. E c m o ..... � a (o mewmi m o .z o 2 -- c w. "ft --- � 00a) U -O � O) 4- C O > C CD 0 Oa � cv E c n E M co -O a) C CD RI 0 CO r C °) -O o o ,,- E , — a D -a ,- ..4 .� (a _C �. a) J (o ,.- cn O ._ J (o t C a ill L L to W Cl) N N +J 3 C 03 3 43 fll .p0 zwr Z sH a3� C `~ W � v — ZQ oQ oQ W V CO Cr) o a) _ , 4-+ C cn CU ^� C1=3 = l it C A� =0 d G CL W } C C �a C 0 > — CO C C -U � a) (I) r � N • � = M � = L J cc U — = saz 1 1-4 U C) II bt - w NORTH 1-25 EIS information cooperation transportation. 2.0 LEVEL ONE 2.1 LEVEL ONE ALTERNATIVES DEVELOPMENT The North 1-25 EIS project team developed a wide range of potential transportation alternatives to address the project's Purpose and Need Statement using the following information: • Existing and planned road network • State and federal requirements • Section 404 of the Clean Water Act • Section 106 of the National Historic Preservation Act • Clean Air Act Amendments of 1990 • Section 4(f) of the US Department of Transportation Act • Existing and future land uses • Existing environmental resources • Existing and future travel patterns • Previous studies conducted in the area • Mason Transportation Corridor • Transportation Alternatives Feasibility Study (TAFS) • Interstate 25, SH 7 to SH 66 Environmental Assessment • US 85 Access Control Plan • • DRCOG Metro Vision • RTD FasTracks • Rail "Loop" Plan • Front Range Rail • Prairie Falcon Parkway • Information provided by advisory committees • Public input received during the scoping process A total of 50 transportation technologies were identified that could have been implemented along 1-25, US 287, US 85 or on a new travel corridor. These alternatives represented a reasonable range of alternatives. If an improvement type was not included in Level One, it was considered outside the reasonable range of alternatives. Table 2-1 lists the transportation technologies considered and the corridors where they were considered. Descriptions of each of the alternatives are included after the table. • Level One 2.1 NORTH 1-25 EIS information cooperation transportation. Table 2-1 Level One Improvement Alternatives and Corridors • ,Alternative ? Locatlo►t: No Action 01. No Action 1 Corridor Wide Highway 02. Additional General Purpose Lanes Existing Highway Corridors 03. Interchange Replacement/Upgrade Existing Highway Corridors 04. Horizontal and Vertical Alignment Improvements 1-25 05. Intersection Upgrades Corridor Wide 06. Frontage Road Revisions 1-25 07. Lane Width Reconfiguration 1-25 08. Double Deck Freeway 1-25 09. Express Lanes Existing Highway Corridors 10. Climbing Lanes Existing Highway Corridors 11. Truck Lanes 1-25 12. Limited Access Lanes Existing Highway Corridors 13. New Highway Corridor Wide 14. New Local Road Corridor Wide 15. New Interchange Existing Highway Corridors Transit 16. Bus Rapid Transit Existing Highway Corridors in General Purpose Lanes • 17. Bus Rapid Transit Existing Highway Corridors in Exclusive or Semi Exclusive Lanes 18. Bus Rapid Transit Freight Rail Corridors in Exclusive lanes 19. Bus Rapid Transit New Alignment in Exclusive lanes 20. Express Bus Existing Highway Corridors 21. Regional Bus Existing Highway Corridors 22. Local Bus Corridor Wide 23. Demand Responsive Bus Corridor Wide 24. Jitney Service Existing Highway Corridors 25. Commuter Rail Existing Highway Corridors 26. Commuter Rail Freight Rail Corridors 27. Commuter Rail New Alignment 28. Personal Rapid Transit Existing Highway Corridors 29. Personal Rapid Transit Freight Rail Corridors 30. Personal Rapid Transit New Alignment 31. Heavy Rail Subway or Below Grade 32. Heavy Rail Elevated 33. Heavy Rail Existing Highway Corridors • Level One 2-2 NORTH I25 EIS information cooperation transportation. • Table 2-1 Level One Improvement Alternatives and Corridors (cont'd) Alternative Location 34. Heavy Rail Freight Rail Corridors 35. Heavy Rail New Alignment 36. Light Rail Existing Highway Corridors 36. Light Rail Existing Highway Corridors 37. Light Rail Freight Rail Corridors 38. Light Rail New Alignment 39. Automated Guideway Transit (Including Monorail) Existing Highway Corridors 40. Automated Guideway Transit (Including Monorail) Freight Rail Corridors 41. Automated Guideway Transit (Including Monorail) New Alignment 42. High Speed Rail 79-125 mph Existing Highway Corridors 43. High Speed Rail 79-125 mph Freight Rail Corridors 44. High Speed Rail 79-125 mph New Alignment 45. Super High Speed Rail >125 mph Existing Highway Corridors 46. Super High Speed Rail >125 mph Freight Rail Corridors 47. Super High Speed Rail >125 mph New Alignment 48. Maq-Lev New Exclusive Corridors 49. Rail Transport Cars Light Rail Corridors Congestion Management 50a. Travel Demand Management Corridor Wide 50b. Intelligent Transportation Systems Corridor Wide • 50c. Transportation System Management Corridor Wide 50d. Bike and Pedestrian Facilities Corridor Wide 2.1.1 No-Action The National Environmental Policy Act (NEPA) process requires analysis of a "No-Action Alternative". This alternative is fully assessed in the NEPA documentation and used as a baseline against which build alternatives are evaluated. The No-Action Alternative addresses acute safety and maintenance concerns that would need to be addressed if a build alternative is not selected. This alternative is required to be retained for comparative purposes throughout the screening process. 2.1.2 Highway Highway improvements considered in Level One fell into three categories: modifying existing facilities, special purpose lanes, and new facilities. Each is described below. 2.1.3 Modifying Existing Facilities Additional Lanes— Lanes added to any existing road in the study area. This is the most common method of adding travel capacity along a corridor. Interchange Replacement/Upgrade— Includes improving or reconstructing existing interchanges that currently operate inefficiently or are expected to have operating deficiencies in the future. • Horizontal and Vertical Alignment— Improvements that address specific stretches of a road that have been identified as having inadequate or unsafe geometric configurations. This includes, but is not limited to, sight distance considerations and super elevation. Level One 2-3 NORTH 1-25 EIS information cooperation. transportation. Intersection Upgrades— Upgrades that address lane configurations and safety issues at existing • intersections and access points. This could include, but is not limited to, adding turn lanes, signalizing or restricting movements at an intersection. Frontage Road Revisions— Improve the capacity and layout of the frontage roads along 1-25. Lane Width Reconfiguration— Restripe 1-25 to provide additional lanes within the existing cross section. This improvement would create narrower lanes and shoulders. Double Deck 1-25— Create additional lanes using the existing right-of-way by adding an elevated, limited access expressway on a viaduct over the existing lanes. 2.1.3.1 SPECIAL PURPOSE LANES Tolled Express Lanes/Managed Lanes— Lanes whose demand is managed to maintain reliable, fast operation even during peak periods. The lanes are managed by allowing use only by single- occupant vehicle drivers willing to pay a toll or by high-occupant vehicles. The lanes are separated from general purpose lanes by a striped buffer or a raised median barrier. Climbing Lanes— Lanes added to the upgrade direction of a road where high traffic volumes and heavy truck traffic combine to cause delays and platooning along the facility. This type of improvement could be applied to any highway facility throughout the corridor. Truck Lanes—Truck lanes would provide a new, exclusive lane in each direction reserved for large trucks to improve safety and capacity in the general traffic lanes. They could be separated • from or adjacent to general purpose lanes and could provide only limited access to local intersections or interchanges. This type of improvement was considered along existing highway corridors. Limited Access Lanes—Grade-separated lanes that carry motorists through an intersection or interchange without the ability to get on or off the facility at that location. 2.1.3.2 NEW FACILITIES New Highway— Construction of a new, high-capacity highway alignment anywhere within the study area. New Local Road— Construction of a new road with less capacity and more access than a "New Highway" anywhere within the study area. New Interchanges— Grade separated access points between a highway and a local street or between two highways. New interchanges could be built along any of the existing highway corridors. 2.1.4 Transit Transit alternatives considered in Level One fell into two categories: non-fixed guideway and fixed guideway. For this initial screening phase, no specific station areas were assigned to any of the transit modes. Rather characteristic station spacing and ridership capacity were assumed. The • range of transit alternatives is described below. Level One 2-4 NORTH I-25 EIS information cooperation transportation. • 2.1.4.1 NON-FIXED GUIDEWAY Bus Rapid Transit— Powered by diesel fuel, natural gas, or hybrid power sources. Bus Rapid Transit operates in semi-exclusive (HOV, HOT, Toll) or exclusive roadway lanes (bus lanes) for at least 50% of its route (though it is physically capable of operating within shared lanes.) On freeway-based applications, it stops every 5 to 10 miles to function as a collector or distributor service at its ends-of-line. Local road applications have more frequent stops, 1/2 mile to 2 mile spacing. The average capacity is 20 to 100 seated passengers per bus. Traditional Bus—The most common type of public transit, due largely to its flexibility, relatively low capital costs, and ability to serve a wide-range of travel markets. Buses typically operate in mixed traffic along roadways. Power is provided by a variety of sources including diesel fuel, compressed natural gas, and electricity along with hybrid combinations of power sources. Traditional buses can operate as express bus, regional bus, local bus and demand responsive bus service. • Local Service— Provides the most access to riders as it can operate on large arterials or neighborhood-scale streets and stops the most frequently. • Express Service— Runs in large arterial streets or freeways and stops infrequently, providing a travel time advantage over local bus service. With the addition of park-and-ride facilities, it can expand the capture area of transit service from within a quarter mile up to anywhere within five miles of the service route. • • Regional and/or Commuter Bus service - A commuter-oriented long distance transit service operating between regions with limited stops in order to operate faster than other bus services. This type of transit service usually operates on roads designated as arterials or higher and has park and-ride facilities located at its stops. • Demand Response and Jitney services - Operate within a city or town but do not connect to other cities. Demand-responsive services provide curb-to-curb service within a specific geographic area for special needs population groups or for the general public as applicable. Jitneys typically involve passenger cars or shuttle vans operating on fixed routes (sometimes with minor deviations) as demand warrants without fixed schedules or fixed stops. 2.1.4.2 FIXED GUIDEWAY Commuter Rail— Fueled by either diesel or electricity, commuter rail typically operates in freight rail corridors at speeds up to 90 mph with stops every 2 to 10 miles. Average capacity of a rail car is 75 to 250 seated passengers, and service is typically provided in corridors between 5 and 100 miles in length. Personal Rapid Transit—These systems are designed to provide personalized service between specific origin and destination stations. PRT is an automated system of small vehicles that travel on elevated guideways and operate on demand. Heavy Rail— Powered by electricity, heavy rail operates at a maximum speed of approximately 70 mph in exclusive underground or elevated corridors. Stops are typically located every half-mile to mile in dense urban areas, and approximately five miles in more suburban parts of the service • area. The average capacity is 60 to 80 seated passengers per rail car. Light Rail— Fueled by either diesel or electricity, light rail can operate in rail corridors or on city streets at speeds of up to 70 mph, with stops every half-mile to two miles. Average capacity of a Level One 2-5 NORTH 1-25 EIS information cooperation transportation. rail car is 32 to 90 passengers seated, and service is typically provided in corridors 5 to 20 miles in • length. Automated Guideway Transit (AGT) — Powered by electricity, AGT operates at slower speeds (8 to 30 mph on average) on elevated guideways in dense urban areas with many stops. The average capacity is 30 to 100 seated passengers per car. AGT includes monorail technologies. High Speed Rail— Typically powered by electricity, high-speed rail can operate at over 100 mph in an exclusive right-of-way. Stops are typically located in each major city along a corridor of 50 to 500 or more miles in length. The average capacity is 100 to 150 seated passengers per rail car. Super High Speed Rail— Powered by electricity, super high-speed rail operates at speeds in excess of 150 mph in an exclusive right of way. There are typically few (if any) mid-line stops, and the service operates as a high-speed service between destinations and/or cities more than 50 miles apart. The average capacity is 100 to 150 seated passengers per rail car. Magnetic Levitation— Powered by electric magnets, Mag-Lev operates at speeds in excess of 250 mph in an exclusive and sealed right-of-way. There are typically few (if any) mid-line stops, and the service operates as a "bullet train" from one destination to another. The average capacity is 150-300 seated passengers per rail car. This technology is not in common use today. Rail Transport Cars— Involves train service that carries drivers in their vehicles on flat bed railroad cars that are each loaded for specific destination stations. It would operate with similar characteristics to a passenger rail line, but with reduced total travel times due to savings along trip segments between the car-accessible stations and driver origins and destinations. This technology • is not in common use today. 2.1.5 Congestion Management In Level One Screening congestion management strategies were researched and grouped together into four main categories: Transportation Demand Management (strategies that will reduce the number of peak hour trips), Intelligent Transportation Systems (technology-based strategies that provide information to transportation system managers and users), Transportation System Management (strategies that will maximize the effectiveness of the existing system facilities) and Bicycle and Pedestrian strategies. Each of the strategies is listed below by category. 2.1.5.1 TRANSPORTATION DEMAND MANAGEMENT (TDM) Ridesharing— Formal or informal agreements between neighbors or co-workers to share a vehicle and driving responsibilities from an agreed upon formal or informal park-and-ride facility to their common destination. Carpools—Agreements between two or more people to ride to their common destination together. Carpools can form and be sustained without formal assistance, or rideshare "matches" can also be made through a ridesharing database of willing participants managed by a regional transportation agency, as they currently are through the NFRMPO and DRCOG. • Level One 2.6 NORTH 1-25 EIS information. cooperation transportation. • Vanpools— More formal agreements between groups of 6 to 15 participants to lease a van from a regional transportation authority, designate a driver, and use the van to reach their common destination. Vans are procured and maintained, and participants can be matched and organized by regional transportation agencies, as they currently are through the NFRMPO and DRCOG. Employers can also initiate and sponsor vanpool services for their employees as a benefit. Telecommuting—Arranging the capability to work offsite, thereby avoiding driving during peak- hour traffic, or perhaps avoiding having to make the trip to work at all. Land Use Policies— The implementation and enforcement of land use policies intended to encourage/require development to increase mobility for residents and businesses by creating land use-transportation connections. Example policies include creating a range of housing choices; creating walkable neighborhoods; encouraging community collaboration; mixing land uses; preserving open spaces; providing a variety of transportation choices; and strengthening and directing development towards existing communities. 2.1.5.2 INTELLIGENT TRANSPORTATION SYSTEMS (ITS) Real Time Transportation Information— Can include static or dynamic information related to traffic conditions, real-time transit service or information on trip planning and transportation options accessible to the public. Information is disseminated on a variety of media including radio, websites, or variable message signs. Dynamic information relies on global positioning satellite (GPS) transponders, cameras, and other devices to relay information to the traveler. • 2.1.5.3 TRANSPORTATION SYSTEM MANAGEMENT (TSM) Reversible Lanes— Conversion of a general purpose lane to a special purpose or restricted access lane based on peak hour traffic flows. The lane may be designated as a High Occupancy Vehicle (HOV) lane, a limited access lane, a High Occupancy Toll (HOT) lane, or some combination of the three. Having been designated, the lane is open to peak hour traffic that meets its usage criteria. The lane is operated in the peak hour direction and reverses each peak period to serve the dominant flow of traffic. Incident Management Program—A response program developed to reduce delay by removing obstructions caused by incidents (accidents, debris, stalled vehicles, etc.) through the use of a comprehensive incident management service, including towing, alternative route designation, call boxes, traffic control, etc. Signal Coordination and Prioritization—Traffic signals can be timed to aid peak hour traffic flows. In addition, signals can be programmed to change for approaching transit vehicles to ensure that transit vehicles are not delayed at intersections. Ramp Metering— Signals can be placed at freeway ramps to regulate the flow of traffic accessing a highway facility. This reduces delay along the freeway by reducing congestion related to ramp merging. Signage—Way finding can help reduce driver confusion and consequent delay or incidents by clearly marking entrances, exits, or approaching landmarks and popular destinations. • Level One 2.7 NORTH I-25 EIS information. cooperation. transportation. 2.1.5.4 BICYCLE/PEDESTRIAN FACILITIES • These facilities would provide sidewalk and bike facility connectivity between residential areas and employment or activity centers; adequate shoulder space or bike lanes along major arterials; and adequate street features to encourage their use. Additional features can include lighting, trash receptacles, bike lockers, shade structures, crosswalks, landscaping, etc. 2.2 LEVEL ONE SCREENING Level One screening was a fatal flaw evaluation to determine if the alternative was responsive to the project's purpose and need, if it was practicable and if it was likely to have irresolvable environmental impacts. These criteria are described in greater detail below. Responsive to Purpose and Need— This criterion stated that alternatives that address the needs identified in the Purpose and Need Statement should be carried forward to Level Two screening. The needs included the potential to improve safety, replace aging infrastructure, address mobility and accessibility and provide multi modal travel options. Practicability—This criterion evaluated the feasibility of an alternative based on cost, logistics and technology reliability. While detailed costs were not available at Level One of screening, general costs from peer systems or projects were available for comparison. These costs were applied to the range of alternatives as applicable, for comparison based on their order of magnitude. Therefore, alternatives that would likely cost substantially more than others and would provide a similar function were screened out. Similarly, if the logistics of construction or operation rendered • an alternative infeasible, or if the alternative technology was not available, it was also screened out. Likelihood of Irresolvable Environmental Impacts —This criterion screened alternatives that would have the potential for substantial environmental impacts and for which an alternative was clearly available. Level One Screening eliminated alternatives with impacts of such probable magnitude that NEPA approval or other permits would not be achievable. Table 2-2 lists the range of alternatives developed and the results of the Level One screening evaluation. • Level One 2-8 NORTH 1-25 EIS information cooperation transportation. • Table 2-2 Level One Screening Results 1 IA n. a Yo No Action Corridor N/A N/A N/A Pass No-Action Wide Highway Additional Existing Lanes Highway Pass Pass Pass Pass Corridors Interchange Existing Replacement/ Highway Pass Pass Pass Pass Upgrade Corridors Horizontal & Vertical 1-25 Pass Pass Pass Pass Alignment Improvements • Intersection Upgrades Corridor /Upgrades Wide Pass Pass Pass Pass Highway Classification Frontage Road 1-25 Pass Pass Pass Pass Revisions This alternative is not responsive to purpose and need because it would Lane Width substantially compromise safety on 1-25 by Reconfiguration 1-25 Fail Pass Pass creating a geometric configuration that would be considered substandard according to accepted industry practices. • Level One 2-9 NORTH 1-25 EIS information cooperation. transportation. Table 2-2 Level One Screening Results (cont'd) • q� '"�r, q ' t a s d Asi r, 9 It ' ll , ,,i. This technology and alignment was screened due to its order of magnitude Double Deck 1.25 Pass Pass Fail cost and complexity of construction. I-25 These characteristics make it impracticable for this project. Express Existing Lanes Highway Pass Pass Pass Pass Corridors Climbing Existing Retained as potential Congestion Lanes Highway Pass Pass Pass Management Strategy. Corridors Existing Retained as potential Congestion Truck Lanes Highway Pass Pass Pass Management Strategy. Corridors Limited Existing Access Highway Pass Pass Pass Pass • Lanes Corridors New Corridor Pass Pass Pass Pass Highway Wide New Local Corridor Pass Pass Pass Pass Road Wide New Existing Interchange Highway Pass Pass Pass Pass Corridors Transit Bus Rapid Existing Transit Highway Pass Pass Pass Pass Mixed Use Corridors Lanes Bus Rapid Transit Existing Exclusive or Highway Pass Pass Pass Pass Semi Corridors Exclusive Lanes • Level One 2.10 NORTH I-25 EIS information cooperation transportation. • Table 2-2 Level One Screening Results (cont'd) Bus Rapid Freight Transit Rail Pass Pass Pass Pass Exclusive Corridors Lanes Bus Rapid Transit Pass Pass Pass New Exclusive Pass Alignment Lanes Existing Express Bus Highway Pass Pass Pass Pass Corridors Existing Regional Bus Highway Pass Pass Pass Pass Corridors Corridor • Local Bus Wide Pass Pass Pass Pass Demand Corridor Responsive Wide Pass Pass Pass Pass Bus This type of technology has not been Existing proven in revenue service. Complexity of Jitney Service Highway Fail Pass Pass operation in an interstate environment Corridors would render it impracticable for this project. Commuter Existing Pass Pass Pass Pass Rail Highway Commuter Freight Rail Rail Pass Pass Pass Pass Corridors Commuter New Pass Pass Pass Pass Rail Alignment Personal Existing This type of technology has not been proven in revenue service. Complexity Rapid Transit Highway Pass Pass Fail (PRT) Corridors and cost render it impracticable for this project. • Level One 2.11 NORTH 1-25 EIS information cooperation. transportation. Table 2-2 Level One Screening Results (cont'd) • .;::::, .y!,, ,, ,: ,,,,,,;,,.. . :„1.. S r4 , tir., 14 yO i rax P t- (�af ,at r₹ :µ #}wry t EA } 1411:1';‘,11# �p e £ �s a 0 „4„..., ,.., ..mt2,,,r.2;22,,,,c,„.. 2 , ;."-:±X,C '''t,ft."Cint .... 'IsPersonal This type of technology has not been Rapid Freight p Rail Pass Pass Fail proven in revenue service. Complexity Transit and cost render it impracticable for this (PRT) Corridors project. Personal This type of technology has not been Rapid New proven in revenue service. Complexity Transit Alignment Pass Pass Fail and cost render it impracticable for this (PRT) project. This technology and alignment was Subway screened due to its order of magnitude Heavy Rail or Below Pass Pass Fail cost and complexity of construction. Grade These characteristics make it impracticable for this project. This technology and alignment was screened due to its order of magnitude cost and complexity of construction. Heavy Rail Elevated Pass Pass Fail These characteristics make it • impracticable for this project. This technology and alignment was Existing screened due to its order of magnitude Heavy Rail Highway Pass Pass Fail cost and complexity of construction. Corridors These characteristics make it impracticable for this project. This technology and alignment was Freight screened due to its order of magnitude Heavy Rail Rail Pass Pass Fail cost and complexity of construction. Corridors These characteristics make it impracticable for this project. This technology and alignment was screened due to its order of magnitude New Heavy Rail Alignment Pass Pass Fail cost and complexity of construction. These characteristics make it impracticable for this project. Existing Light Rail Highway Pass Pass Pass Pass Corridors • Level One 2.12 NORTH I-25 EIS information cooperation transportation. • Table 2-2 Level One Screening Results (cont'd) m e w o rs it' a c Sao 3 of �,-_ ✓ Q �• Ito ' > "Q •Va Freight Light Rail Rail Pass Pass Pass Pass Corridors New Light Rail Alignment Pass Pass Pass Pass Automated This type of technology would cost Guideway Existing substantially more and have lower speeds than alternative transit Transit Highway Pass Pass Fail (Including Corridors technologies. Complexity and cost of Monorail) higher speed technology would render it impracticable for this project. Automated This type of technology would cost Guideway Freight substantially more and have lower speeds than alternative transit Transit Rail Pass Pass Fail technologies. Complexity and cost of (Including Corridors • Monorail) higher speed technology would render it impracticable for this project. Automated This type of technology would cost Guideway substantially more and have lower Transit New Pass Pass Fail speeds than alternative transit technologies. Complexity and cost of (Including Alignment Monorail) higher speed technology would render it impracticable for this project. High Speed Existing Rail Highway Pass Pass Pass Pass 79-125 mph Corridors High Speed Freight Rail Rail Pass Pass Pass Pass 79-125 mph Corridors High Speed New Rail Ali nment Pass Pass Pass Pass 79-125 mph g • Level One 2-13 NORTH 1-25 EIS information cooperation transportation Table 2-2 Level One Screening Results (cont'd) • i - s. .- - * , -Z e f[aR. k efvd d -..= O 4 a 1 g $� Y ' 'yk iifi ;. ^1 This technology was screened due to Super High Freight its order of magnitude cost and complexity of construction. The Speed Rail Rail Pass Pass Fail technology is not readily available in >125 mph Corridors the United States and is impracticable for this project. This technology was screened due to Super High its order of magnitude cost and Speed Rail New Pass Pass Fail complexity of construction. The technology is not readily available in >125 mph Alignment the United States and is impracticable for this project. This technology was screened due to Super High Existing its order of magnitude cost and complexity of construction. The Speed Rail Highway Pass Pass Fail technology is not readily available in < 125 mph Corridors the United States and is impracticable for this project. • This technology was screened due to New its order of magnitude cost and Mag-Lev Sealed Pass Pass Fail complexity of construction. The Corridor technology is not readily available and is impracticable for this project. Existing This type of technology has not been Rail Transport Freight Pass Pass Fail proven in the United States. Its Cars Rail relatively experimental nature makes Corridors it impracticable for this project. Travel Corridor Demand Wide Pass Pass Pass Pass Management Intelligent Corridor Transportation Wide Pass Pass Pass Pass Systems • Level One 2.14 NORTH 1-25 EIS information cooperation transportation. • Table 2-2 Level One Screening Results (cont'd) ° c ,'ngmEQ a. ° °1 zr. a . 3. m c c °w °'r, �5-Ts I'S Is a E. a m CC Transportation Corridor Pass Pass Pass Pass System Wide Management Bike & Corridor Pass Pass Fail Pass Pedestrian Wide Travel Pass Demand 1-25 Pass Pass Pass (With the exception of reversible lanes Management n/o SH7) Intelligent Transportation 1-25 Pass Pass Pass Pass Systems Transportation Pass System 1-25 Pass Pass Pass (With the exception of signage and Management signal improvements) • Bike & 1-25 Fail Pass Fail Impractical for a corridor Pedestrian of this length. • Level One 2.15 NORTH 1-25 EIS information. cooperation transportation. 2.2.1 Highway Level One evaluation of the potential highway alternatives found that all but two highway alternatives should advance to Level Two screening. Restriping the lanes along 1-25 to accommodate additional lanes with narrower shoulders within the existing cross section failed because it would substantially compromise safety on 1-25 by creating a geometric configuration that would be considered substandard according to accepted industry practices. Double-decking 1-25 failed because it was considered impractical due to its order of magnitude cost and complexity of construction. All other highway alternatives were retained for further evaluation in Level Two. 2.2.2 Transit Level One screening narrowed the range of alternative transportation improvements to those that were physically and functionally suited to the 70-mile study area and numerous population centers. Therefore, mag-lev, heavy rail, automated guideway transit, and super high-speed rail were screened from further analysis. (Individual white papers on these technologies and their lack of suitability to the North 1-25 Corridor are available.) Commuter rail, bus rapid transit (BRT), light rail and high-speed rail technologies on various alignments were advanced to Level Two for further consideration. 2.2.3 Congestion Management The strategies screened from further analysis in Level One include: reversible lanes, signal prioritization and coordination, signage and bicycle and pedestrian facilities. Preliminary traffic • information did not exhibit a directional rush hour along the northern portion of the North 1-25 corridor, making reversible lanes impracticable. Similarly, 1-25 is not a signalized facility, making signal treatments impracticable. Signage and bicycle and pedestrian facilities were considered to be impracticable due to the size and scale of an interstate versus the limited localized influence of signage and bicycle and pedestrian facilities. 2.3 LEVEL ONE LESSONS LEARNED 2.3.1 Highway The large study area provided a large range of possibilities for highway improvements. A variety of alternatives along US 287, US 85, 1-25 and new corridors were retained for additional evaluation in Level Two. 2.3.2 Transit In Level One, it was found that transit technology candidates must be able to serve both local and regional mobility needs. Although stakeholders expressed interest in transit services, especially rail with the capability of operating at high speeds, other stakeholders expressed an interest in serving multiple station areas to allow more access to the service. In addition, technologies requiring an exclusive corridor, whether elevated or not, were not considered feasible over the corridor's full length, due to the additional order of magnitude cost of construction and maintenance required. • Level One 2.16 NORTH I-25 EIS information. cooperation transportation. 2.3.3 Congestion Management With the exception of reversible lanes, signal coordination and prioritization along 1-25, signage along 1-25, and bicycle and pedestrian facilities along 1-25 these strategies met the tests for purpose and need, practicability and environment. However, they were also acknowledged to have limited potential to meet elements of the purpose and need such as improving mobility, replacing aging infrastructure, and increasing accessibility. Therefore, it was decided in Level Two Screening they should be analyzed both independently and as a group to determine their potential effect on the corridor's mobility needs. • • Level One 2.17 NORTH 1-25 EIS information. cooperation transportation. • THIS PAGE LEFT BLANK INTENTIONALLY • • Level One 2.18 NORTH 1-25 EIS information. cooperation. transportation.• 3.0 LEVEL TWO In Level Two Screening, the reasonable range of alternatives was revised by defining further the No-Action Alternative, as well as stand-alone and complementary Build Alternatives. "Stand-alone alternatives" were defined as improvements that, on their own, would provide sufficient capacity to meet mobility goals. Other, "complementary", improvements, those that were not considered to add sufficient capacity, could be packaged with stand-alone improvements to fully meet the purpose and need of the project. In addition, stand-alone highway and transit alternatives were developed and evaluated separately by doing comparisons of alternatives within their same grouping. In this way, the best of each group would emerge for more detailed testing in future steps of the analysis. By definition congestion management measures either enhance build alternatives or are used in combinations instead of them. For this reason, congestion management alternatives were evaluated independently and as a group to determine their assignment to either the stand-alone or complementary categories. The Level Two analysis was conducted in two stages, Level 2A and Level 2B. Level 2A utilized existing and available data; Level 2B utilized criteria and data that were generated by the travel demand model. 3.1 LEVEL TWO ALTERNATIVES DEVELOPMENT • 3.1.1 No-Action The No-Action Alternative is a conservative estimate of safety improvements and maintenance requirements that would be necessary if a build alternative were not constructed. The No-Action Alternative is presented for comparison with the build alternatives in accordance with NEPA requirements. Because it will eventually be analyzed for impacts in the DEIS, it is assumed to pass through all levels of Alternatives Development and Screening. No-Action Alternative improvements are described below and graphically summarized in Figure 3-1. Maintenance of Structures From US 36 to SH 1, two structures (at 84th Avenue and 104th Avenue) would require major rehabilitation and 25 structures would require minor rehabilitation by 2030. These are evaluated as part of the No-Action Alternative. Maintenance of Pavement Pavement north of SH 66 would need to be replaced by 2030. Replacement of the pavement is assumed to include milling and replacing the top 6 inches of pavement. Pavement between SH 52 and SH 66 will be upgraded as part of a separate action. This pavement maintenance is included and evaluated as part of the No-Action Alternative. i Level Two 3.1 4 NORTH 1-25 EIS information. cooperation transportation. Figure 3-1 No-Action Alternative Ill LEGEND Major Structure Rehab by 2030 Mil Stu _lox Elder Creek • Minor Structure Rehab by 2030 _lox 1 Replace / Rehab Pavement by 2030 • Minor Safety Modifications by 2030 ¶ I,buntain Vista CR 50 FasTracks Rail Line + 14 A"ri �' Lake Carel,Tim Ort4 Box in Creek 1 t Prospect 41tospect RtI Foit-.C Iin - CSRR ++ .,.! '?e5 SH 1 t• US 34 � Cat9ts>d Ea Iaenah � u .— b 57c, 1H382 ! K9 W e r eel• / 34 34 1:136Y.13 ,c7a • ovel nd7 L " Wed ' Its •• , L—J oardMi ity =:-- - -� 40Z Onar son's Comer tovan CR 50 LARIMER R I M E R a .a.1s r •► Jeka■tfwn u Sall � SH GO V 60 SH 68 SH b8 N�UI�.n 56 1 i p I 111 US 34 toSH66 M Draw WELD CR 34 Plattevn! I' 1 66 n nE .at 119 /r $5 BOULDER I o lin of 11 " S. wet � I ■ I 36 r 52 52 Roan s imam) En.� ❑ Ara •shoe Rd. ' I 1t9 A 93 3$ rtLei svl J ! .. a f 1441h se. S Super** 13011 ' — — - \ ROOM 1 = '� M"2 E470 . . Pass 111r► ca 1 �• l�f • 1 e Common, t not at Ped Northwest {{ 2 Roll Corridor 38 North Metro Corridor I � . - Deny J I 0 2 s 6 8 10 Unio Station miss North DENVER Level Two 3-2 NORTH 1-25 EIS information. cooperation transportation. • Safety Considerations Minor improvements would be necessary to address safety concerns along 1-25. A small amount of improvement can be realized through the installation of traffic signals at ramp terminals that are currently unsignalized. This improvement is included in the No-Action Alternative at SH 1, Mountain Vista, SH 56, SH 60 and WCR 34. At Prospect, widening the 1-25 off-ramps is included to minimize queuing into the 1-25 mainline. The following section includes descriptions of Level Two stand-alone and complementary build alternatives. All the stand-alone alternatives listed were screened in Level 2A, the remaining alternatives were analyzed further in Level 2B. Complementary alternatives were held from screening, but available for further analysis later in the study process if needed. 3.1.2 Build Alternatives - Highway Figures 3-2 through Figure 3-7 illustrate the highway alternatives that were considered to be stand- alone alternatives because they had sufficient capacity to meet the project area's mobility goals. They include: • Additional Lanes • Upgrade Highway Classification • Express Lanes Limited Access Lanes • New Highway • New Arterial Road As shown in the figures, a range of both northern and southern termini was developed for each alternatives, and evaluated as part of the alternatives screening. The termini are discussed in detail in the Southern Terminus Technical Memorandum, November 28, 2007 V6 and the Northern Terminus Assessment, October, 2004. Both of these can be found in Appendix A. Potential northern termini included: US 34, SH 14 and SH 1 Potential southern termini included: SH 66, SH 7, E-470, 1-76, US 36/84th Avenue • Level Two 3-3 C Coo • T j • 1 l5ict@:n t) . e . .a. I • 8 .1.1! it 4 , .7,. i.:,. ...i. gIP I '1/4. t 1 v 1 ~ ,i 4 ..... . , ,,,.,, i,\:„-., , , 5-m. 4- 4(t at * . I ' -6 . . if , i a ? k' Z � . r i ,• , ` .. U) l t1 .- . 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M 03 C \aL (Ni a a) 76 > N O m Q L w > —, 46 0t 03 to O U O = v, 0 0ft C (13 o X U ;.. c u (n (J a cc, a) ,....• a) c2 1 U _B c J CI) � ~ O W co Q' Q N O I- a 3 a ro O O U O C Q U Z O Z ° -0 ` r z 2 F--- E O N 0 It---- I en a) ho Z • Wo NORTH I-25 EIS information cooperation. transportation. Other highway alternatives carried forward from Level One were acknowledged to provide benefits • in a study area but did not have the capacity to meet the project area's mobility goals or to substantially address other elements of the project's purpose and need. As such they became candidates for future use in project development if the stand-alone alternatives selected had the potential to be benefited by them. Designation as a complementary alternative did not guarantee inclusion in an alternative however. Complementary highway improvements included: East-West Highway Improvements: These would connect communities on the east or west side of the corridor with the main north-south highway facilities. Alone, these improvements would not address the project purpose of connecting northern Colorado to the Denver Metro area. Interchange Replacement/Upgrade:These alternatives would include improving or reconstructing existing interchanges that currently operate inefficiently or are expected to have operational deficiencies in the future. These improvements alone would not have the ability to address mobility needs along 1-25. Horizontal and Vertical Alignment Improvements: These would improve the roadway alignment to meet current standards to improve safety and capacity. Alone, they would not have the ability to address mobility needs along 1-25. Climbing Lanes: Lanes added in the uphill direction along the highway to allow faster vehicles to pass slower ones in order to achieve a better level of service and to improve safety. This type of improvement would be used in locations where long grades, high traffic volumes and heavy • vehicles combine to reduce travel speeds. Alone, these would not provide enough capacity to substantially address the project's mobility needs. Frontage Road Improvements: These would address the need to improve the capacity, the safety and the layout of the frontage roads along 1-25. These would not provide enough capacity to substantially address the project's mobility needs. New Interchanges: New interchange would be built along the existing highway corridors to provide additional access or to reduce congestion at an existing intersection. These improvements alone would not have the ability to address mobility needs along 1-25. Truck Lanes: Exclusive lanes used by only truck traffic. They may be separated from general purpose lanes, and may provide only limited access to local intersections or interchanges. Alone, these would not substantially address the project's mobility needs. 3.1.3 Build Alternatives - Transit Like the highway alternatives, transit alternatives were classified as stand-alone or complementary based on their capacity to meet the project area's mobility needs. This was interpreted as having the ability to provide service to regional commuters, to be able to respond to the regional nature of travel in the study area. The project study area includes both active and abandoned railroad right- of-way. It also includes I-25 as well as connecting highways and arterials. Therefore, there were a variety of potential operating environments and alignments to consider in the transit alternatives development phase. • Level Two 3-10 NORTH 1-25 EIS information. cooperation transportation. • By evaluating a variety of alignment options for both bus and rail service, Level Two Screening determined which kind of operating environment would provide the most benefits for each type of technology option. Operating characteristics such as number of stops and frequency of service were refined from the generalized Level One definition to more effectively fit the particular study corridor selected, but were still assigned based on a general station spacing only. (Exact station locations and parking allowances were not defined until Level 3 Screening.) 1-25, US 85 and US 287 were analyzed as potential alignments for both bus and rail technologies. On existing highways it was assumed that the existing right-of-way would be expanded, or that lanes could be converted or shared for specific transit service. The Burlington Northern Santa Fe line on the west side of the corridor; the Great Western Railroad lines in the central part of the corridor; and the Union Pacific lines throughout the corridor were all analyzed. Each of these lines had right-of-way, and in some cases, track, that could be utilized by passenger rail service. In addition, a new alignment along the 1-25 corridor was also developed for analysis. New corridors that would require all new construction were also evaluated for bus and rail service. However, where an existing transportation corridor was available, it was considered a preferable alignment, due to the probability for fewer impacts. Due to the many alignments suggested, a range of northern termini were analyzed, but, after the FasTracks program Passed in November 2005, Denver Union Station was generally regarded as • the most preferable southern terminus due to its wide variety of connection possibilities and its access to downtown Denver employment. The following section includes descriptions and figures of Level Two stand-alone and complementary transit alternatives. Figures 3-8 through 3-11 illustrate the stand-alone transit alternatives (those with the ability to serve regional trips in the project area) including: • Bus Rapid Transit • Commuter Rail • Light Rail • High Speed Rail • Level Two 3.11 c ` _ o o II . 0:: r , s — . a ' r ° I C N Z.! o CO t rr ! t • / r� i © c S �, i+it WOO P-•-.1w o t + _ ��. JPYt \t! / O J C ! I 1 J C` �JO' o b' .. r t f.. ci �.�� " gas........ * '` N c� ti '; rt co R. 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Modes that served specifically local transit needs, or operated in such a way that would make them• unattractive to a regional commuter, were characterized as complementary transit alternatives. As such they became candidate alternatives for combining with build alternatives later in the study if needed. However, designation as a complementary alternative did not guarantee future selection of use. Complementary transit improvements include: • Local Bus Service: Local buses typically stop every few blocks on local streets in order to provide the most access to neighborhoods and employment centers. While inappropriate for fulfilling a regional transit need, they can be very effective as "feeders" or connector services to more mainline, higher-capacity services. • Express Bus Service: Express Transit Service typically operates in shared lanes on existing highways with fewer stops than local transit service, but it provides no travel time advantage and is very often unreliable, due to operating in shared lanes that are subject to roadway congestion. Although it can be operated as a north-south transit service (similar to the Front Range Express, operating from Colorado Springs to Denver) it seats approximately 40 people per bus, which is too little capacity to act as a stand-alone alternative in the study area. • Regional/Commuter Bus Service: Although it is designed for long-distance trips, Regional/Commuter Bus service was considered to have insufficient capacity to serve the level of trip demand being generated in the project area. (However, as a complementary alternative, it was retained for future combination with other build alternatives.) • • East/West Transit Service: The purpose and need specifically describes the need to connect the North Front Range to the Denver area. Therefore, east-west mobility is secondary to serving north-south travel needs; however, it will be designed and tested as a supporting system to facilitate access to the main north-south transit service. • City-to-City Rail: The purpose and need specifically describes the need to connect the North Front Range to the Denver area, therefore, city-to-city rail that stops short of connecting to Denver will not serve the regional mobility need, but need not be precluded by the design of the regional transit service. • Demand Responsive/Call-n-Ride: This service is typically operated in rural and ex-urban areas to serve passengers with special needs, and is not designed to serve a regional, higher- capacity commuter need across large distances. Although impracticable as a stand-alone alternative, it can certainly be encouraged among communities to facilitate access to a higher capacity fixed guideway alternative. 3.1.4 Build Alternatives - Congestion Management Although by definition congestion management measures do not include major capacity improvements, an analysis of congestion management elements was initiated during Level Two Screening to ascertain (and document) whether the congestion management strategies could manage 1-25 capacity efficiently enough to preclude consideration of building additional capacity. The analysis was conducted considering each of the congestion management strategies independently as well as in combination with the others as an overall group. Travel Demand • Management, Intelligent Transportation Systems and Transportation System Management strategies advanced from Level One were evaluated in Level Two. Level Two 3.16 NORTH 1-25 EIS information. cooperation transportation. 3.2 LEVEL 2A SCREENING - BUILD ALTERNATIVES In Level 2A, highway alternatives were compared to each other, and transit alternatives were compared to each other to determine which could better meet purpose and need, would be more practicable and would have less potential for negative environmental impacts. Alternatives that performed well in a majority of analysis areas were advanced to Level 2B. 3.2.1 Highway Criteria The Level 2A evaluation and screening criteria for highway alternatives are described below: 3.2.1.1 PURPOSE AND NEED AND PRACTICABILITY CRITERIA The safety, mobility, and aging highway infrastructure criteria are used to determine how well each alternative addresses the project's purpose and need. • Safety— Evaluation of safety was based on the functional classification of each alternative. Alternatives with a higher functional classification would have fewer crossings (restricted access) and therefore fewer conflicts. Alternatives with less access control were not considered as safe. Figure 3-12 compares crash rates for different facility types. • Mobility— Improving the mobility of travelers between northern Colorado communities and the Denver metropolitan area can be accomplished by increasing capacity of 1-25, US 85 or US 287 or by reducing the vehicular demand along these routes. Figure 3-12 compares the vehicular capacity for different facility types. • • Preliminary 2030 traffic projections along 1-25, US 287 and US 85 between SH 7 and SH 1 were developed with the North Front Range MPO 2030 travel model and the DRCOG 2030 travel model. Based on these preliminary projections, the 2030 unmet demand is approximately 55,000 vehicles daily on 1-25. Alternatives with the ability to accommodate this unmet demand were retained for additional evaluation. • Aging Highway Infrastructure—Alternatives were compared to determine which would replace the most aging infrastructure along 1-25. Figure 3-13 compares the amount of aging infrastructure replaced with different alternatives along 1-25. • Practicability—Alternatives were compared to determine which was the most cost effective, and was a proven technology. 3.2.1.2 ENVIRONMENTAL CRITERIA The data sources used in the evaluation of Level 2A alternatives were readily available data from census, file review, field reconnaissance and county and municipality planning documents. Both quantitative and qualitative measures were used to evaluate the potential for and of the highway or transit alternatives being evaluated to adversely impact natural and built environment resources. The evaluation criteria are shown in Figure 3-14. • Level Two 3.17 NORTH 1-25 EIS x information. cooperation. transportation. Figure 3-12 Purpose and Need - Safety and Mobility 111 SAFETY 2.5 -- Y 2.07 2.0 1.8 2002 rates in ft 1.5 - 1 .49 study area: � w .a 1 .07 I-25: 1 . 45 1 .0 - US 287: 3. 62 US 85: 2. 02 ta. 111 o.s U5 34: 1 . 71 0.0 EREE1'iAY E;r:PRESSi4AY hRIERIAE C0RUECt0R Facility Type MOBILITY 250 2030 Demand 200 s s 150 Existing Capacity 17. 100 Existing Capacity o ,= 50 0 H — t _ _ If; ' _ N u N C 74 LE L Average additional 1-25 Link Segment `' capacity needed: 55,000 daily vehicles 80 70 60 55,000 Vehicle Capacity Needed 50 40 i 30 20 11 10 O cudrE UC;: e 2 leo In l tine lei 4late ? let I leis I hi hammy Arterial lrlhtat freeisal !Clam / tall flew tines laces tines Level 2 Alternatives Level Two 3-18 NORTH 1-25 EIS information cooceration transportation0 Figure 3-13 Purpose and Need Evaluation - Aging Infrastructure Number of Deficient Number of Deficient Railroad Structures Drainage Structures VMT on Poor/ Alternative Replaced Replaced Fair Pavement Ho Action 0 0 0 HOV to SH 66 0 0 0 _. HOYtoSH14 EI 1 0 Toll to SW 66 0 0 0 loll to US 34 CI 4 3 Toll toSH14 IC 1 0 H01toSH66 5 5 0 H01 to US 34 I 4 • H01toSH14 C ) 0 limited Access lanes to SH 1 0 0 0 6 General Purpose lanes 0 0 0 0 General Purpose lanes 0 0 0 0 Best Rating 0 Worst Bating 0 Level Two 3-19 NORTH 1-25 EIS information. coopera:ion transportation 111 Figure 3-14 Measurements Used for Environmental Screening in Level Two Resource Category Measurement Used Section 4(f) Resources • Total number of Section 4(f) resources potentially impacted (parks and wildlife areas) ; land Use • Rating of compatibility with existing land use and planned future land use; • Potential to induce growth Economic .t17 • Provision of access to future economic activity centers Air Quality • Rating of potential to affect congestion or potential to affect vehicle miles or hours of travel Traffic Noise -4„,4. • Developed land within 600 feet of the transportation improvement, number of sensitive receptors Transit Noise and Vibration • Proximity of residential uses to the transit improvement Water Resources • Total number of lakes and streams potentially impacted Wildlife/Threatened, • Bald eagle nests within half mile; Endangered or Rare Species • Bald eagle communal roosts within half mile; • Preble's mouse known habitat: • Mountain plover habitat; • Swift fox known range; • Potential impact to rare fish species Wetlands k • Potential impact to wetlands and streams Environmental justice • Potential to provide direct access to low income and/or minority: / !'`. `" • Potential to have an adverse impact on low income and/or minority Visual cit • Potential impact to highly scenid views; • Potential impact from added pavement width Historic Resources • Number of existing and potential historic sites within 1000 feet of corridor Hazardous Materials • Number of known hazardous materials sites (Superfund, Resource Conservation and Recovery Act or Comprehensive Environmental Response. Compensation and liability Information Systems) that could be potentially impacted Social • Number of communities potentially bisected; • Potential for improved travel time: • Improvement in accessibility?, alternative mode of transportation added? azi Bic)clists and Pedestrians • Number of regional trail crossings; 4. • Measure of impact to local routes; • Potential impact to planned trails Level Two 3-20 NORTH I-25 EIS information cooperation transportation. • 3.2.2 Highway Screening The following section describes the key findings from the Level 2A highway screening. Figures 3-15 through Figure 3-20 illustrate the results of the Level 2A highway screening. Additional Lanes—Adding lanes on US 287 or US 85 would reduce 1-25 travel by four percent to ten percent. This reduction is not adequate to address the mobility needs along 1-25 in 2030. In addition, these alternatives would not address safety concerns on 1-25 or replace aging infrastructure on 1-25. In general, impacts to environmental resources were not discerning at this level. Alternatives were conceptual and could potentially be designed to avoid environmental resources. Alternatives with additional lanes on 1-25 were retained for additional evaluation. Upgrade Parallel Roadways—Alone, upgrading on US 287 and US 85 would not adequately address mobility needs along 1-25. However, based on community support, the US 85 expressway alternative was retained for further evaluation in Level 2B. The other three alternatives were screened out in part due to their impacts to the human environment along the corridor and their limited ability to address mobility along 1-25. Express Lanes—Alternatives of shorter lengths would not adequately address safety concerns, capacity needs or replace aging infrastructure along 1-25 in the northern portion of the study area. While the H0V lane alternative to SH 14 addressed many of these concerns, it would require additional capacity to address the mobility needs; it was retained for additional evaluation in Level • 2B. HOT and Toll lane alternatives to SH 14 were also retained. Limited Access Lanes -Alternative B, two additional lanes in each direction, would have more environmental impacts than converting one lane and adding one lane south of SH 66 to a limited- access lane (Alternative A). The wide cross-section required for this alternative impacted vegetation, wetland, and wildlife. Alternative A was retained as a more appropriate solution for tying into the existing lane configuration on the south end of the study area and adequately addressing mobility needs on 1-25. New Highway Alignments— Four new highway alignments were evaluated. All four were eliminated from further consideration as they did not improve safety on 1-25, divert sufficient traffic from 1-25 to sufficiently improve mobility, and they had the most potential to impact farmland, hazardous materials and were inconsistent with planned land use. New Arterials— Neither diverted enough traffic to improve mobility sufficiently on 1-25. In addition, these alternatives would not address safety concerns on 1-25 or replace aging infrastructure on 1-25. However, either alternative could potentially be combined with other stand-alone highway improvements. Both were retained as candidates to complement other transportation improvements and improve accessibility along the corridor. • Level Two 3-21 C oco c o II 1 ['i V) CO O F± Lf 1 (f) b D-1 W o I •1 • 1\i t i IS ` _ U .L h `. • F - CO . at O* lti� L I. I i.. Z t— . Jai) • ' Clil . 11 i 11!: • N \ C N sts N fA / .n c \ _O N �..� ill • V Y. 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Gs. ~ a: i,01 N z J _ � O C y ° 7 Z O K O O Q - p N y Q C C\C U (d Q l 'J O Y W tti U , T7 n m �/0 a 0. Q Z 0 p X 0 0 0\o N >CM ♦ Ed ° U a � 3 � S . O N Q/. NO \\ I c'1 — / \ 1 en cu 110 • NORTH 1-25 EIS information cooperation transportation. 3.2.3 Transit Criteria • In Level 2A transit alternatives were evaluated using various available data such as Census information and National Transit Database information on peer transit systems. For example, reliability of each operating environment was qualitatively described based on the physical condition of each alignment (exclusive, grade-separated, shared, etc). A general description of the evaluation criteria is provided below: 3.2.3.1 PURPOSE AND NEED AND PRACTICABILITY Safety—Alternatives were compared to determine which had the fewest number of at-grade road crossings. Improve Mobility, Provide Modal Options and Support Economic Development — Alternatives were compared to determine which: • Served the highest concentration of employment and population centers in the study area: Analyzed through the use of 2000 Census numbers for communities along each alignment • Connected to other transit systems: Analyzed through mapping other transit systems (TransFort, The Bus, FoxTrot and RTD) • Had the fastest travel times: Analyzed through measuring the distance of each alignment and applying the average operating speed of each transit mode (no station dwell time allowance was included at this level of screening) • Served anticipated trip patterns: Analyzed through comparing the alignments to the Census • 2000 Journey to Work data Practicability—Alternatives were compared to determine which was the most cost effective (based on an average cost per mile and cost of technology obtained through peer systems), and was a proven technology. 3.2.3.2 ENVIRONMENTAL CRITERIA The data sources used in the evaluation of Level 2A alternatives were readily available data from Census, file review, field reconnaissance and county and municipality planning documents. Both quantitative and qualitative measures were used to evaluate the potential for the highway or transit alternatives being evaluated to adversely impact natural and built environment resources. The evaluation criteria are shown in Figure 3-21. • Level Two 3.28 NORTH 1-25 EIS information. cooperation transportation. • Figure 3-21 Measurements Used for Environmental Screening Resource Category Measurement Used Section 4(f) Resources • Total number of Section 4(f) resources potentially impacted (parks and wildlife areas) 114111 Land Use • Rating of compatibility with existing land use and planned future land use; Potential to induce growth Economic • Provision of access to future economic activity centers Air Quality "s • Rating of potential to affect congestion or potential to affect vehicle miles or hours of travel Traffic Noise • Developed land within 600 feet of the transportation improvement, number of sensitive receptors Transit Noise and Vibration Oilir • Proximity of residential uses to the transit improvement Water Resources Total number of lakes and streams potentially impacted Wildlife/Threatened, • Bald eagle nests within half mile; Endangered or Rare Species • Bald eagle communal roosts within half mile; • Preble's mouse known habitat; t • Mountain plover habitat; • Swift fox known range; • Potential impact to rare fish species • Wetlands • Potential impact to wetlands and streams Environmental justice • Potential to provide direct access to low income and/or minority; • Potential to have an adverse impact on low income and/or minority Visual �1 • Potential impact to highly scenid views; • Potential impact from added pavement width Historic Resources 1 • Number of existing and potential historic sites within 1000 feet of corridor Hazardous Materials • Number of known hazardous materials sites (Superfund, Resource Conservation and Recovery Act or Comprehensive Environmental Response, Compensation and Liability Information Systems) that could be potentially impacted Social m • Number of communities potentially bisected; • Potential for improved travel time; • Improvement in accessibility?, alternative mode of transportation added? Bicyclists and Pedestrians • Number of regional trail crossings; • Measure of impact to local routes; � • Potential impact to planned trails • Level Two 3-29 NORTH 1-25 EIS information. cooperation. transportation - • 3.2.4 Transit Screening Level 2A Screening used readily available data to screen the transit alternatives within their modal categories in order to narrow the total number that would undergo travel demand forecasting. Therefore, the best of high-speed rail alternatives, commuter rail alternatives, BRT and light rail alternatives were selected based on the transit screening. Level 2A Screening narrowed the potential options to the following: • Bus Rapid Transit A and C • Commuter Rail A-F • High Speed Rail A Due to the range of transit options still being considered, the northern termini varied, and would be tested further in Level 2B screening. Figures 3-22 through Figure 3-25 illustrate the major findings and results of 2A Transit Screening. No Light Rail alternatives were advanced because the travel times were so high (over two hours on each line tested) and both project advisory committees (the TAC and the RCC) agreed that it was a poor choice of technology to select over such a long distance when other more efficient transit technologies were available. Other transit alternatives that were screened out include: BRT B and BRT D — Compared to other BRT alternatives, it caused out-of-direction travel for passengers trying to reach Denver, which would lengthen the travel time, and faster, more direct, • and more cost-effective options were available on either 1-25 or US 287. The alternatives also had the potential to negatively impact future land use, wildlife and hazardous materials. BRT E —This alignment serves very few population centers, and uses no direct highway routes to reach Denver. In addition, as with BRT B and D, more direct and cost-effective alignments were available along existing roadways that would not require railroad ROW conversion to a BRT guideway. The alternatives also had the potential to negatively impact future land use, wildlife and hazardous materials. BRT F — In the highway alternatives analysis, it was decided that US 85 would be upgraded only as a supplement to the improvement selected along 1-25. Therefore, without substantial upgrades, BRT service was considered to be unfeasible along US 85. By contrast, BRT could be possible in special-purpose or managed lanes along 1-25. Similarly, communities along the US 287 corridor were supportive of widening or converting lanes in certain areas to support transit improvements, though a continuous BRT-only lane would not be possible. Commuter Rail G — Compared to other commuter rail alternatives, this alignment would require out-of-direction travel for passengers from the Western side of the corridor trying to reach Denver. There would also be a prohibitive amount of coordination with the UP for track space and time along the main line as well as through the Sand Creek Junction that enables railroad access into Denver Union Station. HSR B- Of the three HSR alternatives, this alignment had the most potential to impact natural resources, due to proximity to wetlands. It also served the least number of population and • employment centers. Level Two 3-30 NORTH I-25 EIS information cooperation transportation. • HSR C - This HSR alignment would require the most travel time of the three alternatives under consideration. It would also require the highest capital cost expenditure due to the alignment's length. LRT A, B, C and D —The travel times of all the LRT lines were comparatively high compared to other transit alternatives, and high enough to make travel from the northern to the southern terminus extremely unlikely due to the long travel time and the characteristics of the vehicle that make it uncomfortable over long distances. Therefore, no light rail alternatives were carried forward for further analysis. • • Level Two 3.31 c o a ._ co 0 a V) a co 4-0 o �: ca • L ' N p—.4 " ' 0 ; ; � � I o o r--a o a = _ I ] �� — 11 •. . T y^y N� •- I ' illp O I /�/O11 • • : le; \•0 e .- ••... • • • 11 ip®_ lie-cie ' ... ,. . 3 r O r -' _ ® ® • to Ia _ P I • % , _ 'It •-�-' - I . Q r O 2 t ut 65 \ E. I p. t \ E /L7 • . • 3 E / u .l D • w- ! 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O „ CV a m ? ° O E' d i o — Z u o u O v o V. o 7 O N J O ` N N Q 7 c, G a C, Q1 0 Q Oin00 i' n = 01 s: 00th) - I0ii`. ¢C . . O ♦ < • • O . • . • L.n N I M CD 0 bo NORTH 1-25 EIS information cooperation. transportation. 3.2.5 Congestion Management Criteria • The Congestion Management criteria included practicability for implementation along the congested sections of 1-25, as well as the maximum potential for trip reduction and management relative to the estimated level of congestion. Table 3-1 illustrates the potential level of effectiveness associated with different congestion management methods and alternatives according to regional data, CDOT data and third party research. The Congestion Management Alternative Technical Report of February 2006 contains this and other detailed information, and is available for review. This report is included in Appendix B. Table 3-1 Congestion Management Strategies Measures of Effectiveness Congestion Management Strategies Measures of Effectiveness - . Strategy Method Options Typical Effectiveness Measure Transportation Demand Public Transit Express Service 2 to 3% share of all trips Management Ridesharing Carpools 11.5%1 work trips Vanpools 5%work trips Employer Telecommuting 4.7%work trips Programs Land Use Policies 3% reduction in VMT Transportation Systems Incident Management Program 5% reduction in delays Management • Intelligent Transportation Real Time Transportation Information 22% reduction in VHT2 Systems Understanding that I-25 needs to be able to accommodate approximately 55,000 additional daily trips by 2030 (roughly doubling current traffic volumes), trip reductions ranging from 2% of all trips to 12% of work trips would not accommodate the need for additional capacity. More specifically, in 2030 many segments of 1-25 would be congested (above a 0.9 V/C ratio.) (see Table 3-2). I Time savings are only realized if there has been an incident;this is not a consistent time-saving strategy due to the haphazard nature of • incidents.Traffic Congestion and Reliability: Linking Solutions to Problems,Final Report.Cambridge Systematics for FHWA,July 19,2004. 2 Time savings are realized only when there is delay;this is not a consistent time-saving strategy due to the changing nature of freeway conditions. Litman,Todd.Guide to Calculating Transportation Demand Management Benefits,Victoria Transport Policy Institute, 1999. Level Two 3.36 NORTH 1-25 EIS information. cooperation transportation. • Table 3-2 2030 North I-25 AM and PM Volume/Capacity Ratios 2030 North 1-25 AM Mid PM Volume/Capacity Ratios 2030 Volume-to-Capacity(V/C) Ratios LOCATION AM Peak Hour PM Peak Hour Northbound Southbound Northbound Southbound North of SH 1 0.43 0.32 0.49 0.31 Mountain Vista to SH 1 0.28 0.44 0.38 0.32 SH 14 to Mountain Vista 0.47 0.79 0.66 0.55 SH 14 to SH 68 0.99 0.89 0.95 0.96 SH 68 to SH 392 1.36 1.01 1.07 1.19 SH 392 to SH 34 1.26 1.00 1.06 1.15 SH 34 to SH 402 1.41 0.76 1.07 1.25 SH 402 to SH 60 1.22 0.88 1.02 1.14 SH 60 to SH 60 1.22 0.88 1.02 1.09 SH 60 to SH 56 1.22 0.97 1.03 1.07 SH 56 to Great Western 0.94 0.98 1.02 1.01 Great Western to SH 66 0.86 1.03 1.02 0.94 SH 66 to SH 119 0.57 0.71 0.66 0.62 SH 119 to SH 52 0.69 0.90 0.84 0.80 SH 52 to Union Pacific 0.79 1.09 1.02 0.93 Union Pacific to SH 7 0.93 1.22 1.15 1.03 SH 7 to E-470 1.27 1.19 1.02 1.24 • E-470 to 120th Avenue 1.07 1.12 1.05 1.05 120`"Avenue to US 36 0.97 1.39 1.28 1.11 US 36 to 1-70 1.03 1.14 1.19 0.97 1-70 to Denver Union Station 1.01 1.10 1.15 1.03 Even a 12% decrease in work trips (which constitute roughly 30% of all trips) in these congested segments will not reduce the V/C to uncongested levels (see Table 3-3). • Level Two 3-37 NORTH 1-25 EIS information cooperation transportation. Table 3-3 2030 North I-25 AM and PM Volume/Capacity Ratios with Maximum • Congestion Management 2030 Volume-to-Capatity(VICgRatios:, Location 2030 Volume-to-Capaclty(V/C)Flat t(Work Trips dsctaased.12%) AM Peak Hour PM Peak Hour Northbound I Southbound Northbound f Southbound North of SH 1 Mountain Vista to SH 1 Not Applicable SH 14 to Mountain Vista SH14toSH68 1.0 0.9 0.9 0.9 SH 68 to SH 392 1.3 1.0 1.0 1.1 SH 392 to SH 34 1.2 1.0 1.0 1.1 SH34toSH402 1.4 0.7 1.0 1.2 SH 402 to SH 60 1.2 0.8 1.0 1.1 SH 60 to SH 60 1.2 0.8 1.0 1.1 SH 60 to SH 56 1.2 0.9 1.0 1.0 SH 56 to Great Western 0.9 0.9 1.0 1.0 Great Western to SH 66 0.8 1.0 1.0 0.9 SH 66 to SH 119 SH 119 to SH 52 Not Applicable SH 52 to Union Pacific 0.8 1.1 1.0 0.9 Union Pacific to SH 7 0.9 1.2 1.1 1.0 SH 7 to E-470 1.2 1.1 1.0 1.2 E-470 to 120t Avenue 1.0 1.1 1.0 1.0 • 120m Avenue to US 36 0.9 1.3 1.2 1.1 US 36 to 1-70 1.0 1.1 1.1 0.9 l-70 to Denver Union 1.0 1.1 1.1 1.0 Station The potential benefit of congestion management measures is calculated by applying the measure of effectiveness to the total number of trips passing through the congested locations. This represents the maximum savings the congestion management strategy could have. Then, after each strategy has been evaluated individually, they are combined to estimate the effectiveness of a comprehensive Congestion Management Alternative: the combined trips reduced from transit, ride-sharing, and telecommuting. Reductions in VHT are not counted, as they do not actually decrease trips. The potential benefits and associated change to volume to capacity ratios are shown in Table 3-4. • Level Two 3.38 NORTH I-25 EIS information cooperation transportation. • Table 3-4 Trip Reduction Due to Combined Congestion Management Methods Trip Reduction.Due to CombE ed Congestion MOnagement:Methods Location Estimated Peak Hour New V/C Still congested? Incremental Benefit SH 14 to SH 68 227 Trips 0.92 Yes SH 392 to SH 34 824 Trips 1.03 Yes SH 34 to SH 402 125 Trips 1.11 Yes SH 402 to SH 60 252 trips 1.04 Yes SH 52 to Union Pacific 161 Trips 0.94 Yes Union Pacific to SH 7 962 Trips 1.00 Yes SH 7 to E-470 1,217 Trips 1.09 Yes E-470 to 120'"Avenue 1,096 Trips 0.98 Yes • 120th Avenue to US 36 1,203 Trips 1.10 Yes US 36 to 1-70 1,751 Trips 0.99 Yes 1-70 to Denver Union 1,489 Trips 0.98 Yes Station The potential benefits cannot meet the future traffic demand, and would not substantially enhance connectivity or direct travel within the corridor. However, the congestion management methods described can reduce trips, VMT, and VHT. As a result, they are recommended as complementary solutions to be implemented alongside any Build alternative that is selected. Congestion Management Screening Regardless of whether the Congestion Management strategies were implemented independently or as a group, they could not reduce the trips in the congested segments of 1-25 to a point below what is considered "congested" by the regional governments (a volume to capacity ratio over 0.9). Therefore, the combined congestion management strategies were screened from further analysis as potential "stand-alone" alternatives, and were not analyzed further in Level 2B Screening. However, they were preserved for further consideration as individual complementary improvements for the Build Alternatives that could be considered in the draft EIS. Table 3-5 summarizes the congestion management strategies that should be considered to enhance the selected stand-alone alternative, and in what locations they could be most effectively • applied. Level Two 3-39 NORTH 1-25 EIS information cooperation transportation. Table 3-5 Recommended Congestion Management Strategies as Complementary • Improvements Recommended Congestion Management Strategies.: as Complementary Imptovements CONGESTION MANAGEMENT In Local Communities STRATEGIES Along 1-25 (Enhancing Access to Local Interest* I-25) NFRMPO, Longmont, Express Transit Service NO YES Fort Collins, Loveland, Greeley Carpool YES YES NFRMPO CDOT Vanpool YES YES NFRMPO CDOT Telecommuting YES YES City/County of Denver Land Use Policies YES YES City/County of Denver, NFRMPO Thornton, • Incident Management Program YES YES Northglenn, Adams County Ramp Metering YES NO COOT (Region IV ITS Plan) CDOT (Region IV ITS Plan) City/County of Real Time Transportation Denver Information YES YES Broomfield Thornton, Northglenn, Adams County 'Source:Summary of Stakeholder Interviews,Fall 2004 • Level Two 3.40 NORTH 1-25 EIS information cooperation transportation. • 3.3 LEVEL 2B ALTERNATIVES DEVELOPMENT Based on the results of Level 2A screening, selected alternatives were carried forward for additional analysis in Level 2B. Data derived from the travel forecasting model were used to supplement the Level 2A evaluation and to conduct the Level 2B screening. 3.3.1 No-Action Alternative By the time the project had progressed to Level 2B alternatives development, the "FasTracks" referendum had passed in the Regional Transportation District (RTD) serving the Denver metropolitan area. As a result, two rail lines extending north towards the North Front Range acquired a dedicated funding source and could be considered funded, committed and part of the No-Action alternative. This affected alternatives development and analysis in the North 1-25 EIS, because, through coordination with RTD, it was determined that potential North Front Range alternatives could either connect to FasTracks stations, or be interlined with FasTracks rail service (depending on the alternative).Therefore, Level 2B rail alternatives included the cost of construction only up to the FasTracks line, and some additional incremental cost paid to RTD to interline with their system. 3.3.2 Build Alternatives - Highway In Level 2B many highway alternatives were still being considered for evaluation. Some alternatives were variations of each other and would have similar results from a travel demand- • forecasting run. Therefore, instead of exhaustively testing each separate alternative, a strategic method was used to perform model runs to assess demand, access, function, and location as described below and illustrated in Figure 3-25. A comprehensive summary of the travel demand forecasting effort is included in Appendix G. Demand —The model assigned traffic to eight-lane 1-25 between US 36 and SH 1. Based on the level of traffic assigned to 1-25, a determination was made about the need for four, six and eight- lane cross sections. Access — Seven new interchange locations were added at existing crossroads between SH 7 and SH 1 to determine what impact providing more access has on 1-25. Function —Three models were run to test the effect of a new lane's function on 1-25 operation. • The first assumed four general-purpose lanes (two in each direction) and two HOV lanes (one in each direction) from SH 66 to SH 14. Six general-purpose lanes and two HOV lanes were assumed from US 36 to SH 66. Both included existing interchanges only. • The second was used to identify the influence of toll lanes on 1-25 and assumed four general- purpose lanes (two in each direction) and four special-use lanes (two in each direction) from SH 66 to SH 14. Six general purpose lanes and four toll lanes were assured from US 36 to SH 66. HOT alternatives and shorter segments of Toll and HOV alternative were determined using the results of these two model runs. • The third model tested how limiting access to new lanes would impact demand. • Level Two 3.41 t ILi v Ico t . ii:. In II co I1/2:1_ g . ,... O ..T W �� fit( ° n , jj co O z ke c Oa y 1� I �� ' ° L.r1 L ) o r—� t _ E ' '." l co Z I (.� _ Cli L u 4.—...t..--' �t t 1 j j f-M4 co Had 0 it •t � 2 • Ws m � rr. ' I �( t, n c ; a �..► c. � g, d . c: , § •8 u - - t;; c c c c L "1----- _- .' S .z Y, v y o ig w ii *b ail 4 in c c c ( ccL ii CC W H- c W c i X V N ft o p Ca _ / Caus ! ; 1 • d H O N Qo N t l . f c ye° c ' icy can j , !`� ` �� ' N n N I N g tWJ u1 t f 1• I( i I I • ^ Q/ _I ,l ? • �La` i•- c eJ c to r7�1 t 4 I ' 61 .V c :i r 3 '� J ^ Il 04 co co et f 7 t E bA No On Z Zia _co O N C cM v • 1° 63 v i mN o = it S .........seay.' . 1 . j, I 14 : 4 V) 8 To E j ? i i � - W N O en 1 l0 " �+ g Cv Z r-.____ - , 1 alp )I•4u ; t ~ - ao C. bA `' • . . I r �) T..( i i o' i NORTH I-25 EIS information cooperation transportation. • Location —This model run was used to identify how well US 85, as a freeway, could relieve anticipated congestion along 1-25 in the study area. This was completed at the request of the Technical Advisory Committee even though this alternative was screened in Level 2A. 3.3.3 Build Alternatives - Transit Similar to the process used for highway analysis, to accommodate the still large number of alternatives requiring modeling, a specific set of model alternatives were chosen from the remaining 2A alternatives to test the difference in operating characteristics as well as locational differences that can affect ridership. The travel demand model provided information on the: Alignment— Commuter rail lines were tested on western, mid-western, central and interior alignments to determine any difference in ridership attributed to the location. All of the transit alternatives had similar headways (20-minute peak and 60-minute off-peak). In addition, similar access was assumed to each alternative in the form of a common bus feeder network, and drive access allowed at station areas. (Large capture areas were assumed for the stations, as exact station locations were not identified. In addition, a similar amount of station areas was assumed for each mode.) Speed —An alternative with better travel times (due to simulated higher speeds) was tested along • the central alignment (and compared to the central alignment run in the "location" test) to determine what additional ridership increment could be captured with higher speeds. To differentiate between modes, a maximum operating speed of 75 mph was assumed for high speed rail. a maximum operating speed of 65 mph was assumed for rail alternatives, and 60 mph was assumed for the BRT alternative. It should be noted that "rail bias" is included in the travel model (calibrated to observed base-year conditions) to account for the increase in ridership that often accompanies rail service. Connectivity — To determine the effect of forcing people to drive to the central alignment, a test was conducted of the central alignment with alternating direct service to Fort Collins, Loveland and Greeley. Assessing the difference in ridership would clarify the ridership benefit of a "one-seat ride" — direct service with no transfer. TAFS Test — The final test was a run to determine what level of ridership would result from the rail alignment recommended in the previous Transportation Alternatives Feasibility Study that was conducted for northern Colorado. This was conducted as a point of reference for the Technical Advisory Committee. Many members had participated in the TAFS study and were interested in how new alternatives would compare. Figure 3-27 illustrates Level 2B Transit Model Runs. • Level Two 3.43 =; 0 w c ill •_ co PC .� O Q Ca 1 C S = 4 2 c .... ..N. ! c....„..... o ('V m i . 1 LN./D4 6 — . i -I 4 co 'Ilai ihilliiio * e : 1 - "`' _ O N - —Q ] 1 d __-`fa ~ " y !IL s jt s • i 4 "l• q III III hil 0 4 t C Y I I; ' . I ; . , N alla. r VJ a �. ! iii IP to Y O 1 d n• O 1 f IN ti • O 4 t GCO G2 OJ. T CO {. 1 .- •--• 0 cc: CD a 1 ii 1 � i avt CD C.3 o .1.+ I • i 1 t / �• t i n aei •w - + � y 7:---' 0 cinet : .:.; 3 I I 44-71.' { s c- y t S ' f ` Co,— r0 Vl C CD r-\ f E a yCV ca t �^ 0Hu N N �.i7.1 atrr ♦�i�l O A�A ' ^W W e 1 I flli N J f ` w II til W 'I1I ® ,r N :44-75;,- r O I E • •. Ca I U. a. o N Y i fi . • Y I� /w NORTH I-25 EIS information cooperation transportation_ 3.4 LEVEL 2B SCREENING The modeling effort primarily focused on providing an evaluation of mobility to supplement the evaluation conducted in Level 2A. General screening results were as follows: • Highway alternatives with the potential to provide an average volume to capacity ratio of 0.90 between SH 66 and SH 14 were advanced, see Figure 3-28. • Transit alternatives with travel time competitive with private auto were advanced. • Transit alternatives with the highest estimated ridership were advanced, see Figure 3-29. • Based on ridership and cost per user volume to capacity ratio, transit and highway alternatives were analyzed by comparing their utilization (v/c and ridership) to their costs to determine the cost per user. More favorable alternatives were less costly. (At this level of analysis, costs were based on average per mile costs from similar systems and were not based on engineering estimates). Highway costs are illustrated in Figure 3-30. Transit costs are illustrated in Figure 3-31. • Alternatives which had the least potential to adversely impact natural resources, and human and social environment were carried forward from Level 2A. In general, environmental criteria used in Level Two were not a discerning factor. At this stage most of the proposed alignments could be shifted during the next level of design to avoid resources. Those alternatives carried forward from Level 2A were supplemented with modeling results to select alternatives to be • carried forward into Level Three. 3.4.1 Highway Additional detailed results pertaining to the highway alternatives evaluated are as follows: Additional Lanes on 1-25— When eight lanes were assigned to 1-25 between US 36 and SH 1, demand increased along the entire 1-25 corridor. The largest increases were experienced between US 36 and 144th Avenue, and SH 60 and SH 14. In these two areas, demand grew by about 20%. Between 144th and SH 60, demand increased by approximately 10%. Demand for eight lanes extends from US 36 to SH 119 and between SH 56 and Prospect. North of Prospect, demand drops to a six and four-lane facility demand. Six and eight general purpose lanes on 1-25 had the lowest average cost per mile compared to the other highway alternatives. Both six and eight-lane alternatives were retained for additional evaluation in Level Three. Upgrade Parallel Roadways —Alone, upgrading US 85 would not adequately address mobility needs along 1-25. However, based on community support, the alternative was retained for potential inclusion as an improvement to complement other stand-alone alternatives. Express Lanes — HOT and Toll lane alternatives represented the highest average cost per mile to construct but were found to have the ability to address safety concerns, mobility and replace aging infrastructure. HOT and Toll alternatives extending to SH 14 were retained for additional evaluation. • While the HOV lane alternative to SH 14 addressed many of the purpose and need goals at • lower costs than Toll or HOT, it did not provide substantial improvement in North 1-25 general purpose lanes; however, it was retained for additional evaluation in Level Three. Level Two 3.45 C .� I n tit, ci) , I Z cffa SHP] asodlnd 76 jPJauag g O z I I I SOUP] OS06111d I jeiaua 9 9 °aI — I C) = 1 ,≥ 0 I l NS of lit . I Sane] SSaa3V CI 0 EC I paliu�� i i— cs c ills I CD > C o , -o) — • I a et CI Nt bo x r tl Col h0N O ,- T z to Tici -I w a. 1:1) 2 v uo!Jati011 re z U. C z et u I o r O O CO N t0 d' M N r O C �' . . . . . . . ■ . . C) P-+ r r O O O O O O O O O O O Aiioede3 / aufnioft 0O N i M V I .”.i bo 0 • c_ a \ . _ I I I mg go o 0 111 (1) _ ~' " d Nw o o O w: t4 ""' 0 w s . r- N d z c Lc. 0 \. _ - O 0 N. d in d O 1.: .,,4, 9- 0 a) cr) dta O 1 . 0 CO n 4NYS L- fit% CZ) .� ; Q J • 000 C"7 l •Li- .1-+ d N d Z ON N d O Li o ti • N et r 1 deir 0 O O O O O O CJ Pm 0 O 0 O O 0 O O O O O O O O ti co 'cr t^7 N r c;. saapi � At ! PO ocoz • . w Nig NORTH 1-25 EIS information. cooperation. transportation. Figure 3-30 Cost Chart for Highway I 40 0 30 it- 43 c's a 20 - 0 le - — H O - V N O v Ire WI . •101> 10 s 4 i i 0 _I INNS III II II II III'II SI II 11111 Sl ll lillltl I loin! I Itltnl Altus huts MIR lass hut inn ►sSIl Alternative Figure 3-31 Practicability Evaluation - Average Capital Cost Per Mile Average Capital Cost per Mile 111 FINDINGS: 25 -------. 23 • High speed rail costs twice as much as commuter rail, but c 20 attracts c only 20% more 0 • BRT costs 1 /3 to 2/3 less than "" 15 commuter rail and attracts 50% E 13 13 13 to 90% of commuter rail ridership. .C 13 12 12 12 O 10 -f �;.11111 II 5 CR A CR B CRC CR D CR E CR F HSR A BRT A BRT C COST ESTIMATES ASSUME: • Average cost per mile from end-to-end • Grade separations at state highways • Signals and traffic coordination • Acquisition of right-of-way • Transit improvements only - costs do not include associated or related highway improvements • The use of FasTracks corridors with minimal improvements I Level Two 3-48 NORTH 1-25 EIS information cooperation transportation. • • Express lane alternatives that did not extend north of SH 66 would not adequately address safety concerns, capacity/mobility needs or replace aging infrastructure along 1-25 in the northern portion of the study area. Limited Access Lanes —. Average cost per mile was somewhat higher than adding general purpose lanes to 1-25 but not as high as additional barrier-separated HOT or Toll lanes. (see Figure 3-30) 3.4.2 Transit Level 2B screening utilized the model's results, along with other data, to make further conclusions about the transit alternatives and to forward a selected set for further study in Level Three. In addition to the ridership forecasts, the North 1-25 Travel Model predicted station boarding, feeder bus network ridership, and the 2030 (No-Build) Travel Patterns that the transit alternatives would be trying to serve. Costs for each of the alternatives were developed using peer system per-mile capital costs, and applying an average cost per mile for right-of-way purchases along the alignment. In order to account for the changes in operating environment (rural versus urban development adjacent to the alignment) both rural and urban peer rail systems were considered. In addition, general costs were estimated for grade separations, track signalization and track electrification based on peer systems. In this analysis BRT had substantially lower capital costs because it assumed the widening of 1-25 (a construction cost) without the purchase of right-of-way. • The results can be summarized as follows: • Commuter rail service will attract approximately 4,000 riders, regardless of the alignment's location. • High Speed Rail service attracts 20% more passengers at double the cost. • Bus Rapid Transit attracts 1/3 less ridership compared to 50% less cost. • Local ridership on the feeder bus network was relatively high. • Transit serves a high percentage of commuters from the North Front Range to Denver, but the total number of commuters is not a large number. • Alternatives along the western side of the corridor had a higher potential for physical environmental impacts. • Alternatives along the interior alignment had a higher potential to impact aquatic resources. As a result of Level 2B Screening, the following alternatives were screened out from further analysis: Commuter Rail F— Compared to other commuter rail alternatives, this alignment served very few population or employment centers, and resulted in out-of-direction travel for passengers trying to reach Denver. In addition, it required the restoration of the portion of the Dent Line through Frederick and Firestone to an active railway, rather than a recreational trail • Level Two 3-49 NORTH 1-25 EIS information. cooperation. transportation. 3.5 LEVEL Two LESSONS LEARNED Figures 3-32 through Figure 3-44 summarize the major findings of the Level Two evaluation effort. To aid in presentation to the public, the alternatives were given a "final grade" of satisfactory, needs improvement or unsatisfactory. The "final grade" definitions are described below. Satisfactory • Sufficiently addresses the evaluation criteria identified. • Will be considered as a stand-alone alternative, meaning that the alternative could be a primary component of an acceptable transportation solution. • Moves forward to Level Three. Needs Improvement • May not meet the criteria, but if modified or combined with other improvements, may justify further consideration. • Will be considered complementary, meaning the alternative could be used to improve the functionality of a stand-alone alternative. • May move forward to Level Three if it can be combined with a "satisfactory" alternative. Unsatisfactory . • Does not sufficiently address criteria and is not being recommended for further evaluation. • Determined that the alternative is too costly, does not serve a significant number of travelers, or has the most comparative potential for environmental impacts. • Does not move forward to Level 3. • Level Two 3.50 C • O •TJ� V 0 1 t1 di 4 Eh a ( €•i 1 6 0 j o : Y r I. 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S U . . eyo �� w V Ia � m m b `-> Z r w h In �i S •el el i 0 LLI N r t c c - O w :51 Z -Ent; o ¢ F- Sxx > ai •C ~O u�' S �iS » 2 a' O cc C0 Z cc O Z bA i I 4.1 il o CS1I 3 1"...! 13 ' ' U an bA _ 2 n me6E r••I Z Jfl p 03 Z _ �n in �a c4 co r3-nI M in K c - c `8. c Ems¢ V a u E E Q !. .Z o C3 o a v a n J �+ g 6 a: c0 2 5 m ey = to CIO m y n c EI (� . • . . .c T e .a w U 1. . c W it; m e m .� be 0 w me c _ C w Zc -ct CI) 0 ¢ I- i = I > a ¢ ►- �°ix x > > m O m O CC. O Z CC O Z d'+ I M ti) Isa • bA NORTH I25 EIS information. cooperation transportation. 3.5.1 Highway Lessons Learned • Freeway alternatives along 1-25 would provide the most potential to improve safety, aging infrastructure and mobility. Improvements extending only to SH 66 or US 34 would not address the safety concerns, aging infrastructure or the demand anticipated in the northern portion of the study area. Variation in 2030 travel demand along the corridor indicated that some sections of 1-25 might be adequately served by six lanes while others may require a wider, eight-lane cross section. New highways had the greatest potential to adversely affect natural resources such as water quality, wetlands, wildlife and vegetation; especially those between US 85 and 1-25. New arterials did not serve existing populations as well or comply with future land use plans. Express lanes had the least potential to adversely impact social and natural resources. During Level Two the southern terminus for highway alternatives was reviewed. It was found that general-purpose lane and toll alternatives extending south to E-470 adequately addressed the project's purpose and need. HOT and HOV alternatives would best address the projects purpose and need by extending further south to the existing reversible HOV section at US 36. These findings are documented in the project's southern terminus paper included in Appendix A. 3.5.2 Transit Lessons Learned The main message of Level Two Screening is that the total number of trips between the North Front • Range and Downtown Denver is small; therefore, although transit attracts a high percentage of the trips, total ridership is relatively small. By contrast, the percentage of travelers who remain within their own towns is very high, therefore, the local bus network and the feeder bus network ridership was comparatively high. As a result of these findings, none of the transit alternatives were recommended as stand-alone alternatives for implementation. However, several of them were recommended for further consideration packaged with highway improvements, and other transportation improvements, to serve the demand for transit, and to fulfill the project's identified need to implement a multi-modal solution. Practical northern termini would be developed for each individual alternative when transit alternatives were paired with other build alternatives in the future. The alternatives that were recommended for further analysis were located on the central or western side of the corridor. In the case of rail service, this facilitated connections to FasTracks corridors, which increased mobility while decreasing capital costs and mandatory coordination with the railroads. In the case of bus service this maximized the improvements being considered along 1-25. Both bus and rail service is made more feasible where there are a greater number of large and dense communities that will benefit from the service; the land use patterns favor either a western or central alignment over an eastern alignment for that reason. Mid-central bus rapid transit and rail alignments had the most potential to adversely impact natural resources. Western commuter rail alignments had the most positive effect on economic and social resources. • High-speed rail on the eastern half of the study area did not serve populations and had the most potential to adversely impact natural resources. Level Two 3.64 NORTH 1-25 EIS information. cooperation transportation. • Light rail alignment along 1-25 had the least potential to impact environmental resources but did not meet purpose and need and practicability criteria. 3.5.3 Congestion Management Although the congestion management strategies did not provide sufficient capacity either independently or as a group to preclude a Build Alternative, several strategies were retained for future consideration to complement build alternatives. These include: • Carpool • Vanpool • Telecommuting • Land Use • Incident Management program • Ramp Metering • Real Time Transportation Information • • Level Two 3.65 NORTH I25 EIS information. cooperation transportation. • THIS PAGE LEFT BLANK INTENTIONALLY • • Level Two 3-66 NORTH 1-25 EIS information. cooperation. transportation. • 4.0 LEVEL THREE Level Three combined the highway and transit alternatives advanced from Level Two to create packages of improvements. The packages tested the influence of different transit and highway improvements on each other, and ranged from largely highway with minimal transit improvements to largely transit with minimal highway improvements. However, to address all the elements of the purpose and need, all packages included both highway and transit improvements. 4.1 ALTERNATIVES DEVELOPMENT 4.1.1 No-Action Alternative Assumptions The No-Action Alternative did not change since Level 2B Screening and was not analyzed in Level 3. 4.1.2 Highway Assumptions As a result of the Level Two screening, seven 1-25 improvements were considered for further evaluation. These included: • 8 general purpose lanes (E-470 to SH 14) • Toll lanes (E-470 to SH 14) • • HOT lanes (US 36 to SH 14) • Limited access lanes (E-470 to SH 14) • 6 general purpose lanes paired with two TEL lanes (E-470/US 36 to SH 14 depending on type of managed lane) • 6 general purpose lanes (SH 66 to SH 14) • HOV lanes (US 36 to SH 14) Each of these alternatives would include improvement to the horizontal and vertical alignment of l- 25 and existing interchanges. Existing frontage roads impacted by development of an alternative were assumed to be replaced. 4.1.3 Interchange Assumptions Interchanges considered geometrically substandard were assumed to be reconfigured and upgraded to improve safety and achieve current design standards. In addition, preliminary operational analyses were conducted during Level Three to determine the interchange configuration necessary to achieve Level of Service D. LOS D was considered the minimum acceptable LOS. For the initial evaluation of highway alternatives, existing interchange locations with upgraded configurations were included. Interchange configuration remained virtually the same for all packages. More detailed information about the access planning process is included in Appendix E. • Level Three 4-1 NORTH I-25 EIS information. cooperation transportation. 4.1.4 Transit Assumptions • In the Level Two evaluation, it was clear that no transit line would generate enough ridership to form an alternative on its own. The remaining transit options were generalized into four transit alternatives, and advanced for testing with the different highway options. Therefore, BRT Alternatives A and C and Commuter Rail Alternatives A, B, C, D, and E were advanced as four general alternatives: • BRT along US 287 • BRT along 1-25 • Commuter rail service along the Burlington Northern Santa Fe (BNSF) line connecting to FasTracks in Longmont (US 36 line) • Commuter rail service along 1-25 connecting to FasTracks service in Thornton (North Metro line) Because the purpose and need elements of the North 1-25 project include "modal options" and "mobility", a complementary alternative of Commuter Bus was added in some packages to ensure that in each packaged alternative transit service would be provided to each part of the study area. Commuter Bus differed from BRT in that it would travel in lanes shared with private autos. Commuter Bus, Bus Rapid Transit and Commuter Rail provide different levels of transit service quality as well as capacity. Therefore they were considered a "reasonable range" of transit alternatives to package with highway alternatives that were forwarded to Level Three. 4.1.5 Station Assumptions • General station locations were developed for inclusion in the Level Three transit alternatives by considering the following: • Station spacing appropriate to the mode (approximately every 4-6 miles for commuter rail; approximately every 10 miles for BRT; approximately every 15 miles for Commuter bus) • Connectivity and access to east and west highways • Proximity to population centers • Proximity to activity centers (such as campuses, hospitals, or major employment centers) • Connectivity to other transit systems • Committee and stakeholder support At this level, only the intersection or interchange was identified; a specific station layout was not designed, nor was a specific parcel or site selected. In addition, each of the stations assumed walk, drive, and bus access with the exception of the station near CSU which was considered pedestrian and connecting bus access only. A full Stations Screening Report was developed in January 2007 and is included in Appendix C. • Level Three 4-2 NORTH 1-25 ElS information. cooperation transportation• . 4.1.6 Maintenance and Storage Facility Assumptions Maintenance and storage facilities are used for transit vehicle fueling, vehicle repair, vehicle cleaning, parts storage, vehicle storage during overnight or other non-revenue service times, and other system upkeep functions. Depending on the size and scope of the system, they can be operated from a large, central location, or in a series of smaller locations. It was determined that even if the North 1-25 transit elements interline with the RTD system, a maintenance and storage facility would be required in the study area, and utilizing an existing or planned RTD facility for the majority of the 1-25 vehicle needs would be infeasible. Therefore, it was assumed that the main or major facility would be located in the study area, and additional minor facility needs in the RTD area could be coordinated after the operations plan was finalized. In addition, because of the distribution of the transit modes, it was determined that a combined bus/rail facility was impracticable due to the likelihood for substantial "deadhead service"—the distance buses would have to travel from a maintenance facility on the western side of the corridor to either the central or eastern routes being planned. Appropriate maintenance and storage facilities were assumed as part of the packages. The screening process to develop and analyze them is described in detail in the Maintenance and Storage Facility Technical Report of January 2006. This is included in Appendix D. 4.1.7 Congestion Management Assumptions The congestion management elements that were advanced from screening in Level Two were included in the alternative packages as appropriate. Their inclusion and placements were • dependent on the elements being tested (transit signal priority and queue jumps were included on bus routes only, for example.) They are described in the package descriptions as being either "on 1-25", applicable to freeway access and egress and managing congestion through avoiding it (through VMS signs), or removing it (incident management plan. They are also listed as being applicable to the study area, i.e. supporting existing carpooling and vanpooling programs through the maintenance of carpool lots. 4.1.8 Packaging Assumptions Level Two Screening determined that transit could not be implemented as the sole improvement in the North 1-25 study area, but that it could be implemented alongside a highway improvement to fulfill the project's commitment to providing multi-modal transportation services. Therefore, Level Three Screening developed and screened alternatives that would test various combinations of transit and highway improvements to be able to select the best "package." Commuter Rail services tested the potential public preference for rail service, as well as the benefits of expanding the planned FasTracks infrastructure north. It was best paired with lower capacity highway alternatives as it provided the greatest transit capacity. Bus Rapid Transit provides less ridership capacity than commuter rail, but relies on an exclusive or semi-exclusive operating environment to maintain a comparable service quality. It served as the best transit option to pair with express lanes, as they provided a semi-exclusive operating environment that is critical to the definition and viability of Bus Rapid Transit services. In addition, due to the travel time savings of operating in a less-congested express lane, BRT could also • provide greater accessibility by stopping more often. Level Three 43 NORTH 1-25 EIS information. cooperation. transportation. Commuter Bus does not have physical facility improvements; instead it would operate in mixed • traffic. It offers less ridership capacity, and less service quality than bus rapid transit, and was therefore best paired with high capacity highway alternatives. The goal of testing the transit and highway alternatives in packages was: • to determine the influence of each kind of transit alternative on the highway alternatives, and • to identify the best performing (highest utilized, relative to its capacity) transit and highway alternatives. The packages would also answer specific questions raised during the previous levels of evaluation. These include: • Which type of transit service is most effective: commuter bus vs. BRT vs. commuter rail? • Can a transit connection to Denver International Airport (DIA) be justified? • Which commuter rail alignment works best: central or west? • Does a commuter rail connection between the northern areas of Denver and Longmont improve effectiveness? • Can a commuter rail spur to Greeley be justified? • Where do volumes merit six lanes, eight lanes and / or auxiliary lanes on 1-25? • Which is better, managed lanes or general purpose lanes? • • Which is better: HOV, HOT, Toll or limited access lanes? • Which is better for managed lanes: a buffer or raised median? • Where on 1-25 are managed lanes optimal? The packages are described below and illustrated in Figures 4-1 through Figure 4-8. • Level Three 4-4 NORTH 1-25 EIS information cooperation transportation. • 4.1.8.1 PACKAGE 1 -8 GENERAL PURPOSE LANES WITH COMMUTER BUS Highway Description: 1-25 would be widened from four general-purpose lanes to eight general-purpose lanes between SH 66 and SH 14. From E-470 to SH 66 the six general purpose lanes (included in the no action network) would also be widened to eight general purpose lanes. Deficient interchanges as well as locations with deficient vertical/horizontal alignments along 1-25 would be upgraded. Other optional highway improvements that could be included in this package to improve operation of 1-25 or to sufficiently meet the purpose and need of the project include parallel arterials and upgrading US 85. Transit Description: Bus service would operate within shared general purpose lanes at all times. Commuter bus service would operate from Fort Collins to Denver along: • Harmony Road from Mason Street to 1-25; • 1-25 from Harmony Road to Denver Union Station (DUS). Transit service also includes feeder bus service east and west to connect the northern Colorado communities to the 1-25 transit service. If ridership projections and cost estimates indicate that service to DIA is viable, a bus transit line to • DIA could be added to this package. Congestion Management: Throughout study area: On 1-25: Carpool Variable message signing Vanpool Incident management Telecommuting Ramp metering Support sustainable growth Background: Eight available general purpose lanes provide relatively free-flowing freeway conditions, allowing the bus to achieve acceptable speeds. This alternative combines a high quality (high capacity, fast travel time) highway improvement with a lower quality (longer and less reliable travel time) transit improvement. • Level Three 4-5 NORTH 125 EIS information. cooperation. transportation. II Figure 4-1 Package 1: 8 General Purpose Lanes with Commuter Bus w.I i•gt.• 44 (iN , r e , j -4, Ark Add 2 general purpose lanes Fort Collins 85 in each direction north of dlr.° • Eaton SH 66 I an.th governs. 257 ---9i); L Add 1 general purpose lane 287 Windsor in each direction south of SH 66 ; Lovel nd �— 1 _ • 34 r N. Greele N Commuter bus service in '. — ` Gordo City general purpose lanes rirt l `-, ?s: Eva.. C•• •e. '9 .M..t.w._, I La Sall LARIMER 60 -L Ita "Ilan Berthed iOiler. 3s I '. _ WELD 111 Mn Platoon,i P Longmont 1 a es BOULDER L----, _ I O ► a.• 287 i VS7rf>e\C L-- 0 c-3-SR 1an t s.•. ee i Eri.�-J1 7`5 !7 it • : oulder �� r� ' Ilk ii Laf pate 7 ~_ — r t 0 L l 36 'tlamisvll ir .. . . , 3 ti.j A. I Oro rfi.N l_ $ROB. TM , .■ — North r I' US 36/LongmontO • Metro Corridor t artM m„ Corridor Commuter Bus Station �(�2' 4t ••fir E470 G bst.r■.ti...l Airport 121. 49 if JEFFER ' UN PiIIIIDDYe4-1 — - ma ♦ f Un; 4- io Station liti . FasTrac ks ` ? ' : ` �� 70 �'-` 6 Den er _ NOT TO SCALE North I Level Three 4-6 NORTH I-25 EIS information_ cooperation transportation. • 4.1.8.2 PACKAGE 2-TOLL LANES WITH COMMUTER Bus Highway Description: This package would include adding two new Toll lanes in each direction on 1-25 from E-470 to SH 14. All users in these new lanes would be tolled. Users in the existing general purpose lanes would not pay a toll. Deficient interchanges as well as locations with deficient vertical/horizontal alignments along 1-25 would be upgraded. Transit Description: Commuter bus service would operate from Fort Collins to Denver along: • Harmony Road from Mason Street to 1-25; and • 1-25 from Harmony Road to DUS. Bus service would operate in shared lanes along Harmony Road, and within the barrier-separated toll lanes on 1-25. Access and egress would be provided from the toll lanes at each interchange allowing buses to access the station areas. A second commuter bus service would operate in shared lanes along US 287 from Fort Collins to Longmont, and a third commuter bus service would operate on US 85 from Greeley to DUS and on US 85, E-470 and Pena from Greeley to the Airport. US 85 service would have alternating destinations with one run serving DUS and the next run serving DIA. • Transit service also includes feeder bus service east and west to connect the northern Colorado communities to the 1-25 transit service. Congestion Management: Throughout Study Area: On 1-25: On US 287 and US 85: Carpool Variable message signing Transit signal priority Vanpool Incident management Signal coordination Telecommuting Ramp metering Bus queue jump Support sustainable growth Pedestrian/Bike Improvements Background: On 1-25, toll lanes would provide a less-congested operating environment than general purpose lanes, but would not provide the more exclusive operating environment necessary to operate BRT with median stations. Because toll lanes restrict general access to the improved lane by charging a toll for its use, it was paired with transit improvements on the western central and eastern side of the corridor that would stop in several communities. This effectively combines a highway improvement with less access to a transit improvement with more access. • Level Three 4-7 1411 NORTH 125 }. EIS information. cooperation. transportation. 1111 Figure 4-2 Package 2: Toll Lanes with Commuter Bus wan.0e■ I 287 I r s Alt ) Add 2 toll lanes in each Fort ollins , ;_asj direction 68,• • aatk s.vrawc• Eaten 25/ 392. I Commuter bus service in 287 Windsor general purpose lanes Lovel nd \34 7 �• Le • • 34 �GreeleY02 • Garde. City 25? Even 60 La Salle • LARIMER Caw •knatew._- X60. -1 . Milliken sJ Mood I_ , Gear* IIII ,_ r______ 36 I ` r. WELD 11a cl 66 Platt .--.A.7 ' Longmon , es 11...wc BOULDER O1 I L Flrarcene • �� I •rick 1 J irrt 1 52 52 et mate■ un• 1c7S15D\ Erie oulder 5 '1119 —, n.. La *Me-7 • 93 36 L•.i•ville --- s^ •n Sup•ri• , Bromfield Unto North •m c• IUS 36/Longmont • Metro LJ Commuter Bus Station �,Z - Denver Corridor north not Corridor Metter E470 int rmati•nal i Airp•rt •L 21 =. • "/ • JEFFER ON 1 aenver Unio Station Ono FasTracks ,40 , 11 ® '-6-` 6th Avs Den e r N NOT TO SCALE North Level Three 4-8 NORTH 1-25 EIS information. cooperation transportation. • 4.1.8.3 PACKAGE 3 - HIGH-OCCUPANCY/TOLL LANES WITH Bus RAPID TRANSIT Highway Description: This package would include adding two new High-Occupancy/Toll lanes in each direction on 1-25 from US 36 to SH 14. All single-occupant vehicles in the new lanes would be tolled. Users with two or more occupants could use the new lanes for free. Users in the existing general purpose lanes would not pay a toll. Deficient interchanges as well as locations with deficient vertical/horizontal alignments along 1-25 would be upgraded. Transit Description: BRT service would operate from Fort Collins to Denver along: • Harmony Road from Mason Street to 1-25; and • 1-25 from Harmony Road to DUS. BRT service would operate in shared lanes along Harmony Road, and within the barrier-separated HOT lanes on 1-25. Commuter bus service would be operated within shared lanes on US 287 from Fort Collins to Longmont and on US 85 from Greeley to DUS. Transit service also includes feeder bus service east and west to connect the northern Colorado • communities to the 1-25 transit service. If ridership projections and cost estimates indicate that service to DIA is viable, a bus transit line to DIA could be added to this package. Congestion Management: Throughout Study Area: On 1-25: On US 287 and US 85: Carpool Variable message signing Transit signal priority Vanpool Incident management Signal coordination Telecommuting Ramp metering Bus queue jump Support sustainable growth Pedestrian/bike improvements Background: When compared to Package 2, this alternative will directly test the incremental difference in ridership between BRT and commuter bus service on 1-25, and service on US 85 to DUS and DIA instead of service only to DUS. • Level Three 4-9 NORTH P25 El EIS information. cooperation transportation I Figure 4-3 Package 3: High-Occupancy/Toll Lanes with Bus Rapid Transit Wellborn'IT\ .287 ' Ark ak- — — u ;1t Add 2 HOT lanes in each Fort Collins\ c es direction ' w1 ( matt f.wraaoa Eaton i •57 0 u 1 Unarm287 Windsor • ,r BRT service in 1 - 25 HOT lanes g34 Lovel nd _ Commuter bus service in 34 Greeley general purpose lanesIs Gerdes City ' � I 7 Evan rens * kant•wa. La Salk, LARIMER ; � - II IR Mlllik•a 58 • i Ira I 136 Iri: WE Ito; ,,• vratt.vili 7 66 • • ti• Longmont __ ' I 1 19 4i ).36 ' (LA ; _. r 85 ��BOULDER ;`�' I 1_1 I i Flr..t.a• 119 7) rick •t �r 52 :s2 V\& . .p.a i ow Eri. T -� ;9 = oulder i -� �• La ono . .7- ' , • f 93 1 i 36 Louisan! / • Sri •■ 1 f. . LT L Srpri• r •tat7•MHrT ROO fl : K •a 1-- - - V North Cu • p US 36/Longmont Metro Corridor w firth Corridor Donator Commuter Bus Station 7z •-. oar E470 Intarnati.nal Airport O Bus Rapid Transit Station L-- (2 JEFFER ` ON --- envr t Unio Station 1 O • r FasTracks r3P71 . A0 to r 6 ys Den er / NOT TO SCALE North Level Three 4-10 NORTH 1-25 EIS information. cooperation. transportation. 4.1.8.4 PACKAGE 4 - LIMITED-ACCESS LANES WITH COMMUTER BUS Highway Description: This package would include adding two new Limited-Access lanes in each direction on 1-25 from SH 66 to SH 14 and one new lane in each direction from E-470 to SH 66. Two lanes in each direction would be barrier separated from the two general purpose lanes from E-470 to SH 14. Access and egress points to and from the barrier separated lanes would be limited to E-470, SH 119, US 34 and SH 14. Because of the limited access/egress points, the lanes would be used by long-distance travelers. Deficient interchanges as well as locations with deficient vertical/horizontal alignments along 1-25 would be upgraded. Other optional highway improvements that could be included in this package to improve operation of 1-25 or to sufficiently meet the purpose and need of the project include parallel arterials and upgrading US 85. Transit Description: Commuter bus service would operate from Fort Collins to Denver and the airport along: • Harmony Road from Mason Street to 1-25 • 1-25 from Harmony Road to DUS; • E-470 from 1-25 to Pena; • • Pena from E-470 to DIA. Transit service would be in shared lanes at all times. (The nature of the limited access lanes makes it impracticable for the bus to enter and exit the limited access lanes.) Operations assume a service that alternates southern endpoints between DUS and DIA. Transit service also includes feeder bus service east and west to connect the northern Colorado communities to the 1-25 transit service. Congestion Management: Throughout Study Area: On 1-25: Carpool Variable message signing Vanpool Incident management Telecommuting Ramp metering Support sustainable growth Background: When compared with Package 1, this alternative tests the incremental difference in ridership between service to DUS only and service to DUS and DIA using 1-25. In addition, it tests the difference in ridership to DIA between a central and eastern alignment. From a highway perspective, this package compares the demand on 1-25 created by long-distance travelers that would benefit from limited-access lanes to the demand for shorter trips. • Level Three 4-11 NORTH 125 EIS information. cooperation. transportation. Figure 4-4 Package 4: Limited-Access Lanes with Commuter Bus I w•llingt•■ (a\-- -., '• ,, N , • Auk _ ,d) II Add 2 limited access lanes Fort ollin I ?s5• ( in each direction sa �ali' " wyasa :w - 57 tlL1 Commuter bus service in .287'; Windsor —It general purpose lanes 1 \-\., -- Lovel nd Two new lanes north of SH 66. South of SH 66. one 34 G r e e l e. existing lane in each direction would be converted to .rte Cord•• City a Limited Access Lane for a total of 8 lanes on the - --o Evans entire corridor. LARIMER camp •n La sail annum so ---- 0 I I -- Milliken rto•a. ;_} Gicr•st 111.....__ 3s I r__ WELD Ma Nalt•viU ,-,r ' 86 1 ell? 1-t_ , Longmont - :L,] 36 BOULDER - rss j ,a ❑ � Finsta. c)\&-?\ _ 87 I r_ sAslir wet 52 _..J 2 art pt•a In jIi s•ao Eris 119 Boulder i I 5 a Laf •tt. r—. I 93 36 'L•siisvil �^ " Uri •a 1 nc 1r , Sap•ri• Urs•wri•ld TY ' Men r •Con US 38/Longmont • c .•• (. Corridor N. le na J Commuter Bus Station 72 hater North Metro E470 Denver Int•rnatt•aal Corridor Airport I i2 ' �- \21 JEFFER ON Pr aenv r 7r Unio Station FasTracks r •ao i 70 0 ' 6 Denver f --\/ 1 NOT TO SCALE North Level Three 4-12 NORTH 1-25 EIS information cooperation transportation • 4.1.8.5 PACKAGE 5 - 6 GENERAL PURPOSE LANES,2 EXPRESS LANES WITH Bus RAPID TRANSIT Highway Description: This package would extend the six-lane widening on 1-25 from SH 66 to SH 14 and add one buffer-separated express lane in each direction to create an eight-lane cross section. The two express lanes could be high-occupancy vehicle lanes, high-occupancy/toll lanes, toll lanes or limited access lanes. Deficient interchanges as well as locations with deficient vertical/horizontal alignments along 1-25 would be upgraded. Transit Description: BRT service would operate from Fort Collins to Denver along: • Harmony Road from Mason Street to 1-25; and • 1-25 from Harmony Road to DUS. BRT service would operate in shared lanes along Harmony Road, and within the barrier-separated managed lanes on 1-25 from Harmony Road to DUS. Commuter bus service would also operate in shared lanes along US 287 from Fort Collins to Longmont and on US 85 from Greeley to DUS. • If ridership projections and cost estimates indicate that service to DIA is viable, a bus transit line to DIA could be added to this package. Transit service also includes feeder bus service east and west to connect the northern Colorado communities to the 1-25 transit service. Congestion Management: Throughout Study Area: On 1-25: On US 287 and US 85: Carpool Variable message signing Transit signal priority Vanpool Incident management Signal coordination Telecommuting Ramp metering Bus queue jump Support sustainable growth Pedestrian/bike improvements Background: This alternative is comparable to Package 2 and, especially to Package 3. This alternative will test the difference in transit ridership when there are fewer highway alternatives compared to transit alternatives. This will directly compare the utilization of lanes whose use requires that a toll be paid, compared to the utilization of lanes whose use requires carpooling (2 or more passengers). • Level Three 4-13 NORTH 1-25 " J EIS information. cooperation. transportation. Figure 4-5 Package 5: 6 General Purpose Lanes, 2 Express Lanes with Bus Rapid II Transit rWdli■en I ifile ;287i1HuT r I Auk ,a.. Add 1 general purpose lane Fort iollin l 65 ; in each direction - 68 •:<' I, nth Se .o. Eaton 257,BRT service in 1-25 managed L 92 287 i wi.+••r lanes - - ,34 Love nd Commuter bus service in r � 34 Greele • general purpose lanes � : 2 Garden City 0 0 257. Eva. Can . /60 f1 .stew._ La Salle • Add 1 managed lane S. in each direction Milliken `56 rtand I_ Gen I "Managed lane" could be an HOV. HOT or Toll lane III- ___I on 1-25 _. — 3 I WELD Mond Midtown'166 Longmon 1 1....c s t C� 85 �6BOULDER L--- • I O 1 ,_' ir•stone 19 286 I Hole ,- t 52V\&?1\C ° ii--4O J j. I 52 no Pgo o.ulder it, ri Lai .tt. ;' j 36 Undying* 1 1S S.p•ri• rs•sirl.ld atom aOG North Metro •. •• • US 36/Longmont Corridor r Corridor 0 Commuter Bus Station /12%) N• Ill Denverst•r E470 I.t•r.ati•.al Airport O Bus Rapid Transit Station `, 2, - it • •env r 't Unio Station eesesm FasTracks �' -- ' - N V F R .-- 40 A 17 • } _ , s_+ Den er 6th Avs / NOT TO SCALE North Ill Level Three 4-14 NORTH I-25 EIS information. cooperation. transportation. • 4.1.8.6 PACKAGE 6 - 6 GENERAL PURPOSE LANES WITH CENTRAL COMMUTER RAIL Highway Description: This package would complete the six-lane widening on 1-25 from SH 66 to SH 14. Deficient interchanges as well as locations with deficient vertical/horizontal alignments along 1-25 would be upgraded. Other optional highway improvements that could be included in this package to improve operation of 1-25 or to suitably meet the purpose and need of the project include parallel arterials, upgrading US 85 and climbing lanes on 1-25. Transit Description: Commuter rail service along 1-25 would operate on the western side of 1-25 (within the right-of-way) from Harmony Road to approximately SH 119, cross 1-25 north of Frederick/Firestone and continue on the east side of 1-25 to Dacono, where it would connect to the Dent line, becoming a "FasTracks" service at the North Metro end-of-line station, and continuing to DUS. Commuter rail improvements also include extending the rail service across SH 119 into Longmont. It is assumed that the rail service would provide a single seat ride from Fort Collins to downtown Denver via the North Metro FasTracks line. A transfer would be required at SH 119 to access Longmont and Boulder. If ridership projections and cost estimates indicate that a spur to Greeley is viable, a rail transit line to Greeley could be added to this package. Transit service includes feeder bus service east and west to connect the northern Colorado • communities to the 1-25 transit service. Congestion Management: Throughout Study Area: On 1-25: Carpool Variable message signing Vanpool Incident management Telecommuting Ramp metering Support sustainable growth Background: This alternative pairs the highest quality transit service with less invest on the highway when compared to Package 1. It is comparable to Package 7 and 8 which test commuter rail on the western side of the study corridor. • Level Three 4-15 NORTH 1-25 ?: _ .. EIS information. cooperation transportation. Figure 4-6 Package 6: 6 General Purpose Lanes + Central Commuter Rail , .L T Wellington (....\_, ryir 4# 87 ittlC '1 I i h. Ault Fort Collin 1J 85? i Eaten Add 1 general purpose lane I , 7 d-'-' in each direction ci` U— L•`•'"• 1 ;287', n Windsor J Commuter rail . Lovel nd i Greele V l ,-� cordon City —r i 02 ""s7; Enos Caw .a 60 haat.wa„ La Sail LARIMER rso, l r Millike■ 56 • 1 rtb ail } Oiler. s WELD I M..d ryattwill 7 88 le Longmont : _ �,e i L6 1'ir.eceas BOULDER � - tsa r .risk 1c7S& ?\ 1 i phew 19 oulder r; 1i. _L--' 25 . '-1 - fr — ._._ _ _ ; ,di L . �1 . Sri ea J l -\ Snarls *see ROOM I . L .a, i - - Cant rc• r US 36/Longmont C ' " Corridor Na gleam O.ay.r O Commuter Rail Station '`-' at "ter North Corridor Metro - I E470 sat.nlavatat Corridor Ai►►•rt I 2 I) ► Train Service Pattern ;2t - JEFFEP iN d = — A • nv r 7• ' ___ Unio Station t . .- miJm FasTracks 6 401 Den e r W. Q / r•th Avd ' NOT TO SCALE North Level Three 4-16 NORTH I-25 EIS information. cooperation transportation. • 4.1.8.7 PACKAGE 7- 6 GENERAL PURPOSE LANES WITH WESTERN COMMUTER RAIL Highway Description: This package would complete the six-lane widening on 1-25 from SH 66 to SH 14. Deficient interchanges as well as locations with deficient vertical/horizontal alignments along 1-25 would be upgraded. Other optional highway improvements that could be included in this package to improve operation of 1-25 or to suitably meet the purpose and need of the project include parallel arterials, upgrading US 85 and climbing lanes on 1-25. Transit Description: Commuter rail would operate along the BNSF right-of-way from Fort Collins to Longmont, becoming FasTracks service in Longmont and continuing to Denver via Boulder. If ridership projections and cost estimates indicate that a spur to Greeley is viable, a rail transit line to Greeley could be added to this package. The rail improvement could also include extending the North Metro line north along 1-25 and east along SH 119 to connect into the proposed line, if ridership and cost estimates indicate this extension viable. A transfer would be required in Longmont to access the North Metro line. Commuter bus service would operate in shared lanes along US 85 from Greeley with alternating endpoints at DUS and DIA. • Transit service includes feeder bus service east and west to connect the northern Colorado communities to the 1-25 transit service. Congestion Management: Throughout Study Area: On 1-25: On US 85: Carpool Variable message signing Transit signal priority Vanpool Incident management Signal coordination Telecommuting Ramp metering Bus queue jump Support sustainable growth Pedestrian/bike improvements Background: This alternative will test the ridership difference with rail on the western side, and bus service on the eastern side but no transit service directly along 1-25. • Level Three 4.17 NORTH 1-25 Ifigli EIS . - information. cooperation. transportation. Figure 4-7 Package 7: 6 General Purpose Lanes with West Commuter Rail I (E\ ,_ . \_., w.ai.,t.. : 1 287 - 440 _ Auk 14 Fort . Ilin ' I as • 66 is■■t6 S E.N.- _, Add 1 general purpose lane - �s-, in each direction Lucerne 87 Windsor Commuter rail Love nd 34 `. 34 . Greele , -ice �` J � . i___ a.rd.. City Commuter bus service in -_. 57 Eva. general purpose lanes LARIMER Ca •w 60 Johnstown - La Sall. '6D '• I 56 -.f Millik.. • •■d L. Si G sr• 4 II36 '• I WELD •/ m.••w N.ttwi �1 .7 : I I1 Longmont BOULDER I r i85 #.15.1cMir••t.w• 119 287) f brisk wet �/ I 52 \--,52 .rt D fit.. c)\t1)1\ %..L L Erie ,9 oulder s 7. 1• _ • 36 Lenin'. iri •■ S.n.ri• Broomfield Ttfwt•w North Metro C• ' • O Commuter Bus Station us 36/Longmont I Corridor I Corridor N•rt glen - O Commuter Rail Station ti?1 aster iE470; ■vr 1■t•rw.tf•.al Airport v, `2j • JEFFER ON i env 7. - Unio Station 7C _ ir0ss FasTracks V 40 VI 6 Ve Den er I NOT TO SCALE North a Level Three 4-18 NORTH 1-25 EIS information. cooperation transportation_ • 4.1.8.8 PACKAGE 8 -WEST COMMUTER RAIL, HIGH-OCCUPANCY VEHICLE LANES WITH BUS RAPID TRANSIT Highway Description: This package would add one buffer-separated, high-occupancy vehicle (HOV) lane in each direction along 1-25 between US 36 and SH 14. North of SH 66 there would be a total of six lanes. South of SH 66 there would be a total of eight lanes. Deficient interchanges as well as locations with deficient vertical/horizontal alignments along 1-25 would be upgraded. Other optional highway improvements that could be included in this package to improve operation of 1-25 or to suitably meet the purpose and need of the project include parallel arterials, upgrading US 85 and climbing lanes on 1-25. Transit Description: Commuter rail would operate along the BNSF right-of-way and provide a one-seat ride between Fort Collins and downtown Denver via Longmont and Boulder. The North Metro line would be extended north along 1-25 and east along SH 119 to connect into the proposed BNSF line. A transfer would be required in Longmont to access the North Metro line. If ridership projections and cost estimates indicate that a spur to Greeley is viable, a rail transit line to Greeley could be added to this package. • BRT service would operate from Fort Collins to Denver along: • Harmony Road from Mason Street to 1-25; and • 1-25 from Harmony Road to DUS. BRT service would operate in shared lanes along Harmony Road, and within the barrier-separated HOV lanes on 1-25 from Harmony Road to DUS. Commuter bus service would operate in shared lanes along US 85 from Greeley to DUS, and along shared lanes on US 85, E-470 and Pena Boulevard from Greeley to DIA. Congestion Management: Throughout Study Area: On 1-25: On US 85: Carpool Variable message signing Transit signal priority Vanpool Incident management Signal coordination Telecommuting Ramp metering Bus queue jump Support sustainable growth Pedestrian/bike improvements Background: This alternative includes the most capacity and highest quality transit services with a limited highway improvement. The commuter rail alignment will compare with Package 6, which offered a "one-seat-ride" to both Denver and Boulder, but along a central alignment. • Level Three 4-19 NORTH 1-25 pi EIS information. cooperation. transportation. Figure 4-8 Package 8: West Commuter Rail, High Occupancy Vehicle Lanes with Bus , Rapid. Transit 25 WeMoen ("\_ _ , 287 4.0 . A ASK Fort i ollins 85 66 Bo •' . Add 1 HOV lane in each { nth Severance Eaton direction , L 87, windier Commuter rail ` , l 1 \ _ jLovend a . 34 \-r----•NG ree le • .- 7 Garden City Commuter bus service in `02 - s Eon general purpose lanes Ca •. 60 r■ttewn_, I La Sall* LARIMER • 56 --: assBRT service in HOV lanes a II s I, WELD Mn:: : n.M.r, o n g m o n ti � 1,,, P 66 .t Y87 riskh V SC?°\ s' s etai� j Cu. � feria' r oulder �. Lt eft* 7 7 _ _, - I .38 (.L•ilsvil;i tri ea n. . i Su�eno - Bromfield „ *veto O Commuter Bus Station , ,. t North 0 Bus Rapid Transit Station US 3 6/L gmont Metro Cot " . Corridor N rthoo Corridor 72 Watt eater E470 Denver O Commuter Rail Station i -i_ Inter) i."'� � , Ai .rt S- , Train Service Pattern 121 ` JEFFER ON 4� 7' > • Denver 70 Unior Stetson 7t O FasTracks in 40 it - 6 Denier \./ NOT TO SCALE North II Level Three 4-20 NORTH 1-25 EIS information. cooperation transportation • 4.2 ALTERNATIVES SCREENING Evaluation was conducted by package as well as by the individual package components in order to identify the most effective elements and repackage them as appropriate for the DEIS. Level Three evaluation criteria are listed below 4.2.1 Evaluation Criteria Level Three packages were evaluated on using new quantifiable criteria available from the travel demand model, engineering costs estimates, how well they address the project's purpose and need, their practicability and their potential to impact environmental resources, and other detailed sources of data. The evaluation criteria used to evaluation the improvement packages and their components are described below. 4.2.2 Purpose and Need Criteria Purpose and need evaluation looks at an alternative's ability to address safety concerns along 1-25, replace aging infrastructure along 1-25, address mobility and accessibility needs and provide modal alternatives. Each criterion is described below. Highway Safety Accident projections were based on existing, historical accident information provided by the Colorado Department of Transportation, Traffic and Safety Engineering department. The • methodology used three key data inputs, and two analysis methodologies to estimate the expected accident experience for the year 2030. The available accident history for the previous five-years (1999 - 2003), the average annual daily traffic (AADT) volumes for each year, and the roadway geometry and length are the primary data required to create the baseline from which projections can be made. For each of the alternatives involving 4 lanes in each direction with no physical barrier separating any travel lanes in the same direction, an average accident rate methodology was used. In this method, an accident rate was derived using the historical accident data, segment length, and AADT for each of the five-year history. These rates were averaged in order to provide an estimate of accident experience that will scale with changes to the AADT. Using this derived rate, and the projected 2030 AADT, the potential future accident experience was calculated. For each of the alternatives involving 3 lanes in each direction, or when a physical barrier is present separating travel-lanes in the same direction, a more advanced methodology is available. CDOT has derived Safety Performance Functions (SPF) that relate the number of Accidents per Mile per Year (APMPY) to the AADT based on an analysis of accident experience along state highways that share similar characteristics such as number of lanes and urban or rural characteristics. Using the relationship described by the SPF methods, the historical data and AADT are used to define a curve that scales expected APMPY as the AADT changes for each lane- configuration. Therefore, for a 2-lane section separated by a barrier from a 3-lane section, the historic accident data and AADT are used to define SPF curves separately for the 2-lane and 3- lane portions. Once defined, the AADT projected for the year 2030 is applied to the individual functions and added together to describe the expected future year accident experience for the • complex facility arrangement. Level Three 4-21 NORTH 1-25 EIS information cooperation transportation. Aging Highway Infrastructure • Four different criteria were used to evaluate an alternative's ability to replace aging infrastructure. The criteria used included the following: • Ability to replace aging infrastructure, which was considered a benefit. • Need to replace new structures, which was considered a drawback. • Ability to replace deficient pavement, which was considered a benefit. • Need to replace good pavement, which was considered a drawback. Transit and Highway Mobility A number of criteria were used to evaluate an alternative's ability to address mobility needs in 2030; these included congestion on the highway, transit ridership and travel time. Highway Congestion: Highway congestion was evaluated using two measurements. The first was miles of congestion which was measured by identifying the number of miles on 1-25 general purpose lanes from SH 14 to E-470 that have a volume to capacity ratio of 0.90 used in Level 3 or higher during the PM peak hour in 2030. Hours of congestion were the second congestion criteria; this was an estimate of the number of hours of the day each segment of 1-25 would have a volume to capacity ratio over 0.90, averaged over all 1-25 segments between SH-14 and E-470. Transit Ridership: Transit mobility was evaluated by comparing the number of northern Colorado riders using the proposed transit alternative. Highway and Transit Travel Time: For highway alternatives travel time was evaluated by • comparing the PM peak hour private auto travel time, in minutes, on 1-25 general purpose lanes between E-470 and SH 14 in 2030. For transit alternatives travel time was measured from the new Fort Collins South Transit Center to Denver Union Station in 2030. Transit and Highway Accessibility Accessibility was used to evaluate both highway and transit elements. Highway accessibility was evaluated by comparing the reduction the vehicle hours of travel to increases in vehicle miles of travel compared to the no action alternative. Ideally, alternatives should reduce the vehicle hours of travel without a disproportionate increase in vehicle miles of travel in 2030. Transit accessibility was evaluated by comparing the 2030 population and employment located within a half-mile of potential transit stations. Transit lines with high population and employment in the vicinity were consider more desirable. Modal Options Modal options was evaluated based on the percentage of the total work trips from northern Colorado (the study area north of SH 66) to the Denver metropolitan area using transit vs. private autos. 4.2.3 Practicability Criteria Practicability criteria include capital cost, operating and maintenance costs, logistics of • expandability and constructability. The practicability criteria are described below. Level Three 4-22 NORTH 1-25 EIS information. cooperation. transportation. • 4.2.3.1 HIGHWAY AND TRANSIT CAPITAL COSTS Capital cost estimates were based on present day construction costs. Estimates were calculated using a combination of calculated construction quantities multiplied by applicable unit prices, plus percentages of the quantified costs for imprecise items such as utility relocates and construction traffic control. All costs were considered inclusive of all materials, equipment and labor associated with each construction item. Unit costs and percentages were based on the following: Roadway— CDOT construction bid data from January 1, 2005 thru October 28, 2005 plus select projects bid prior to this time period. Commuter Rail- Recent projects and studies (1-70 EIS, US 36, 1-225, North Metro Corridor and the 1-595 Project) with costs adjusted for inflation, plus information from rail suppliers. Transit Stations— Cost data from recent RTD and CDOT projects. Rail Fleet— 1999 RTD guidance manual + 6 years of 2% inflation; unit costs do not include fleet replacement. Bus Fleet— North American Bus Industries; unit costs include the present cost of fleet replacement in twelve years. • ROW—Assessors' 2005 property data information from Adams, Boulder, Broomfield, Larimer and Weld Counties. Replacement of the rail and bus fleets was considered as part of the Level Three capital cost estimates. To be consistent with the methodology used for calculating user costs, i.e. capital costs spread over twenty-five years, using the current prime interest rate of seven percent (n = 25 years, I = 7%); fleet replacement costs were calculated using the same time period and interest rate. Based on a twenty-four year life expectancy for the rail fleet, and twelve-year life expectancy for the bus fleet, replacement of the rail fleet was not included in the capital cost estimates, and one replacement of the bus fleet was included in the estimates. Unit cost of the bus fleet was calculated as the initial cost plus the present value of fleet replacement. Total rail and bus fleet capital costs were based on additional fleet requirements above and beyond the no-build alternative. Highway Maintenance Costs Roadway maintenance cost estimates were based on actual maintenance costs of the 1-25 corridor from milepost 243 to milepost 269 for the years 2001 through 2005; average cost equaled $14,150 per lane mile plus an escalation of$1,000 per lane mile per year. Maintenance costs were calculated by multiplying the additional 1-25 lane miles per package times the average cost per lane mile (adjusted for the yearly escalation) times twenty-five years. The time period of twenty-five years and an interest rate of seven percent were used in these • calculations to be consistent with the methodology used for calculating average user costs. Level Three 4.23 NORTH I25 EIS information. cooperation transportation. Transit Operating and Maintenance Costs • Maintenance and operating cost for transit alternatives were based on annual revenue hour projections multiplied by the cost per revenue hour. For feeder, local and commuter bus service the cost per revenue hour factor of$68.85 was based on the existing data reported by each of the three primary transit providers in northern Colorado. This factor was increased for more premium service to $90.64 per revenue hour. Operating and maintenance cost for rail service was based on the cost estimating method use for the US 36 Corridor DEIS.3 Transit Cost per User The total capital cost amortized over 25 years and annual operations and maintenance costs of the transit system divided by the total number of annual transit users. Highway Expandability Two different criteria were used to screen for expandability, which included the following: • Potential to phase the investment to meet the region's needs (within the 2030 study horizon) • Ability to increase capacity to meet longer-term needs (beyond the 2030 study horizon) • Packages and components that could best meet both of these criteria were considered favorable. Transit Operational Expandability A qualitative measure of the physical capacity of the line to accommodate increased services; and • the potential additional costs of the subsequent expansions (i.e. larger platforms, additional train sets or bus vehicles, etc). Transit and Highway Constructability Impact to existing users and adjacent property owners was used as the criteria for this measure. More detailed information is necessary to provide a quantitative analysis and summary; therefore, a qualitative summary was used for this evaluation. The construction of specific segments of each package was reviewed to determine which would be the most disruptive to both existing users and property owners. Segment criteria were ranked from the most disruptive to the least disruptive and have been identified below. • Commuter Rail (CR) along US 287 - this segment is highly urbanized and has high traffic volumes and would include significant improvements. • Segment length of overall improvements — more impacts with longer segments due to number of properties impacted and longer construction duration. • Commuter Bus (CB) along US 287 - this segment is highly urbanized and has high traffic volumes; however, not as many impacts as CR. • Commuter Bus (CB) along US 85 - this segment is urbanized and has relatively high traffic volumes; however, not as many impacts as US 287 CB. Based on the above criteria, the packages that were the least disruptive were considered favorable. • 3 Transit Operating Plans,Operating Statistics and O&M Costs for Level 3 North 1-25 Packages, Manuel Padron and Associates, 12-30-05. Level Three 4-24 NORTH 1-25 EIS information cooperation transportation. • Environmental Criteria The Level Three environmental evaluation coupled the previous quantitative evaluation with more qualitative criteria. Evaluation at this level was done by package only and not component. The evaluation criteria are listed below in Table 4-1. Table 4-1 Environmental Evaluation Criteria SUBJECT -CRITERIA., What number of known parks and recreation and/or wildlife refuges properties will the proposed transportation improvements 4(f) impact? Of the properties impacted, which ones will incur impacts to important property features? Air Quality Will the alternative affect air quality? Would any known archaeological resources be impacted from the Archaeology proposed transportation improvements? To what degree will the alignment alternative disrupt existing and proposed bike and pedestrian circulation? Bicycle and Pedestrian Will the transit station locations be easily accessible from existing and proposed bike and pedestrian facilities? • Paleontology Would any known or unknown paleontological resources be impacted from the proposed transportation improvements? Will the alternative provide access to existing and future employment and economic activity areas in the study area? Economic To what degree will the alternative disrupt existing employment/economic activity areas? Energy How much fuel will be consumed per day (compared among alternatives)? Will the alternative enhance or split the communities sense of Environmental Justice place? Will the proposed alternative enhance or split specifically definable community groups or their community resources? Would any known underground mine (potential subsidence) areas Geology be impacted from the proposed transportation improvements? What type of hazardous material sites will be encountered by the Hazardous Materials proposed transportation improvements? Of the sites encountered, how many would incur substantial clean up costs (liability) or pose a threat to worker health and safety? How many known historic sites would be impacted by the Historic Resources proposed transportation improvements? Are the proposed transportation improvements compatible with general land use? Land Use and Zoning What impact does the proposed transportation improvement have on existing residential areas? • Does the proposed improvement provide greater access to planned mixed use development? Level Three 4-25 NORTH 1-25 EIS information cooperation. transportation. Table 4-1 Environmental Evaluation Criteria (Cont'd) • Subject '; Criteria, . Noise (Roadway) How many sensitive noise receivers would be impacted by the proposed transportation improvements? What is the maximum number of potentially-affected noise Noise (Bus/CR) sensitive receivers that could be impacted by the proposed transportation improvements? Is there a possibility of a severe impact (as defined by FTA)? Parks and Recreation Would there be direct impacts to any park and recreation areas directly adjacent to proposed corridors? Prime and Unique To what degree will the alternative require the conversion of Farmland farmlands to transportation uses? What is the total number of properties that the proposed Right-of-Way transportation improvements potentially impact? Safety and Security Are there safety and security issues of concern? Will the alternative accommodate planned growth in the study area? Will the proposed improvements enhance access to social centers Social and community resources for neighborhoods/residential population areas? Will the proposed improvements bisect or create a barrier within a high density residential area? • How many known or potential areas of state threatened and T&E Species/Wildlife endangered and/or species of concern habitat are impacted by the proposed transportation improvements? What number of these areas could be classified as high quality? Vibration (CR) What is the maximum number of potentially affected receivers that could be impacted by vibration? How many viewsheds will be impacted by the proposed Visual improvement? Which of these has a high level of scenic integrity? What is the number of impacts to water resources, including drinking water associated with the proposed transportation Water improvements? What number of these impacted resources could be classified as sensitive? Wetlands How much wetland area will the proposed corridor impact? What is the quality of the wetlands being impacted? Safety and Security Are there safety and security issues of concern? • Level Three 4-26 NORTH 1-25 EIS information. cooperation transportation. • 4.2.3.2 PACKAGE EVALUATION Table 4-2 summarizes the results of the purpose and need and practicability evaluation. Table 4-3 summarizes the results of the main differentiators for the environmental evaluation; Table 4-4 summarizes the results of the other environmental evaluation that were conducted but not considered a differentiator in the comparison of packages. The results of the package analysis are summarized below. Safety: The safety evaluation attempted to compare safety for the various packages and improvement components by predicting accidents in 2030 between SH 14 and E-470. However, the differing methodologies needed to predict accidents for different cross sections did not provide a consistent comparison between them. All alternatives equally addressed and improved safety concerns associated with substandard geometric configurations such as sight distance, horizontal alignments, and vertical curves. Based on this, the accident prediction was completed but not used to evaluate or screen alternatives. All alternatives were considered to equally address safety concerns associated with geometric deficiencies. Aging infrastructure: Packages with longer improvements on 1-25 would replace more aging structures along 1-25 then those off 1-25. Mobility: Packages 1 through 5 resulted in fewer miles of congestion than packages 6 through 8. There is less difference in hours of congestion among the alternatives. However, expanding to an • 8-lane cross section with managed or general purpose lanes results in the lowest private auto travel time (Package 1, 4, and 5). Transit travel times were lowest using managed lanes. Accessibility: Package 8, serving the western side of the study area with rail served the highest amount of population and employment concentrations. Packages 1, 4 and 6, with improvements primarily along 1-25, serve the least amount of population and employment. Modal Options: Packages with more transit capacity (6, 7 and 8) attracted more transit users, and a greater share of the commuting market to Denver. Practicability: Packages 3 and 7 (with the most complex components) had the highest capital costs. The recently constructed E-470 directional interchange and the 136th Avenue interchange as well as the 144th Avenue interchange (currently under construction) limit the cross-section that can be extended from the north. Two additional barrier-separated travel lanes in each direction would require design variances at each of these new interchanges; for this reason two barrier-separated lanes (Package 3) were considered impracticable south of E-470. Packages 6, 7 and 8 with a rail component had double the operating and maintenance costs of other packages. All the packages could be phased as well as expanded. • Level Three 4-27 NORTH 1-25 EIS information. cooperation transportation. Environment: The Level Three environmental evaluation revealed that there were several analysis• areas where the impacts associated with the packages resulted in similar impacts to the natural environment and the built environment, this analysis is shown in Table 4-4. There were a number of analysis areas where there were a large range of impacts between packages associated with each of the resources, these area served as the main differentiators and are shown on Table 4-3. Conclusions drawn from that analysis are summarized below: Generally, the packages which utilized existing corridors, Package 1, 2 and 4 had the least potential to impact resources because the proposed improvements were in or on existing transportation corridors. • Package 1, eight general purpose lanes and commuter bus on 1-25 had the least impact to resources, because much of the improvement could occur on existing right-of-way. • Package 8, western commuter rail plus HOV/BRT had the most impacts to resources because there were improvements on several alignments including western commuter rail. 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Each of these questions is answered below: Which type of transit service is most effective: commuter bus vs. BRT vs. commuter rail? • Effectiveness was measured in two ways: the alternative's ability to attract riders, and the number of riders attracted compared to the cost of the alternative. Commuter rail attracted the most riders, generating ridership ranging between 3500 and 4500 riders. By contrast, BRT generated between 2500 and 3000 riders and commuter bus generated between 1500 and 2000 riders. When the ridership is compared to cost, the bus options were much more cost effective: Commuter Bus packages cost less than half for each new transit trip than commuter rail packages ($6 per new transit trip vs. $11 to $13 per new transit trip.) New passenger trips on BRT packages cost about a third less than commuter rail packages ($8 to $9 per trip.) Can a transit connection to Denver International Airport be justified? • Service to DIA attracted approximately 20% more riders than transit service to DUS only. Therefore, bus service to DIA was retained as a justified service. Rail service to DIA was not considered, due to the RTD service planned as part of the FasTracks system, and the comparatively small transit market to DIA compared to DUS. Compared to overall North Front • Range travel patterns, only 2-3% of all NFR trips travel to the Denver area. An even smaller percent travel to DIA. Whereas 20% more ridership on bus was justifiable compared to the cost, 20% more on rail was too low to merit the rail extension in a corridor where rail is already being extended. Which commuter rail alignment works best: central or west? • Commuter rail lines along the BNSF and 1-25 attracted similar levels or ridership, but the 1-25 alignment would cost twice as much, largely due to the need for all new right-of-way and the need for all new bridges and other crossing treatments. By comparison, the BNSF line allowed the use of an existing track (halving the cost of a new double-track alignment), and the crossings are already built. Does a commuter rail connection between the northern areas of Denver and Longmont improve effectiveness? • The Longmont/North metro connection did not substantially improve ridership (adding between 10% and 20% more riders), and compared to its cost likely another 2/3 the cost of the BNSF alignment, was not considered justified. However, stakeholder meetings held at the conclusion of Level Three produced large public interest in an alternative connection to Denver that would not force them to travel through Boulder. Therefore, it was carried into the DEIS for additional screening. Can a commuter rail spur to Greeley be justified? • . When the Western alignment was selected over the Central alignment, the feasibility of a spur to Greeley decreased substantially due to the additional cost, and the service to a market that is not directly related to the purpose and need. There is a proven transit market between Greeley and Loveland and Greeley and Fort Collins. However, serving that market is Level Three 4-33 NORTH 1-25 EIS information cooperation transportation. secondary to serving the transit demand to Denver. Whereas a bus alternative would travel • directly south from Greeley to Denver, a rail alternative would force Greeley passengers to travel out-of-direction to the Western side of the corridor to then go south. The trip demand from Greeley to Denver could be served more directly and more efficiently with a bus service. Where do volumes merit six lanes, eight lanes and / or auxiliary lanes on I-25? • Travel demand estimates generated using the travel forecasting model during Level Three indicated that six general purpose lanes would be sufficient along much of 1-25 in 2030; eight lanes and/or auxiliary lanes would be required south of SH 52 and through the Fort Collins/Loveland area. Which is better, managed lanes or general purpose lanes? • General purpose lanes are less expensive, better utilized, and have fewer environmental impacts than the managed lanes (limited access lanes, toll, HOT or HOV). However, HOT and HOV lanes enable multimodal travel. Which is better: HOV, HOT, Toll or limited access lanes? • Of the express-lane alternatives, HOT lanes would provide the most reduction in congestion of the general purpose lanes and would have the highest utilization of the three types of managed lanes considered. Which is better for managed lanes: a single buffer-separated lane or two barrier-separated lanes? • A single buffer-separated express lane would accommodate travel demand in most of the • corridor. Two barrier-separated lanes would be necessary to accommodate demand through the Fort Collins/Loveland area. Two barrier-separated lanes would require a wider cross section and would have more potential to negatively impact environmental resources. Barrier- separated lanes would cost more. Where on 1-25 are managed lanes optimal? • Managed lanes have the highest demand and utilization in the Denver metro area and through the Fort Collins/Loveland area. In addition, through the Level Three analyses, the following was determined: • Greeley is best served by an independent Commuter Bus or Bus Rapid Transit alignment, rather than a rail spur. A rail spur would require coordinating operating plans to match the 30 minute service to the FasTracks end-of-line in Thornton. To match the 30 minute service, trains from both Greeley and Fort Collins would have to depart every 60 minutes, which decreases ridership, or a train from Greeley to the main line would have to depart every 30 minutes, and passengers would have to transfer to the main line. Forcing transfers also decreases ridership. By contrast, commuter bus service could leave every 30 minutes along the US85 corridor, or every 30 minutes along the 1-25 corridor, and still be much more cost effective than rail service. • Fort Collins is best served by the western alignment with the northern terminus at the North Transit Center. Because the Central alignment was not selected, a spur to Fort Collins did not require analysis. The North Transit Center is easily accessible by both the street system as well• as transit services, and is located immediately south of an existing freight yard which would allow the commuter rail vehicles to turn around easily. Level Three 4.34 NORTH I-25 EIS information. cooperation. transportation. • • Service to DIA should be retained as it adds ridership to the main line. For Commuter Bus along US 85 services to DIA attracted an additional 500 riders; which equates to an increase in ridership of approximately 20%. 4.4 LEVEL THREE LESSONS LEARNED The following conclusions were drawn and used to help identify the best improvement packages for evaluation in the DEIS. • Additional lanes would be necessary on 1-25 regardless of the transit improvements provided. • Regardless of the highway improvement selected, interchanges and structures require improvement along the 1-25 alignment. • Transit services along 1-25 and either US 85 or US 287 compete for ridership. Either all transit should be concentrated along the central alignment, or transit service would be offered along the western alignment and US 85 alignment. In this way the services avoid drawing riders from similar geographic areas. 4.4.1 Highway Lessons Learned • Limited access lanes would provide capacity comparable to 8 general purpose lanes but would not be as well utilized and would cost more than general purpose lanes. Capital cost for the limited-access lanes was $1.44 billion. The comparable eight general purpose lanes were $1.10 billion. Limited access lanes were dropped from further consideration • • High Occupancy Vehicle Lanes would experience seven to 14 miles of congestion in the PM peak hour northbound and southbound, respectively. A comparable six general purpose lane cross section would have about half as much congestion. HOV lanes were dropped from further consideration. • For managed-lanes, two barrier-separated lanes may be necessary along sections of the corridor but a single buffer-separated lane in each direction provides adequate capacity along much of the corridor and costs less than a barrier-separated section. • Of the managed-lane alternatives, high-occupancy/toll lanes would provide the most congestion relief and would have the highest utilization of the express-lane options. • Eight general purpose lanes may be necessary in select locations while six lanes would be adequate along much of the corridor. • A combination of barrier and buffer-separated express lanes were forwarded into the DEIS for further consideration. 4.4.2 Transit Lessons Learned • Western commuter rail attracted similar ridership as well as market share to Denver when compared to central commuter rail, but the transit elements cost less and attracted more riders to Boulder. For these reasons, Western commuter rail was forwarded to the DEIS; the Central Commuter Rail alignment was dropped from further consideration • • 1-25 BRT attracted 30% fewer riders than rail alternatives but also cost about 80% less, and so Bus Rapid Transit along 1-25 was retained for further consideration in the DEIS Level Three 4-35 NORTH I-25 EIS information. cooperation transportation. • 1-25 Commuter Bus attracted the least amount of ridership. Commuter Bus on US 85 attracted • the highest ridership, but the commuter bus service on US 287 attracted the least of all the transit components. Therefore, the Western and Central Commuter Bus alignments were dropped from further consideration, but Commuter Bus service along US 85 was forwarded to the DEIS. • • Level Three 4-36 NORTH I-25 EIS information. cooperation transportation. • 5.0 DEIS ALTERNATIVES DEVELOPMENT 5.1 DEIS PACKAGE DEVELOPMENT Alternatives evaluated in the DEIS were a culmination of three levels of evaluation and screening. This section describes the development of alternatives that will be evaluated in the DEIS. 5.1.1 Highway Assumptions In Level Three, evaluation of various packaged transit and highway improvements indicated that l- 25 would need to be widened to accommodate future development regardless of the transit improvements provided. 1-25 could be widened in two basic ways: additional general purpose lanes or with express lanes. • Using general purpose lanes, a six-lane cross section is sufficient in much of the area while eight lanes and or auxiliary lanes would be required in select locations. Based on travel demand identified in the previous rounds of screening, the DEIS alternatives include a combination of six/eight general purpose lanes along 1-25. • Of the express-lane alternatives, HOT lanes were found to provide the most reduction in congestion of the general purpose lanes and would have the highest utilization. However, the Executive Oversight Committee recommended that the project not limit the potential management options without additional consideration. Based on this, the DEIS alternatives • include express lanes that could be managed in three distinct ways. The first is to toll all vehicles. The second is to toll single occupant vehicles and allow high occupancy vehicles to use the lanes for free and the third is to toll single occupant vehicles and allow high occupancy vehicles to use the lanes at a discount. • Regardless of the tolling mechanism used, an action of the Colorado Tolling Enterprise changed the nomenclature of the express lanes to "Tolled Express Lanes" (TEL). Therefore, the DEIS will refer to TEL rather than to managed or express lanes. 5.1.2 Transit Assumptions In Level Three, transit modes were advanced largely based on the number of riders they attracted compared to their costs. • Commuter rail attracted the highest level of ridership, but bus alternatives were the most cost effective. • Commuter rail service along the BNSF was less expensive than building commuter rail along l- 25. It also provided both benefits and potential impacts to the communities. • It was also found that transit lines on 1-25 competed for riders with proximate transit service along US 287 and US 85. Transit services along US 287 and US 85 do not compete for riders. • Bus transit service to DIA attracted substantial ridership and appeared to have the potential to improve the cost effectiveness of bus service. • DEIS Alternatives Development 5-1 NORTH 1-25 EIS information cooperation transportation. 5.1.3 CONGESTION MANAGEMENT ASSUMPTIONS • During the DEIS Development process, several agencies were interviewed to determine how the congestion management elements that were advanced from Level Three Screening would best be applied within the study area. As a result, the congestion management elements were refined, and applied to each Alternative package, as shown in Table 5-1. Table 5-1 Congestion Management Elements Considered in DEIS Development Congestion Level 3 DAIS Ma fl Bement, DRAiFT .. —stretigies Recommendation RECOMMENDATION Re-route local routes to include stops that connect to INCLUDE in DEIS Alternatives A and B Local Transit rail service, commuter bus Service service and express transit service Extend Foxtrot service from INCLUDE in DEIS Alternative B Loveland to Longmont INCLUDE in DEIS Alternatives A and B Express Transit Consider a new route from Service Greeley to Fort Collins Test in Feeder Bus Networks with Alternatives A and B • Include the following in DEIS; Initiate discussions regarding Support NFRMPO cooperative purchasing; ridesharing programs Consider providing funds for marketing of vanpooling during construction (e.g. bus passes; satellite parking and Carpool and transit service) Vanpool INCLUDE in DEIS Alternatives A and B Maintain and enhance Provide equal or greater carpool lot existing carpool lots along l- capacity and amenities in addition to 25 station area park-and-ride capacity and amenities Consider development of a INCLUDE in DEIS Alternatives A and B Transportation Management Consider providing seed money to Organization (TMO) support the development of a TMO along the North 1-25 project area Telecommuting Support NFRMPO program DO NOT INCLUDE in DEIS • DEIS Alternatives Development 5-2 NORTH I-25 EIS information cooperation transportation. • Table 5-1 Congestion Management Elements Considered in DEIS Development (Cont'd) Congestion Level 3 DEIS Management DRAFT Strategies Recommendation RECOMMENDATION Support Land Use Support local Sustainable Include the following in DEIS; Policies Growth policies Initiate cooperative support of Sustainable Growth Land Use policies; include study of Cumulative Land Use Impacts and Induced Growth in DEIS; Consider hosting a two-day conference on land use and transportation Incident Adhere to and update existing INCLUDE in DEIS Alternatives A and B Management Region 4 Incident Include the capital and operating costs of Program Management Plan a courtesy patrol from SH 14 to SH 7 Signal Coordination US 85 from 8th Ave and 8th St INCLUDE in DEIS Alternatives A and B and Prioritization Transit Center to Denver (US 85- access management plan Union Station; implementation and signal coordination) Harmony from South Transit Center to 1-25 INCLUDE in DEIS Alternative B (Harmony— signal coordination) Ramp Metering Include where warranted by INCLUDE in DEIS Alternatives A and B volumes and queue lengths • Implement as applicable to predicted congestion after build-out Real Time Variable messaging signs at INCLUDE in DEIS Alternatives A and B Transportation all Commuter Rail and BRT Information stations, plus Add VMS to all transit stations; 8th and 8th, Brighton, 84th Implement Region 4 ITS Plan, Street and include all improvements north of SH 66 in addition to fiber conduit from 120th Regular updates on transit Ave to SH 14. agency website Bicycle/Pedestrian Station areas along transit INCLUDE in DEIS Alternatives A and B Facilities alignments Provide links to bicycle and pedestrian facilities surrounding station areas • DEIS Alternatives Development 5-3 NORTH I-25 EIS information cooperation transportation_ Packaging Assumptions • Based on the findings in Level Three, two packages of improvements and the No-Action Alternative were developed for further evaluation in the DEIS. Package A distributed improvements across the project area. • On 1-25, one additional general purpose lane would be added in each direction with additional auxiliary lane from SH 402 to SH 60. As general purpose lanes do not provide an operating environment conducive to high quality transit service, this package included transit service to both sides of 1-25. • As the most successful transit alternative in attracting ridership, commuter rail service along the BNSF was advanced for further analysis in the DEIS. • Understanding that It would not serve the eastern project area residents, however, and that transit service must be carefully spaced to maximize ridership, it was paired with a commuter bus service on US 85. The commuter bus service assumed that vehicles would operate in the general purpose lanes of US 85. (As the eastern side of the study area has the least amount of communities to serve, commuter bus service provides a reliable transit option without providing too much capacity.) • Level 3 results supported including service to DIA due to the additional ridership it attracts. Therefore, the commuter bus service was planned with two alternating destinations from Greeley: downtown Denver and Denver International Airport. • Package B concentrated improvements along 1-25. • TEL provided the most relief to general purpose lanes, and the highest utilization of the managed lane options. • TEL on 1-25 provide a reliable guideway for a BRT system; therefore this is a natural pairing of highway and transit improvements. • With focused transit service on I-25 there is no competing service along US 85 or US 287. • In order to directly serve the communities which are offset from the interstate, BRT legs to Fort Collins and Greeley, and to both DIA and DUS were provided. This combination of improvements is referred to as DEIS Package B. 5.2 ALTERNATIVES DEVELOPMENT 5.2.1 No-Action Alternative The No-Action Alternative was defined previously as a conservative estimate of safety and maintenance improvements that will need to be constructed if the build alternatives are not built. For the DOS locations were better defined where those improvement types would be needed. Maintenance of Structures CDOT determines eligibility for bridge replacements or rehabilitations based on the structure's sufficiency rating; 100 is the maximum sufficiency rating a bridge can achieve. In general, a bridge with a sufficiency ratings of 50 or less can be considered for replacement; and a bridge with a • sufficiency rating of 51 to 80 should be considered for rehabilitation if a roadway construction project involves that particular structure. To warrant a stand-alone bridge replacement project, a structure's sufficiency rating would have drop to 25 or less. DEIS Alternatives Development 5-4 NORTH 1-25 EIS information cooperation. transportation. • • For the purposes of determining which bridges within the North 1-25 Corridor will require replacement or rehabilitation before 2030 the following assumptions were made: • Structures will lose one (1) sufficiency rating point every five (5) years due to normal deterioration for a total of five (5) points over the next 24 years. • Structures with a current sufficiency rating of 30 or less will be considered as requiring replacement before 2030. • Structures with a current sufficiency rating of 31 to 50 will be considered as requiring major rehabilitation before 2030. • Structures with a current sufficiency rating of 51 to 80 will be considered as requiring minor rehabilitations before 2030. • Structures located from SH 66 to SH 52 are assumed to be replaced as part of the general purpose lane widening in CDOT Region 4 as part of a separate action. • Based on the above criteria, from US 36 to SH 1, no structures will require replacement, three (3) structures will require major rehabilitation and twenty-five (25) structures will require minor rehabilitation. These are listed in Table 5-2. • • DEIS Alternatives Development 5-5 NORTH 1-25 EIS information cooperation transportation. Table 5-2 No Action Structure Replacement/Rehabilitation • DESCRIPTION YEAR SUFFICIENCY, .'itEP1,ACtE'bREHAB - REHAB - US 36 WB HOV Ramp over 1-25 SB 1972 49.90 " US 36 WB Ramp over 1-25 SB 1998 90.70 `* US 36 WB over 1-25 1998 95.50 " 84th Avenue over 1-25 1959 42.10 yes Pedestrian Underpass 1955 76.10 yes 88th Avenue over 1-25 1972 67.50 yes Thornton Pkwy over 1-25 1985 75.10 yes 104th Avenue over 1-25 1962 45.80 yes Pedestrian Overpass 1976 N.A. 1-25 over Farmers Highline Canal 1954 69.00 yes Community Center Drive over 1-25 2003 New Wagon Rd HOV Ramp R 1992 88.80 Pedestrian Underpass 1954 75.90 yes 120th Avenue (SH 128) over 1-25 1962 New 128th Avenue over 1-25 1962 57.80 yes 1-25 over Big Dry Creek 1956 81.40 136th Avenue over 1-25 2003 New 1-25 over Bull Canal 1956 75.70 yes 144th Avenue over 1-25 (Under Construction) 2006 New Ramp F Flyover 1-25 SB to E-470 EB 2003 New • 1-25 NB over Northwest Parkway (NWP) 2003 New 1-25 SB over Northwest Parkway (NWP) 2003 New Ramp D Flyover E-470 WB to 1-25 SB 2003 New Ramp H Flyover NWP EB to 1-25 NB 2003 New Ramp B Flyover 1-25 NB to NWP WB 2003 New 160th Avenue over 1-25 2003 New SH 7 over 1-25 1987 98.20 1-25 NB over WCR 6 2004 New 1-25 SB over WCR 6 2004 New 1-25 over Bull Canal 2003 New WCR 8 over 1-25 2004 New Draw 2004 New • DEIS Alternatives Development 5-6 NORTH 1-25 EIS information cooperation. transportation. • Table 5-2 No Action Structure Replacement/Rehabilitation (Cont'd) YEA, SUFFICIENCY REHAB REHAB DESCRIPTION' BUILT RATING MAJOR`;MAJOR MINOR 1-25 NB over WCR 10 2005 New 1-25 SB over WCR 10 2005 New Draw 2005 New Draw (Service Road) 1936 78.30 yes SH 52 over 1-25 1999 New * Channel MD-B under W Frontage Road Entrance Ramp 2000 New * Channel MD-B under NW @ l-25/SH 52 2000 New * Channel MD-B under E Frontage Road 2000 New * Lower Boulder Ditch under 1-25 & Frontage Roads 2000 New * WCR 20 Underpass 1959 67.60 * 1-25 NB over SH 119 1998 96.20 * 1-25 SB over SH 119 1998 96.20 * 1-25 NB over St. Vrain Creek 1958 83.30 * 1-25 SB over St. Vrain Creek 1958 83.30 * 1-25 Service Road over St. Vrain Creek 1999 93.60 * WCR 28 Underpass 1959 69.60 * • SH 66 over 1-25 1958 60.50 * 1-25 NB over WCR 32 1961 89.90 1-25 SB over WCR 32 1961 89.90 WCR 34 over 1-25 1961 83.90 Draw 1961 79.80 yes 1-25 NB over GWRR 1961 91.90 1-25 SB over GWRR 1961 80.70 WCR 38 over 1-25 1960 85.30 1-25 NB over Access Road (Valley Dirt Riders) 1961 89.90 1-25 SB over Access Road (Valley Dirt Riders) 1961 89.90 1-25 NB over Little Thompson River 1961 93.00 1-25 SB over Little Thompson River 1961 93.00 1-25 Service Road over Little Thompson River (Historic) 1938 61.30 N.A. SH 56 over 1-25 1961 68.50 yes 1-25 NB over WCR 46 1961 89.90 1-25 SB over WCR 46 1962 89.90 • DEIS Alternatives Development 5-7 NORTH 1-25 EIS information cooperation. transportation. Table 5-2 No Action Structure Replacement/Rehabilitation (Coned) _"rS c 4 i �f&' ain_ H ?. 1-25 NB over GWRR 1961 89.90 1-25 NB over GWRR 1961 89.90 1-25 SB over GWRR 1962 89.90 SH 60 (East) over 1-25 1962 80.20 SH 60 (East) over 1-25 1962 80.20 1-25 NB over LCR 14 (SH 60 West) 1962 94.00 1-25 SB over LCR 14 (SH 60 West) 1962 91.90 * Denotes structures replaced under a separate action. **Denotes structures studied under a separate action. I-25 NB over LCR 16 1962 91.90 1-25 SB over LCR 16 1962 91.90 Draw 1961 74.60 yes Draw (Service Rd) 1941 79.00 yes 1-25 NB over SH 402 1962 96.60 1-25 SB over SH 402 1962 96.60 LCR Underpass (Hillsboro Ditch Access Road) 1963 66.00 yes 1-25 NB over Big Thompson River 1962 93.00 1-25 SB over Big Thompson River 1962 93.00 • 1-25 Service Road over Big Thompson River 1942 95.70 LCR 20E over 1-25 1962 76.60 yes GWRR over 1-25 1962 N.A. US 34 EB over 1-25 1962 75.30 yes US 34 WB over 1-25 1962 75.30 yes Greeley-Loveland Ditch 1947 94.00 1-25 NB over UPRR 1965 91.30 1-25 SB over UPRR 1965 91.30 1-25 NB over Crossroads Blvd. (LCR 26 / Airport Dr) 1965 93.20 1-25 SB over Crossroads Blvd. (LCR 26 / Airport Dr) 1965 82.20 SH 392 over 1-25 1965 75.30 yes LCR 36 over 1-25 1965 87.80 Harmony Road (SH 68)over 1-25 1999 94.30 1-25 NB over Cache la Poudre River 1948 97.00 • DEIS Alternatives Development 5-8 NORTH I-25 EIS information cooperation transportation. • Table 5-2 No Action Structure Replacement/Rehabilitation (Cont'd) YEAR SUFFICIENCY REHAB REHAB DESCRIPTION BUILT RATING REPLACE MAJOR MINOR 1-25 SB over Cache la Poudre River 1965 79.50 Yes 1-25 NB over BNSF Spur (CSRR) 1966 76.60 yes 1-25 SB over BNSF Spur (CSRR) 1966 96.20 Prospect Road over 1-25 1966 66.60 yes Lake Canal 1966 79.40 yes Prospect Road over 1-25 1966 66.60 yes Lake Canal 1966 79.40 yes Timnath Ditch 1966 79.40 yes Box Elder Creek 1968 79.40 yes SH 14 EB over 1-25 1966 84.10 SH 14 WB over I-25 1966 82.10 1-25 NB over BNSF 1966 94.20 1-25 SB over BNSF 1966 94.20 LCR 48 over 1-25 1966 83.60 1-25 NB over Windsor Res. Canal Ditch 1950 97.40 1-25 SB over Windsor Res. Canal Ditch 1966 97.40 1-25 Service Road over Windsor Res. Canal Ditch 1966 86.70 Brewery Road over Box Elder Creek Overflow 1985 80.00 • Mountain Vista Drive (Brewery Rd) over 1-25 1985 99.60 1-25 NB over Flood Drainage 1950 81.90 Ramp to 1-25 NB over Box Elder Creek Overflow 1985 80.00 1-25 NB over Flood Drainage 1950 81.90 Ramp to 1-25 NB over Flood Drainage 1950 97.10 1-25 Service Road over Flood Drainage 1950 81.90 LCR 52 over 1-25 1966 85.10 1-25 NB over Larimer County Canal 1950 97.50 1-25 SB over Larimer County Canal 1966 96.10 1-25 Frontage Road over Larimer County Canal 1966 88.70 1-25 Service Road over Larimer County Canal 1966 88.20 LCR 58 over 1-25 1966 97.20 1-25 ML & Service Road over Box Elder Creek 1989 77.30 Yes SH 1 over 1-25 1966 76.90 yes * Denotes structures replaced under a separate action. **Denotes structures studied under a separate action. • DEIS Alternatives Development 5.9 NORTH I-25 EIS information cooperation transportation. Maintenance of Pavement • • Table 5-3 summarizes the current pavement condition and action likely needed by 2030. Pavement north of SH 66 is currently rated as poor and fair; pavement between US 36 and 88th Avenue is currently rated fair. Based on these low ratings, replacement of the pavement is assumed to be needed by 2030 and is included in the No-Action Alternative. Replacement of the pavement is assumed to include milling and replacing the top six (6) inches of pavement. • Pavement between SH 52 and SH 66 will be upgraded as part of a separate action. Table 5-3 No Action Pavement Replacement/Rehab 125 Segment Length Pavement ReplaceJRehab (Miles) Condition byu30 � ' US 36 to 88th Ave. 2 Fair Yes 88th Ave. to Thornton Pkwy 3/4 Good No Thornton Pkwy to E-470 8 Good No E-470 to SH 66 15 Good No SH 66 to US 34 14 Poor Yes US 34 to SH 1 14 Fair Yes Note: Segments with fair or poor pavement conditions as identified by CDOT are considered sub-standard • • DEIS Alternatives Development 5-10 NORTH I-25 EIS information cooperation transportation_ • Safety Considerations A few locations along 1-25 are considered to have particularly unsafe traffic operating conditions today or in 2030. Specifically, any location where ramp traffic backs up into the mainline in 2030 is expected to require some modifications in the No-Action Alternative. These locations include interchanges that currently have a single-lane ramp terminal and/or are unsignalized. Improvements would likely include widening the ramp terminal to provide an additional left or right turn lane, modifying the current signal timing or signalizing a stop-sign controlled ramp terminal. Table 5-4 lists the interchange locations where minor improvements may be necessary to address safety concerns. The US 34/1-25 interchange will be upgraded to address safety concerns as part of a separate action. Table 5-4 No Action Safety Upgrades Single-Lane,Ramp Minor Safetyliodificetions -25 Interchange Terminal? Necessary? US 36 No No 84th Avenue No No Thornton Parkway No No 104th Avenue No No 120th Avenue No No • 136th Avenue No No 144th Avenue No No E-470 No No SH 7 No No CR 8 No No SH 52 No No SH 119 No No SH 66 No No CR 34 Yes No SH 56 Yes Yes SH 60 Yes Yes CR 16 Yes No SH 402 No separate action US 34 No separate action Crossroads Yes No SH 392 Yes Yes Harmony Road No No Prospect No No SH 14 No No CR 50 No Yes SH 1 Yes Yes • DEIS Alternatives Development 5-11 NORTH 1-25 EIS information. cooperation transportation. 5.2.2 Package A • Package A contains 3 major transportation improvement types (additional general purpose lanes on 1-25; commuter rail along the BNSF corridor; and commuter bus along US 85). It is pictured in Figure 5-1. Detailed information on this package and its associated supporting elements is included in the DEIS. Supporting elements that required design and further definition for the DEIS included: Additional General Purpose and Auxiliary Lane Supporting Elements: • Design and Cross-Section • Interchange design • Carpool lots • Congestion management strategies • Drainage improvements (including design and capacity for run-off retention) • Retaining walls • Safety features Commuter Rail Supporting Elements When the results of Level Three were shared with the public, the request was made to study an additional commuter rail connection from Longmont to Thornton, such that rather than having to go through Boulder via the US 36 FasTracks line, trains could turn east and utilize the North Metro • FasTracks line. Therefore, a new and additional alignment was developed and screened according to its potential for environmental impact, cost, travel time, and service to communities. A screening summary of the commuter rail connection was completed in 2006 and is available for review in Appendix F. After reviewing the two DEIS packages that were proposed, the NFR MPO requested that the team provide information on minimal rail alternatives that could be implemented as an initial phase. Two minimal rail alternatives were developed and evaluated. The memo, describing this development and evaluation effort, is included in Appendix I. In addition, for the purposes of the DEIS, the following elements would have to be better defined and specifically sited: • Design and cross-section • Operating Plan — included in Appendix H • Feeder bus service • Stations and park-and-rides • Maintenance facility locations • At-grade crossings along the railroad line • Drainage improvements (including design and capacity for run-off retention) • DEIS Alternatives Development 5-12 NORTH 1-25 EIS information. cooperation transportation. • Figure 5-1 Package A .1. 5 LEGEND , Sp,, �■ 1 New General Purpose Lane w• • on (GPL) in Each Direction .1.-\ i — Correct geometric ' M° '"�"" deficiencies • • • 1 New General Purpose Lane 287 4 and replace aging (GPL) + Auxiliary Lane in Each infrastructure Direction FortCollinsDowntown Transit Center-BNSF and Maple St. ® S I 14 wAM Commuter Rail (C R) CSU - Mason St. between University Ave. and W. MOO St. Commuter Bus (CB) Service on Fort Ilins ' `"t°•" ! Bs US 85 South Fort Collins Transit Center - Hansom • hn•atb l.e.ranc. Mason St. and W. Fairway Lane Estee'5 6 Feeder Bus Service 1 Lucerne © Interchange Upgrades 87 Iwrtae ritliey • US85 34 Lovend � � e"d � and 0St. ONumber of Lanes North Loveland - BNSF and 29th St. South Greeley - O Greeley atn Ave. and Commuter Bus Station / Stop Downtown Loveland - BNSFand ,t 24th St. approximately 6th SL C Garden City . 0 Commuter Rail Station 02 at CRSOil Eva a� and 42nd St. _ - ._ ...- c 60 • — J.MMte La Sall. ® FasTracks Rail Line r Berthoud - BNSF and SH 56 INtBbn Q FasTracks / RTD Transit Station � O or nod pr ❑ Potential Commuter Rail 6 • Operational & Maintenance Facility 36 CR34 Wri North L att- B - MudPlattevlll 111 Potential Commuter Bus 6s • Platteville -US 85 and Grand Ave. Operational & Maintenance •Lon most Longmont at Sugar Mill - North of Facility 9 alignment,south of Rogers Rd. • 119 to 36j I 85 r BOULl.; cti D Flr.sten. 119 87 I ! � 'Snick ""t 52 Fort Lupton -US 85 and CR 14.5 125 and WCR 8 • NW 0x--'{52 • corner vim B DaeeM of 1-25 and CAB • w+n Edo = oulder 7• 119 @Lar yeti. 7 7 36 Lwl•♦ < BO .n -_ $ Right-of-Way Northwest ' . /-� Preservation Rail Corridor swoon. O .- Bros •id T erwton Cern C• 6 Cb r I m • I • m • nt w st.r O North Metro 6470 Int•national Corridor P N N . - cti • n Air ort It • rn . tiv • a�,ai (2 i J • r• j • cts 121 JEFFER ON ~ 40111 3 .• L1 Derive t Union Uon .ration 6 �� I Den Ter �^ � � 1 III 0 ) 4 6 8 1t) / � � �Lai North.� DEIS Alternatives Development 5-13 NORTH I-25 EIS information. cooperation. transportation. Commuter Bus Supporting Elements • For the purposes of the DEIS, the following elements would have to be better defined and specifically sited: • Stations and park-and rides • Operating plan • Maintenance facility locations • Queue jumps • Drainage Improvements (including design and capacity for run-off retention) Technical reports related to Stations Screening, Maintenance and Storage Facilities, Congestion Management, Interchange Design, Water Quality Design, and Avoidance and Minimization of 4(f) Resources are all available for review. 5.2.3 Package B Package B includes two major transportation improvements concentrated along 1-25 (Tolled Express Lanes and Bus Rapid Transit). Package B is illustrated in Figure 5-2. Detailed information on this package and its associated supporting elements is included in the DEIS. Supporting elements that required design and further definition for the DEIS included: Supporting Elements for Tolled Express Lanes • • Design and cross section • Management plan • Interchange design • Carpool lots • Access and egress locations to TEL • Congestion management strategies • Drainage Improvements (including design and capacity for run-off retention) • Retaining Walls • Safety Features Supporting Elements for Bus Rapid Transit • Design and cross-section • Operating plan • Feeder bus service • Stations and park-and-rides (including interfaces with interchanges and carpool lot locations) • Maintenance facility locations • • Drainage improvements (including design and capacity for run-off retention • Retaining walls DEIS Alternatives Development 5.14 NORTH 1-25 EIS information. cooperation transportation. III Figure 5-2 Package B y 5 , Sin LEGEND 85 W.11ln . n • rr - ct • - • m • tric 1 Buffer Separated Tolled 'minim Vista Express Lane (TEL) in Each • • fici • - nci s If- • . n • r • • I - c • . • in • Direction 87 I infr . structur - ■ •I I. 2 Barrier-Separated Tolled i Ault Express Lanes (TEL) in Each Harmony Rd and l 14 Timberline - Fort Collins 4/2 • Direction O t °rpt°" US 34 and SH 251 • South Fort Collins Transit Center - 1 CO ii S Bus Rapid Transit (BRT) Route US 287 and Harmmy Rd , Fort Collins l� •1 ,,,,,,,,,q, Eaten\ (Uses TELs on I-25) V nth P1/4, Severson Greeley US 34 and 1.25 and Harmony Rd. - Fort s Collin e7 83rd Ave., Greeley i Lucerne Feeder Bus Service LWlndsa - 1-25 and sH392 Windsor Greeley Dovmtown Transfer 287 Center - 8th Ave. and © Interchange Upgrades Crossroads Blvd ,� , / 8thSt , Greeley Lovel nd > 4\-3/4\_,34 © Number of Lanes: General Greeley Purpose/Tolled Express Lanes Crossroads Blvd. - Loveland between Garden City 02 Crossroads Blvd. and US 34 c •5 Evans Bus Rapid Transit Station so Cam on eo lansupwa L. Salle Berthoud - 1.25 and SH 56 — eo, t FasTracks Rail Line i Milliken Se O FasTracks / RTD Transit Station tertkettd crest LARIMER • /2 E Potential Commuter Bus Operational & Maintenance 36 y CR34 WELD • Facility 1 Me. .Ittteral el IRrestone - 1-25 and 5H 119 I /Longmont .O I 19 36 85 Fk.sttw • t9r 267 flak -- Mint 52'x- i•' 52 O Frederick/Dacono I-25 «, and SH 52 .,. se trA , Erie • /Z oulder 1 7. 119 !' I-2S and SH Y _ i• Let r•11e , 93 36 +Lew:ruts Sri en Right-of-Way Preservation Superb Broomfield �•nton • Cent se `• r Northwest I N sNA• Rail Corridor I s� North 7: ft n ♦ Metro E4f int a ennatv ,6/2 Corridor airport feat _ • ;J -r -L . __ . _J l - at 'a 1 I I '-`' Denv 7• Unton •►anon 40: Iii, I 6 -6,h Av4 Denier 4 --\ • 0 4 6 8 10 s-r _ s sMdes North DEIS Alternatives Development 5-15 NORTH 1-25 EIS information. cooperation transportation. • THIS PAGE LEFT BLANK INTENTIONALLY • • DEIS Alternatives Development 5-16 NORTH I-25 EIS information cooperation transportation. • APPENDICES Appendix A: Project Termini Memoranda Appendix B: Congestion Management Alternative Appendix C: Station Design Strategy Appendix D: Operations and Maintenance Facility Siting Appendix E: Access Planning Memorandum Appendix F: Longmont— North Metro Connection Alternative Evaluation Appendix G: Travel Demand Forecasting Memoranda Appendix H: Transit Operating Statistics Report Appendix I: Minimal Rail Alternative Request • • Appendices NORTH I25 EIS information. cooperation. transportation_ • THIS PAGE LEFT BLANK INTENTIONALLY • • Appendices N oKm 1-25 • EIS I information. cooperation. transportation. APPENDIX A Project Termini Memoranda • • NORTH 125 K. >r � '_: EIS informat.on cooperation tra uportacon North 1-25 EIS Northern Terminus Assessment As defined in the Scope of Work for the North 1-25 Front Range Environmental Impact Statement, the study area includes the area from SH 7 in the south to SH 14 (Mulberry Road) in the north. The eastern boundary was defined as SH 85, and the western boundary was defined as SH 287 and the Diagonal Highway between Longmont and Boulder. A map of previously identified study area is shown on the following page. As pad of the initial assessment of current and future conditions and needs, an evaluation of the northern terminus of the study area was undertaken to identify whether the northern terminus of the study at State Highway 14 adequately encompasses the needs of this area. This assessment included a review of travel patterns, roadway volumes, land use, and population and employment growth, and the ability to meet project goals. The project team identified three potential terminus options: • • Wellington Interchange • City of Cheyenne • SH 14 Wellington Interchange The Wellington Interchange (Colorado 1 & 1-25) is located approximately 8 miles north of the SH 14 interchange near Ft. Collins. The Town of Wellington currently has a population of approximately 3,000. Forecast projections, as shown on Figure 1 and Figure 2 do not show significant population or employment densities by 2025. However, significant traffic congestion is forecast in 2030 along 1-25 to Wellington, as shown on Figure 3. Population and employment data are not yet available for 2030. It is recommended that the population and employment data for 2030 be reviewed to evaluate demand for trips north to the Wellington Area when it is available. Cheyenne Cheyenne, Wyoming is located 45 miles north of Fort Collins. Cheyenne has a current population of over 54,000 and a 2025 forecast population of 61,000. Figure 3 does not show significant congestion between Ft. Collins and Cheyenne along 1-25, even though 1-25 serves as a secondary truck route in Eastern Colorado. Future traffic forecasts for 2020 indicate that I- • 1 4 z , NORTH 1-25 .tem-75- EIS nformar:on cooperation transportation Northern Terminus Assessment • 80, 1-76, and 1-70 will function as the primary truck routes through Colorado (Eastern Colorado Mobility Study, CDOT& FHU, April2002). In addition, the NFRMPO Household Survey conducted in 2002, indicates that only 0.1 % of all daily trips from Northern Colorado communities are destined for Cheyenne. As a result, it is not recommended that the study area for the North I-25 Front Range EIS be extended to Cheyenne. • • 2 NORTH 1-25 N, EIS - 0 information. cooperation. transportation. Northern Terminus Assessment / \ StudyArea LEGEND 1 . . = Burlington Northam Saute Fe *..h, • 25 # )287' . , = Great Westtam Railroad �-. -, . ' im ' I• NF -- - = Union Pacific Railroad . I Ar T (14' Abandoned Railroad ROW 1 1 _ p Ft. -" (. .♦ = US or Intermale Hignwey 6s = State Highvr�r 2 ,,� W i �- S i" • ' 6 - 1-11 il ' ' 'Wee r 5 tit : ' .,►ca� � -Is Lnc.rns 287 ;, % liilailliellE ' ---34- ; .; litiii:. .._ ilk I ..... * _PS Groin I 344 .: . ` + ....e rtY L -< • .___i I \1/4 X25 . ` Evan � G I11 asd_ si / " " La Sane 4\-36 ., if 'LARIMER nil .. .6_0_ stad `' ir • . : - ♦r' _ / aucres ' l • A I ft . ..24 .I.I Hi: o •.i �.� W • M • .. .44. 1. 0 tie. , : / • i • lit 7 e of i:,, • t .. u 9i- .r BOUL A. . .,, p,„,. rot a 1 T . • rip sz - - canton 1 „ , -1 d - . II)rt - �� /}i . • : r 119 r as- Rd ] . e y r ' tl: - ; 7 '� 0 36 L , swine - • - A `72 ort at l.. , ' J r� .. 4-, E470'hil- - SFrLF x..12;• 1ip. ��"lie JEFFERSON - - - - 76 APPROXIMATE SCALE / * ► n •1 70 ; 0 smiles Lomas 1 ', ' Union Station II� i0 - iramj ■ ■_ 70 III Y I( Jam.- V V vit1 rr FELSBURG HOLT & ULLEVIG CARTER - BURGESS PRACO North ill 3 NORTH EIS -r . mformat!on. cooperation_ transportation Northern Terminus Assessment SH 14 SH 14 serves Fort Collins, the northern most major traffic generator in the North Front Range. Forecast population and employment concentrations, as shown on Figure 1 and Figure 2 would be well served by transportation options to and near SH 14. Ability to Serve Proiect Goals In addition to the key indicators described above, terminus options were assessed within the context of serving project goals. The five project goals established early in the project were: 1 . Improve safety 2. Improve regional mobility between communities and metro Denver 3. Provide a multi-modal transportation system 4. Replace aging infrastructure 5. Support local and regional land use plans Crash data was evaluated to determine if any safety improvements may be warranted to meet the first goal. The Weighted Hazard Index (WHI) for the segment between SH 14 and Wellington shows a WHI that is much higher than most other segments, indicating possible safety concerns. The second goal of the project is to improve mobility between communities and metro Denver. The area north of SH 14 to the Wyoming border contains very little population. In addition only 0.1 % of all daily trips from Northern Colorado communities are destined for Cheyenne. Options that provide connections between population concentrations south of SH 14 may meet this goal most effectively. Providing a multi-modal transportation was also identified as a goal. Taking into consideration travel patterns and population centers, alternatives that reach as far north as SH 14 will serve the majority of trip needs Replace aging infrastructure is an additional goal. The CDOT bridge inventory shows that the 1-25 and SH 14 interchange is both structurally deficient and functionally obsolete. The conditions of structures along the segment from SH 14 to the Wellington Interchange have not been assessed. However, structures along the segment were constructed in 1966 or 1950 and are likely to be deficient. An assessment of the • 4 NORTH I-25• = �� EIS information cooperation transportation Northern Terminus Assessment infrastructure north of SH 14 will be undertaken as part of the existing conditions effort. Support of local and regional land use plans was also identified as a project goal. According to Fort Collins City Plan, compact development as well as retaining an urban growth boundary are primary objectives. Providing transportation options that serve the core versus outlying undeveloped areas would better serve local land use plans. Based on the ability to serve project goals, three of the five project goals can be met with a terminus at SH 14. The goal of improving safety indicates that extending the study area beyond SH 14 may be warranted. The ability to meet the goal of replacing aging infrastructure will be determined based on further data collection, however initial data collection indicates that aging infrastructure replacement is warranted to the Wellington Interchange. Recommendation • The following table shows whether each measure of need is adequately served by a terminus at SH 14 or Wellington. Based on information currently available, it is recommended that northern boundary of the study be extended to the Wellington interchange. Once 2030 population and employment forecasts, as well as updated travel demand forecast information, accident data, and an inventory of 1-25 physical conditions is completed, it can be determined whether alternatives developed as part of the EIS process should extend to the Town of Wellington. • 5 NORTH 1-25 '` i EIS information cooperation transportation Northern Terminus Assessment • Table 1 Terminus Evaluation SH 14 Terminus Wellington Interchange Terminus Serve Travel Patterns X Alleviate Congestion X Improve safety X Improve regional X mobility between communities and metro Denver Provide a multi-modal X transportation system Replace Aging X Infrastructure Support local and X regional land use plans 6 lalNORTH 1-25 0 EIS information. cooperation. transportation. Northern Terminus Assessment Figure 1 2025 Population Density \ \\Th Wellington----jscnt. in N SH 14 Fo ollins • Harmony R o o = A (4 r io ` ' L in r- Greeley Laval n d N. i atn S 8th Sc.__ aier 34 0 Hill St rt -1-.D I 40.44 to ■ I ■ Hwv 6 — Population per Acre N by TAZ < 1 a 1 - 5 0 1 > � 7 NORTH 1-25 EIS 1111 information. cooperation. transportation. Northern Terminus Assessment Figure 2 2025 Employment Density Wellington „i u+ 0 - V i Fort Ce i CH armony R 5 Q • Greel Lovel4nd li, st • rr, a I ,►ll = Employment per Acre by TAZ < 1 +d Av 1 - 5 5 - 10 (r� } 1 0 N 8 NORTH 1-25 -- 0 EIS information. cooperation. transportation. Northern Terminus Assessment Figure 3 2030 Roadway Congestion i 1 ___ .__ A r I_ _ I f I- •ng • 1 S. . iii • r -. 1 r . '=1k l\ ei-i ; t - * .c1 f Fort aiti1r i)• t`N d;i.; 'i-:4 � a. I\ dp a • h,• • 11 . A • 1 11-R . 4 tip II IffinalltIMIII - a.:\ , r L lama, -" tat , ,-4— .,� t L - GreeJie AI.I, iiii .,.:_mi.ove , iii-i. juie. 1-4, , 1_ I a II c circa: A. --. :87za O it- \ ♦ R C-1_ 1 I I>W g.. • <� 'j -.! , •, ►- ) I um a i r b . ./ ? — tr A RN f • rii �, ■ AAA _.- ii Ratio ' /�f 0 . 0.6 H• 1NY c, - A/0.6 • 0.9 cu.:-. c ' j �� N9 . 010Source: CDOT RTP tasct ' • ' I — n-- for 2030 Version `November sea` ` '• M M ' / - -I, I , 620: . . 1.., ilea_ l (f4 0 NORTH 1-25 MI Southern Terminus EIS Technical Memorandum information. cooperation. transportation. November 28, 2005 v6 Introduction This paper summarizes data used for identification of a logical southern terminus for the alternatives being considered in the North 1-25 Environmental Impact Statement. The Federal Highway Administration paper"Transportation Decisionmaking The Development of Logical Project Termini", November 5, 1993 and the project's combined DRCOG and NFRMPO travel demand forecasting model were used as a basis for verifying an appropriate southern terminus. The North 1-25 EIS Purpose and Need statement identifies the following needs: improving safety, replacing aging infrastructure, addressing mobility and accessibility issues, and providing multimodal transportation options. The purpose of the North 1-25 EIS has been identified as "improving mobility between the northern Colorado communities and the Denver metropolitan area". A key element to improving mobility between northern Colorado and Denver is providing connectivity to the metropolitan area. E-470 is the northernmost high-capacity roadway connection to 1-25 that provides connectivity throughout the entire metropolitan area including major destinations such as the Denver International Airport, Broomfield, Boulder, the Denver Technological Center and Aurora. Freeway alternatives along 1-25 from northern Colorado to E-470 have the ability to address the safety concerns on 1-25, 411the aging infrastructure on 1-25 and the mobility and accessibility issues identified in the Purpose and Need statement. To provide multimodal transportation options, transit alternatives would need to connect into a major destination or to a location where riders can transfer to another transit service to complete their trip within the metropolitan area. This memorandum will use FHWA's logical termini paper to verify that E-470 is a logical southern terminus for freeway alternatives and to analyze potential southern termini for managed lanes and transit alternatives. Background The regional system is a part of the consideration when identifying a logical southern terminus. Two key regional improvement projects are RTD's FasTracks transit plan and 1-25 widening identified in DRCOG's Metro Vision. RTD's planned FasTracks transit lines are shown in Figure 1. Three of these lines, North Metro, US 36 and the East corridor, are within or adjacent to the North 1-25 EIS study area. The NEPA process for the North Metro line will begin in the next year and construction is expected to be complete in 2015. The US 36 commuter rail line is currently undergoing a NEPA process and construction is expected to be complete in 2014. Construction of the preferred transit alignment for the East Corridor line is also scheduled to be completed in 2014. DRCOG's 2030 Metro Vision identifies widening of 1-25 from US 36 to SH 7 with one general purpose lane in each direction and HOV/BRT lanes. DRCOG's fiscally Federal Highway Administration•Federal Transit Administration•Colorado Department of Transportation J 103225101.EIS,TEAM7N/Isouthern terminuslSouthern Terminus E470 112805 v4.doc Page 1 Finalized May 17,2006 NORTH I-25 PURI • Southern Terminus EIS Technical Memorandum information. cooperation. transportation. November 28, 2005 v6 constrained 2030 Regional Transportation Plan includes an initial portion of this corridor improvement, the general purpose widening between US 36 and Thornton Parkway. Identification of E-470 as the project's southern terminus may eventually necessitate a slight alteration of the recommendation in DRCOG's Metro Vision to extend improvements to E-470 instead of to SH 7. The southern terminus of E-470 would not however, preclude these identified, long-range improvements. Principles for Selecting Termini To identify a logical terminus, the Federal Highway Administration regulation 23 CFR 771.111 (f) outlines three general principles that are to be used to frame a project: 1. Connect logical termini and be of sufficient length to address environmental matters on a broad scope; 2. Have independent utility or independent significance, i.e. be usable and be a reasonable expenditure even if no additional transportation improvements in the area are made; and 3. Not restrict consideration of alternatives for other reasonable foreseeable transportation improvements. • In addition, the courts have determined that another aspect to consider when evaluating related transportation improvements is that the project should not irretrievably commit federal funds for closely related projects. The following section addresses the three general principles and the courts consideration for related projects in relation to identification of a logical southern terminus for the North 1-25 EIS. 1. Connect Logical Termini Logical termini are defined as 1) rational end points for a transportation improvement and 2) rational end points for a review of the environmental impacts. Specifically, the paper identifies points of major traffic generation as a common terminus. Rational End Points for a Transportation Improvement Numerous endpoints were considered to determine the best terminus for general purpose lane alternatives. E-470 was identified as the northernmost, high-capacity connection that provides accessibility to the greater metropolitan area. E-470 provides continuity of interstate and tollway travel through the metropolitan area and does not create an abrupt reduction in capacity along the 1-25 freeway which could create a potential bottleneck. US 36/84th Avenue is the northern terminus of the existing HOV facility on 1-25. It is the closest high-capacity connection to a high-occupancy vehicle (HOV) lane and is the proposed terminus for high-occupancy vehicle lane and high-occupancy/toll lane • Federal Highway Administration•Federal Transit Administration•Colorado Department of Transportation J.403225107 EIS TERMINIIsouthern terminusSouthern Terminus E470 112805 v4-doc Page 2 Finalized May 17,2006 NORTH 1-25 Southern Terminus EIS Technical Memorandum information. cooperation. transportation. November 28, 2005 v6 alternatives. Connecting to the existing HOV lane would provide continuity of travel into downtown Denver for high-occupancy vehicles. Rational end points for transit improvements would include major activity centers or a transit center where users could transfer to another transit system to complete their trip. Potential southern terminus locations for the transit alternatives are Denver Union Station, the north end of a FasTracks line, or the RTD Wagon Road park-n-Ride at 120th Avenue and 1-25. Rational End Points for Environmental Review Rational end points as they relate to environmental issues are points which would retain the ability to address environmental matters on a broad scope. This is to ensure that transportation improvements are not developed in such a manner as to force an environmental impact on a resource that is just outside the study area. In the case of the North 1-25 EIS, improvements may be made to 1-25 south of E-470 in the future. However, similar to the North 1-25 EIS project to the north, the horizontal alignment of l- 25 improvements near E-470 would be directed by the location of the recently constructed directional interchange at 1-25 and E-470. This interchange was completed in 2003 and was designed to accommodate the widening of 1-25 without reconstruction. There are no plans or funds in the foreseeable future to reconstruct this interchange. In general, a corridor length in excess of 40 miles, as with the North 1-25 EIS, is clearly sufficient to address environmental matters on a broad scope. 2. Independent Utility A southern terminus which provides independent utility will be usable without additional improvements and will be a reasonable expenditure even if no additional transportation improvements in the area are made. General-Purpose Lanes To examine the viability of E-470 as a southern terminus that provides independent utility to potential improvements, two tests were performed with the travel demand forecasting model. The first model tested only the No-Action Network improvements to 1-25. The No-Action Network includes widening 1-25 to six general-purpose lanes from SH 66 to SH 52 and widening to 1-25 to eight general-purpose lanes from Thornton Parkway to US 361. In addition to these improvements, the second test model widens l- 25 to 8 lanes between SH 14 and E-470. The results of these tests are described below and summarized in Table 1. The comparison of these two models was used to determine if improvements to 1-25 north of E-470 would negatively impact 1-25 south of E-470. No-Action Memorandum,May 5,2006 describes projects included in the No-Action Alternative and the No-Action Network in more detail. Federal Highway Administration•Federal Transit Administration•Colorado Department of Transportation 41J:103225107.EISITERMINTsouthern terminus'Southern Terminus E470 112805 v4.doc Page 3 Finalized May 17,2006 NORTH 1-25 MR • Southern Terminus EIS Technical Memorandum information. cooperation. transportation. November 28, 2005 v6 As shown in the table, improving 1-25 north of E-470 would have little influence on 1-25 between Thornton Parkway and E-470. The largest difference is seen on the 1.5-mile segment immediately south of E-470 where the volume-to-capacity ratio would increase from 1.15 to 1.20 and from 1.08 to 1.13 in the AM and PM peak hours, respectively. These are still approximately 15% lower than those experienced farther south on 1-25 either with or without improvements north of E-470. The difference in volume-to- capacity ratio and speeds diminishes at Thornton Parkway; the model indicates no change in volume-to-capacity ratios or speeds due to widening north of E-470. For perspective, the increase in volume would equate to an increase of approximately one minute of travel time or less between E-470 and Thornton Parkway. Travel time between E-470 and Thornton Parkway would be approximately 20 minutes southbound in the AM peak hour and would increase to 21 minutes with 1-25 improved north of E- 470. Based on these data, improvements to 1-25 north of E-470 are not expected to negatively impact 1-25 operation south of E-470. Tablet. 2030 No Action vs. E-470 Terminus • Southbound 1-25 Se ment Characteristics No Action 8-Lanes to E-470 VOC comparison SPEEDS comparison • AM Peak Hour AM Peak Hour Difference Difference VOC Speeds VOC Speeds Absolute % Absolute E-470 1.15 31 1.2 26 0.05 4.3% -5 -16.1% 144th 1.06 41 1.08 39 0.02 1.9% -2 -4.9% 136th 1.18 27 1.19 25 0.01 0.8% -2 -7.4% 120th 1.26 20 1.27 19 0.01 0.8% -1 -5.0% 104th 1.38 12 1.38 12 0.00 0.0% 0 0.0% Thornton Pkwy Northbound 1-25 Segment Characteristics No Action 8-Lanes to E-470 VOC comparison SPEEDS comparison PM Peak Hour PM Peak Hour Difference Difference VOC Speeds VOC Speeds Absolute % Absolute % E-470 1.08 39 1.13 33 0.05 4.6% -6 -15.4% 144th 1.01 46 1.03 44 0.02 2.0% -2 -4.3% 136th 1.10 35 1.12 33 0.02 1.8% -2 -5.7% 120th 1.18 27 1.19 26 0.01 0.8% -1 -3.7% 104th 1.34 14 1.34 14 0.00 0.0% 0 0.0% Thornton Pkwy Federal Highway Administration•Federal Transit Administration•Colorado Department of Transportation • Jd03225107.EISITERMIN11.comhernternunusiSouthern Terminus E470 112805 v4 doc Page 4 Finalized May 17,2006 NORTH 1-25 Pill Southern Terminus EIS Technical Memorandum information. cooperation. transportation. November 28, 2005 v6 Managed Lanes While high-occupancy vehicle lane alternatives would still be usable with an E-470 southern terminus, terminating HOV lanes at E-470 would leave a large gap between the existing HOV facility at US 36 and E-470. To provide continuity for high-occupancy vehicle travelers, to ensure that this alternative has independent utility, and to ensure that selection of an HOV or HOT alternative does not force this improvement on the section of 1-25 between US 36 and E-470, a US 36 southern terminus for HOV/HOT alternatives is considered a more logical choice. Transit To provide independent utility for transit alternatives, the southern terminus for transit improvements must be located at a major activity center(downtown Denver) or at a transit transfer location (North Metro end of line, US 36 end of line or Wagon Road park- n-Ride). To determine which of these potential southern terminus options would operate best and, therefore, be a reasonable expenditure and not require additional transportation improvements in the area, the 2030 travel model was run to determine the impacts of a forced transfer at the north end of a rail FasTracks line or at the 120th Avenue/I-25 park-n-Ride lot where RTD operates express bus service. Data from the model indicate that a forced transfer to an express bus at the Wagon Road park-n-Ride would result in a 70% reduction in regional transit ridership from northern Colorado when compared to ridership on a route directly into Denver Union Station. A cross platform transfer' at the north end of either of the two FasTracks lines would result in a smaller, but also substantial, reduction in ridership of about 50%. These data indicate that the best ridership would be obtained with a southern terminus at Denver Union Station. 3. Consideration for Other Reasonable Transportation Improvements Foreseeable transportation improvements include bus and/or rail service and highway widening along the corridor and into Denver. The choice of E-470 as a southern terminus for highway improvements does not preclude or restrict consideration of other reasonably foreseeable transportation improvements along the corridor. 4. Evaluating Related Transportation Improvements The courts have determined that a project should not irretrievably commit federal funds for closely related projects. The North 1-25 EIS is considering transportation improvements to accommodate growth in population and employment between Denver and Fort Collins in the year 2030. The size of the study area and the planning horizon year set the stage to ensure that recommended improvements provide a long-term solution for transportation in northern Colorado and will not irretrievably commit federal funds to closely related projects. 2 A cross platform transfer refers to a rider transferring at a station from a commuter rail line in northern Colorado to a different rail line within the Denver Metro area such as the North Metro line or the proposed US 36 commuter rail line. Federal Highway Administration•Federal Transit Administration• Colorado Department of Transportation J103225',07.EISITERMINIIsomhern terminuc'Southern Terminus E470 112805 v4_doc Page 5 Finalized May 17,2006 NORTH 1-25 MI • Southern Terminus EIS Technical Memorandum information. cooperation. transportation. November 28, 2005 v6 Summary Based on the analysis of data and the project's Purpose and Need statement, the southern terminus for all freeway alternatives (except HOV and HOT lanes) is recommended to be E-470. It is further recommended that HOV and HOT lane improvements extend south to connect into the planned reversible HOT lanes at US 36. It is recommended that transit alternatives extend south to Denver Union Station, to reduce the negative impact of a forced transfer and to best address the project purpose, thus providing a one-seat ride to downtown Denver for northern Colorado travelers. • • Federal Highway Administration•Federal Transit Administration•Colorado Department of Transportation J:103225107.EtSITERMINtsouthernterminusSouthern Terminus E470 112805 v4.doc Page 6 Finalized May 17,2006 NORTH 1-25 ,7,.. Southern Terminus EIS • Technical Memorandum information. cooperation. transportation. November 28, 2005 v6 Figure 1 . FasTracks Rapid Transit Map • Lyon., Longmont Central Corridor Twin Peaks Mal ' 4 Diagonal►ighway V *es dolma i SS Jamestown Niwof Erie Word . . Boulder Lafayette ° O — Nederland l\ table Mesa 4. Lout - - - _a 60th I rrr r. 1YN/ ccaw..Superior VS 36 GCorridor] - Brighton 8rAndmGeld . 1 1 Thornton ..1_ Nad I, t?T.nstrtrilek, d_ I - 0 anR / Feceroi Heights-- . i / y commerce rI —'I City Arvada iGoid , I.- Road La ell e ; . Wheat Ridge Mountain `e1 Aurora Golden // Unfon fasion. T i - 4 — Edgewater e : . . JeflCo eOvernment C •..4 .. -., tatlrr ' _ C cy T 1� Glenciule iii • Lakewood Morrison se / `! heridan C Mb 'a Evergreen Bow Mar r — ' r Greg -. IS , I C '\ Columbine \ T vanes le Littleton - - N \ — Cenfenol ,1-%--••"----\. . Lone Tree Legend: Highland; • Station without Parking Ronch Station with Parking Parkway Parker MD Light Ratl (LRT) Rock ( ) r LRT Existing/ Under Construction ® eta Commuter Rail/DMU es Bus Rapid Transit N Not to Scale February 2. 2004 Federal Highway Administration • Federal Transit Administration • Colorado Department of Transportation J:103225107. E/S1TERMINIIsouthern lerminuslSouthern Terminus E470 112805 v4.doc Page 7 I Finalized May 17, 2006 N oRm 1-25 • EIS information. cooperation. transportation. APPENDIX B Congestion Management Alternative • • e o 'x titT NORTH 12S41; �# EIS information. cooperation. transportation. Environmental Impact Statement CONGESTION MANAGEMENT ALTERNATIVE A Technical Report to Accompany Level 2 Screening Analysis • Prepared for: Colorado Department of Transportation By: Jacobs Carter Burgess In association with: Felsburg, Holt and Ullevig February 2006 Final Report NORTH 1-25 OS .run ,trle r1e'l:e • Table of Contents 1. Introduction 3 2. Congested Facilities 5 3. Congestion Management Strategies 9 3.1 Transportation Demand Management(TDM) 10 3.2 Transportation System Management(TSM) 12 3.3 Intelligent Transportation Systems (ITS) 13 4. Screening Analysis 14 4.1 Feasibility Screening Analysis 14 4.2 Effectiveness Screening Analysis 16 5. Findings 22 6. Bibliography 24 List of Figures Figure 1 Methodology Flow Chart 4 Figure 2 AM Peak Volume to Capacity 2030 Ratios 7 • Figure 3 PM Peak Volume to Capacity 2030 Ratios 8 List of Tables Table 1 2030 North 1-25 AM And PM Volume/Capacity Ratios 6 Table 2 Feasibility of Congestion Management Methods by Congested Location 15 Table 3 Congestion Management Strategies Measures of Effectiveness 16 Table 4 Trip Reduction Due to Express Transit Service 17 Table 5 Trip Reduction Due to Carpooling 18 Table 6 Trip Reduction Due To Vanpooling 19 Table 7 Trip Reduction Due to Telecommuting 20 Table 8 Trip Reduction Due to Combined Congestion Management Methods 21 Table 9 Recommended Congestion Management Strategies as Complementary Improvements 23 Appendices Appendix A: Stakeholder Interview Summaries Appendix B: Sustainable Growth • Congestion Management Plan FINAL Page 2 NORTH 1125 EIS .. ,F... �-� ,airib;i(ot• 1. Introduction The Federal Planning Regulations require that highway projects consider congestion management as part of the NEPA alternatives evaluation within attainment/maintenance areas for air quality. Congestion management can be defined as a series of low cost tools used to reduce travel demand or better accommodate existing traffic volumes without building additional physical capacity into the roadway network. Each application of congestion management concepts can use different tools to achieve the overall goal of reducing congestion. The overall congestion management toolbox consists of various elements such as local transit improvements, carpool and vanpool systems, signal modifications, and intelligent transportation system (ITS) elements. Because the focus of the congestion management report was the North I-25 facility, the analysis focused on reducing congestion on North I-25 only. Within the state of Colorado, the Colorado Department of Transportation (CDOT) has developed a Transportation Demand Management Toolkit' that outlines many of these strategies and how they may apply within the state. Interstate-appropriate congestion management strategies were selected from the CDOT Toolkit, and analyzed as part of Level 2 Screening for the North I-25 EIS. The strategies have been analyzed both independently and in a group, referred to as the Congestion Management Alternative. This alternative assumes that applicable strategies are only implemented on the • I-25 facility. In later stages of the project analysis, the strategies may also be recommended on other roads within the study corridor. At this point, however, this analysis depicts the Congestion Management Alternative's potential to advance as a stand-alone alternative in the Level 2 Screening of I-25. Figure 1 outlines the methodology used to develop the congestion management recommendations for the North I-25 EIS. Refer to the appropriate chapters for more information. As shown in the flowchart, the final recommendations are reflected in the last chapter of this technical report. • 'Transportation Management Demand Toolkit,Colorado Department of Transportation,October 2002. Congestion Management Plan FINAL Page 3 Nowui i 1-25 Ogg ELS Anton cocperamn transportation transportation environmental study Figure 1 Methodology Flow Chart CHAPTER 2 CHAPTER 3 Define Define Congested Toolkit of Locations Measures CHAPTER 4 Assess Match Practicable Practicability Measures for North 1 -25 to Locations 1 Calculate Potential Benefits Evaluate CHAPTER 5 Evaluate Potential Potential Stand - Alone Complimentary Congestion Congestion Management Management Alternative ( s ) Alternative ( s ) Recommendations Congestion Management Plan FINAL Page 4 NORTH 1-25 EIS • 2. Congested Facilities A key element of congestion management tools is that they address specific congestion issues. In order to apply them to a project, congested locations need to be identified. For the purposes of the North 1-25 EIS, the team identified congested locations using the project's 2030 regional travel demand model. The travel demand model is a tool used to forecast future travel within a defined area (including the project's study area), and estimate future volumes on roadways and transit systems. The No-Action transportation network was assumed as the future scenario for the analysis of congested locations. Congestion was defined as roadway segments that exhibited a volume-to-capacity (V/C) ratio of 0.90 or greater, based on results from the travel demand model. Volume-to-capacity ratio is a traffic engineering measure that relates the amount of traffic on a roadway(the "volume")with the available lanes on the facility (the "capacity"), resulting in a ratio. As the ratio increases, the traffic fills more and more of the roadway, until there is no more room for additional vehicles at a v/c ratio of 1.00. Typical industry-wide practice dictates that v/c ratios below 0.70 are considered acceptable, operations at v/c ratios between 0.70 and 0.90 are beginning to deteriorate, v/c ratios between 0.90 and 1.00 typically indicate congestion, and v/c ratios over 1.00 indicate situations where demand volume exceeds available capacity. As shown in Table 1 and in Figure 2 and Figure 3, according to the regional travel model, AM and PM • peak hour directional volume to capacity ratios on 1-25 in 2030 will generally exceed 0.90; the congested segments have been highlighted for further analysis. • _ Congestion Management Plan � �� FINAL � � �� Page 5 NORTH 1-25 EIS • Table 1 2030 North 1-25 AM And PM Volume/Ca'acit Ratios 4 �' V 3 s�^x 2113°Volun".4°Capaeity(V/C 11, ,, - ;' zr LOC��►TJON,4' t; z..1 � AM Peak Hour p,e _ � PM Peak Hour Northbound `; Southbound' Northbound' , Southbound NORTH OF SH 1 0.43 0.32 0.49 0.31 MOUNTAIN VISTA TO SH 1 0.28 0.44 0.38 0.32 SH 14 TO MOUNTAIN VISTA 0.47 0.79 0.66 0.55 SH 14 TO SH 68 0.99 0.89 0.95 0.96 SH 68 TO SH 392 1.36 1.01 1.07 1.19 SH 392 TO SH 34 1.26 1.00 1.06 1.15 SH 34 TO SH 402 1.41 0.76 1.07 1.25 SH 402 TO SH 60 1.22 0.88 1.02 1.14 SH 60 TO SH 60 1.22 0.88 1.02 1.09 SH 60 TO SH 56 1.22 0.97 1.03 1.07 SH 56 TO GREAT WESTERN 0.94 0.98 1.02 1.01 GREAT WESTERN TO SH 66 0.86 1.03 1.02 0.94 SH 66 TO SH 119 0.57 0.71 0.66 0.62 SH 119 TO SH 52 0.69 0.90 0.84 0.80 • SH 52 TO UNION PACIFIC 0.79 1.09 1.02 0.93 UNION PACIFIC TO SH 7 0.93 1.22 1.15 1.03 SH 7 TO E-470 1.27 1.19 1.02 1.24 E-470 TO 120TH AVENUE 1.07 1.12 1.05 1.05 120TH AVENUE TO US 36 0.97 1.39 1.28 1.11 US 36 TO I-70 1.03 1.14 1.19 0.97 1-70 TO DENVER UNION STATION 1.01 1.10 1.15 1.03 • Congestion Management Plan FINAL �� Page 6 1-25 NORTH EIS IIN information cooperation transportation illtransportation environmental study Figure 2 AM Peak Volume to Capacity 2030 Ratios ; iluZ\v) i ; r� to I 1 ; LARIMER FORT COLLIN ' •, . t " ,,:tip. . I • I MSS a _? r I I l iw , . .i . t �`'_ i lam_ ~ L.011i D i '\ ~ 6 I ; `F. "' aura / - V) t ; •0 1 _ u 7 JOHNIft streCD ,. . 01. WELD t / co - _ t-rati / > , LO PirtirNi. i. /V� r I• BOULDER ; .�-Z. .m. ' a Z ,f.unmt lil ) ,: , , -, • ; f rl rire . 3$ 4R • it to / ADAMS a t ` • `• . i t..._; tan Pm r I LPIN JEFFERS a N • ... t ,, ._._._t.;" ....at J .t ��. 11war �' r •t,_,• Year 2030 Southbound �i $ VEF-- - --- Year 2030 Northbound AM Peak V/C Values .o AM Peak V/C Values i . 1 \1 DEN f a a AKEY11 • • • Sri ma sb e° x to.it oP 0 to-Y 0 O p°p 0 2 5 5 +owe O• 0• O* S Congestion Management Plan FINAL Page 7 llql NORTH 1-25 - EIS wartntatinn cu,errm i'artpwttten transportation environmental study III Figure 3 PM Peak Volume to Capacity 2030 Ratios i ; ....-" i ----.... I.; Pli I . I //es ...— SS \ LARIMER FORT COIfiIN c . I N_. ! t. • l� I r___H . I .. f .... .. _, I _, 1 1l\ H WV j D I •. ,. ti_ • '4 I 31 now t ----' Q)2 i I / ' u.q•' /ILi1 J , I : i t ONADON `. z z .I f.. , w O ' 111 -Q fir, i s.r w %'.. . sn er , ! rua. O • BOULDER ,� - 4-4..- .... Z rri '' ' 41 I �r - Jr. I ' ,m.. v'r•' — ( , • 1 , u �__, ; •, R • • ELD `_ his ADAMS IMO --+ - -- ter• r ".' I r v, ILr'Ir�� JEFfERS N lianas{ ,• 'n 'r I ,r ---_LrJ—I .. `� ;. �� 1 . / _, Lrl w� 1 . -•mow,,,_; Year 2030 Southbound i r 3 VET . . Year 2030 Northbound PM Peak V/C Values • l ;�' '" 1 - PM Peak V/C Values i • k DENVER i ll la a AKEWO • . 1 .„ a a off° / °fix . °�° odP °�,ox 0°. 0. cb III ______ _ _ _ Congestion Management Plan FINAL Page 8 NORTH 125 ES 3. Congestion Management Strategies Managing congestion can include several approaches: reducing the overall level of trips, implementing signal timing changes and other low cost capital improvements, and reducing the level of delay that results from incidents. This section presents the various congestion management strategies applicable to an interstate facility only; (but there are additional congestion management strategies that could be considered for other signalized facilities.) They have been grouped into three overall categories: ➢ Transportation Demand Management(TDM) ➢ Transportation System Management(TSM) ➢ Intelligent Transportation Systems (ITS) The following sections provide a description of each kind of congestion management alternative, as well as the applicable methods that can be selected for implementation. For more information, see CDOT's Transportation Demand Management Toolkit. Transportation Systems Management, Travel Demand Management and Intelligent Transportation Systems methods are often defined and grouped interchangeably. For this technical report, they have been defined and classified to reflect the purpose and approach specific to this study. • As part of the process of developing specific congestion management strategies, the project team had eight meetings with twelve jurisdictions in the study area. Appendix B documents the input obtained from each of the jurisdictions. • Congestion Management Plan FINAL Page 9 NORTH 1-25 EIS 3.1 Transportation Demand Management (TDM) Definition: 1. "TDM refers to various strategies that change travel behavior (how, when, and where people travel) in order to increase transportation system efficiency and achieve specific objectives, such as reduced traffic congestion, road and parking cost savings, and increased safety." 2. "A wide range of programs and services that provide options to driving alone; improved mobility for non-drivers, energy conservation and pollution emission reductions." Purpose: Decrease total trips and/or VMT overall and during the peak periods. Typical conditions: ➢ Diminishing level of service (LOS) on local and regional roads and highways; • ➢ Public interest in alternative modes of travel to work or other destinations; ➢ Business, neighborhood, and employer interest in ease of access; ➢ Parking shortages; ➢ Increased complaints about mobility, safety, or driving conditions; ➢ Need to maximize the effectiveness of a new transportation investment. Methods: Public transit. Passenger service using bus or rail vehicles offered to the general public with the following characteristics: predetermined schedules, standard fares and local or regional service. (In this case, bus service would be assumed, as it would not require any physical expansion of existing facilities.) Express service: runs in large arterial streets or freeways and stops infrequently, providing a travel time advantage over local bus service. With the addition of park-and-ride facilities, it can expand the capture area of transit service from within a quarter mile up to anywhere within five miles of the service route. • Congestion Management Plan FINAL � � � �� Page 10 NORTH 1-25 EIS Ridesharing: Formal or informal agreements between neighbors or co-workers to share a vehicle and driving responsibilities from an agreed upon formal or informal park-n-Ride facility to their common destination. Several ridersharing programs are already sponsored by the North Front Range Metropolitan Planning Organization as part of the SMART Trips program, and are described below. Carpools are agreements between two or more people to ride to their common destination together. Carpools can form and be sustained without formal assistance, or rideshare "matches" can also be made through a ridesharing database of willing participants managed by a regional transportation agency. There are over 1600 participants in the carpool matching database with an average 5% match rate and a VMT savings of almost 600,000.2 Vanpoo/s are more formal agreements between groups of 6-15 participants to lease a van from the regional transportation authority, designate a driver, and use the van to reach their common destination. Vans are procured and maintained, and participants can be matched and organized by regional transportation agencies. The VanGO vanpool program, currently runs more than 30 vans and saves more than five million VMT annually.3 Te%commuting: Arranging the capability to telecommute, thereby avoiding driving during peak-hour traffic, or perhaps avoiding having to make the trip to work at all. • Land Use Policies: The implementation and enforcement of land use policies intended to encourage/require development to increase mobility for residents and businesses by creating land use- transportation connections (creating a range of housing choices; creating walkable neighborhoods; encouraging community collaboration; fostering distinctive, attractive communities; making development decisions predictable, fair and cost-effective; mixing land uses; preserving open spaces; providing a variety of transportation choices; and strengthening and directing development towards existing communities.) More information about these techniques is included in Appendix A. 2 North Front Range 2030 Regional Transportation Plan. Congestion Management System:Transportation Demand Management • 3 Program."p. 36 Ibid. _ Congestion Management Plan FINAL �� Page 11 NORTH 1-25 EIS Erspto.c)He I r, ', • 3.2 Transportation System Management (TSM) Definition: Roadway-based solutions that decrease delay during the peak periods. Purpose: Reduce delay from high traffic volumes or obstructions within the roadway network. Typical conditions: ➢ Increasing trip times ➢ Increasing complaints about delays ➢ Increasing accident rate and complaints about safety ➢ Rapid growth that outpaces transportation facilities expansion and/or improvement Methods: • Reversible lanes: Conversion of a general purpose lane to a special purpose or restricted access lane based on peak hour traffic flows. The lane may be designated as a High Occupancy Vehicle (HOV) lane, a limited access lane, a High Occupancy Toll (HOT) lane, or some combination of the three. Having been designated, the lane is open to peak hour traffic that meets its usage criteria. The lane is operated in the peak hour direction and reverses each peak period to serve the dominant flow of traffic. Incident management program: A program developed to reduce delay by removing obstructions caused by incidents (accidents, debris, stalled vehicles, etc.) through the use of a comprehensive incident management service, including towing, alternative route designation, call boxes, traffic control, etc. Ramp metering: Signals can be placed at freeway ramps to regulate the flow of traffic accessing a highway facility. This reduces delay along the roadway by reducing merging and weaving traffic movements. (HOV, Toll, or HOT bypasses to ramp meters can also be constructed, if warranted and/or applicable to the lane-types on the freeway.) • Congestion Management Plan FINAL Page 12 NORTH 125 ES 3.3 Intelligent Transportation Systems (ITS) Definition: The use of technology to maximize the efficiency of the existing transportation system. Purpose: Reduce delay; improve passenger experience by providing real-time information on vehicle location; and improve service efficiency or roadway throughput by coordinating signal timings. Typical Conditions: ➢ Implementation of a fixed guideway or enhanced passenger transit system ➢ Significant traffic volume differences between peak and non-peak hours ➢ Designation of a priority thoroughfare for enhanced peak hour/peak direction efficiencies • Methods: Real Time Transportation Information: Can include static or dynamic information related to traffic condition, real-time transit service or information on trip planning and transportation options accessible to the public through a variety of media including radio, websites, or variable messaging signs. Dynamic information relies on global positioning satellite (GPS)transponders, cameras, and other networking devices to relay information back to the site where travelers can access it. • Congestion Management Plan FINAL � � �� Page 13 NORTH 125 EIS i . ) e� of t.nIE • 4. Screening Analysis This chapter evaluates the congestion management tools defined in Section 3 both qualitatively and quantitatively. First, the congestion management strategies were evaluated using qualitative questions to assess their feasibility. Then, the congestion management tools were matched with congested locations, based on the feasibility results. Finally, a quantitative measure of effectiveness was applied to each congestion management method to try and determine the benefit it could produce if it were implemented. 4.1 Feasibility Screening Analysis With the exception of carpooling, vanpooling and telecommuting strategies, each of the congestion management methods presented was evaluated according to its feasibility of deriving a benefit compared to the cost involved if the measure were implemented on congested locations of I-25. Carpooling, vanpooling and telecommuting are not location-specific solutions because communities that encourage ridesharing or telecommuting may not be proximate to the congested location. In addition, because there are already existing ridesharing and telecommuting programs within the North Front Range, sponsored by the NFRMPO, it can be assumed that the programs are feasible. Evaluating each strategy's feasibility was the first step in determining the most likely congestion • management measures for each congested location. The next screening step will determine the potential effectiveness of the congestion management measures. The screening questions are presented below for each potential congestion management method. Express/Regional Transit Service: Are the congested locations on a roadway that accommodates limited stops and higher travel speeds? Land Use Policies: Are the congested locations in areas that are planned for new or redevelopment that could incorporate strategic land use and transportation linkage principles? Reversible Lanes: Does the congested location experience increased traffic volumes, especially during the peak hour in the peak direction? Incident Management Program: Are the congested locations subject to non-recurring congestion due to incidents at rates higher than normal? Ramp Metering:Are the congested locations within the vicinity of interchanges? Real Time Transportation Information: Is there more than one interchange within the congested segment that could provide commuters with access to additional travel routes? Table 2 summarizes the results of this screening step. • Congestion Management Plan FINAL Page 14 to s . y o T H ` Cli N ° N O N N O 0 0 0) O 0 0 0 a CD Z } z } } Z ++ } } Z } } } or U, I — C o 0 CD ?OW ° N ° N N O M r N Cl) 0 0° 0 cc = N Z ›- Z >_ )_ Z y - ›- ›- Z ›- ›- } t (0 D oi cO .. co (0 0 U) N 5 d M a) U V) 0 0 N Z ›- Z ›- } Z N C j } } Z } } } r J C y C 4 O O 0 r U 0 a) J 0 O 0 0 O N 0 0 J O 0 C CO N O 0 0 0 aN } } Z } } } v . > } } Z } } ›- C) y ut W Q a) a) O m c C O r N O .0. 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R O N 7 co N n 1- o c..)M x �° c U CCCC w �° 5 o) • Z ; U NORTH 1-25 ' ES matim rc r e • As a result of the feasibility screening, reversible lanes were screened out because North 1-25 does not exhibit a peak period, peak direction spike in traffic volumes; traffic is almost evenly split in both the north and south directions. Therefore, reversible lanes would not be effective on North 1-25. 4.2 Effectiveness Screening Analysis Table 3 presents the potential level of effectiveness associated with different congestion management methods and alternatives according to regional data, CDOT data and third party research. Table 3 Congestion Management Strategies Measures of Effectiveness Strategy Method Options Typical Effectiveness Measure Public Transit Express Service 2 to 3% share of all trips Transportation Ridesharing Carpools 11.5%work trips Demand Vanpools 5/° work trips Management Employer Telecommuting 4.7% work trips Programs Land Use Policies 3% reduction in VMT4 • Transportation Systems Incident Management Program 5% reduction in delays • Management Intelligent Transportation Real Time Transportation Information 22% reduction in VHT6 Systems Public transit, ridesharing and telecommuting strategies can consistently reduce single occupant vehicle trips during the peak period, which can directly reduce the volumes associated with congestion. Potential land use policies, commonly called "Sustainable Growth," can reduce overall Vehicle Miles Traveled (VMT) by co-locating common trip destinations. Appendix A contains more information on Sustainable Growth. An incident management program can decrease freeway delay by 5 percent. Because travel speeds are related to volume to capacity(V/C) ratios, this has the same effect as if volumes were reduced by 5 percent. However, by definition, incidents are haphazard, and the time savings will See Appendix 1 for more information. 5 Time savings are only realized if there has been an incident; this is not a consistent time-saving strategy due to the haphazard nature of incidents. Traffic Congestion and Reliability: Linking Solutions to Problems, Final Report. Cambridge Systematics for FHWA,July 19, 2004. 6 Time savings are realized only when there is delay; this is not a consistent time-saving strategy due to the changing nature of freeway conditions. Litman,Todd. Guide to Calculating Transportation Demand Management Benefits. Victoria Transport Policy Institute, 1999. • Congestion Management Plan FINAL Page 16 NORTH 1-25 BS occur only on a case by case basis. Similarly, Real Time Transportation Information decreases VHT, which has the same effect as if volumes were decreased. However, it is better applied to the facility as a whole rather than to individual segments, and is also only effective when incidents occur that cause a need for information on alternative routes. Therefore, because Incident Management and Real Time Transportation Information do not reduce trips overall, but either move them out of the peak, or decrease the delay associated with them, their potential effectiveness was not calculated. Because they both represent benefits to commuters, they were retained as recommended measures in cooperation with other Congestion Management or Build Alternatives. The potential benefit of congestion management measures is calculated by applying the measure of effectiveness to the total number of trips passing through the congested locations. This represents the maximum savings the congestion management strategy could have. Then, after each strategy has been evaluated individually, they are combined to estimate the effectiveness of a comprehensive Congestion Management Alternative: the combined trips reduced from transit, ride- sharing, and telecommuting. The potential benefits, and associated change to volume to capacity ratios, are shown in Table 4 through Table 7. Table 4 Trip Reduction Due to Express Transit Service • Total Average Existing Average Peak AM Peak Average V/C Hour Benefit Still Location Hour Trips (North and (North and South New V/C* congested? (North and South) Trips Reduced) South) SH 14 to SH 68 7,600 0.95 227 0.92 Yes SH 392 to SH 34 8,800 1.12 264 1.09 Yes SH 402 to SH 60 8,400 1.07 252 1.04 Yes Union Pacific to SH 7 12,100 1.08 363 1.05 Yes SH 7 to E-470 13,000 1.18 390 1.15 Yes E-470 to 120th Ave. 11,700 1.07 351 1.04 Yes 120th Ave. to US 36 12,900 1.19 386 1.16 Yes US 36 to 1-70 18,700 1.08 561 1.05 Yes 1-70 to DUS 15,900 1.07 477 1.04 Yes Result of calculating the incremental benefit as a percentage of peak hour trips and subtracting that value from the numerator of the V/C ratio. • Congestion Management Plan FINAL �40.Y Page 17 T kco n a)• m a) a o c v o m = w fA in N a) a) a) a.) y y p) > } > > } } } C 0 0 (3 o w u') (f) V0 (O d- o_ . R 0 0 0 0 cn U C m z t 0 ^ v 0 CO 7 V s . 7 co 7 V V t0 LO o- mw 0 y � V O. To C co t- $23 CO L• mc. 'Ocn 0 .0 O m c C • O to CC ag a 2 0. 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E cwe = r � 5� _ \ \ \ ± 7 \ § L I. 61 ) - G) 0 ] ° ( / k > O ri) r # m C.. E a ,o E O) E C :00 N a) N CI) N a) a) m C C O a U 3 ;#d ! o cz orrcorr- ro ). 2722 § b n z _ > m rri atea)) t Z i- t- LIN Nro (O 00 CCO Ca 7 t O) N N 2 O 7 a o I p 7 0, w co• r` v a c C en a O W ' O. m O)m -C 17. cr - C O Y > Z Et 0000rn00E o� To roNrnv) mrord a) c z t N M M M (O V C) i_ ---3 70 w m r 0 ca.a0 - Q at a) ()° h J -O z a3 c LT all Q• V v N N CO I, O) co r m o r 00 17 w > c2 0 ry CO CO L « a — d '_ I' O 3 • Q• in Z cc N , H W .� a) 43 0 0 0 0 0 0 0 E en -0o 0 0 0 in o o 2 O) 0. c _ c0 0) 0 r CO r on a O)t W t ro c0 r6 r N co Li) m 1- t 7 Q O Oid t O _ to . H Z o 0 a) C a' O - a N I C C z co 92 c g a c p ._ > D C r > N O M Co D m E J CO 0 0 C N > 6� m cf-,c-) C O ca C N O y0 > ._> M o 7 .- o Q CO O E = NV (h (h r r5 co m_, O S S S 7 N co o ¢ c CO (1) W W D ' a) G Z O• U NORTH 1-25 E15 r. 1., tlLi u n ,_!y According to the data presented in Table 4 through Table 7, none of the individual congestion management strategies, even at their maximum effectiveness, can reduce the volume to capacity ratio to the point of alleviating the congestion. Table 8 presents the combined effect of the congestion management strategies on the congested locations. Table 8 Trip Reduction Due to Combined Congestion Management Methods Estimated Peak Still Location Hour Incremental New V/C congested? Benefit SH 14 to SH 68 227 Trips 0.92 Yes SH 392 to SH 34 824 Trips 1.03 Yes SH 34 to SH 402 125 Trips 1.11 Yes SH 402 to SH 60 252 trips 1.04 Yes SH 52 to Union Pacific 161 Trips 0.94 Yes • Union Pacific to SH 7 962 Trips 1.00 Yes SH 7 to E-470 1,217 Trips 1.09 Yes E-470 to 120th Avenue 1,096 Trips 0.98 Yes 120th Avenue to US 36 1,203 Trips 1.10 Yes US 36 to 1-70 1,751 Trips 0.99 Yes 1-70 to Denver Union Station 1,489 Trips 0.98 Yes • . _ Congestion Management Plan FINAL �� Page 21 NORTH 1-25 EIS t �r i , (390-16,,E., • 5. Findings Although the congestion management strategies, both individually and grouped together, can help address congestion, they will not address the 2030 travel demand on 1-25, and additional capacity is warranted. Congestion management strategies have a limited range of influence in addressing congestion on a regional facility like North I-25. Although some methods can provide additional capacity to roadways by decreasing trips or hours of delay, congestion management methods are targeted to work within only the existing transportation network and cannot improve the physical system or substantially add to its capacity to meet future traffic demands. Congestion management methods cannot completely optimize travel conditions given the constraints built in to the existing system and would not meet purpose and need as a stand-alone alternative Based on the analysis presented, it is not recommended that the congestion management methods be advanced as a stand-alone alternative. The potential benefits cannot meet the future traffic demand, and will not substantially enhance connectivity or direct travel within the corridor. However, the congestion management methods described can reduce trips, VMT, and VHT. As a result, they are recommended as complementary solutions to be implemented alongside any Build alternative that is selected. In addition, because of its applicability to the growing areas that will • help contribute the traffic volumes on 1-25, Sustainable Growth measures should continue to be encouraged and coordinated among each of the communities. These measures are documented more thoroughly in Appendix A. Other community-supported strategies are documented in Appendix B. Table 9 summarizes the congestion management strategies that should be considered to enhance the selected stand-alone alternative. • Congestion Management Plan _ �� FINAL Page 22 NORTH 1-25 EIS • Table 9 Recommended Congestion Management Strategies as Complementary Improvements In Local CONGESTION MANAGEMENT Along 1.25 Communities Local Interest' STRATEGIES (Enhancing Access to I-25) NFRMPO, Longmont, Express Transit Service NO YES Fort Collins, Loveland, Greeley Carpool YES YES NFRMPO Vanpool YES YES NFRMPO Telecommuting YES YES City/County of Denver Land Use Policies YES YES City/County of Denver, NFRMPO Thornton, Incident Management Program YES YES Northglenn, Adams County Ramp Metering YES NO • City/County of Denver Real Time transportation Broomfield Information YES YES Thornton, Northglenn, Adams County 'Source,Appendix B.Summary of Stakeholder Interviews • Congestion Management Plan FINAL �� Page 23 NORTH I-25 EIS • 6. Bibliography Litman, Todd. Guide to Calculating Transportation Demand Management Benefits. Victoria Transport Policy Institute, 1999 North Front Range 2030 Regional Transportation Plan. Congestion Management System: "Transportation Demand Management Program." Traffic Congestion and Reliability:Linking Solutions to Problems, Final Report. Cambridge Systematics for FHWA, July 19, 2004. Transportation Management Demand Toolkit, Colorado Department of Transportation, October 2002. C:LLORRAINE\Carter&Burgess\North I-25\NI25_CM v12.doc • • Congestion Management Plan FINAL Page 24 NORTH 1-25 • EIS VI information. cooperation. transportation. APPENDIX C Station Design Strategy • • NORTH 125 Technical Memorandum - EIS information. • Station Design Strategy For DEIS Purposes cooperation. transportation. Date: January 26, 2007 By: Jennifer Merer Subject: Transit Design Team — Station Design Strategy for DEIS Transit Station Siting To start the station site selection process an evaluation was conducted to determine the general locations of stations on the BNSF rail, 1-25 and US 85 corridors. Potential station locations were identified and evaluated using a set of criteria that screened if the potential station location met the following criteria: • Serves a population center • Provides East/West Access • Supported by existing transit infrastructure • Serves an activity center • Has committee support • Has stakeholder support • Provides end of the line connectivity The station evaluation process is documented in more detail in the Station Selection Process • Criteria, January 2007 which can be found in the appendix of this document. As a result of this process 9 commuter rail stations, 12 BRT stations and 5 commuter bus stations were recommended to move forward for evaluation in the Draft EIS. Transit Station Site Selection After determining the general vicinity of station locations a more detailed evaluation was conducted for each station location. Numerous sites were identified at each station to house the platform, park and ride and bus activity. The preferred station locations were chosen based on the following primary criteria: • Minimal neighborhood and environmental impacts • Connectivity • Opportunity for joint development • Compatibility with adjacent land use The evaluation process is described in detail in The North /-25 EIS Station Alternatives and Evaluation Report, January 2007 which can be found in the appendix of this document. Commuter Rail Commuter Rail Station Design Elements Each station with the exception of the Fort Collins Downtown Transit Center Station would be equipped with 2 side loaded platforms that are 25' wide x 400' long. A pedestrian overpass would be provided to connect the two side loaded platforms. The pedestrian overpass would be 23'-0" to the bottom of the bridge and 27'-10" to the top of the bridge and accessed by elevators • and stairs. Figure 1 illustrates a typical cross section of the commuter rail station and Federal Highway Administration•Federal Transit Administration•Colorado Department of Transportation Technical Memorandum—Level 3 and DEIS NORTH 1-25 ,2� Station Design Strategy Page 2 of 14 EIS • information- cooperation, transportation pedestrian overpass. At all stations a 12'-0"wide multi-use path and 6'-0" tree lawn would provide connectivity between the platform, park and ride and connectivity to the closest road. All stations would be designed in accordance with the accessibility standards set forth in the Americans with Disabilities Act(ADA). Platforms were located to accommodate 100'-0" tangent track on both sides of the platform and 300'-0" clearance from the end of platform to the nearest intersection. The Fort Collins Downtown Transit Center and the Downtown Loveland stations were exceptions to the required 300'-0" clearance because the platforms were located in the downtown grid and would require closing major roads. The platform would be located 5'-9" from the existing and proposed rail with the park and ride being proposed as close to the platform as possible. Each platform would include standard amenities: • 1 low block with shelter • 2 windscreens • 1 overhead shelter • minimum 200 foot-candles lighting (approximately 8 lights at 50'-0" spacing) • 3 trash receptacles • 4 benches • electrical outlets • wet tap • 2 security cameras • 400 lineal feet warning strip • signage • 1 variable message sign • • 1 telephone • 1 commuter Rail schedule information sign • 1 ticket vending machine • 2 elevators • 1 stair Figure 1 Park and rides would include parking for commuter rail patrons, bus drop off and kiss °' and ride. A kiss and ride is a passenger drop ERs`ROW RNSF ROW off area for private cars. Each park and ride g. . 25 would include standard amenities: PLATFORM P-ATFORM • lighting • 1 ticket vending machine —� - � • 1 rail information sign I■II■■■■■■■■lI • bike racks (2% of parking) • 2 newspaper racks • benches/ shelter (depends on number �: 6" of parking spaces and bus bays) Aq- s else • signage 8 8' • electrical outlets °""' • telephones COMMUTER RAIL STATION j PARK AND RIDE • security cameras • • landscaping (in accordance with local landscape ordinances) Technical Memorandum—Level 3 and DES ` Station Design Strategy NORTH 1-25 ,k.i Page 3 of 14 ES -,,- • I information. cooperation transportation. Commuter Rail Stations The following describes the general location and the program for parking, bus service and kiss and ride service at each commuter rail station. The Station Alternatives maps and the Station park and ride maps provide a visual map of the proposed and preferred station sites and can be found on the prl site. The table below summarizes the program for each station. Commuter Rail on BNSF Bus Land STATION Location Platform Transfer Parking Acquisition Plaza Fort Collins Adjacent to Mason 100 surface or Downtown Transit Street between 1 platform At- 1 bus bay structure Yes Center Maple Ave and Grade spaces Cherry Street On the BNSF 2 Side loaded Colorado State corridor between platforms No bus bays No Parking No University University Ave and At-Grade W Pitkin St South Fort Collins Off of US 287 and 2 Side loaded Yes-coordinate W. Fairway Lanebays 110 surface • platforms 2 bus with FC who Transit Center spaces At-Grade owns land On the east side of 2 Side loaded North Loveland the BNSF and platforms 1 bus bay 140 surface Yes south of 29th Street At-Grade spaces On the west side of 2 Side loaded Downtown the BNSF between 40 surface Loveland 4th Street and 6th platforms 3 bus bays spaces Yes Street At-Grade On the east side of 2 Side loaded 70 surface Berthoud the BNSF north of platforms 1 bus bay spaces Yes SH 56 At-Grade On the east side of 2 Side loaded 30 surface North Longmont the BNSF and platforms No bus bays Yes spaces north of SH 66 At-Grade Longmont at Sugar On the BNSF and 2 Side loaded 150 surface near Ken Pratt platforms No bus bays Yes Mill Boulevard At-Grade spaces North of County 2 Side loaded 1-25 and Weld Road 8 and west of platforms 1 bus bay 210 surface Yes County Road 8 1-25. At-Grade spaces Fort Collins Downtown Transit Center Station (existing) The Fort Collins Downtown Transit Center station would be located at Mason Street and Maple Street in the jurisdiction of the City of Fort Collins. This station is the exception to the standard • station layout. There would be one track at the Fort Collins Downtown station, therefore there Technical Memorandum—Level 3 and DEIS Station Design Strategy NORTH 1-25 „w Page 4 of 14 EIS information, cooperation transportation would be 1 platform located to the east of the existing BNSF track with no pedestrian overpass. The program for the commuter rail station requires 1 bus bay, a kiss and ride and 100 surface or structure parking spaces. There are two station sites under consideration, Site A and Site C. Final site selection would depend on public input, additional evaluation of engineering and availability of land. For the two station sites under consideration, the platform would be located at grade in the center of Mason Street east of the existing BNSF tracks between Maple Street and Laporte Avenue. Despite the recommended 300'-0" safety distance to an intersection both Cherry Street and Laporte Avenue will remain open in order to maintain the Fort Collins city grid. The platform is approximately 80'-0' from Maple Street and 120'-0" to Laporte Avenue. Site A is located east of Mason Street between Maple Street and Cherry Street. Site A assumes a surface parking lot and that bus loading/unloading would occur at the existing Downtown Transit Center. Site C is located west of Mason Street between Maple Street and LaPorte Ave. This site is currently utilized by the City of Fort Collins as a surface parking lot for their municipal building. Site C assumes a shared parking structure which would replace the existing parking for the City of Fort Collins Municipal Building and an on street bus stop on Maple Street. The City of Fort Collins has stated their preference for Site C. Traffic analysis at this station site can be found in the Ft Collins Downtown Parking Traffic Evaluation located on the PRL. • Colorado State University Station The Colorado State University station is located on the BNSF corridor between University Avenue and W Pitkin Street in the jurisdiction of Fort Collins. This station is proposed to be a walk up station to serve the Colorado State University campus with no parking, kiss and ride or bus bays. Since this station is only adding a platform, no site has been identified for evaluation. The platform would be located at grade adjacent to the current BNSF track and the proposed commuter rail track. The City of Fort Collins has been very specific on where they would like the platform to be located, as a result the platform is very close to University Avenue. Due to the length of the platform and the 300'-0" recommended safety distance to an intersection, University Avenue would no longer cross the BNSF tracks. The Colorado State University running track to the east of the BNSF is considered historic and has just completed an expansion to the west. Traffic analysis at this station site can be found in the Ft Collins CSU Traffic Evaluation located on the PRL. Fort Collins South Transit Center (New) Station The Fort Collins South Transit Center station is located off US 287 and W. Fairway Lane in the jurisdiction of Fort Collins. The program for the commuter rail station would require 2 bus bays, a kiss and ride and 110 surface parking spaces. There is one site, Site A proposed to move forward in the Draft EIS. Site A is owned by the City of Fort Collins and identified as a transit facility in the Mason Transportation Corridor. The platform is at grade with the BNSF tracks. Bus loading/ unloading and kiss and ride services would occur in the park and ride. Coordination with the Mason Transportation Corridor is required to not preclude the additional • parking that would be needed for the Mason Corridor BRT. Technical Memorandum—Level 3 and DES NORTH I 25 >4Station Design Strategy Page 5 of 14 EIS '?r "• information_ cooperation transportation. Traffic analysis at this station site can be found in the Ft Collins South Transit Center Parking Traffic Evaluation located on the PRL. North Loveland Station The North Loveland station is located on the BNSF and 29`h Street in the jurisdiction of the City of Loveland. The program for the commuter rail station would require 1 bus bay, a kiss and ride and 140 surface parking spaces. Bus loading/unloading and kiss and ride services would occur in the park and ride. There is one site, Site C proposed to move forward in the Draft EIS. Site C is located on the east side of the BNSF and south of 29th Street. Loveland anticipates significant development to occur in the future near 29th Street. Traffic analysis at this station site can be found in the Loveland 29th St Parking Traffic Evaluation located on the PRL. Downtown Loveland Station The Downtown Loveland station is located on the BNSF between 4'h Street and 6'h Street in the jurisdiction of the City of Loveland. The program for the commuter rail station requires 3 bus bays, a kiss and ride and 40 surface parking spaces. Bus loading/unloading and kiss and ride services would occur on street. There is one site, Site I proposed to move forward in the Draft EIS. Site I is located on the west side of the BNSF between 4'h Street and 6'h Street. This site is owned by the City of Loveland and is currently used for parking. Despite the recommended • 300'-0" safety distance to an intersection both 4th Street and 6th Street will remain open in order to maintain the Loveland city grid. The platform is approximately 80'-0' from Maple Street and 120'-0"to Laporte Avenue. Site I would serve the downtown of Loveland and provide an opportunity to reinvigorate the historic downtown core. There are two existing rail related historic structures in close proximity, the RR Depot on the northeast corner of 4th Street which is currently being used as a restaurant and the Feed and Grain Building at 1st Street. Traffic analysis at this station site can be found in the Loveland Downtown Parking Traffic Evaluation located on the PRL. Berthoud Station The Berthoud station is located on the BNSF and SH 56 in the jurisdiction of the Town of Berthoud. The program for the commuter rail station requires 1 bus bay, a kiss and ride and 70 surface parking spaces. Bus loading/unloading and kiss and ride services would occur in the park and ride. There is one site, Site B proposed to move forward in the Draft EIS. Site B is located on the east side of the BNSF north of SH 56. Site B is the preferred site of the Town of Berthoud. Initial environmental analysis revealed that there are potential impacts to a detention pond and hazardous materials. Site B is in close proximity to downtown Berthoud. Traffic analysis at this station site can be found in the Berthoud Parking Traffic Evaluation located on the PRL. North Longmont Station The North Longmont station is located on the BNSF and SH 66 in the jurisdiction of the City of • Longmont. The program for the commuter rail station requires no bus bays, a kiss and ride and 30 surface parking spaces. Kiss and ride services would occur in the park and ride. There is Technical Memorandum—Level 3 and DEIS _ 73:1Q, Station Design Strategy NORTH 1-25 Page 6 of 14 EIS x information cooperation transportation. one site, Site B proposed to move forward in the Draft EIS. Site B is located on the east side of the BNSF and north of SH 66. The City of Longmont has plans for a commercial development to occur in this area. Traffic analysis at this station site can be found in the Longmont SH 66 Parking Traffic Evaluation located on the PRL. Longmont at Sugar Mill Station The Longmont at Sugar Mill station is located on the BNSF near Ken Pratt Boulevard in the jurisdiction of unincorporated Boulder County and the City of Longmont. The program for the commuter rail station requires no bus bays, a kiss and ride and 150 surface parking spaces. Bus loading/unloading and kiss and ride services would occur in the park and ride. There are three station sites under consideration, Site A, Site E and Site G. Final site selection would depend on public input, additional evaluation of engineering and environmental impacts and availability of land. Site A is located south of the BNSF and Sugar Mill Road and north of Ken Pratt Boulevard. Site A would require an at-grade pedestrian crossing of Sugar Mill Road. Site E is located north of SH 119 and west of County Line Road. Site G is located north of the BNSF and south of Rogers Road. Site A has been identified in the Longmont Diagonal Rail Feasibility Project as the preferred site for the Northwest Rail. However, the current FasTracks plan does not have funding to reach this station. • Traffic analysis at this station site can be found in the Sugar Mill Parking Traffic Evaluation located on the PRL. 1-25 and Weld County Road 8 Station The 1-25 and Weld County Road 8 station is located at the intersection of 1-25 and Weld County Road 8 in the jurisdiction of Erie, Dacono and Broomfield. The program for the commuter rail stations requires 1 bus bay, a kiss and ride and 210 surface parking spaces. Bus loading/unloading and kiss and ride services would occur in the park and ride. There is one site, Site E proposed to move forward in the Draft EIS. Site E is located north of Weld County Road 8 and west of 1-25. Traffic analysis at this station site can be found in the WCR 8 at 1-25 Interchange and Parking Traffic Evaluation located on the PRL. Commuter Bus Commuter Bus Station Design Elements Commuter bus would stop in the park and ride to load and unload passengers. At all stations a 12'-0" wide multi-use path and 6'-0"tree lawn would provide connectivity between the bus drop- off, park and ride and connectivity to the closest road. All stations would be designed in accordance with the accessibility standards set forth in the Americans with Disabilities Act (ADA). • �'s4 fbi' Technical Memorandum—Level 3 and DEIS ^�Station Design Strategy NORTH 1-25 A 5 `'+. , , ,�.4 Page 7 of 14 EIS °., • information cooperation. transportation. Park and rides would include parking for commuter bus patrons, bus drop off and kiss and ride. A kiss and ride is a passenger drop off area for private cars. Each park and ride would include standard amenities: • lighting • bike racks (2% of Parking) • 2 newspaper racks • benches/shelter (depends on number of parking spaces and bus bays) • signage • electrical outlets • telephones • security cameras • landscaping Commuter Bus Stations The following describes the general location and the program for parking, bus service and kiss and ride service at each commuter bus station. The Station Alternatives maps and the Station park and ride maps provide a visual map of the proposed and preferred station sites and can be found on the prl site. The table below summarizes the program for each station. Commuter Bus on US 85 STATION Location Bus Transfer Parking Land Plaza Acquisition West of Business US 85 and north of D Greeley Street and south of Cache La Poudre 2 bus bays 40 surface spaces Yes River South Greeley Off of 8`"Avenue between 26`" Street 2 bus bays 80 surface spaces Yes and US 34 Evans East of US 85 and south of 42nd Street 2 bus bays 70 surface spaces Yes Platteville West of US 85 and north of SH 66 2 bus bays 60 surface spaces Yes Fort Lupton East of US 85 and south of CR 14.5 2 bus bays 110 surface Yes Greeley Station The Greeley station is located on Business US 85 and D Street in the jurisdiction of the City of Greeley. The program for the commuter bus station requires 2 bus bays, a kiss and ride and 40 surface parking spaces. Bus loading/unloading and kiss and ride services would occur in the park and ride. There is one site, Site A proposed to move forward in the Draft EIS. Site A is located west of Business US 85 and north of D Street and south of Cache La Poudre River. Site A was recommended by the City of Greeley as the end of the line for commuter bus. Traffic analysis at this station site can be found in the Greeley D Street Parking Traffic Evaluation located on the PRL. South Greeley Station The South Greeley station is located off of 8'" Avenue between 26`" Street and US 34 in the jurisdiction of the City of Greeley. The program for the commuter bus station requires 2 bus • bays, a kiss and ride and 80 surface parking spaces. Bus loading/unloading and kiss and ride Technical Memorandum—Level 3 and DEIS , Station Design Strategy NORTH 1-25 Page 8 of 14 EIS information. cooperation. transportation. services would occur in the park and ride or on-street. There is one station site, Site G and two stop locations under consideration. Final site selection would depend on public input, additional evaluation of traffic modeling, environmental impacts and availability of land. A stop is considered an on-street bus stop with no associated parking, kiss and ride and bus transfer activity. Stop 1 is located on 8'h Avenue between 19th Street and 20th Street. Stop 2 is located on 8th Avenue between 21st Street and 22nd Street. Site G is located west of 8th Avenue between US 34 and 26th Street. The two proposed stops would serve the UNC campus and Site G would allow for a park and ride in southern Greeley. Traffic analysis at this station site can be found in the South Greeley Parking Traffic Evaluation located on the PRL. Evans Station The Evans station is located off of Business US 85 and 42nd Street in the jurisdiction of the City of Evans. The program for the commuter bus station requires 2 bus bays, a kiss and ride and 70 surface parking spaces. Bus loading/unloading and kiss and ride services would occur in the park and ride. There is one site, Site F, proposed to move forward in the Draft EIS. Site F is located east of US 85 and south of 42nd Street. Traffic analysis at this station site can be found in the Evans Parking Traffic Evaluation located on the PRL. Platteville Station • The Platteville station is located off of US 85 and SH 66 in the jurisdiction of the Town of Platteville. The program for the commuter bus station requires 2 bus bays, a kiss and ride and 60 surface parking spaces. Bus loading/unloading and kiss and ride services would occur in the park and ride. There is one site, Site J, proposed to move forward in the Draft EIS. Site J is located west of US 85 and north of SH 66. Traffic analysis at this station site can be found in the Platteville Parking Traffic Evaluation located on the PRL. Fort Lupton Station The Fort Lupton station is located off of US 85 and CR 14.5 in the jurisdiction of the City of Fort Lupton. The program for the commuter bus station requires 2 bus bays, a kiss and ride and 110 surface parking spaces. Bus loading/unloading and kiss and ride services would occur in the park and ride. There is one site, Site E proposed to move forward in the Draft EIS. Site E is located east of US 85 and south of CR 14.5. Traffic analysis at this station site can be found in the Ft Lupton Parking Traffic Evaluation located on the PRL. • Technical Memorandum—Level 3 and DEIS NORTH 1-25 �' j*'A" Station Design Strategy �, Page 9 of 14 EIS information_ cooperation. transportation BRT BRT Station Design Elements BRT is proposed to travel on arterial roads and 1-25. When BRT travels on arterial roads, it would function similar to commuter bus. The BRT bus would load and unload passengers in the park and ride or at an on-street bus stop. When BRT travels on 1-25, the BRT bus would stop at a platform located in the median of 1-25. Each station would be equipped with 1 center loaded platform that is 20' wide x 300' long. A pedestrian overpass would be provided from the median platform over 1-25 to the proposed park and ride with the exception of SH 7 where the grade separated cross street would be utilized for pedestrian connectivity. The pedestrian overpass would be 17'-6" from the top of road to the bottom of the bridge. The proposed overpass would only cross one side of 1-25 but would not preclude a municipality or private developer from continuing the connection to the other side of the highway. Figure 2 illustrates a typical cross section of the BRT station and pedestrian overpass. At SH 7 where the cross street is utilized, connectivity would be provided to both the east and west sides of 1-25. Stairs, elevators and ramps would be provided at each platform and park and ride to meet the vertical separation of the pedestrian overpass or cross street. At all stations a 12'-0" wide multi-use path and 6'-0" tree lawn would provide connectivity between the bus drop-off, park and ride and connectivity to the closest road. All stations would be designed in accordance with the accessibility standards set forth in the Americans with Disabilities Act(ADA). Each platform would include standard amenities: • • 2 elevators • 1 stair • 4 windscreens • 2 shelters • 8 benches • minimum 200 foot candles Lighting (approximately 6 lights at 50'-0" spacing) • 4 trash receptacles • electrical outlets • wet tap • 2 security cameras • 300 lineal feet warning strip • signage • 1 variable message sign • 1 pedestrian overpass • 1 telephone • 1 signage BRT schedule information • 1 ticket vending machine Technical Memorandum — Level 3 and DEIS NORTH 1-25 Station Design Strategy Page 10 of 14 EIS lIl information. cooperation, transportation. Figure 2 1 T 17 12' ' 12' i 12' • 9' 14' 20 .. 14' 9' _ _ 12- 12' _ 1 T 12' 17 ULDE TRAVEL TRAVEL MANAGE NOULDE BYPASS BUS PLATFORM BUS BYPASS • LDERINANAGED TRAVEL TRAVEL SMOULDER LANE LANE TOLL LANE LOADING LOADING LANE TOLL LANE LANE BUFFER BARRIER BMRIE_R 2 BUftER BARRIER a' 2 �' —�24-- �ttjj ■■■■■■11■■■■■■■■■■■■■■■■■ 11 . :_ _ I i -14} p Cr iirir =IA e, PA = firm A - tair22,-- "' 4.1Eic-41 ,.........„ Ril 41-1 E:. PARK AND RIDE SB 1-25 BRT MEDIAN STATION NB 1-25 Park and rides would include parking for BRT patrons, bus drop off and kiss and ride. A kiss and ride is a passenger drop off area for private cars. Each park and ride would include standard amenities; • lighting • 1 ticket vending machine • 1 BRT information sign • bike Racks (2% ) • 2 newspaper racks I • benches (depends on number of parking spaces) • signage • electrical outlets • telephones • security cameras BRT Stations The following describes the general location and the program for parking , bus service and kiss and ride service at each BRT station. The Station Alternatives maps and the Station park and ride maps provide a visual map of the proposed and preferred station sites and can be found on the prl site. The table below summarizes the program for each station . BRT on 1-25 Bus Land STATION Location Platform Transfer Parking Acquisition Plaza Yes coordinate South Fort Collins Off US 287 and W. 70 surface Transit Center (New) Fairway Lane At-Grade 2 bus bays with o spaces own land d Yes for Harmony Road and Harmony Road and At Grade 2 bus bays Utilize existing pedestrian Timberline Timberline Road surface lot connectivity 1-25 and Harmony Harmony Road and I- At Grade 1 bus bay 350 surface Yes Road 25 spaces Technical Memorandum—Level 3 and DEIS -"'+'' Station Design Strategy NORTH I-25x.%, Page 11 of 14 EIS information cooperation. transportation. BRT on 1-25 (continued) Bus Land STATION Location Platform Transfer Parking Acquisition Plaza Windsor South of SH 392 and At-Grade No bus bay 140 surface Yes east of 1-25 Median with overpass spaces Off 1-25 between At-Grade 80 surface Crossroads Crossroads Blvd and Yes Median with overpass 2 bus bays spaces US 34 Berthoud North of SH 56 and At-Grade 1 bus bay 160 surface Yes west of 1-25 Median with overpass spaces Firestone South of SH 119 and At-Grade Median with 1 bus bay 450 surface Yes east of 1-25 overpass spaces Frederick Dacono North of SH 52 and At-Grade 1 bus bay 290 surface Yes west of 1-25 Median with overpass spaces At-Grade 460 surface 1-25 and SH 7 1-25 and SH 7 Median with overpass No bus bays Yes spaces or utilize SH 7 SH 257 between US No bus bay Utilize existing US 34 and SH 257 34 and Business US At-Grade No surface lot 34 South of Business US West Greeley 34 and east of 83rd At-Grade 1 bus bay 100 surface Yes • Avenue spaces Greeley Downtown 9th Ave and 8`"Ave on At-Grade 1 bus bay 0 spaces No Transfer Center 7h Street South Fort Collins Transit Center Station (New) The South Fort Collins Transit Center station is located off US 287 and W. Fairway Lane in the jurisdiction of Fort Collins. The program for the BRT station requires 2 bus bays, a kiss and ride and 70 surface parking spaces. There is one site, Site A proposed to move forward in the Draft EIS. Site A is owned by the City of Fort Collins and identified as a transit facility in the Mason Transportation Corridor. BRT and feeder bus loading/unloading and kiss and ride services would occur in the park and ride. Coordination with the Mason Transportation Corridor is required to not preclude the additional parking that would be needed for the extension of the BRT to the Downtown Transit Center. Fort Collins would like the North 1-25 BRT to access the station site by traveling west on Harmony Road to the Mason Corridor and south in the BNSF ROW to Site A. Since this access would require additional infrastructure associated with the proposed Mason Transportation Corridor improvements this was not pursued as part of the North 1-25 EIS. Traffic analysis at this station site can be found in the Ft Collins South Transit Center Parking Traffic Evaluation located on the PRL. Harmony Road and Timberline Station The Harmony Road and Timberline station is located on Harmony Road and Timberline Road in the jurisdiction of Fort Collins. The program for the BRT station requires 2 bus bays, a kiss and • ride and 40 parking spaces shared with the existing movie theater. Shared parking Technical Memorandum—Level 3 and DEIS 3 Station Design Strategy NORTH 1-25 4-44: ,� Page 12 of 14 EIS • information cooperation transportation. opportunities need to be discussed with the property owner and management. Two sites have been identified to move forward in the Draft EIS in order to accommodate a pedestrian connection from Harmony Road to the movie theater parking. Bus loading/unloading would occur on Harmony Road. Site B is located south of Harmony Road and west of Timberline Road. Site E is located south of Site B. Site E has potential for shared parking with the movie theater. Traffic analysis at this station site can be found in the Harmony-Timberline Parking Traffic Evaluation located on the PRL. 1-25 and Harmony Road Station The 1-25 and Harmony Road station is located on Harmony Road and 1-25 in the jurisdiction of Fort Collins. The program for the BRT station requires 1 bus bay, a kiss and ride and a total of 350 surface parking spaces. At Harmony Road and 1-25 there is an existing carpool lot with 257 spaces. The North 1-25 EIS proposes using the existing 257 spaces and providing an additional 350 spaces for carpool and BRT. There are three station sites under consideration, Site A, Site C and Site D. Final site selection would depend on public input, additional evaluation of traffic modeling, engineering and environmental impacts and availability of land. Bus loading/ unloading would occur at the reconfigured bus bays in the existing carpool lot. Site A is located north of Harmony Road and west of 1-25, it is the existing carpool lot. Site C is • located north of Harmony Road and west of 1-25, it is north of Site A. Site D is located north of Harmony Road and west of 1-25, it is north of Site A and B. When the existing park and ride was built there was an agreement between CDOT and the City of Fort Collins that if there was a need to expand the existing park and ride it would occur in Site C and D. Traffic analysis at this station site can be found in the Harmony Road at 1-25 Interchange and Parking Traffic Evaluation located on the PRL. Windsor Station The Windsor station is located off 1-25 and SH 392 in the jurisdiction of the Town of Windsor and unincorporated Larimer County. The program for the BRT station requires no bus bays, a kiss and ride and 140 surface parking spaces. The existing carpool lot and proposed park and ride would be combined. 100 spaces will be provided for carpool and 40 for BRT park and ride spaces. Local and feeder bus loading/ unloading and kiss and ride services would occur in the park and ride. There is one site, Site M proposed to move forward in the Draft EIS. Site M is located south of SH 392 and east of 1-25 in the jurisdiction of Windsor. A park and ride at this site would utilize the frontage road for access. The City of Fort Collins is concerned that Site M does not serve the residents of Fort Collins and would like to see a station west of 1-25 evaluated, due to environmental impacts there is not an ideal station location west of 1-25. Traffic analysis at this station site can be found in the SH 392 at 1-25 Interchange and Parking Traffic Evaluation located on the PRL. • Technical Memorandum—Level 3 and DEIS Station Design Strategy NORTH 1-25 `. Page 13 of 14 EIS 4.., information cooperation transportation Crossroads Station The Crossroads station is located off 1-25 between Crossroads Blvd and US 34 in the jurisdiction of the City of Loveland. The program for the BRT station requires 2 bus bays, a kiss and ride and 80 surface parking spaces. Local and feeder bus loading/unloading and kiss and ride services would occur in the park and ride. There are two station sites under consideration, Site M and Site O. Final site selection would depend on public input, additional evaluation of engineering and environmental impacts and availability of land. Site M is located south of the Great Western railroad and west of 1-25. Site M is located in the Centerra development and has been identified by Centerra as a potential station location. Site O is located north of Crossroads Blvd and east of 1-25 at The Budweiser Event Center/The Ranch. Shared parking opportunities need to be discussed with the property owner and management. A hotel development is proposed to the south of Site O. Traffic analysis at this station site can be found in the Crossroads Parking Traffic Evaluation located on the PRL. Berthoud Station The Berthoud station is located off 1-25 and SH 56 in the jurisdiction of the Town of Berthoud. The program for the BRT station requires 1 bus bay, a kiss and ride and 160 surface parking spaces. Local and feeder bus loading/unloading and kiss and ride services would occur in the • park and ride. There is one site, Site M proposed to move forward in the Draft EIS. Site M is located north of SH 56 and west of 1-25. The Town of Berthoud has expressed interest in this site and has development plans that could support a station. Traffic analysis at this station site can be found in the SH 56 at 1-25 Interchange and Parking Traffic Evaluation located on the PRL. Firestone Station The Firestone station is located at 1-25 and SH 119 in the jurisdiction of the Town of Firestone. The program for the BRT station requires 1 bus bay, a kiss and ride and 450 surface parking spaces. The existing carpool lot and proposed park and ride would be combined. 100 spaces would be provided for carpool and 350 for BRT park and ride spaces. Local and feeder bus loading/unloading and kiss and ride services would occur in the park and ride. There is one site, Site J proposed to move forward in the Draft EIS. Site J is located south of SH 119 and east of 1-25. Traffic analysis at this station site can be found in the SH 119 at 1-25 Interchange and Parking Traffic Evaluation located on the PRL. Fredrick/ Dacono Station The Fredrick/Dacono station is located at 1-25 and SH 52 in the jurisdiction of the Town of Frederick, the Town of Dacono and the Town of Erie. The program for the BRT station requires 1 bus bay, a kiss and ride and 290 surface parking spaces. 80 spaces would be provided for carpool and 210 for BRT park and ride spaces. Local and feeder bus loading/ unloading and kiss and ride services would occur in the park and ride. There is one site, Site A proposed to S Technical Memorandum—Level 3 and DEIS Station Design Strategy NORTH 1-25 b ,� Page 14 of 14 EIS • information. cooperation transportation. move forward in the Draft EIS. Site A is located north of SH 52 and west of 1-25. Wyndam Hills residential development is platted and scheduled to be built to the south of site A. Traffic analysis at this station site can be found in the SH 52 at 1-25 Interchange and Parking Traffic Evaluation located on the PRL. 1-25 and SH 7 Station The 1-25 and SH 7 station is located at 1-25 and SH 7 in the jurisdiction of the City and County of Broomfield and the City of Thornton. The program for the BRT station requires no bus bays, a kiss and ride and 460 surface parking spaces. The existing carpool lot and proposed park and ride will be combined. 180 spaces would be provided for carpool and 280 for BRT park and ride spaces. Local and feeder bus loading/unloading and kiss and ride services would occur in the park and ride. There are two station sites under consideration, Site C and Site E. Final site selection would depend on public input, additional evaluation of traffic modeling, environmental impacts and availability of land. Site C is located south of SH 7 and west of 1-25. The City of Broomfield 1-25 Sub-Area Plan has identified this site for a Transit Center and transit oriented development. The platform would be located under SH 7, provide vertical circulation to SH 7 and utilize the sidewalks of SH 7 to connect to the proposed station. The City and County of Broomfield would like to see a station at this site but are concerned about the walk distance from the platform to the park and ride activity. The platform is unable to be shifted to the south due to impacts to the E470 • interchange. Site E is located north of SH 7 and east of 1-25. There is a large amount of development occurring at SH 7. The Larkridge commercial development is being built on the southeast quadrant of SH 7 and 1-25 and the Northlands residential development is proposed for the northwest quadrant. Traffic analysis at this station site can be found in the SH 7 at 1-25 Interchange and Parking Traffic Evaluation located on the PRL. US 34 and SH 257 Station The US 34 and SH 257 station is located at SH 257 between US 34 and Business US 34 in the jurisdiction of the City of Greeley. The BRT bus would stop at the existing carpool lot. There would be no additional infrastructure proposed at this station. Site A is located west of SH 257 between US 34 and Business US 34 at the carpool lot. Traffic analysis at this station site can be found in the SH 257 Parking Traffic Evaluation located on the PRL. West Greeley Station The West Greeley station is located on Business US 34 and 83rd Avenue in the jurisdiction of the City of Greeley. The program for the BRT station requires 1 bus bay, a kiss and ride and 100 surface parking spaces. All bus loading/unloading and kiss and ride services would occur in the park and ride. There is one site, Site D proposed to move forward in the Draft EIS. Site D is located south of Business US 34 and east of 83rd Avenue. Within this site there is a parcel that is owned by Xcel. The City of Greeley has had initial conversations with Xcel and Excel has stated that they are willing to allow a station on this land. • Technical Memorandum—Level 3 and DEIS Station Design Strategy NORTH 1-25 Page 15 of 14 EIS• information cooperation transportation. Traffic analysis at this station site can be found in the West Greeley Parking Traffic Evaluation located on the PRL. Greeley Downtown Transfer Center Station The Greeley Downtown Transfer Center is located between 9th Ave and 8th Ave on 7'h Street in the jurisdiction of the City of Greeley. The program for the BRT station requires 1 bus bay. 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Q) al C QCCCCCCCCCCC co a) a) U) U) U) U) U) U) U) U) U) - - - - - d) U 0 0 0 0 0 0 0 0 00 Cn As- (1) U Q v = U) U) U) U) U) U) U) U) U) U) U) Q F' H F- - C C C C C C C C C C C d CY o o Fa ca o m co co m ca co co ¢ mCac mmm cF— F— I— F— HhF- F— I- F-- ►— W O IC± if± IC± LCO CO Op , cv ti r4CV •• o 0di 3 N d v CU CU !; T c c 0 Q o �5 .C c O' C 0 0 , r el cv m d t af) �' i t` �)' aei I)` o3) t) t)' t .g -t M AA W U) U) U) U) CU U) U) U) U) 0) U) Oct .,, CO ai a�i oNi i U) U) 6) U) U/ U) U) a) U) U) U) ZcA _S 'S `- D DD000CD000000CD0 N OR H 1-25 • EIS 154 information. cooperation. transportation. APPENDIX D Operations and Maintenance Facility White Paper • • • North 1-25 Operations and Maintenance Facility ARTICLE 1 - Operational and Maintenance Facility Requirements I. Requirements Description This article is a review of the requirements for operation and maintenance facilities (O&M) on the North 1-25 Corridor. Transit operations and maintenance facilities are required for the storage, maintenance, and upkeep of transit vehicles regardless of the mode(s) selected for the North 1-25 Corridor or any current or future alternative development. These facilities will include vehicle parking, supply storage, a maintenance shop(s), vehicle wash, offices, and employee parking. • II. Operation and Maintenance Facility Site Criteria General site criteria are delineated below for each of the three modes being considered. Detailed site evaluation criteria will be developed and applied to sites being considered as the DEIS effort progresses and modes and operating plans are further defined. • Location (proximity to service area) • Size (acres) • Configuration (shape) • Topography • Zoning/use • Access • Availability of utilities • Minimize environmental impacts and costs III. Maintenance Facility Requirements The following table summarizes basic site, building, and infrastructure requirements for any operations and maintenance facility needed for each of the three modes of public transportation under consideration including commuter rail and bus (and/or bus rapid transit). Location of the facility or multiple facilities will be dependent on the operational plan developed. The following table should be used for preliminary development only and will need to be refined as the development alternatives and operational plans have been confirmed. • North I-25 DEIS Page 1 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper Operations and Maintenance Facility Requirements Commuter Rail Bus/BRT Functions • Train storage • Bus storage • Administration • Administration • Operations/Dispatch • Operations/Dispatch • Employee facilities • Employee facilities • Training areas • Training areas • Maintenance (repair and • Maintenance (repair and inspections) inspections) • Fueling • Fueling • Vehicle cleaning • Vehicle cleaning • Maintenance of Way (MOW) • Stops and zones • Toilet dumping • Toilet dumping • Sand (storage and filling) • • Wheel truing • Tire storage and shop • Load testing (engine) • • Paint and body repair(if not • Paint and body repair (if not located elsewhere) located elsewhere) • Parts storage • Parts storage Site • 25 - 30 acres • 3 -4 acres • Lead tracks to main line • Access to freeways/arterials • • Track spacing of 15' and 25' • Enclosed/covered with 12' wide with service access aisle spaces • 50 feet of space between the • Adequate site circulation for bus turnouts and trains movement 60' turning radius • Yard run-around/bypass track • Good vehicle site circulation • Paved service aisles • Paving of entire yard • Double end access (preferred) • Two points of access (one main, one secondary/emergency) • Separate public and employee • Separate public and employee parking areas and site access parking areas and site access • RTD vehicle parking • RTD vehicle parking • Secured yard • Secured yard • N/A • N/A • Whistle stop platform for drivers • On bus route if on corridor • Expansion capability • Expansion capability • Limited Environmental Impact • Limited Environmental Impact • Utilities including electricity, • Utilities including electricity, water, waste water, storm water, waste water, storm water, water, natural gas, telecom natural gas, telecom • Yard utilities including water, • Electrical and air outlets in bus head-end power, electrical parking outlets • Fueling and sanding tracks • Fuel island (could be covered or inside) • North 1-25 DEIS Page 2 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper • Operations and Maintenance Facility Requirements Commuter Rail Bus/BRT Site (cont.) • Loading dock • Loading dock • Material Storage yard (MOW) • N/A • Rail Maintenance Vehicle • N/A storage track (MOW) • Level yard area • Relatively flat site Building Administration/ • Administration offices/ • Administration offices/ Operations conference areas conference areas • Dispatch • Dispatch • Drivers Areas • Drivers Areas • Drivers Lockers • Drivers Lockers • Restrooms and showers • Restrooms and showers • Lobby • Lobby • Quiet Room • Quiet Room • Exercise Room • Exercise Room • Training Room(s) • Training Room(s) Maintenance • 2 train-length inspection tracks • Lower level work area below with pits and access platforms inspection bays • Wheel truing track • Tire Shop/Bay • • Repair bays number • Repair bays number dependent of vehicles serviced dependent of vehicles serviced • Drive through wash • Drive through wash • Service bay (component wash • Chassis Wash bay) • Common work areas • Common work areas • Portable Equipment Storage • Portable Equipment Storage • Component Rebuild (if not • Component Rebuild (if not located elsewhere) located elsewhere) • Paint bay (if not located • Paint bay (if not located elsewhere) elsewhere) • Body repair bay (if not located • Body repair bay (if not located elsewhere) elsewhere) • Parts Storage • Parts Storage • Parts Window • Parts Window • Loading Dock • Loading Dock • Sanding Bay • N/A • Battery Storage • Battery Storage • Lubrication/Compressor Room • Lubrication/Compressor Room • Electronics Shop • Electronics Shop • Vehicle Cleaning Crew • Vehicle Cleaning Crew Storage Storage • Diesel Fueling • Diesel Fueling • North 1-25 DEIS Page 3 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper Maintenance (Cont.) • • Maintenance Supervisors • Maintenance Supervisors offices offices • Maintenance Library • Maintenance Library • Maintenance lockers, • Maintenance lockers, restrooms, and showers restrooms, and showers • Maintenance Lunchroom • Maintenance Lunchroom • Exercise Room • Exercise Room Maintenance of Way • Supervisor offices • N/A • Shop area • N/A • Inside rail bay • N/A • Equipment parts storage • N/A • Could be remote from • N/A maintenance facility • Material storage yard • N/A Facilities Maintenance • Supervisor offices • Supervisor offices • Shop area • Shop area • Equipment/parts storage • Equipment/parts storage • FM rooms located throughout • FM rooms located throughout buildings near restrooms buildings near restrooms • Satellite shop near vehicle • Satellite shop near vehicle washer washer • • North I-25 DEIS Page 4 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper • ARTICLE 2 - Site Sizing and Location Issues I. General Review of Size and Location Issues This article is a preliminary review of the size and operational location issues related the site needed for operational and maintenance facilities on the North 1-25 Corridor. This information is essential in evaluating potential locations. Transit operations and maintenance facilities are required for the storage, maintenance, and upkeep of transit vehicles regardless of the mode(s) selected or any current or future alternative development. The North 1-25 Corridor operations and maintenance facilities will be evaluated for each transit technology under consideration in the Draft Environmental Impact Statement (DEIS) (i.e., commuter rail, limited bus/bus rapid transit). There are other corridors that can potentially impact North 1-25 operations. US 36, North Metro, and I-70 are part of Fast Tracks Program and will be run by RTD. The US 36 Corridor will be commuter rail and have a operations and maintenance facility associated with it. The North Metro Corridor and the 1-70 East Corridor modes have not yet been selected. Another uncertainty is who will run the North 1-25 Corridor transit operations. It could be run by RTD, a new Transit District (independent of Denver RTD), or a private operator. Potential connections and shared maintenance or layover for vehicles is anticipated with these other Denver Metro Corridors currently under development. II. Operational Effect on Operations and Maintenance Size and Location • For the both commuter rail and bus service on the North 1-25 Corridor, the operator is assumed to be unknown. Regardless of the operator, however, the corridor will require at least one major operational and maintenance facility. A shared facility between two different operators is also an option provided they meet both entities' operational needs and a cooperative agreement can be reached. The North I-25 Corridor is approximately 30 miles wide and 45 miles long. The width and breath of this corridor has the potential to generate a major problem for a single operations and maintenance facility. To keep operating cost down, limiting non-revenue service is essential. Non-revenue service is defined as the time bus or rail vehicles must travel from first or last public stop to a storage yard, employee parking, operations, and maintenance facility. Fuel, vehicle mileage, and employee costs are increased as non-revenue time increases. An optimum location for a operations and maintenance facility should minimize non-revenue service. In general, the location should be nearest to point of origin for the fleet each morning and at the end of a route each night. Besides the main north-south transit travel in the corridor, preliminary operational analysis has suggested several feeder routes in the east-west direction are needed to serve major communities, either east or west of the main transit path (Longmont, Loveland, Greeley, and Berthoud). From ridership information, the main flow of travel will be in the north to south in the morning and south to north in the afternoon and evening. However, this directional flow will not meet the needs of all riders and there will be a significant need for transit in both directions throughout the day. Servicing the feeder routes will be difficult to serve from an end-of-route facility. There is • no optimum single facility location that will accommodate all these operational needs and keep North I-25 DEIS Page 5 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper non-revenue service reasonable. To solve this optimization issue, it is suggested that layover • facilities be integrated into the corridor once a transit mode and routes have been determined. Layover facilities would consist of a small secured storage area for one to three transit vehicles or train sets and one to two parking spaces for employees and operational vehicles. These site(s) could be located at park-and-rides, at the end of line, or incorporated into other RTD or local transit sites along the corridor. Operationally, buses normally residing at these layover facilities would be serviced at the main O&M facility by rotating them through the network of routes to limit non-revenue service and provide regular preventive maintenance. Given the assumption there will be multiple layover sites on the corridor, the O&M facility would be best located at or near the end of corridor, at the location where a maximum of vehicles would have normal access to maintenance facilities and the largest concentration of drivers and operational staff would be located. This would reduce non-revenue service and provide management and operational efficiencies for transit operations within the corridor. Based on these assumptions, potential site locations would be at Longmont, Greeley or Fort Collins. Ill. Rail Operations and Maintenance Facility Based on the "North 1-25 EIS Rail Fleet Requirements"attached to the end of this article, the maximum fleet size could range from 19 to 22 including locomotive engines. An operations and maintenance facility site will require the following elements: • Rail vehicle storage yard • Storm water/sanitary industrial treatment facilities • • Fueling facility (in yard or inside building) • Maintenance of way storage yard and rail spur • Employee and visitor parking • Sanding facility (storage and dispenser positions) • Maintenance building (including wash bay, PM bays, parts storage, shops and maintenance staff areas) • Operations (includes administration offices, driver/engineer spaces and support areas) • Maintenance of way shop and offices (could be independent of main maintenance facility) Based on these elements, it is anticipated that the site will need to be approximately 25 to 30 acres. The operations and maintenance / operation building will need to be approximately 48,800 square feet. A layover area would include a siding track that would accommodate at least two train sets. The layover site will need to be secure, have employee and operational vehicle parking spaces, and allow switching train set direction. The site would require approximately three acres on a long, narrow site adjacent to the main alignment assuming it is not integrated into a larger existing yard for the US 36 or other corridor facility. • North 1-25 DEIS Page 6 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper IV. Bus Operations and Maintenance Facility Based on the "North 1-25 EIS Summary of Bus Fleet Requirements"attached at the end of this article, the maximum fleet size could range from 40 to 60 buses including feeder and local modified route connections.. A bus operations and maintenance site will require the following elements: • Covered bus parking • Fueling facility (in yard or inside building) • Employee and visitor parking • Maintenance building (including wash bay, PM bays, parts storage, shops, and maintenance staff areas) • Operations (includes administration offices, driver spaces, and support areas) • Storm water detention area Based on these elements, it is anticipated that the site will need to be approximately three to four acres. The operations and maintenance building will need to be approximately 20,000 square feet. Due to the length and breath of the corridor and the additional feeder routes identified, it is anticipated that several layover faculties will need to be established. These layover facilities will allow for parking and cleaning of buses that will not return to the main facility to reduce • operating cost related to non-revenue service and early morning startup and end-of-day service routes. Layover facilities would include the following: • Bus parking • Vehicle maintenance • Fueling island • Cleaning station • Bus wash • Fair box retrieval and maintenance area • Operations area for drivers and dispatchers • Administration offices. The layover site would require, at most, an acre, depending on the lot shape, vehicle access, and easements. It is assumed that some of these facilities may be accommodated at existing RTD facilities or local bus operations in Longmont, Loveland, Fort Collins, or Greeley. V. Preliminary Space Needs Program and Fleet Sizes The following pages show the preliminary estimates of space needs for both bus and commuter rail operations and maintenance facilities. These figures are based on fleet sizes established for the corridor, similar facilities, and industry standards. • North 1-25 DEN Page 7 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper SPACE NEEDS FOR COMMUTER RAIL MAINTENANCE FACILITY Building Areas (gross building area) Administration 3,000 Operations 3,400 Maintenance Office area 700 Maintenance Shops and Storage 35,000 Maintenance Support 1,800 Material Handling (Parts) 3,000 Maintenance of Way 1,500 Facility Maintenance 400 Subtotal Building 48,800 Site Areas Employee Visitor Parking 17,500 Internal Parking 5,000 Yard Storage 65,340 Ladder and Lead Track 160,000 Rail Vehicle Storage 348,480 Storm Water and Water Treatment 43,560 Fueling area and Storage 21,800 • Subtotal Exterior Areas 661,680 Summary Total Building and Exterior Areas 710,500 Site Circulation and Landscaping 532,900 Total Site Requirement - S.F. 1,243,400 Total Site Requirement -Acres 29 • North 1-25 DEIS Page 8 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper • SPACE NEEDS FOR BUS OPERATIONS AND MAINTENANCE FACILITY Building Areas (gross building area) Administration 2,200 Operations 3,500 Maintenance Office area 700 Maintenance Shops and Storage 3,750 Maintenance Support 1,800 Material Handling (Parts) 3,000 Wash and Fueling Bay 4,900 Facility Maintenance 200 Subtotal Building 20,050 Site Areas Employee Visitor Parking 12,250 Internal Parking 3,750 General Yard Storage 21,780 Bus Parking 22,500 Subtotal Exterior Areas 60,280 • Summary Total Building and Exterior Areas 80,300 Site Circulation and Landscaping 80,300 Total Site Requirement - S.F. 160,600 Total Site Requirement -Acres 3.7 NORTH I-25 EIS SUMMARY OF BUS FLEET REQUIREMENTS (incremental to No Action) Bw Rouh': - MODE" I Pka1 I Pka2 I Pka3 I Pka4 I Pka5 I Pka6 I Pka7 I Pka6 TRANSIT CORRIDOR BUS ROUTES Bus on I-25:Ft Collins North TC-DUS FCDUS 8 8 8 8 8 0 0 8 Bus on 1-25: Ft Collins North TC-DIA FCDIA 0 0 0 5 0 0 0 0 Commuter bus on US 287,Ft Collins North IC-Longmont FCLM 0 6 6 0 6 0 0 0 Commuter bus on US 85,Greeley TC-DUS GRLYOUS 0 5 5 0 5 0 5 5 Commuter bus on US 85, Greeley TC-DIA GRLYOIA 0 2 0 0 0 0 2 2 Subtotal Transit Corridor Vehicles 8 21 19 13 19 0 7 15 MODIFIED LOCAL ROUTES Foxtrot Foxtrot 0 0 0 0 0 0 0 0 Fort Collins Rte 5 FC5 0 0 0 0 0 0 0 0 Fort Collins Rte 6 FC5 0 0 0 0 0 0 0 0 Fort Collins Rte 7 FC7 2 2 2 2 2 2 0 0 Jitterbus Jitter 1 1 3 1 3 3 1 3 Subtotal Midified Local Route Vehicles 3 3 5 3 5 5 1 3 FEEDER ROUTES Greeley-Windsor-Ft Collins GLYFC 7 7 8 7 a 8 8 8 Greeley-Loveland(US-34) u534 11 11 11 11 11 11 11 11 Platteville-Milliken-Johnstown-Berthoud PART 0 0 2 0 2 2 2 2 Firestone-Frederick-Longmont FFLGMT 0 0 2 0 2 2 4 2 Ft Lupton-Longmont FTLLGMT 2 2 0 2 0 0 0 0 Ft Lupton-Boulder(SH 52) FLBOR 0 0 7 0 7 7 7 7 Subtotal New Feeder Route Vehicles 20 20 30 20 30 30 32 30 TOTAL BUS VEHICLES 31 44 54 36 54 35 40 45 Notes: • Bus fleet requirements include 20%spares. While transportation model extended Fort Collins Rte 5,6 and 7 to Harmony station for all three routes,costs reflect extending Route 7 only. North 1-25 DEIS Page 9 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper NORTH I-25 EIS • RAIL FLEET REQUIREMENTS Peak Total Peak Peak Peak Vehicles Vehicles Trainsets Headway Consist NO ACTION US 36 DUS to Longmont(Diagonal/Hover) 8 10 4 30 2 US 36 DUS to Boulder(Pearl/30th) 8 10 4 30 2 Total US 36 16 20 8 North Metro DUS to SH-7/160th 9 11 3 30 3 North Metro DUS to 124th 6 7 2 30 3 Total North Metro 15 18 5 TOTAL US 36 AND NORTH METRO 31 38 13 PACKAGE 6 US 36 DUS to I-25/SH 119 10 12 5 30 2 US 36 DUS to Longmont(Diagonal/Hover) 0 0 0 n/a n/a US 36 DUS to Boulder(Pearl/30th) 8 10 4 30 2 Total US 36 18 22 9 Incremental US 36 to No Action 2 2 1 North Metro DUS to Fort Collins(Harmony Rd/I-25) 18 22 6 30 3 North Metro DUS to SH-7/160th 0 0 0 n/a n/a North Metro DUS to 124th 6 7 2 30 3 Total North Metro 24 29 8 Incremental North Metro to No Action 9 11 3 TOTAL US 36 AND NORTH METRO 42 51 17 INCREMENTAL TO NO ACTION 11 13 4 PACKAGE 7 US 36 DUS to Fort Collins(North Transit Ctr) 16 19 8 30 2 US 36 DUS to Longmont(Diagonal/Hover) 0 0 0 n/a n/a US 36 DUS to Boulder(Pearl/30th) 8 10 4 30 2 • Total US 36 24 29 12 Incremental US 36 to No Action 8 9 4 North Metro DUS to SH-7/160th 9 11 3 30 3 North Metro DUS to 124th 6 7 2 30 3 Total North Metro 15 18 5 Incremental North Metro to No Action 0 0 0 TOTAL US 36 AND NORTH METRO 39 47 17 INCREMENTAL TO NO ACTION 8 9 4 PACKAGE 8 US 36 DUS to Fort Collins(North Transit Ctr) 16 19 8 30 2 US 36 DUS to Longmont(Diagonal/Hover) 0 0 0 n/a n/a US 36 DUS to Boulder(Pearl/30th) 8 10 4 30 2 Total US 36 24 29 12 Incremental US 36 to No Action 8 9 4 North Metro DUS to Longmont(1st/Terry) 15 18 5 30 3 North Metro DUS to SH-7/160th 0 0 0 n/a n/a North Metro DUS to 124th 6 7 2 30 3 Total North Metro 21 25 7 Incremental North Metro to No Action 6 7 2 TOTAL US 36 AND NORTH METRO 45 54 19 INCREMENTAL TO NO ACTION 14 16 6 Notes: Total Vehicles: Peak vehicles plus 20 percent spare ratio. Blue values(Total Vehicles of rail line to Fort Collins): Use as minimum capacity for sizing yard in Fort Collins. Green values(Total Vehicles,Incremental to No Action for applicable rail line): Use to assess expansion impacts to existing Fastracks yard. Red values(Total Vehicles,Incremental to No Action): Use to calculate capital cost of additional vehicles related to project Vehicle Type: Fastracks operating plan assumes 1 power/ttrailer car for the US 36 line,2 power/ltrailer car for North Metro line: Package 6(13 new vehicles): 8 power cars,5 trailer cars Package 7(9 new vehicles): 4 power cars,5 trailer cars DMU • Package 8(16 new vehicles): 9 power cars,7 trailer cars North 1-25 DEIS Page 10 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper • ARTICLE 3 - Site Selection Criteria This article is a preliminary review criterion for site selection for an operations and maintenance facility on the North 1-25 Corridor. This information is needed prior to listing or investigating potential sites. Criteria discussed in this section will be reviewed with public prior to selection and at each level of the screening process of potential sites. This discussion is preliminary in nature and more detailed criteria descriptions and analysis will be included at each level of the site screening process. Both Rail and Bus operations and maintenance facilities have some common requirements described in Article I.(Facility Requirements). These facility requirements along with common site constraints correlate into common criteria for site selection screening. The common site selection criteria will include the following: • Is the on or near transit corridor right of way? • Is the site at end of line or major intersection of routes? • Is the site zoned or potential for zoning as industrial (or similarly acceptable community use)? • Can the site meet facility size and configuration requirements? • Does the site have good motor vehicle access? • Does the site limit non-revenue service? • Is the site flexible of all alternative transit packages under consideration? • Can site limit environmental impacts on? • Noise • •• Hazardous materials Historic resources • Surrounding use • Wildlife • Wetlands • Can the site limit the number of additional layover sites? • How well does the site minimize the number of property acquisitions? • Are utilities available? • Is current and future land use compatable • Committee support? • Stakeholder support? The following criteria are unique to a commuter rail facility: • Can the site avoid public road impacts? • Can the site limit flyovers to avoid public road or freight rail impact? • How well does the site minimize access track (i.e. lead track) length? • How well does the site minimize access track (i.e. lead track) grade crossings? The following criteria are unique to a bus facility: • Does the site service feeder routes? • Does the site provide potential integration into local transit systems? • North 1-25 DEIS Page 11 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper ARTICLE 4 - Site Selection • I. General The Criteria established in the previous Article were used to select potential sites throughout the corridor based on the final two Packages (A & B). Due to operational differences for a maintenance and rail facility, potential for separate operating agencies, required site size, and routes no joint bus rail sites was identified. Therefore a separate list was developed for both modes of transportation. The list of site is followed by a map of the sites as they are distributed through the corridor. The Map on the preceding page shows the sites examined. Commuter Rail Operations and Maintenance Facility Sites • E. Vine Drive & west of N. Lemay Ave. - Fort Collins • East Vine Drive & LCR 9E - Fort Collins • E. Vine Drive & N. Timberline - Fort Collins • W. 71st Street & S. Shields Street- Fort Collins/Loveland • SW corner of US 287 and LCR-46 - Berthoud • Alpine & Sugar Lane Rd - Longmont • Adjacent or combined with FasTrack US 36 Facilities - Denver Bus Operations and Maintenance Facility Sites • Portner Road & Trilby Road (LCR 34) - Fort Collins • Harmony Road & I-25 - Fort Collins • • Airport Business Park - Fort Collins • SH Hwy 119th & I-25 • Us Hwy 34 & US Hwy 85 - Greeley • 27th St. & 1st Ave. - Greeley • Us Hwy 34 & SH 257 - Greeley • 14th & A Street- Greeley • US Hwy 85 & E470 - Commerce City • US Hwy 34 & I-25 - Loveland • Adjacent To RTD Central Facility- Denver • North I-25 DEIS Page 12 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper • II. Environmental Review The following is a summary of field reconnaissance done for maintenance facility sites under consideration. On April 14th, 2006 a site visit was made to each of the sites below in order to identify any environmental issues that could potentially affect locating a maintenance facility at these locations. GREELEY - 27th and 1st Avenue The site under consideration is located in the northeast quadrant of the intersection of 27th and 1st Avenue near the intersection of US 85 and 34. It is directly west of a school bus maintenance facility. This site has a number of small, poor quality ditch wetlands along the southern edge. There is also a nearby potential low income and/or minority area on the other side of the school bus facility and a residence in the SW quadrant which may be low income and/or minority. This site is also located next door to a home which may present some visual and/or noise concerns. As a part of the reconnaissance, we also looked at vacant areas within a half mile of this site. There are 3 sites in the SW quadrant of this intersection which could be considered. The oblong site located directly south of 27th appears optimal due to the proximity to the intersection and the absence of any recognized environmental concerns. There is an additional parcel south of this in the SW parcel which also looks promising, it is currently vacant and zoned "industrial" and appears to be absent of any recognizable environmental concerns. GREELEY - 31st and 1st Avenue • The site under consideration is located in the SW quadrant of 31st and 1st Avenue. The following environmental concerns were present at the site: There was drainage bisecting the site which could have associated wetlands, there were also prairie dogs present on this site and adjacent to the site which could be extremely difficult to relocate. Moving southward, there were several neighborhoods that appeared to be predominantly low income and/or minority. North of 31st, the land use becomes more industrial and congruent with a maintenance facility. There are ditch wetlands directly north of 31st which appear to be low quality. There are 2 vacant lots north of 31st which appear to be absent of any recognizable environmental concerns. GREELEY - HIGHWAY 34 AND HIGHWAY 257 The proposed site is located in the southwest quadrant of US 34 and 257. The land is currently rural and predominately used for agriculture. There is a new PEPSI distribution plant north of the proposed site which does not show up on the aerial. There are no recognized environmental concerns and the proposed area seems optimal for development. LOVELAND - US 34 AND 1-25 This proposed site is located in the southeast quadrant of 1-25 and US 34 near CR 3E. There has been some development in the area since the aerial was flown which includes Poudre Valley Regional Hospital and the beginning of the proposed centerra (spelling?) development. The proposed site is located adjacent to a home which could be potentially historic making it eligible for protection under Section 106. There are no other recognizable environmental concerns at this site. It is advisable if this site is pursued to avoid impacts to the nearby property associated with the potentially eligible historic site. LOVELAND - 71st and South Shields • This proposed site is located in the northeast quadrant near 57th and Shields. The proposed North 1-25 DEIS Page 13 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper site is located approximately 450 feet north of a mobile home community which could raise • some public concern about noise, tight and vibration impacts and could be a potential EJ issue. Additionally, there is a large ditch which bisects the proposed parcel, approximately 18' across and 20 foot high backs on either side. There was no water in it the day of the site visit but it was well maintained and looked like it still was used as a conveyance, in which case it would likely be wetlands or Waters of the US issues. I did notice a sign posted at this locale for a public hearing scheduled for the Loveland Planning Department for a proposed annexation (Copper Ridge) at this site. I would recommend calling the planning department at 970-962-2523 to find out the status if we continue pursuing this site. FORT COLLINS - HARMONY ROAD AND I-25 The proposed site is located in the southwest quadrant of Harmony Road and 1-25 near a reclaimed gravel pit. The proposed Colorado Front Range Trail is planned to go through this parcel. There is a plan for this and some funding has already been allocated towards the trail which means it is considered 4(f) and all impacts to the trail should be avoided. There were also burrows indicative of prairie dogs located on this site; however no prairie dogs were present. They may have been relocated or have died from the plague. FORT COLLINS - PORTNER AND TRILBY I could not locate this in the field. However, according to the site map a portion of the proposed site is within the Prairie Dog Natural Area which may be subject to 4(f) protection. As such, all impacts to the Natural Area should be avoided. FORT COLLINS - E VINE AND COUNTY ROAD 9E The proposed site is near the intersection of CR9E/Lindermeier and Vine Drive, in the southeast quadrant. There is a drainage ditch running through the eastern portion of the site which may • have associated wetlands and the ditch may be historic. Also, there is a newly developed pre- fabricated housing development just west of the proposed development which could raise some public concern about noise, light and vibration impacts and could be potential EJ issue. Additionally, the Dry Creek Stormwater wetland is located in the proposed area. This is listed as a Fort Collins Natural Area and may be subject to 4(f). It is advisable to remove this property from consideration due to both 4(f) concerns and the presence of wetlands. FORT COLLINS - E VINE DRIVE AND NORTH TIMBER LINE ROAD The proposed site is located near the intersection of Timberline Road and Vine Drive in the southeast quadrant, directly south of Vine. There are poor quality wetlands and possibly a historic ditch on the western side of the site. There is also a mobile home community directly southwest of the site which could raise some public concern about noise, light and vibration impacts and could be a potential low income and/or minority issue. It is recommended if we proceed with this site more investigation is warranted regarding community impacts, wetlands, and the presence of an historic ditch. LONGMONT - ALPINE AND SUGAR LANE ROAD The proposed site is located directly north of the railroad near ther intersection of Rodgers Road and Martin Street. It appears that there would be a relocation required as a result there is a large recycling operation in place on this parcel. Also it is adjacent to a "junkyard" which may have hazardous materials present and there are a large number of what appears to be high quality wetlands on this site. It is recommended if we proceed with this site more investigation is warranted regarding relocation impacts, wetlands, and the potential for recognized hazardous • materials. North 1-25 DEIS Page 14 of 15 Maintenance Design Group Operations and Maintenance Facility 9/27/2007 White Paper • BERTHOUD - US 287 and Bunyan Avenue The proposed site is located just east of 287 and north of Bunyan Avenue. It is currently agricultural but zoned for industrial and surrounded by industrial uses. There are home on the other side of the railroad along 4th street but while the railroad seemed to provide a barrier effect. There were no other visible environmental resource issues of concern present. There may be some community concern about potential noise, light and vibration issues but I think with a well defined public involvement strategy we could continue to pursue this site. III. Selection Matrix The Matrix on the following pages shows the evaluation performed on each of the identified sites. As previously discussed the criteria for Commuter Rail facilities are not the same as those for a Bus Operations and Maintenance Facility, therefore there are two separate list of sites and matrixes for these different operations. Those sites in the gray rows will not be taken forward in the DEIS. Those in the clear white rows will be taken forward for further evaluation. 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APPENDIX E Access Planning Memorandum • • 4 Yr° NORTH 1-25 ne; • EIS information cooperation transportation MEMORANDUM To: Jean Wallace — FHWA Dave Martinez - CDOT cc: Tom Anzia Bob Felsburg From: Todd Frisbie Date: December 14, 2005 Subject: North 1-25 EIS —Access Planning The purpose of this memorandum is to first outline the proposed approach to completing access planning during the remainder of Level 3 screening for the North 1-25 EIS. Second is to summarize the initial evaluation of existing interchanges in determining the improvement needs at each interchange. Ultimately, recommendations from this process would then be carried into the DEIS and the FEIS evaluations. METHODOLOGY • There are two aspects of access planning: 1) modification of existing interchanges and 2) evaluation of potential for new interchanges. In this planning effort there are several guiding principles that direct the evaluation. These principles are described below: • The focus of the evaluation will begin with the existing interchanges. • Level of service D will be the minimal acceptable level of operation. • At older existing diamond interchanges any 1-25 improvement will require a complete reconstruction of the interchange. The reconstructed interchange would, at a minimum, be upgraded to a standard diamond configuration. • Where the standard diamond interchange does not provide acceptable levels of service, an enhanced diamond interchange will be evaluated first. An enhanced diamond includes additional lanes above and beyond the standard diamond. • If an enhanced diamond interchange still has a LOS E or F condition, then an assessment will be necessary of both a new interchange and a reconfiguration of the existing interchange. Based on these guiding principles, a planning process for evaluating access has been developed. This process is depicted in the attached flowchart (see Figure 1)with a more detailed description of each step described in the section below. As shown in the flowchart, the evaluation of an existing interchange could go through several levels of analysis, but could also stop at any step in the process. The interchange evaluation process in Level III primarily focuses on the interchange operational processes; levels of service at the interchange and on the mainline, and on queuing at the ramps. Other interchange characteristics (i.e. • Highway Administration • Federal Transit Administration• Colorado Department of Transportation J:I03225107. EISIALTS&SCREENINGILEVEL 311nterchange planningllnterchange planning Meth and results memo 121205.doc December 14, 2005 North 1-25 Access Planning Process Page 2 I environmental , constructability, ROW, costs, etc. ) are also evaluated in Level III on a fatal flaw basis and will receive further detailed evaluation and screening as the EIS continues. Identify Future 0 Recommend Poor Operations Enhanced Acceptable Enhanced (with Standard Diamond Operations -- Diamond Iiamond Interchange) Interchange 1/ g Interchan e Poor Operations v Poor / Evaluate © Evaluate New 1\\ Poor Operations \ Reconfiguration Interchange V, Operations Evaluate Evaluate / Further Further Improvement Improvement Acceptable Acceptable Operations Operations 4 N ' Compare New Interchange versus Reconfiguration 42! Apply Results to DEIS Packages N Figure 1. Process for Evaluating Access Modifications I Highway Administration • Federal Transit Administration • Colorado Department of Transportation J:\03225107. EISIALTS&SCREENINGILEVEL 311nterchange planning\lnterchange planning Meth and results memo 121205.doc December 14, 2005 North 1-25 Access Planning Process Page 3 1 ) Determine future traffic operations at existing interchanges with the standard diamond configuration and along the mainline. Base assumptions and analyses in this step would include the following : • Future peak hour traffic projections at the existing interchanges will be based on a scenario with 8-lanes on 1-25. The 8-lane scenario results in the highest level of traffic in the corridor. • All existing diamond interchanges (all interchanges except those at US 34, Johnson Corner and SH 14 have diamond configurations) will be assumed to be upgraded to the standard diamond interchange. Figure 2 illustrates the standard diamond interchange which includes dual left and exclusive right turn lanes to/from the ramps and two through lanes in each direction on the cross street. • On and off ramps will be assumed to be one-lane where they merge or diverge from the mainline. • Levels of service will be determined and queuing will be evaluated at existing interchanges and along the mainline. • Existing interchanges and mainline operations showing LOS D or better operations and exhibiting minimal queuing issues along ramps will not be further evaluated operationally. • Existing interchanges or mainline operations showing LOS E or F conditions and/or exhibiting queuing issues along ramps will be further evaluated in the next step. • Off-Ramp On-Ramp Nt Cross Road Y I , r 1 C �h^ I I On-Ramp Off-Ramp Figure 2. Standard Diamond Configuration • Highway Administration • Federal Transit Administration • Colorado Department of Transportation J:103225107. EISIALTS&SCREENINGILEVEL 311nterchange planningllnterchange planning Meth and results memo 121205.doc December 14, 2005 North 1-25 Access Planning Process Page 4 2) Identify an enhanced diamond interchange to mitigate unacceptable operations with the standard diamond configuration . Base assumptions and analyses in this step would include the following : • An enhanced diamond interchange is an interchange with improvements above and beyond the standard diamond interchange, but maintaining the diamond configuration . Improvements considered in this step would include a reasonable number of additional turn lanes at ramp intersections or additional through lanes on the cross street. • Reasonable lane additions above and beyond the standard diamond improvements are defined as: o One additional left-turn lane from the ramp o One additional right-turn lane from the ramp and from the cross street o One additional through lane in each direction on the cross street o One additional lane at ramp merge and diverge points o Free right-turn movements to/from the cross street • Figure 3 illustrates the above improvements associated with an enhanced diamond interchange. These improvements would not all be applied , but would be applied to best address the specific traffic and operational needs at an interchange. • Levels of service and queuing will be reevaluated with additional lanes. If improvement mitigates operational and queuing issues, then further evaluation of the interchange is not necessary. • If an enhanced diamond interchange does not mitigate operational and queuing issues, then further evaluation is necessary. 111 Off-Ramp On-Ramp Three Dual Right al Le i Through Turn Lanes Ian Lanes Cross Road _- - i r 1 ? —' / 1hE' • it* Lane to Accept I Triple Left Lane to Accept Free Right i Turn Lanes Free Right on to on to Ramp Cross Street On-Ramp Off-Ramp Figure 3. Enhanced Diamond Configuration Options Highway Administration • Federal Transit Administration U Colorado Department of Transportation J:\03225107. EISIALTS&SCREENINGILEVEL 31lnterchange planningllnterchange planning Meth and results memo 121205.doc December 14, 2005 North 1-25 Access Planning Process Page 5 • 3) Evaluate reconfiguration of an existing diamond interchange and evaluate an adjacent new interchange. Base assumptions and analyses considered in this step would include the following: • Reconfiguration of an existing interchange could include adding a single loop to a quadrant, upgrading to a partial cloverleaf or providing direct connect ramps for some or all movements. • A new interchange can be no closer than one-mile from an existing interchange and must connect to an existing or planned regionally significant roadway. • If a new interchange mitigates poor operations at the existing interchange, the new interchange also must have acceptable levels of service and minimal queuing issues. • If an interchange reconfiguration and a new interchange both result in acceptable level of service at the existing interchange, then evaluation moves on to step 4. • If neither the interchange reconfiguration nor a new interchange mitigate poor operations at the existing interchange, then evaluate the effects of both an interchange reconfiguration and a new interchange. 4) Compare interchange reconfiguration to new interchange. Evaluations considered in this step would include the following: • A system level analysis of mainline operations. • Assessment of environmental impacts of both the reconfiguration and the new • interchange. • Development of cost estimates. 5) Determine access modifications to be carried into the DEIS evaluation: • This step would combine the results of all earlier steps into a recommended set of access modifications. All access modifications (including new interchanges recommended through the access planning process)would be applied to the DEIS packages and evaluated to determine their applicability to each package. Any other potential new interchanges planned by local jurisdictions would be evaluated through the current CDOT 1601 process. PRELIMINARY RESULTS This section describes the preliminary results for the evaluation of existing interchanges in determining the improvement needs for each interchange. As described in the previous section, the process for evaluation is essentially an operations based analysis that focuses on improvements needed at the existing interchange and whether it is necessary to modify 1-25 access with a reconfiguration of the existing interchange or with the addition of a new interchange. The evaluation was based on a 2030 planning horizon and on a worst case scenario of eight lanes on 1-25 from E-470 to SH 14. Figure 4 depicts each interchange between E-470 and SH 14 and summarizes the results of analyses conducted to this point. As shown in Figure 4, various symbols are used to represent the level of improvement anticipated for each interchange. The following describes the meaning of each symbol. • Highway Administration•Federal Transit Administration• Colorado Department of Transportation J:103225107.EISIALTS&SCREENINGILEVEL 311nterchange planningllnterchange planning Meth and results memo 121205.doc December 14, 2005 North 1-25 Access Planning Process Page 6 • • Blue Square With Green Circle. This symbol indicates the locations where reconstruction of the existing interchange is not necessary and the existing interchange can provide acceptable levels of service in 2030 without any modifications. • Blue Square. This symbol indicates the locations where the existing interchange needs replacement and a standard diamond configuration would provide an acceptable level of service. • White Square With Black Diamond. This symbol indicates the locations where the reconstruction of the existing interchange is not necessary but laneage enhancements are needed in order to provide acceptable levels of service. • Black Diamond. This symbol indicates the locations where the existing interchange needs to be replaced with a diamond configuration; however, an enhanced diamond configuration is necessary to provide acceptable levels of service. • Double Black Diamond. This symbol indicates that either a diamond configuration will not provide acceptable levels of service or other mitigating circumstances require the evaluation of a new interchange or the reconfiguration of the interchange to best provide adequate operations at the interchange. • • Highway Administration• Federal Transit Administration• Colorado Department of Transportation J:103225107.EISIAL TS&SCREENINGILEVEL 3llnterchange planningllnterchange planning Meth and results memo 121205.doc December 14, 2005 North 1-25 Access Planning Process Page 7 • Table 1. Preliminary Results The following table provides a detailed description of the improvement needs and the next steps in the evaluation for all existing interchanges. Interchange Improvement Needs/Next Steps Location Reconstruct interchange to an enhanced diamond configuration. • Northbound to eastbound free right—need auxiliary lane on SH 7 from ramp to next major intersection. SH 7 • Southbound to westbound free right- need auxiliary lane on SH 7 from ramp to next major intersection. • Eastbound to southbound free right—need three lanes on southbound on-ramp. 1601 for partial cloverleaf is being reviewed by FHU. WCR 8 Maintain existing interchange with no enhancements. SH 52 Enhance existing interchange. Improvements include: • Northbound to eastbound dual right _ Enhance existing interchange. Improvements include: SH 119 • Additional westbound through lane • Northbound to westbound triple left turn lanes • Southbound to westbound dual right lanes SH 66 Maintain future interchange improvements planned with 1-25 widening to SH 66. WCR 34 Reconstruct interchange to a standard diamond configuration. • SH 56 Reconstruct interchange to a standard diamond configuration. SH 60 Reconstruct interchange to a standard diamond configuration. Johnson Corner Reconstruct interchange to a new configuration due to geometric reasons. SH 402 Reconstruct interchange to a standard diamond configuration. US 34 Reconstruct to a new fully directional interchange configuration. Crossroads Reconstruct interchange to a standard diamond configuration. SH 392 Reconstruct interchange to a standard diamond configuration. Maintain existing interchange bridge but possibly provide a new configuration. Harmony Road Evaluate new interchange at Ketcher Road (LCR 36)to assess the effectiveness at relieving congestion at the Harmony Road interchange. Prospect Road Reconstruct interchange to a standard diamond configuration. Base assumption is interchange will be reconstructed to a standard diamond interchange. Analysis shows enhanced diamond improvements could provide good operations. These improvements include: • Eastbound to southbound dual right turn lanes • Additional westbound through lane SH 14 • Southbound to westbound dual right turn lanes • Northbound to westbound triple left turn lanes These improvements would require extensive widening of SH 14 west of 1-25. Therefore, recommend reconfiguration. Evaluate new interchange at Vine Street to assess the effectiveness at relieving congestion at the SH 14 interchange. • Highway Administration Federal Transit Administration• Colorado Department of Transportation J:1032 2 510 7.EISAL TS&SCREENINGILEVEL 311nterchange planningllnterchange planning Meth and results memo 121205.doc December 14, 2005 North 1-25 Access Planning Process Page 8 III (-LEGEND Ii, �� • = Maintain Existing InterchangeIf\N __.. , ! Lanes - i Wellington 1 = Reconstruction to Standard Diamond Configuration l = Enhance Existing Interchange 287 with Additional Lanes �" hi = Reconstruction to Enhanced 1 Au Diamond Configuration 1 Ll 14, Prospect ..I = Reconstruction to a New Interchange Configuration Fort Collin a ?85 ton and,or Evaluation of a New ' k 4 Eatr� 21, Interchange Location 68 9 / ^ moth( Severance I � Le Lucerne ;z.- '�l'392,(—i 287 1 Windsor 51 titL Crossroa � n Level nd T Le. �� ♦f. 34 Greet ev-ift -, L . — .T i omen city; �ao2- —1. H .a. Johnson 7.57. �N Evarq 44 Cornerso r f 60 jJOhflStOWflj_ q LARIMER • .• is �Illlken I 56 36 s S Illgthond GI eras I Li WELD , WCR 34 mahout 66 Long r nt • 7 `� 119 --1,_r1/4- ',i5.5 L'l��p X85 ' BOULDER r Flr. ;.ne 1191 �jg7' I earl L� Nlwot --� / t�� 52) `--1521 r i-� J Fort' - ton _ coo LS L. — WCR = L Boulder i . ✓ 1, yettrei' 7 = r - r i �. 1�" 93 r �' .IdLon 36 Louisville ' ( n-/ J '� r � S `N Superb:, Thornton - OONI . ? Ili i" r 1 n — Corn rco- - L.i C y fj FN 72 ortn le r West nster a/�i �� Denver `yif _ r � tE470, lnternatlonal North Airport Figure 4. Preliminary Access Planning Results I Highway Administration • Federal Transit Administration • Colorado Department of Transportation J:103225107. EISIALTS&SCREENINGILEVEL 31Interchange planningllnterchange planning Meth and results memo 121205.doc Nom"' 1-25 • EIS I information. cooperation. transportation. APPENDIX F Longmont - North Metro Connection Alternative Evaluation • • • , NORTH 125 v EIS information cooperation. transportation. Longmont — North Metro Connection Alternative Evaluation • Prepared by: Carterraurgess 707 17'" Street, Suite 2300 Denver, CO 80202 October 2006 • NORTH 1-25 EIS Longmont— North Metro Connection Alternative Evaluation information cooperation. transportation. • Table of Contents Introduction 1 Universe of Alternatives 1 Initial Screening 3 Additional Evaluations 11 Conclusion 18 • • Toc - i NORTH 1-25 EIS Longmont—North Metro Connection Alternative Evaluation • Information cooperation. transportation. INTRODUCTION The North 1-25 EIS team is evaluating passenger rail service in the North Front Range. As part of the completed Level 3 screening, commuter rail was evaluated along the US 287/BNSF and I-25 corridors. During Level 3 screening, the project team assessed a potential connection between downtown Longmont and the 1-25 corridor. The results of that evaluation have been documented in the East-West Connection (Longmont to I-25) Alternative Eva/uation Technical Memorandum. Since that time, the overall Level 3 screening has been completed, and the I-25 commuter rail alignment has been screened out, leaving commuter rail on the US 287/BNSF corridor. This service could connect with the proposed FasTracks service in downtown Longmont. However, interest has continued in a connection from Longmont to the North Metro FasTracks corridor at SH 7. This proposed line would provide a link between the BNSF commuter rail service and the North Metro service, avoiding the need for North Front Range passengers to travel through Boulder to reach Denver. Given the desire for this connection, a more detailed evaluation of potential alignments has been undertaken, and is presented in this technical memorandum. The northern terminus of the alignment was assumed to be at (or near) the Sugar Mill • site identified in RTD studies related to FasTracks. The southern terminus was assumed at the abandoned St Vrain Junction. This junction once connected various Union Pacific freight lines in the Tri-Town area. Today, it is the location of a short spur along the UP's Boulder Industrial Lead, which is the line RTD expects to use for the FasTracks North Metro rail service from SH 7 south. No suitable alternatives were identified to connect St Vrain Junction and the North Metro end-of-line at SH 7, reinforcing this decision. However, the various out-of-service rail lines that fan out north of the junction provide corridors for potential alternatives to connect with the BNSF liner in Longmont. UNIVERSE OF ALTERNATIVES The project's transit team held a working session to develop a universe of alternatives for this analysis. Input was also obtained from stakeholders, including CDOT and the North Front Range Metropolitan Planning Organization (NFR MPO). During this effort, it became obvious that the connection from Longmont to the I-25 area could follow one of several alignments, while the I-25 crossing and connection to the St. Vrain Junction could also use one of several alignments. Therefore, the analysis was prepared using segments that could be mixed and matched to form alternatives. The team generally developed northerly segments (from the Sugar Mill site east and south, labeled A through L) and southerly segments (from St Vrain Junction north and west, labeled P through V). At the end of this effort, almost 20 segments had been identified. Refer to Figure 1. • 1 NORTH 1-25 EIS Longmont — North Metro Connection Alternative Evaluation in'ormation operation transportation. 41 . _ pin • G Fa,Collins ' /� r. 't °� . �1 f t • •pf L _. Z4,4:1' �} I •--Y . /� t t • ,• r-'i 1.� tr - �' . . .1 4.''..-17-.:4"..,.•;r t tr. 28 : n — — N 4,.,41,7.:a.-. . 1 s ;7. /� rr �p ,1_ T Union. b. ., • T w^rr i ,` /t ifs ;lira ' ,r ✓ _ _ '.......„ ' at., ' - r 0"....'„.1,..r.t, ''477( ;,f.",. %.'i a fli _. 1 y9l y... .- fr f f Sugar Mdl _� ' �� . h t e y „,. , !t<U: rc 7 .1 B 1 ,4•-•,4), - , ; \';‘ :;-t3 TT �f . p ''' . . :4 -u p ,-. c„, .•,1% , • t' a . •- ' . , e "7..7_ p; . . - - 1 %4 4 . . , ' '-bLDEkI ..Y, t • i it It P. (t/. t ..n.- ► 4i 1 ` l - ♦ - . . . . .. t 1 C' £.:T? . 4;. - - "" c :jam -l' v �„ a ' K` f ?h`. . ,. i6 ' .,® 1<r\1<r\ IPS _ r f • i t i t " 4 v �i Commuter Rail Attemativez K'a �•c- I r"....... Existing Railroad _ Trails l _ .• ,, Lakes and Streams St Vrcln` ' a- Junction • County Lines - f I i Parks and Open Space 1 all Wetlands t Census Identified Minority Populations Census Identified Low Income Populations 4 4 _ '� Active Bald Eagle Nests I �� ` s iJ•� ' " 8Ill �'i‘ NorthMetro J FIGURE 1 NORTH I--25 EIS Longmont— North Metro Connection Alternative Evaluation • information cooperation. transportation. INITIAL SCREENING Once these alternatives were identified, an evaluation matrix was prepared. The matrix used pertinent evaluation criteria from overall Level 2 and Level 3 screening efforts developed for the project. The matrix is presented below as Table 1. The results obtained from the evaluation performed for the matrix are summarized below: North end (from Sugar Mill to the southeast): • Restoration of rail service on the abandoned BNSF (formerly Colorado and Southern) line that angles southeast from the Sugar Mill area toward 1-25 (alignments A and B) would have the potential for environmental consequences to important resources that could be avoided with other alignments • Running service from the Sugar Mill site north along the GWRR (alignments G, H, I, and J) introduces out-of-direction travel that could increase overall travel times. This is contrary to the goal of the Longmont- North Metro connection, which is to • reduce travel time for north Front Range passengers. • Development along SH 119 could be impacted by alignments in the SH 119 right- of-way (alignments C, D, E, F, K and L). This includes two parks - Longmont's Sandstone Regional Park and St Vrain State Park. • Development along the 1-25 frontage roads south of SH 119 would make CR in the 1-25 envelope (alignments E, F, J, and K) costly due to adjacent commercial development. • Alternatives to Alignment L would avoid impacts to the existing trail along the abandoned UP Dent Line through Frederick and Firestone. At the conclusion of this effort, Alignment G was selected for further evaluation, assuming that identified environmental issues could be addressed. Many of the alternatives in this initial screening were dropped out due to combination of property impacts and environmental considerations. South end (from St Vrain Junction to the northwest): • There was little to distinguish Alignments P, Q, R, T, and U. They all have similar potential conflicts along WCR 7 and/or 1-25. 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O0N O Oin B O U 1 _OCT, ° U 1 „_00_ =_ N 000r t1>i 014 v, NoEca o c ` 0 'u _ Pc 19$ ,‘,..i. o-c a� - E c a� a o o a y v a J 3 E o 0 a, E E o c v o v o COO a s cs. oa - r°c r�0_ h$— o'N ', "z Sot Jao u`-'ao 3- mE oao ;$ 2.$8222 a o w - o O O -R Cu o z ` ?'- f w E c rc 3 .f u s Q Etc ° w P,20 __ - _' �' a}'g o c 0 C o s. : 0O o`u o0 > c 5c 7D D N I ryeµ[ UV UU O O . = o"° ' � —�0 , of °' u1� , oen � m o° p • ° Pr -).E N o U a I--Z- _ ty U at U m= U U V N U _ ZN NORTH I--25 EIS Longmont—North Metro Connection Alternative Evaluation • information, cooperation. transportation. • Alignment S makes use of the Dent Line in the area where the trail has not been yet developed (primarily through Dacono), although plans for a trail exist. It also serves the Tri-Town population better than the remaining alignments. However, it is the longest alignment in the southern area. • Alignment V provides the shortest distance. This, coupled with one less major curve, is expected to provide the best travel time for the south end alternatives. It also does not use the 1-25 corridor, similar to Alignment S. • The team reviewed these alignments with CDOT, and it was determined that the use of the I-25 alignment would be a fatal flaw since it may preclude long-range improvements (beyond 2030) along the interstate in the North Front Range. At the end of this screening process, the southerly alignment results were not nearly as clear as the northerly alignment results. Alignments S and V were the only two alternatives that were not fatal flawed because of the use of I-25. Therefore, these two alternatives for the south end were advanced to determine if potential environmental impacts could be avoided. ADDITIONAL EVALUATIONS • Since Alignment G required refinement and no conclusion between S and V could be reached using the initial evaluation criteria, refinements and supplemental analyses were performed. Analysis Refinements A new alignment (referred to as G(2)) was developed in an attempt to minimize the negatives associated with Alignment G. During this evaluation, it was found that the City of Longmont owns land that is contiguous from Sandstone Ranch west past the archery range to the St. Vrain Greenway. Those potential 4(f) properties rendered an alignment crossing from SH 119 south toward WCR 20.5 between Sandstone Ranch and WCR 7 infeasible. This finding precluded any options for Alignment G. The team re- examined the matrix of northerly alignments as shown in Table 1 . The shortest alignments with potentially avoidable impacts were those parallel to SH 119 (Alignment C and Alignment D). After further consideration, these two alignments were combined to minimize the potential environmental impacts that had initially removed them from consideration. The preferred north end alignment stays as close to SH 119 as possible while minimizing park and water resource impacts. It begins as Alternative D on the north side of SH 119. It crosses SH 119 east of Sandstone Ranch and follows Alignment C to and along WCR 7. This combined alternative will be forwarded for further evaluation. To better evaluate the differences between Alignment S and Alignment V, additional • population and employment data were collected for Erie and the Tri-Town area. The Tri-Town area clearly showed more population and employment in both the base year 11 NORTH I--25 EIS Longmont— North Metro Connection Alternative Evaluation information. cooperation. transportation. • (2000) and the forecast year (2030). The team felt that the ability to serve Tri-Town population (Alignment S) outweighed the travel time benefits of Alignment V, and moved forward with Alignment S for discussion with stakeholders. Following the initial screening process, the results outlined above were presented to the Technical Advisory Committee (TAC). Although the TAC concurred with the selection of a northerly alignment, the TAC requested additional analysis on the southerly segment. Therefore, additional meetings and analysis were undertaken. Small Group Meeting To obtain additional input, the team decided to hold a small group meeting with the communities that would be directly affected by the southerly alignment selection. Since the TAC requested more detail on population and employment, the team identified six possible stations along alignments S and V. Refer to Figure 2. Two stations are located where Alignments S and V meet, two are located along Alignment S, and two are located along Alignment V. Using thresholds developed in An Analysis of Passenger Origins at Peer Commuter Rail Systems, population (in a 4-mile radius) and employment data (in a '/2-mile radius) were collected for each of these potential station sites. • These data are presented in Table 2. Site Population Employment 1 60,860 200 2 62,500 580 3 59,750 20 4 64,570 150 5 58,580 640 6 56,040 240 Basis 4 mile drive radius /2 mile walk radius Note - all data are 2030 • 12 NORTH 1-25 Mg EIS Longmont — North Metro Connection Alternative Evaluation information cooperation transportation • see , t. :..,ter - _ ,'S 1 , Gi 'W I'.U l >.; ctul � a oy 25 rr ( Ni-• `r •. 'fir, yy'i Y i -r rizi¢.i 3rd. I ` , k r/ ' uTn•ti, . . .:I .� -tom � �� . . N i • t} _`�. > 4:-i , ill- f ' , is ; , • .6 is' •.,//' _ \ l t 1 l° Jk '� i{?t 4:1i Im I ..,,,, } ti � F �,; 40 f • r • Proposed Station Locations ; ;' n "t,. Existing Railroad \ _ -J' JEl • Trails �` , • Lakes and Streams ©•,ju ction a1 ' County Lines Active Bald Eagle Nests w r • . .415t. 55, a In Wetlands Ell Parks and Open Space '� r' �. ': r Census Identified Minority Populations i , 4, - -' • ' .; 4 ,/. Census Identified Low Income Populations . . 0 Sim F i A -.. "-;._' s ,mss �{f1.��q.�: �, _�. .� ., ro - '_ air y.,�� -3tY'M+1Wi.i `�2'�LNIF. . . _-'.. eta •_+�a..Y....:C:• North Metro , ---- FIGURE 2 III 13 NORTH I--25 EIS Longmont— North Metro Connection Alternative Evaluation information cooperation. transportation • As Table 2 shows, stations 4 and 5 (both along Alignment V) serve the most population and employment, respectively. However, during the analysis, it was noted that much of the population and employment shown along Alignment V is actually located in areas south of the alignment, and that these users may be unwilling to travel north to a station to take transit south into the Denver area. Therefore, another table was prepared with population and employment generally north of the station but within the same radii. Refer to Table 3. �4 1 w cz � � ✓� J� it v. . t tl Sw. d i. x l �,.a q 4 3 �°m''r X ;3p M24, ,,..,{#.,a�X;a.hfris�Lx4,,.P4'„ �<:. "e ,,.,,'.te....[ Site Population Employment 1 39,110 200 2 42,840 580 3 42,740 20 4 33,740 150 5 32,090 640 6 37,360 240 • Basis 4 mile drive radius, yz mile walk radius north of station Note - all data are 2030 These data are inconclusive with the largest employment base at site 2 (along Alignment S) and the largest population base remaining at site 5 (along Alignment V). Given these data and the other information contained in the evaluation matrix, no recommendation was developed at the small group meeting. Feedback from the meeting included information on several planning efforts in the area. The participants also asked the team to evaluate impacts to potential subdivisions in addition to subdivisions already under construction, as documented in the initial screening. In addition, a modification of Alignment S was proposed along WCR 11. Refer to Figure 3. • 14 NORTH I-2S illg EIS Longmont — North Metro Connection Alternative Evaluation information cooperation transportation • J Fort Collins • % • *, m ''4._). 01^ w . ii 1 ' .4 1 r i � I _ r. ( IA a 1 f zD , err 9 r Su9ar.Mi11 i y. 41* si r3 Y. ! 1 ? ti . i i; - ./ — - ' 13' I . rrlt `; ��- 1w J s' . . - { . - p !. J yy 3' . . .„ . - .1. . . ... - > J . . t .-t Fig b J -i . r. ., ill . , , i 'Ir \ "4 + X101 - F` t _., ,p • a I ,- A (Mod) f,2 / . i Si III�•t7 Y a:�� •; . ,.�• -irk- I • ` r L • i- ,' 7 �` ^u Existing Railroad 1 \ . Trails �N lakes and Streams ,�, . ',-, S}. Vrain ... County Lines , , Junction 1 I Active Bald Eagle Nests i M"�� . k y J _ dam ' C., In Wetlands '.,�` '� Parks and Open Space • •�' `. t� ii r \ ''' j • Census Identified Minority Populations a- - -r 1. Census Identified Low Income Populations - -- x •i " tar�-f+.4 dl 0 II Mho ter t: T ti' 4t. l Qj r' p. 70 North Metro Figure 3 • NORTH I--25 EIS Longmont— North Metro Connection Alternative Evaluation information cooperation. transportation. Additional Technical Analysis Since the small group meeting was inconclusive, additional evaluation criteria were developed to specifically address the three southerly alignments. The team then collected data to allow for a more comprehensive comparison between the alignments. This analysis is shown in Table 4. Table 4 reflects the following new data: • Dacono's Land Use Plan assumes Alignment V. • The future subdivision analysis follows CDOT's current guidance, including subdivisions that have issued building permits at the time of analysis. • At-grade crossings have been assumed based on engineering judgment; further grade crossing analysis will occur during the DEIS. • Utility crossings are based on the Level 3 utility inventory, and may change as design moves through the DEIS process. Criteria viewed as 'positive' for the alignment have been highlighted. Given the • supplemental analyses documented in Table 4, the team recommends Alignment V. This is a change from the initial recommendation discussed with the TAC and RCC, and is based on the subsequent input and evaluation described above. • 16 NORTH 1-25 EIS illiqk Longmont — North Metro Connection Alternative Evaluation IIIinformation cooperation. transportation. Table 4: Additional Technical Analysis Criteria Alignment S Alignment V Alignment S using WCR 11 Socio- Economic Data 2030 Population 68,670 (Tri-Town' 46,260 ;Erie) In between 2030 Employment 22,750 ;Tri-Town) 4, 150 ,Erie, In between Alignment Configuration Length 14.55 miles 12.9 miles 13.75 miles Percentage in -55% >95% -700 Transportation Corridor Parallel to planned trail Yes No No WCR WCR 7, WCR 12, WCR 1 1 At Grade Crossings (SH WCR 7, WCR 10, WCR 8, WCR 7, WCR 11 , WCR 12, 52, 1-25 & Frontage Roads 13, WCR 12, WCR 8 (five WCR 11 (five total; re- WCR 8 (four total) are grade separated) total) uses three) 8" gas & ditch cross 1-25 8" gas & ditch cross 1-25 Major Utilities between SH 52 & WCR between SH 52 and WCR ( 115kv electric east-west 16; gas line parallel to I- Water pumping 16; gas line parallel to 125, between Erie & Dacono 25, west side; 115kv station west side; 115kv electric affects all) electric parallel to 1-25, parallel to 1-25, east side east side • Community and Municipal Input Dacono (via Land Community interest Frederick Dacono Use Plan, , Erie Existing Subdivisions 2 1 2 Future Subdivisions' 6/ 10 0/3 4/6 Permitted / Pending Stations Stations: east-west SH 52 SH 52 SH 52 connectivity Stations: north-south WCR 7 or WCR 11 or WCR 7 WCR 7 or WCR 11 connectivity WCR 13 Environmental T&E Equivalent Equivalent Equivalent Re uses existing RR Aquatic Resources In between Highest crossings Community Impacts In between Fewest Most Parks and Open Space In between Fewest Most Criteria Met2 5 (31 %) 12 (75)% 4 (25)% ' The current CDOT noise policy states that impacts should be evaluated for future developments that have been platted and have issued building permits at the time of analysis. The first number indicates subdivisions that meet this criteria; the second number is subdivisions that are expected to meet this criteria in the near future. • 2 Represents the number of criteria viewed as ` positive ' for the Alignment. Percentage is number of positive criteria divided by total # of criteria (currently 16) , and does not total 100% since some criteria rated positive for more than one alignment. 17 NORTH 1-25 EIS Longmont— North Metro Connection Alternative Evaluation information cooperation. transportation • CONCLUSION Along the northerly alignment the recommended alignment is a combination of "C" and "D" for the following reasons: • It is substantially within an existing transportation corridor. • It minimizes potential parkland impacts. • It does not include out-of-direction travel. Along the southerly portion, the recommended alignment is "V" for the following reasons: • It is the shortest distance so is expected to have the fastest travel time. • It is substantially within an existing transportation corridor. • It is not parallel to a planned trail. • It has the least number of potential utility conflicts. • • It affects the least number of existing and platted subdivisions. • It has the least need to acquire parks and open space areas; and has the least potential for negative community impacts. • It has the least potential impacts to aquatic resources. Based on the evaluation described above, the following conclusions were drawn: • The preferred alignment for the north end is a combination of Alignments C and D, generally parallel to SH 119 and WCR 7. • The preferred alignment for the south end is Alignment V, generally parallel to WCR 7 and along the Boulder Industrial Lead. It is recommended that this combination of Alignment C, Alignment D, and Alignment V, as shown on Figure 4, be carried through the DEIS evaluation. Additional analyses will be performed to select the preferred station site along the selected alignment for use in the DEIS. • 18 NORTH 1-25 OM EIS W. Longmont — North Metro Connection Alternative Evaluation information cooperation transportation. IIII < yr . 1 r, r s r,1Jli V�'" ra • ' 'z •k.. "Y _ 1 ' -at... i., ,1.. , / f If . ' r #1.I' • -.. . 0 .... ..,- 4 LI (/ 1 -'lam:. J,,�� '�' ( ) r �.,i ♦ 1__. �Y �'FaEShONE -, x�' * *-,t l y S r.Mlll 4- — l tii1.,. % -r-' ter, ~ / „ wY t _• ". !. . • i Stis\HI\ X2— _� 1 G�i •). • V ,+ rte-. I �.R-4?)�3 ii r\ I - -� �J - i III i _ . . . _ .. i., : . . . . , , . t IS •� .•. '€ 14al s „:/ l ;' . -1 I'y _L ply Preened Commuter Rail Alternative ' rs,,... Commuter Rail Alternatives I a, r-, Exisfing Railroad • *_ ..w J Yl El Trails } _. Y r st. Vrdn 43 Lakes and Streams - �, �' �, � JunCNOD County LinesI lit Parks and Open Spacef • - Wetlands • -le Census Identified Minority Populations ^ r ` • Census Identified Low Income Populations r C Active Bald Eagle Nests , t' ' '\' North Metro FIGURE 4 • J:LTransportation\071609.400\manage\report\White Papers\longmontNorthMetro Connection.doc 19 N ORTH 1-25 EIS information . cooperation . transportation . APPENDIX G Travel Demand Forecasting Memoranda NoRTH 1-25 IIS information. cooperation. transportation. Alternatives Development and Screening Report Appendix G Travel Demand Forecasting Memoranda October 2008 iFELSBURG -_ 2 CHOLT & ULLEVIG rr - Nom' 1-25 • EIS 1111 information. cooperation. transportation. APPENDIX H Transit Operating Plans , Operating Statistics and O & M Costs for North 1 - 25 Draft EIS Packages • • • NORTH 1-25 EIS Infor ration cooperation_ Ira nsportation. TRANSIT OPERATING PLANS, OPERATING STATISTICS AND O&M COSTS FOR NORTH 1-25 DRAFT EIS PACKAGES • Prepared by: Connetics Transportation Group January 2007 Table of Contents • 1.0 Introduction 2 2.0 Transit Operating Plans 3 2.1 No-Action 3 2.2 Package A 3 2.3 Package B 6 3.0 O&M Statistics 9 3.1 Travel Times 9 3.2 Distances 10 3.3 Headways 10 3.4 Train Consists 10 3.5 Summary of Operating Statistics 10 4.0 O&M Cost Estimates 14 4.I O&M Cost Method for Local and Feeder Bus Service 14 4.2 O&M Cost Method for Premium Bus Service 15 4.3 O&M Cost Method for Rail Service 15 4.4 O&M Cost Results 17 List of Figures Figure 2-1 4 Figure 2-2 6 • List of Tables Table 3-1 11 Table 3-7 12 Table 3-3 13 Table 4-1 14 Table 4-2 17 Table 4-3 18 Table 4-4 19 List of Appendices Appendix A A-I Appendix B B-1 Appendix C C-1 Appendix D D-1 Appendix E E-1 Appendix F ...F-1 • North I-25 EIS Page 1 Conneties Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • 1.0 Introduction This report documents the transit operating plans, transit operating statistics, and transit operating and maintenance (O&M) costs associated with the North 1-25 packages as defined for the Draft Environmental Impact Statement(DEIS) analysis. The following summarizes the corridor transit elements of the two packages that were evaluated under the DEIS: • Package A (general purpose lanes,western commuter rail,and commuter bus on US 85 to DUS and DIM: Commuter rail would operate within the BNSF right-of-way from Fort Collins to approximately SH 119, west on SH 119, south on County Road 7, then following the UP Boulder industrial lead rail alignment through the St. Vrain Junction, and connecting to the North Metro FasTracks line continuing to DUS. Commuter bus would operate in mixed traffic along US 85 from Greeley to DUS and Greeley to DIA. • Package B (express lanes and BRT on I-25): BRT service would operate from Fort Collins to DUS/DIA and Greeley to DUS, using express lanes on 1-25. • • North 1-25 EIS Page 2 Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages 2.0 Transit Operating Plans • Transit operating plans refer to the definition of transit routes and service levels for each of the packages. The starting point for all operating plans is a "No-Action" transit network, described below. Packages then modify the No-Action transit network to introduce new corridor service(s). Feeder bus services are defined in order to provide transit access to the new corridor service(s). Modifications to existing bus routes are defined as applicable, to enhance connections to the new corridor service(s). 2.1 No-Action The No-Action transit network is defined as existing plus committed transportation projects and programs through the forecast year 2030. The No-Action scenario incorporates RTD's FasTracks plan, which includes rail transit service on the US 36 Corridor from Denver Union Station (DUS) to 1" & Terry in Longmont, and rapid transit service on the North Metro corridor from DUS to SH 7 in Thornton. RTD's FasTracks bus network is also incorporated for the North 1-25 No- Action transit network. Bus services provided by the Cities of Fort Collins (Transfort), Loveland (COLT), and Greeley (The Bus) are generally reflected at existing service. The South Transit Center in Fort Collins is assumed to be relocated to a site south of Harmony Road along US 287. 2.2 Package A Package A provides an extension of the North Metro FasTracks rail line to Fort Collins. Package A also includes commuter bus service along US 85 from Greeley to DUS and from Greeley to DIA. • The North Metro FasTracks rail line from DUS to the terminus at SH 7 would be extended up along the Dent Line north to St. Vrain Junction. The alignment would follow the UP Boulder industrial lead rail alignment, County Road 7 north. SH 119 west, and tie into the BNSF corridor to Fort Collins. Stations would be assumed at 1-25 and Weld County Road 8, Longmont at Sugar Mill, North Longmont, Berthoud, Downtown Loveland, North Loveland, South Fort Collins Transit Center, Colorado State University. and Fort Collins Downtown Transit Center. The full line from Fort Collins to Denver is assumed to operate at 30 minute peak headways and 60 minute base headways. Three route patterns provide service as follows: • DUS to Fort Collins: 30 minute peak. 60 minute base • DUS to 124th: 30 minute peak period service only • DUS to SH 7: no peak period service, 60 minute base US 85 commuter bus service from Greeley to DUS begins at the US 85 & D Street and travels south along US 85 in mixed traffic, providing stops at Downtown Greeley, South Greeley, Evans, Platteville, Fort Lupton, SH 7 (Brighton), Commerce City, and DUS. From Commerce City, the route follows 74th Avenue to access the 1-25 HOV lane at 70th Avenue. Service frequency is defined at 30 minute peak, 60 minute base on weekdays and 60 minute service on weekends. US 85 commuter bus service from Greeley to DIA begins at US 85 & D Street and travels south along US 85 in mixed traffic, providing stops at Downtown Greeley, South Greeley, Evans, Platteville, Fort Lupton, SH 7 (Brighton), and DIA. Service frequency is defined at 60 minutes all day, seven days a week. North 1-25 EIS Page 3 Connetics Transportation Group Transit Operating Plans.Operating Statistics and January 2007 O&M Costs for DEIS Packages • Four feeder routes are defined in order to provide transit access from outlying communities to the new rail and commuter bus service: • Greeley—Windsor—Fort Collins: New route begins at US 85 & D Street in Greeley and proceeds west along US 34, north on SH 257, west on Harmony Road, north on Timberline Road, west on SH 14 to the Fort Collins North Transit Center. Assumes 30 minute peak. 60 minute base service frequencies on weekdays and 60 minute service on weekends. • Greeley — Loveland (US 34): New route begins at US 85 & D Street in Greeley and proceeds west along US 34 (business)/US 34 to west Loveland (US 34 at Wilson Avenue). Assumes 15 minute peak, 30 minute base service frequencies on weekdays and 30 minute service on weekends. • Milliken — Johnstown - Berthoud: New route begins in Milliken, proceeds west on SH 60, south on I-25, west on SH 56 to the Berthoud commuter rail station. Assumes 60- minute peak, 60 minute base service on weekdays only. • Firestone— Frederick - Erie: New route begins in Firestone, proceeds south on Colorado Ave through the towns of Frederick and Dacono, west on CR 8 to the town of Erie. A stop would be made at the CR 8 commuter rail station. Assumes 30 minute peak, 60- minute base service frequencies on weekdays only. The transit route plan is illustrated in Figure 2-1. Stations and park and ride assumptions for the commuter bus corridor service are summarized in Appendix A, and a summary transit operating plan is provided in Appendix B. • North I-25 EIS Page 4 Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages Figure 2-1 1 DEIS Package A . NORTH I-25 EIS Intornla'inn r.n, eratim trans ontien GPL + CR + CB85 _ p (\ LEGEND 1 New General Purpose Lane (GPL) Correct geometric in Each Direction ' deficiencies • mi a 1 New General Purpose Lane (GPL) a7 4 and replace aging + Auxiliary Lane in Each Direction ` . • infrastructure 8 Commuter Rail (CR) Fort 'ollin I CI Commuter Bus (CB) Service in US 85 • General Purpose Lanes and Que Jumps 6• !. uSank a annum•• Ian Feeder Bus Service l 0 WNW 0 Interchange Upgrades Love 'nd �, u • • . © Number of Lanes • m Creel* • © • 6+ ........, I Cu a 0 Commuter Bus Station / Stop C O • � 1N..re.r. Leila* ea O Commuter Rail Station Melee. ' � © • FasTracks Rail Line • Fr O FasTracks Transit Station s' WELD platisal O Potential Commuter Rail Operational - • • & Maintenance Facility Longmont Potential Commuter Bus Operational 35i n •s & Maintenance Facility ,:, :,,) ,..J L.`. 6 tttm 1 g eti MM -Mini 1 . Congestion Management j It E,.. Measures include : M• oulder 8 Enhanced carpool lot parking capacity 1 and amenities n�/'�L + WM- Courtesy patrol (incident management) is ' .a..i,.!- S , � '"�•• from SH 14 to SH 7 • O . 'i' Right-of-Way Northwest ' I Preservation - Variable messaging signs at all transit stations Corridor Rill s,h.". • are. eaICI,. - Automated Vehicle Locaters on all transit / ,_y _ 1CID ea •vehicles - "next bus" technology Implement �/�) N. n w.Trfw•ur a North Metro ;FA ! won," Links6 O ks to local bike and pedestrian systems No Action Corridor Airport at station areas �' Alternative - Support for development of Transportation Projects t21, • Management Organization (TMO) j • . r si i 0, A 70 NOTE: Den ve 70 Union station - Select sections of 1-25 would require auxiliary VNs> ■ Denver lanes and / or an additional through lane in -- 1 addition to this 6-lane cross section. North - Where widening is needed between SH 66 and 1,5 SH 7, the median would be used. t2 3.12 6JNesm 3.12 12` - Commuter Rail Service without a Longmont to :iv T4.3;2 - - - - T,adL2 :i North Metro connection will also be evaluated. T allargev------- r� NOT TO SCALE TYPICAL I-25 CROSS SECTION - 6 GENERAL PURPOSE LANES 1150.: I North 1-25 EIS Page 5 Connetics Transportation Group Transit Operating Plans, Operating Statistics and January 2007 O&M Costs for DEIS Packages • 2.3 Package B Package B provides Bus Rapid Transit (BRT) service along the 1-25 corridor. Three BRT route patterns are proposed: • Bus Rapid Transit (BRT) on 1-25 corridor from Fort Collins to DUS (using express lanes); • BRT on 1-25 corridor from Fort Collins to DIA (using express lanes); • BRT on 1-25 corridor from Greeley to DUS (using express lanes); The 1-25 BRT service is a premium service that uses express lanes on 1-25 and has BRT stops within the 1-25 right-of-way. Because BRT stops do not require time-consuming route deviations, stops are relatively frequent along 1-25. The BRT service would begin at the Fort Collins South Transit Center, turn east on Harmony Road, then enter 1-25 to proceed to Denver Union Station (DUS). BRT stops would be provided at South Fort Collins Transit Center, Harmony Road at Timberline, 1-25 at Harmony Road, Windsor, Crossroads, Johnstown, Firestone, Frederick/Dacono, 1-25 and SH7, I-25/Wagon Road pnR, and DUS. Service frequency is defined at 20 minute peak, 60 minute base on weekdays in the peak direction, and 60 minute service on weekends. In the reverse peak direction (from the DUS to Fort Collins), service would be provided at a 60-minute all-day service frequency. The BRT service from Fort Collins to DIA would operate much like the service to DUS, but it would travel east on E-470 and terminate at DIA. BRT stops would be provided at the following • locations: South Fort Collins Transit Center, Harmony Road at Timberline, 1-25 at Harmony Road, Windsor, Crossroads, Johnstown, Firestone, Frederick/Dacono, 1-25 and SH7, and DIA. Service frequency is defined at 60-minute all-day, seven days a week. The BRT service from Greeley to DUS would begin at 8ih & 8th in Greeley, proceed west on US 34, then enter 1-25 to DUS. BRT stops would be provided at the Greeley Downtown Transfer Center, West Greeley, US 34 and SH 257, Johnstown, Firestone, Frederick/Dacono, 1-25 and SH7, I-25/Wagon Road, and DUS. Service frequency is defined at 20 minute peak, 60 minute base on weekdays in the peak direction, and 60 minute service on weekends. In the reverse peak direction (from the DUS to Fort Collins), service would be provided at a 60-minute all-day service frequency. Three feeder routes are defined in order to provide transit access from outlying communities to the BRT service: • Windsor — Fort Collins: New route begins at US 34 and SH 257, travels north on SH 257, west on Harmony Road to the BRT station at 1-25. Assumes 30 minute peak, 60 minute base service frequencies on weekdays and 60 minute service on weekends. • Johnstown — Firestone: New route begins at the Johnstown BRT station at I-25 at SH 56/60 and proceeds west on SH 56, south on US 287, east on SH 119 to the I-25/SH 119 BRT station. Assumes 60-minute all-day service frequency on weekdays only. • Fort Lupton — Niwot: New route begins in Fort Lupton at SH 52/US 85, travels west on SH 52 to Niwot, terminating at the US 36 FasTracks commuter rail station. Assumes 30- minute peak, 60 minute base service on weekdays only. • North 1-25 EIS Page 6 Conneties Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • Loveland — Crossroads: New route begins in Loveland, travels east on US 34 to the • Crossroads BRT station. Assumes 30-minute peak, 60-minute base service on weekdays only. In terms of modifications to local service, the Jitterbus would be extended to serve the Crossroads BRT station. A 30-minute peak period and 60-minute base period service frequency is proposed for both the Jitterbus and the proposed feeder route along US 34. This effectively provides a blended 15-minute peak and 30-minute base service frequency from the City of Loveland to the 1- 25/Crossroads BRT station. The transit route plan is illustrated in Figure 2-2. Stations and park and ride assumptions for the commuter bus corridor service are summarized in Appendix A, and a summary transit operating plan is provided in Appendix B. • • North I-25 EIS Page 7 Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • Figure 2-2 DEIS Package B . NORTH I25 EIS TEL + BRT information cooperation trarsportalion LEGEND i..) Wain n 1 Buffer-Separated Tolled Express Correct geometric Lane (TEL) in Each Direction 4 deficiencies 287 and replace aging ■ . im 2 Barrier-Separated Tolled Express infrastructure Lanes (TEL) in Each Direction ',.._ ♦ __ 14 Bus Rapid Transit (BRT) Route Fort Collins I° 4 1 /2 ).es (Uses TELs on 1-25) 1 s Feeder Bus Service •° 0 Lomas );-8-ii Upgrades B7` WIM.w• Number of Lanes: General \u •, Lovel nd 4/4 0 3+ Greeley Purpose/Tolled Express Lanes •w•w city MI H ,Bus Rapid Transit Station e0 • �s LARIMER Ca a •M°tew� La WI*1 Rail Line 4 i wIl,,l,k•• se ' i O FasTracks Transit Station w""f` Gina , ❑ Potential Commuter Bus /2 M Operational & Maintenance Facility on I• Plattavill I m ongmont I III Congestion Management a BOULDER ,es' Measures could include : to Ii e` M «e ..aoe - New local transit routes - ,Y •s„ � • . t:2 - New express transit routes � Sint ptima - Enhanced carpool lot parking capacity and amenities '"• • Oulder /2 - Courtesy patrol (incident management) is -, j fromSH14toSH7 _ -- -- - - Variable messaging signs at all 93 36 uM LMl^� S Is en transit stations LI Right-of-Way - Automated Vehicle Locaters on all transit Preservation vehicles - "next bus" technology '"°"° ``°°""°'• ' t.. / /� - Ramp metering and variable messaging Northwest O • •• c•_.dr<. signs at selected interchanges Corridor Rail Q N WM. . North e r Wa.eMN + Metro !E476 st atl s - Signal coordination along US 34 / Corridor - .r� , and Harmony Road `• /2 2 ' I - Continuous links to local bike and pedestrian systems (21) �� I 's - Support for development of a Transportation Management Organization (TMO) JEFFER:ON �/ - I DIS � r..N�e* SnSnit - � NOTE: VN r 6' Denver • / - A wider barrier and express lanes cross section / is included between SH 60 and Harmony Road. North - BRT stations located within an expanded median area. Mr - Where widening is needed between SH 66 and SH 7, the median would be used. " ,,; 17L eolawa t2 2.12 12 °�. to 4• el . ..t,',",.; NOT TO SCALE TYPICAL 1-25 CROSS SECTION - BUFFERED SEPARATED TOLLED EXPRESS LANES III North I-2.5 EIS Page 8 Connetics Transportation Group Transit Operating Plans, Operating Statistics and January 2007 O&M Costs for DEIS Packages 3.0 O&M Statistics • This section describes the process for developing operating statistics for the North 1-25 DEIS packages. Operating statistics include peak/tleet vehicles, annual revenue vehicle miles, and annual revenue vehicle hours. Selected operating statistics are used as input variables for the O&M cost estimating described in the following chapter. Bus operating statistics are developed through use of "operstat worksheets." These worksheets use travel time, distance, and headway for each route defined under the packages in order to estimate peak and total fleet requirements, annual revenue vehicle hours, and annual revenue vehicle miles. For existing bus routes that are modified under the packages, operating statistics are generated for the existing bus route and the modified bus route so that incremental changes to fleet requirements, vehicle hours and vehicle miles can be determined. Rail operating statistics also are developed using "operstat worksheets." The rail operstat worksheets use travel times, distances, headways, and train consist size to generate rail operating statistics such as peak/fleet vehicles, annual revenue train miles, car miles, train hours, and car hours. Since the rail alternatives are operating extensions of FasTracks corridors, a baseline FasTracks system is calculated and compared with the statistics which result from the rail extension in Packages A. The following sections describe how each of the inputs (travel times, distances, headways, and train consist size) are developed. 3.1 Travel Times • If a transit route is expected to travel within prevailing highway conditions (such as a local bus, or commuter bus route where there is no dedicated lane), then travel times are generated automatically through the North I-25 EIS combined regional travel demand model. Bus speeds are considered a function of highway speeds, leading to a calculation of in-vehicle travel time. Dwell times are added to the in-vehicle travel times, based on the number of defined stops. The travel demand model reports separate travel times for each route (in-vehicle travel time and number of stops/dwell time) based on the direction of travel (e.g., northbound route versus southbound route) and further distinguished between peak and off-peak periods. For purposes of the operstat worksheet, a single total travel time from a representative package is used, averaging the peak total travel time in both directions. Therefore, for example, if a route takes a total of 30 minutes to travel in the westbound direction and 40 minutes to travel in the eastbound direction during the peak period, then the operstat worksheet will use the average of 35 minutes. If a transit route has a separate operating environment from the highway (such as BRT operating in dedicated lanes, or rail lines operating in a dedicated right-of-way), then travel times are independently generated using a travel time worksheet which accounts for maximum speeds by segment(accounting for curves indicated in engineering drawings), distances between stations (as scaled from engineering drawings), and dwell time at stations. The travel time worksheet uses acceleration and deceleration functions specific to mode in order to come up with a travel time between stations, leading to an end-to-end travel time calculation. These travel times are then "hard-coded" in the North 1-25 EIS combined regional travel demand model, rather than using a default run time as is used for buses in mixed traffic. If part of the route does run in mixed • North 1-25 EIS Page 9 Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • traffic, as is the case with the BRT route on I-25 which penetrates Fort Collins and Greeley using local streets, then only the portion on 1-25 is "hard-coded" with a separately-calculated run time. The portion using local streets uses the travel demand model's automatically calculated travel time based on a function of highway speed and number of stops. Travel time worksheets are included in Appendix C. Rail travel times are calculated for the new segments only; the travel time for the North Metro FasTracks route from DUS to SH 7 and the travel time for the US 36 FasTracks route from DUS to Longmont assume what is reflected in the FasTracks operating plan (October 2003). 3.2 Distances Engineering drawings were provided for the 1-25 BRT and all study area rail corridors. In these cases, distances were determined from the engineering drawings. For the portion of the rail corridors that are FasTrack routes (North Metro and US 36), the distances reflected in the FasTracks operating plan (October 2003) were assumed. For all other routes, the distances used in the operstat worksheets were averaged from the data provided(by route, by direction) from the travel demand model. 3.3 Headways Headways used in the operstat worksheets are based on the transit operating plan definition as described in Chapter 2. • 3.4 Train Consists Of course, train consists only apply to rail alternatives and are not inputs for bus operstat worksheets. The train consists for the rail routes assume what was defined in the FasTracks operating plan (October 2003), since all rail alternatives are extensions of FasTracks corridors. 3.5 Summary of Operating Statistics Table 3-I summarizes the estimated bus fleet requirements for each of the packages. Table 3-2 summarizes the estimated (incremental) annual revenue bus hours for each package, used as the basis for estimating bus operating and maintenance(O&M) costs. Other statistics can be found in Appendix D, which provides a full set of the bus operstat worksheets. Table 3-3 provides the incremental rail fleet requirements for Packages A. Other incremental statistics such as annual train hours, car hours, train miles and car miles are provided in Appendix E, which provides a full set of the rail operstat worksheets. • North 1-25 EIS Page 10 Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages 0 O co U �T a u C N C - 9- g F U C C = 0 N t .- 00I-. 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LL' W O O 3 c O o 0 0 > > » c C o o c o co L� CN�I > 00000 Oma_ o o 5 c c c E E JUUU � Ct a) �e ..- � -o o "' 1 U) CO N E E Q « U) C) sic' N J C > _cc J] y c� S Q1:-. m00 W o o `o r 200 c "' r4 OW RZmmmUU � u. wU � W0002i- u- 5iJ , st. L5 • ° CC 2 to C W c � Cc .rte, Z fN CO Sc01 °Z E 0 Table 3-3 111NORTH 1-25 EIS RAIL FLEET REQUIREMENTS Peak Total Peak Total Peak Peak Pass. Cars Pass. Cars Loco's Loco's Headway Consist NO ACTION US 36 DUS to Longmont (1st/Terry) 10 12 5 6 30 2 US 36 DUS to Boulder (PearU30th) 8 10 4 5 30 2 Total US 36 18 22 9 11 North Metro DUS to SH-7/160th 9 11 3 4 30 3 North Metro DUS to 124th 6 7 2 2 30 3 Total North Metro 15 18 5 6 TOTAL US 36 AND NORTH METRO 33 40 14 17 PACKAGE A US 36 DUS to Sugar Mill 10 12 5 6 30 2 US 36 DUS to Longmont (1st/Terry) 0 0 0 0 n/a n/a US 36 DUS to Boulder (Pear1/30th) 8 10 4 5 30 2 Total US 36 18 22 9 11 Incremental US 36 to No Action 0 0 0 0 North Metro DUS to Fort Collins (Harmony Rd/I-25) 24 29 8 10 30 3 North Metro DUS to SH-7/160th 0 0 0 0 n/a n/a North Metro DUS to 124th 6 7 2 2 30 3 Total North Metro 30 36 10 12 Incremental North Metro to No Action 15 18 5 6 TOTAL US 36 AND NORTH METRO 48 58 19 23 INCREMENTAL TO NO ACTION 15 18 5 6 Notes: Blue values (Total Vehicles of rail line to Fort Collins): Use as minimum capacity for sizing yard in Fort Collins. Green values (Total Vehicles, Incremental to No Action for applicable rail line): Use to assess expansion impacts to existing Fastracks yard. Red values (Total Vehicles, Incremental to No Action): Use to calculate capital cost of additional vehicles related to project. Vehicle Type: Fastracks operating plan assumes 1 power/Itrailer car for the US 36 line, 2 power/t trailer car for North Metro line: I I North 1-25 EIS Page 13 Connetics Transportation Group Transit Operating Plans, Operating Statistics and January 2007 O&M Costs for DEIS Packages • 4.0 O&M Cost Estimates Annual O&M cost estimates were developed with three costing methods. For modifications to local bus service and for feeder bus services using conventional buses, an hourly service cost was applied based on a "blended" hourly rate of North Front Range operators. For premium bus service assumed for regional commuter or BRT services, a higher hourly service cost was applied, based on RTD's hourly rate for bus services. For rail service, O&M costs are based on a commuter rail cost model, developed primarily with Virginia Railway Express (VRE)-reported cost data for 2003. All costs are expressed in 2005 dollars. The following descriptions discuss the methodology used to develop each cost method, followed by O&M cost results for each project package. It should be noted that the process of determining how the North I-25 project will be administered is on-going. Several possible institutional arrangements are under consideration, including administration by one of the local transit service providers (with North 1-25 service directly operated or contracted), expansion of the Regional Transportation District(RTD) to include all or parts of Weld and Larimer counties, or creation of a new transportation agency whose main purpose would be to operate this service. A decision regarding how the North I-25 service will be administered will be made as the packages of alternatives are refined. 4.1 O&M Cost Method for Local and Feeder Bus Service All packages assume some degree of modifying existing local bus service as well as establishing new feeder bus services. To estimate the cost of local and feeder bus service, a representative • cost per revenue vehicle hour was developed, using a weighted average of the three local operators serving this region (Fort Collins, Loveland and Greeley). First, the cost per revenue vehicle hour was calculated for each of the three local operators in the study area, based on what was reported in the 2003 National Transit Database. Next, the calculated cost per revenue vehicle hour was escalated to 2005 dollars, based on applying a factor derived from the Bureau of Labor Statistics Consumer Price Index for the Western Urban Region (comparing the September 2005 index to the September 2003 index). Finally, each operator's hourly costs were weighted according to their proportional share of revenue hours. Table 4-I summarizes the data used to calculate the resulting weighted cost per revenue vehicle hour of $68.85 (2005 dollars). Table 4-1 Summary of Cost per Revenue Vehicle Hour 2003 NTD Data Cost per Revenue Vehicle Hour Operator Cost Revenue 2003 2005 %Hours Weighted2 Hours dollars dollars' Western Urban Region 106.4% $68.85 Greeley,Colorado-The Bus $1,402,513 26,736 26.3% $52.46 $55.81 $14.67 Fort Collins,Colorado-Transfort $4,859,544 60,648 59.6% $80.13 $85.24 $50.82 Loveland,Colorado-COLT $320,938 14,3351 14.1% $22.39.. $23.82 $3.36 NOTES: 1.Escalation to 2005 dollars based on factor of September 2005 to September 2003 Bureau of Labor Statistics Consumer Price Index for Western Urban Region. 2.2005 Weighted Average based on percentage of hours. • North 1-25 EIS Page 14 Connetics Transportation Group Transit Operating Plans.Operating Statistics and January 2007 O&M Costs for DEIS Packages This cost per revenue vehicle hour was applied to the estimated service hours associated with the • new feeder routes and incremental service hours to modifying existing routes. The estimation of service hours are discussed in the previous chapter; operating statistic worksheets are presented in Appendix A. For modified local routes, incremental operating statistics were calculated based on comparing the modified routes with the No-Action (existing) routes. 4.2 O&M Cost Method for Premium Bus Service For commuter or BRT routes that are proposed to provide corridor service, it is assumed that a more premium bus service is desired. To account for some type of upgrade in local service delivery, a higher cost per revenue vehicle hour was used. For purposes of this exercise, the RTD hourly service cost of $84.84 in 2003 dollars (based on RTD's 2003 NTD data) was inflated to 2005 dollars using the same escalation method described in Section 4.1, leading to an hourly service cost of$90.64. This cost per revenue vehicle hour was applied to the estimated service hours associated with the new corridor routes. The estimation of service hours are discussed in the previous chapter; operating statistic worksheets are presented in Appendix A. 4.3 O&M Cost Method for Rail Service Specific operating arrangements for North 1-25 commuter rail service are undetermined at this time. It is anticipated that coordination and cost-sharing arrangements will be needed with RTD, for the proposed commuter rail service plan reflects integration of North I-25 commuter rail service with RTD's proposed North Metro service. For purposes of this DEIS, an oversight agency has been assumed that is responsible for traditional commuter rail service from Ft. Collins to Denver Union Station (DUS), with train operations, equipment maintenance and track maintenance contracted out. Because of the integrated service plan with RTD's North Metro service, it was necessary to use these same operating assumptions for the No-Action rail plan as well, in order to get an incremental O&M cost estimate (even though RTD commuter rail operating arrangements are likely to differ). Specific operating assumptions that have been used in the development of North 1-25 commuter rail O&M costs are based on cost experiences from several existing commuter rail operators and as follows: Oversight Transit Agency Expenses Oversight agency expenses are anticipated to be as follows: • Risk Management and General Liability—Operation of commuter rail service will trigger the need for additional insurance coverage. Existing insurance cost information for San Diego's Coaster commuter rail line was used to estimate an insurance cost for this project. It has been assumed that 50% of insurance costs are fixed, and 50% is driven by a combination of train-hours (to reflect the level of service provided) and route-miles (to reflect the physical length of service). • Vehicle Maintenance —It is assumed that the oversight transit agency is responsible for the purchase of diesel fuel. This expense item's cost has been estimated by using a fuel consumption rate of 1.5 gallons per train-mile (fuel consumption rate for a F59-PH locomotive with up to 5 passenger cars), annual revenue train-miles with a 10% • North 1-25 EIS Page 15 Connctics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • contingency, and a cost of $2.563 per gallon (October 2006 average diesel fuel cost for the Rocky Mountain region). • Facility Maintenance — An additional mechanic for every 10 stations is assumed for station/maintenance repair. Costs are included for contracted station cleaning services, materials and utilities. Those costs are based on VRE budget information. • Finance/Revenue Collection/Money Counting — Staffing has been assumed for financial tasks. Money counting security and costs for materials are based on LRT cost experiences. Ticket vending machine (TVM) maintenance costs are based on New Mexico's Road Runner budget information. • Purchasing—One full time employee equivalent(FTE) has been assumed for purchasing. • Marketing — Staffing is assumed for marketing, and related services, based on cost experiences for New Mexico's Road Runner. • Safety/Police/Security — An additional FTE is assumed for a Safety Specialist. Police staffing is also assumed, based on annual revenue train-miles. Security service has been assumed for 24 hour/7 days per week security at commuter rail yards. Railroad Service Provider Costs Costs for train operations, equipment maintenance, and track maintenance are based cost experiences for the Virginia Railway Express (VRE). Railroad-related costs and operating characteristics used to estimate those costs are as follows: • Train Operations—Annual Revenue Train-Hours • Maintenance of Equipment—Peak Locomotives and Peak Passenger Cars • • Maintenance Materials & Handling—Peak Locomotives and Peak Passenger Cars • Other Costs —Percentage of Above-Noted Cost Items • Track Maintenance—Route-Miles and Annual Revenue Car-Miles North 1-25 Commuter Rail Cost Estimates Overall, the estimated annual O&M cost for North 1-25 commuter rail service in DEIS Package A is estimated to be $28.22 million (in 2005 dollars) more than the No-Action Alternative. Once again, it is important to keep in mind that this cost model was used to estimate a "base" cost for the No-Action commuter rail service plan, and that operating arrangements for the No-Action rail plan will differ from assumptions that are reflected in this cost model. However, use of this model for both the No-Action and Package A Alternatives was necessary to obtain an incremental cost difference. Incremental costs for Package A commuter rail service to Fort Collins are as presented in Table 4-2. Cost estimate worksheets for the No-Action Alternative and Package A are provided in Appendix F. • North 1-25 EIS Page 16 Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages Table 4-2 Incremental O&M Cost for Package A Commuter Rail • Cost Item Incremental Cost Casualty &Liability $1,360,200 Vehicle Maintenance(Diesel Fuel) $3,428,500 Facility Maintenance $735,400 Finance/Rev. Collection/Money Counting $365,200 Purchasing Marketing/Customer Service $60,000 Safety/Police/Security $368,800 RR Operations/Equip. Maint./Track Maint. Train Operations $9,385,400 Equip. Maint./Materials Handling $1,252,500 Other $6,840,900 Track Maintenance $4,426,100 Total Incremental Cost $28,223,000 4.4 O&M Cost Results Resulting O&M cost estimates are presented in Table 4-3. A breakdown of O&M costs by bus route is presented in Table 4-4. All cost estimates are in 2005 dollars. It is important to note that the statistics and costs presented below are based on operating characteristics defined for the North 1-25 packages, and are not the same as those previously defined in the FasTracks systems planning effort. • • North 1-25 EIS Page 17 Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • 0 , o P. © O9 8 % u eoe0002R Cu ~ 2 a2 2 tto 4 § [ \ Cucer , © Lto, \oi f j Z Cu ® ® 8 cz tin \ ) j 2@ 5 5 ) \ • } / \ ! 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R r a w po (0 Frt in O m N a o — U S ad c O .4z in O 1. 7 M -I fn 4 DC 7 OO Z (n ' ' Q D — CDCD OO FF J (1) o N N F c ~ L 0 0 0 O V O J 5 7Oc7 - -.p .r-',, r O ro h � N omm W U (nmwu� N 00 m orb c c O a ' a r coc_ c2 f, 0 N O r C O C 0 0 - y am a i° aj Q U O > > .J VF0Cd302W Coa.. o W > o Q CCuii 6-91) Q oLL . LL mv: rCENNNNN UCCCJ {� > J -1 1 , C 000 0/0 c C c O O O O C O >- >- c C '.:,28 0V000EE pUUUa to ww0awm �,) fu U) D 0 0 W r r 0 GC a) w = 0 � � > L j ai = (n > > > oo X000 W 00 rip0 MZmmmUU QLLLLu. D QOOLWU J � _ U O yWj s .x ~ z a Z F O• • APPENDIX A STATION DETAIL BY CORRIDOR ROUTE S North 1-25 EIS Appendix A Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages NORTH 1-25 EIS • DEIS ALTERNATIVES-STATION DETAIL Stations Park and ride Commuter Bus on US-85: Greeley-DUS/DIA (Package A) D Street Y 21st Avenue N 8th Avenue N Greeley South Site G Y Evans Y Platteville Y Ft. Lupton North Metro extended to Fort Collins via SH-119 (Package A) Fort Collins Downtown Y CSU N Fort Collins Transit Center Y Loveland - 29th Street Y Loveland - 4th Street N Berthoud - SH-56 Y Longmont- SH-66 Y Sugar Mill Y County Road 8 Y • Bus Rapid Transit(BRT)on 1-25: Ft Collins and Greeley-DUS (Package B) Fort Collins Transit Center Y Timberline Y Harmony Road Y SH-392 Y Crossroads Y SH-56 Y SH-119 Y SH-52 Y SH-7 Y • North 1-25 EN Appendix A Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • APPENDIX B TRANSIT OPERATIONS PLAN SUMMARY • • North I-25 HIS Appendix B Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages NORTH I-25 DEIS DEIS ALTERNATIVES-SUMMARY OF TRANSIT OPERATING PLAN No-Action I Package A I Package B TRANSIT CORRIDOR IMPROVEMENTS Bus on 1-25: NA NA 20,60 in peak direction Ft Collins South-DUS and 60,60 in reverse peak direction;BRT in managed lanes Bus on 1-25: NA NA 60,60; BRT in managed Ft Collins South-DIA lanes Bus on 1-25: NA NA 20,60 in peak direction Greeley TC-DUS and 60,60 in reverse peak direction;BRT in managed lanes Commuter bus on US 85, NA 30,60 NA Greeley TC-DUS Commuter bus on US 85, NA 60,60 NA Greeley TC-DIA North Metro, 124th-DUS 30,0 30,0 same as No Build North Metro,SH 7-DUS 30,30 0,60 same as No Build North Metro extended to Longmont NA 30,60;from SH 7, route NA (vial-25 and SH 119)or Ft Collins extends to Longmont via (via BNSF) CR 8 and SH 119 US 36 Commuter rail, 1 sVTerry to 30,30 0,60 same as No Build DUS US 36 Commuter rail, Pearl/30th to 30,0 30,0 same as No Build DUS US 36 Commuter rail,Sugar Mill to NA 30,60 same as No Build DUS SUPPORTING BUS NETWORK • Foxtrot(Fort Collins to Loveland) 60,60(relocated Fort same as No Build same as No Build Collins South Transit Ctr to Loveland) Fort Collins Rte 1 20,20;relocate South same as No Build same as No Build Transit Ctr to south of Harmony Fort Collins Rte 5 60,60;relocate South same as No Build same as No Build Transit Ctr to south of Harmony Fort Collins Rte 6 60,60;relocate South same as No Build same as No Build Transit Ctr to south of Harmony North I-25 EIS Appendix B Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • Fort Collins Rte 7 30, 30;relocate South same as No Build same as No Build Transit Ctr to south of Harmony Jitterbus 60,60 same as No Build 30,60;extend to serve Crossroads BRT station Loveland-Crossroads BRT feeder NA NA 30,60;begin in Loveland,east on US 34 to Crossroads BRT station Greeley-Windsor-Ft Collins NA 30,60;from Greeley TC'NA Hwy 34-Hwy 257-Hwy 392/32-Hwy 287-Ft Collins South Greeley-Loveland(US-34) NA 15,30;from Greeley TC, NA west on US 34 to Loveland CRT station Milliken-Johnstown-Berthoud NA 60,60;begin rte in NA Milliken west on CR 60 through Johnstown, south on I-25 frontage road,west on SH 56 to the Berthoud CRT station Firestone-Frederick-Erie NA 30,60:begin rte in NA Dacono(CR 13/Rte 52), north on CR 13,west on SH 119 to Longmont • commuter rail sin Windsor-Ft Collins NA NA 60,60;begin rte at US 34/Hwy 257,north on Hwy 257,west on Harmony Rd to the BRT station Johnstown-Firestone NA NA 60,60;begin tie at Johnstown BRT station, west on SH 56,south on US 287,east on SH 119 to the BRT station Ft Lupton-Niwot NA NA 30,60:begin rte at SH 52/US 85,west on SH 52,terminating at the Niwot CRT station • North 1-25 EIS Appendix B Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • APPENDIX C TRAVEL TIME WORKSHEETS • North 1-25 EIS Appendix C Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • DENVER 1-25 NORTH EIS DMU SOUTHBOUND TRAVEL TIME ESTIMATES Fort Collins to DUS via BNSF - North Metro DEIS Package A Max Spd . Distance (miles) Run Time Delay Time Dwell Time Total Time Station (mph) _ Incr. Total (hr:min:sec) (hr:min:sec) (hr:min:sec) (hr:min:sec) Fort Collins 0.00 0:00:00 0:00:00 65 1 .23 0:02:15 0:00:00 CSU 1 .23 0:01 :00 0:03:15 75 3.75 0:04:28 0:00:00 Harmony 4.98 0:01 :00 0:08:43 50 0.44 0:01 :01 0:00:00 Start of Curve 1 5.42 0:00:00 0:09:44 50 0. 17 0:00:13 0:00:00 End of Curve 1 5.59 0:00:00 0:09:57 75 1 .07 0:01 :21 0:00:00 Start of Curve 2 6.66 0:00:00 0:11 :18 75 0.20 0:00:10 0:00:00 End of Curve 2 6.87 0:00:00 0:11 :28 75 0.85 0:00:41 0:00:00 Start of Curve 3 7.72 0:00:00 0:12:09 75 0.19 0:00:09 0:00:00 End of Curve 3 7.91 0:00:00 0:12:18 75 1 .15 0:00:56 0:00:00 Start of Curve 4 9.06 0:00:00 0:13:14 65 0.25 0:00:14 0:00:00 End of Curve 4 9.31 0:00:00 0:13:28 65 0.43 0:00:24 0:00:00 Start of Curve 5 9.74 0:00:00 0:13:52 50 0. 19 0:00:14 0:00:00 End of Curve 5 9.92 0:00:00 0:14:06 • 70 2.01 0:02:22 0:00:00 Loveland 29th St 11.93 0:01 :00 0:17:28 70 1 .80 0:02:49 0:00:00 Loveland - US 34 13.73 0:01 :00 0:21 :17 35 0.19 0:00:35 0:00:00 Start of Curve 1 13.92 0:00:00 0:21 :52 45 0.18 0:00:20 0:00:00 End of Curve 1 14.10 0:00:00 0:22:12 45 0.40 0:00:32 0:00:00 Start of Curve 2 14.51 0:00:00 0:22:44 45 0.20 0:00:16 0:00:00 End of Curve 2 14.70 0:00:00 0:23:00 45 0.39 0:00:33 0:00:00 Start of Curve 3 15.09 0:00:00 0:23:33 30 0.28 0:00:34 0:00:00 End of Curve 3 15.38 0:00:00 0:24:07 30 0.02 0:00:03 0:00:00 Start of Curve 4 15.40 0:00:00 0:24:10 30 0.35 0:00:42 0:00:00 End of Curve 4 15.75 0:00:00 0:24:52 30 0.04 0:00:05 0:00:00 Start of Curve 5 15.79 0:00:00 0:24:57 30 0.24 0:00:29 0:00:00 End of Curve 5 16.03 0:00:00 0:25:26 75 4.04 0:04:22 0:00:00 • North 1-25 EIS Appendix C Connetics Transportation Group Transit Operating Plans, Operating Statistics and January 2007 O&M Costs for DEIS Packages Berthoud - SH 56 20.07 0:01 :00 0:30:48 , 50 0.78 0:01 :26 0:00:00 Start of Curve 1 20.86 0:00:00 0:32:14 50 0.51 0:00:36 0:00:00 End of Curve 1 21 .36 0:00:00 0:32:50 55 0.33 0:00:25 0:00:00 Start of Curve 2 21 .69 0:00:00 0:33:15 55 0.14 0:00:09 0:00:00 End of Curve 2 21 .83 0:00:00 0:33:24 55 0.02 0:00:02 0:00:00 Start of Curve 3 21 .85 0:00:00 0:33:26 60 0.18 0:00:15 0:00:00 End of Curve 3 22.04 0:00:00 0:33:41 65 0.70 0:00:43 0:00:00 Start of Curve 4 22.74 0:00:00 0:34:24 60 0.13 0:00:08 0:00:00 End of Curve 4 22.87 0:00:00 0:34:32 60 0.04 0:00:02 0:00:00 Start of Curve 5 22.91 0:00:00 0:34:34 60 0.14 0:00:09 0:00:00 End of Curve 5 23.05 0:00:00 0:34:43 60 0.11 0:00:07 0:00:00 Start of Curve 6 23.17 0:00:00 0:34:50 60 0.25 0:00:15 0:00:00 End of Curve 6 23.42 0:00:00 0:35:05 60 1 .36 0:01 :23 0:00:00 Start of Curve 7 24.78 0:00:00 0:36:28 45 0.19 0:00:15 0:00:00 End of Curve 7 24.97 0:00:00 0:36:43 50 0.44 0:00:35 0:00:00 Start of Curve 8 25.41 0:00:00 0:37:18 40 0.26 0:00:23 0:00:00 End of Curve 8 25.67 0:00:00 0:37:41 75 1 .80 0:02:25 0:00:00 Longmont - SH 66 27.46 0:01 :00 0:41 :06 II40 1 .91 0:03:12 0:00:00 Start of Curve 1 29.37 0:00:00 0:44:18 35 0.26 0:00:27 0:00:00 End of Curve 1 29.63 0:00:00 0:44:45 35 0.01 0:00:01 0:00:00 Start of Curve 2 29.64 0:00:00 0:44:46 35 0.19 0:00:20 0:00:00 End of Curve 2 29.84 0:00:00 0:45:06 35 0.53 0:00:54 0:00:00 Start of Curve 3 30.36 0:00:00 0:46:00 35 0.18 0:00:19 0:00:00 End of Curve 3 30.54 0:00:00 0:46:19 35 0.01 0:00:01 0:00:00 Start of Curve 4 30.56 0:00:00 0:46:20 35 0.06 0:00:06 0:00:00 End of Curve 4 30.61 0:00:00 0:46:26 35 0.07 0:00:07 0:00:00 Start of Curve 5 30.68 0:00:00 0:46:33 35 0. 11 0:00:12 0:00:00 End of Curve 5 30.80 0:00:00 0:46:45 35 0.22 0:00:22 0:00:00 Start of Curve 6 31 .01 0:00:00 0:47:07 35 0.06 0:00:06 0:00:00 End of Curve 6 31 .07 0:00:00 0:47:13 35 0.03 0:00:04 0:00:00 II North I-25 EIS Appendix C Connetics Transportation Group Transit Operating Plans, Operating Statistics and January 2007 O&M Costs for DEIS Packages • Start of Curve 7 31.11 0:00:00 0:47:17 35 0.05 0:00:06 0:00:00 End of Curve 7 31.16 0:00:00 0:47:23 35 0.04 0:00:04 0:00:00 Start of Curve 8 31.20 0:00:00 0:47:27 35 0.10 0:00:10 0:00:00 End of Curve 8 31.30 0:00:00 0:47:37 25 0.05 0:00:13 0:00:00 Sugar Mill 31 .34 0:01 :00 0:48:50 TOTAL 31 .34 0:41 :50 0:00:00 0:07:00 0:48:50 Avg Stn Spacing = 4.48 miles Avg Speed = 38.51 Notes: Distances and curve restrictions from plan drawings provided by Carter Burgess, July 2006. Some design curves from drawings not noted since operating speeds dictated by acceleration/deceleration rather than design speed. North Metro Line extension to Longmont via SH 119 DEIS Package A Max Spd . Distance (miles) Run Time Delay Time Dwell Time Total Time Station (mph) Incr. Total (hr:min:sec) (hr:min:sec) (hr:min:sec) (hr:min:sec) Longmont (1st & Terry) 0.00 0:00:00 0:00:00 45 0.46 0:01 :01 0:00:00 Start of Curve 1 0.46 0:00:00 0:01 :01 35 0.32 0:00:33 0:00:00 End of Curve 3 0.78 0:00:00 0:01 :34 35 0.18 0:00:18 0:00:00 Start of Curve 4 0.95 0:00:00 0:01:52 35 0.10 0:00:10 0:00:00 End of Curve 4 1.05 0:00:00 0:02:02 • 35 0.13 0:00:13 0:00:00 Start of Curve 5 1.18 0:00:00 0:02:15 35 0.10 0:00:14 0:00:00 End of Curve 5 1.27 0:00:00 0:02:29 10 0.01 0:00:06 0:00:00 Sugar Mill 1.28 0:01 :00 0:03:35 55 0.80 0:01 :30 0:00:00 Start of Curve 1 2.09 0:00:00 0:05:05 35 0.10 0:00:10 0:00:00 End of Curve 1 2.19 0:00:00 0:05:15 35 0.03 0:00:03 0:00:00 Start of Curve 2 2.22 0:00:00 0:05:18 35 0.10 0:00:10 0:00:00 End of Curve 2 2.32 0:00:00 0:05:28 75 1.31 0:01 :48 0:00:00 Start of Curve 3 3.63 0:00:00 0:07:16 75 0.21 0:00:10 0:00:00 End of Curve 3 3.84 0:00:00 0:07:26 75 0.02 0:00:01 0:00:00 Start of Curve 4 3.86 0:00:00 0:07:27 75 0.21 0:00:10 0:00:00 End of Curve 4 4.07 0:00:00 0:07:37 75 1.26 0:01 :03 0:00:00 Start of Curve 5 5.33 0:00:00 0:08:40 45 0.51 0:00:41 0:00:00 End of Curve 5 5.84 0:00:00 0:09:21 75 6.35 0:05:43 0:00:00 Start of Curve 6 12.20 0:00:00 0:15:04 45 0.32 0:00:26 0:00:00 End of Curve 6 12.52 0:00:00 0:15:30 65 0.91 0:01 :26 0:00:00 III North I-25 EIS Appendix C Connetics Transportation Group Transit Operating Plans, Operating Statistics and January 2007 O&M Costs for DEIS Packages County Rd 8 / 1-25 13.43 0:01 :00 0:17:56 50 0.42 0:01 :00 0:00:001 Start of Curve 9 13.85 0:00:00 0:18:56 60 0.40 0:00:33 0:00:00 End of Curve 9 14.25 0:00:00 0:19:29 60 0.06 0:00:04 0:00:00 Start of Curve 10 14.31 0:00:00 0:19:33 60 0.25 0:00:15 0:00:00 End of Curve 10 14.57 0:00:00 0:19:48 70 0.60 0:00:41 0:00:00 Start of Curve 11 15.17 0:00:00 0:20:29 70 0.24 0:00:12 0:00:00 End of Curve 11 15.41 0:00:00 0:20:41 70 0.14 0:00:07 0:00:00 Start of Curve 12 15.55 0:00:00 0:20:48 75 0.46 0:00:28 0:00:00 End of Curve 12 16.01 0:00:00 0:21 :16 75 1.32 0:01 :03 0:00:00 Start of Curve 13 17.33 0:00:00 0:22:19 75 0.28 0:00:14 0:00:00 End of Curve 13 17.62 0:00:00 0:22:33 75 1 .06 0:00:57 0:00:00 Start of Curve 14 18.68 0:00:00 0:23:30 75 0.46 0:00:26 0:00:00 End of Curve 14 19.14 0:00:00 0:23:56 40 0.13 0:00:22 0:00:00 SH 7/Dent 19.27 0:01 :00 0:25:18 TOTAL 19.27 0:22:18 0:00:00 0:03:00 0:25:18 Avg Stn Spacing = 6.42 miles Avg Speed = 45.70 Notes: Distances and curve restrictions from plan drawings provided by Carter Burgess, July 2006. Total travel time from SH 7 to DUS provided by Carter Burgess based on modeled times. II II North 1-25 EIS Appendix C Connetics Transportation Group Transit Operating Plans, Operating Statistics and January 2007 O&M Costs for DEIS Packages • APPENDIX D BUS OPERSTAT WORKSHEETS North 1-25 EIS Appendix D Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages North 1-25 EIS BUS OPERATING PLANS LOCAL CORRIDOR ROUTES - DEIS NO-ACTION Run Time Distance Headway Peak Daily Rev. Annual Rev. Route (minutes) (miles Day Peak Base Veh. Veh Miles Veh Hrs Veh Mlles Veh Hrs Foxtrot 30.4 10.2 M-F 60.0 60.0 2.00 264.2 26.0 67,100 6,600 exist Sat n/a 60.0 264.7 26.1 13,500 1,330 ave mph 20.08 Sun n/a n/a 0.0 0.0 0 0 7,930 Transfort 5 23.3 5.4 M-F 60.0 60.0 1.00 141.3 13.0 35,900 3,300 modified South Transit Center Sat n/a 60.0 141.2 12.9 7,200 660 ave mph 13.96 Sun n/a n/a 0.0 0.0 0 0 3,960 Transfort 6 26.2 6.9 M-F 60.0 60.0 1.00 179.5 13.0 45,600 3,300 modified South Transit Center Sat n/a 60.0 180.4 12.9 9,200 660 ave mph 15.82 Sun n/a n/a 0.0 0.0 0 0 3,960 Transfort 7 19.3 5.3 M-F 30.0 30.0 2.00 272.8 26.0 69.300 6,600 modified South Transit Center Sat n/a 60.0 137.3 12.9 7,000 660 ave mph 16.30 Sun n/a n/a 0.0 0.0 0 0 7,260 Jitterbus 57.1 15.8 M-F 60.0 60.0 1.00 205.5 6.5 52,200 1,650 exist(one-way loop) Sat n/a 60.0 205.9 6.5 10,500 330 ave mph /6.62 Sun n/a n/a 0.0 0.0 0 0 62,700 1,980 • LOCAL BUS TOTALS 7 peak vehicles M-F 270,100 21,450 8 fleet vehicles Sat. 47,400 3,640 acto 4 4 Annual 317,500 25,090 Notes for North 1-25 corridor bus statistics: (1) Distance based on coded distances provided by Carter Burgess from transportation model(PKG_RouteStatistics). (2) Run time based on calculated travel times from transportation model. (3)Service span based on existing service span(as of October 2005). (3) Calculated total fleet=peak vehicle requirement'1.2(20%spare ratio). NO ACTION OPERATING ASSUMPTIONS: approx 6am-7pm based on existing span of service WKDYPEAKHR 5.0 6am-9am;3pm-5pm WKDYBASEHR 8.0 9am-3pm;5pm-7pm WKDYEVEHR 0.0 WKDYELHR 0.0 13 SATPEAKHR 0.0 SATBASEHR 13.0 6am-7pm SATELHR 0.0 13 SUNPEAKHR 0.0 SUNBASEHR 0.0 SUNELHR 0.0 0 ANNUAL WEEKDAYS 254 ANNUAL SATURDAYS 51 ANNUAL SUNDAYS,HOL 60 365 ANNUALPEAK 1270 ANNUALBASE 2695 ANNUALEL 0 • North 1-25 EIS Appendix D Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • North I-25 EIS BUS OPERATING PLANS LOCAL/FEEDER CORRIDOR ROUTES- DEIS PACKAGE A Run Time Distance Headway Peak Daily Rev. Annual Rev. Route (minutes) (miles) Day Peak Base Eve E/L Veh. Veh Miles Veh Hrs Veh Miles Veh Hrs Transfort 5 30.2 6.7 M-F 60.0 60.0 n/a n/a 1.25 213.8 20.0 54,300 5,080 Sat rVa 60.0 n/a n/a 174.5 16.3 8,900 830 ave mph 13.27 Sun n/a n/a n/a n/a 0.0 0.0 0 0 5,910 Transtort 6 30.5 7.4 M-F 60.0 60.0 n/a n/a 1.25 237.4 20.0 60,300 5,080 Sat n/a 60.0 n/a n/a 192.2 16.3 9,800 830 ave mph 14.58 Sun n/a n,/a n/a n/a 0.0 0.0 0 0 5,910 Transtort 7 26.0 6.5 M-F 30.0 30.0 n/a n/a 2.00 416.1 32.0 105,700 8.130 Sat n/a 60.0 n/a n/a 168.6 12.9 8,600 660 ave mph 15.02 Sun n/a n/a n/a n/a 0.0 0.0 0 0 8,790 Fox Trot 30.5 10.4 M-F 60.0 60.0 n/a n/a 1.50 331.1 24.0 84,100 6,090 Sat n/a 60.0 n/a n/a 268.6 19.4 13,700 990 ave mph 20.34 Sun n/a n/a n/a n/a 0.0 0.0 0 0 7,080 Jitterbus(one-way loop) 51.9 15.1 M-F 60.0 60.0 n/a n/a 1.00 240.9 8.0 61.200 2,030 Sat Va 60.0 n/a n/a 196.1 6.5 10.000 330 ave mph 17.41 Sun rt/a n/a n/a n/a 0.0 0.0 0 0 2,360 • Tango 44.5 15.5 M-F 60.0 60.0 n/a nIa 1.00 247.2 8.0 62,800 2.030 Sat n/a 60.0 n/a n/a 200.0 6.5 10,200 330 ave mph 20.83 Sun n/a n/a n/a n/a 0.0 0.0 0 0 2,360 Milliken-Berthoud Feeder 32.6 15.1 M-F 60.0 60.0 n/a n/a 2.00 483.1 32.0 122,700 8,130 Sat n/a 60.0 n/a nia 392.2 26.1 20.000 1,330 ave mph 27.78 Sun n/a 60.0 n/a n/a 393.3 26.0 23,600 1,560 166,300 11,020 52.9 15.5 M-F 30.0 60.0 n/a n/a 4.00 679.9 44.0 172,700 11,180 Firestone-Erie Feeder Sat n/a 60.0 n/a n/a 402.0 26.1 20.500 1,330 ave mph 1754 Sun Va 60.0 n/a n/a 401.7 26.0 24,100 1,560 217.300 14,070 Grly-FC Feeder 85.0 31.7 M-F 30.0 60.0 n/a n/a 6.00 1,393.3 66.0 353,900 16,760 Sat n/a 60.0 n/a n/a 823.5 39.0 42,000 1,990 ave mph 22.35 Sun n/a 60.0 n/a n/a 823.3 39.0 49.400 2,340 445,300 21.090 Grly-Loveland Feeder 63.8 23.9 M-F 15.0 30.0 n/a n,/a 10.00 2,106.3 110.0 535,000 27,940 Sat n/a 60.0 n/a n/a 621.6 39.0 31,700 1,990 ave mph 22.51 Sun n/a 60.0 n/a n/a 621.7 39.0 37.300 2.340 604.000 32,270 LOCAL AND FEEDER BUS TOTALS 30 peak vehicles M-F 1,258,800 75,690 36 fleet vehicles Sat. 133,400 8,620 Sun. 85,000 5460 Annual 1,477,200 89,770 1,432,900 78,450 • North I-25 EIS Appendix D Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages COMMUTER BUS CORRIDOR ROUTES- DEIS PACKAGE A S Run Time Distance Headway Peak Daily Rev. Annual Rev. Route (minutes) (miles) Day Peak Base Eve E/L Veh. Veh Miles Veh Hrs Veh Miles Veh Hrs U585 commuter bus 97.8 57.6 M-F 30.0 60.0 60.0 n/a 7.00 2.881.1 94.0 731,800 23,880 Orly to DUS Sat n/a 60.0 60.0 n/a 1.958.8 68.0 99,900 3,470 ave mph 35.36 Sun Na 60.0 60.0 n/a 1.958.3 68.0 117,500 4,080 31,430 US 85 commuter bus 76.1 54.1 M-F 60.0 60.0 60.0 n/a 3.00 2.055.5 57.0 522,100 14,480 Grly to DIA Sat n/a 60.0 60.0 n/a 1.839.2 51.0 93.800 2,600 ave mph 42.65 Sun Na 60.0 60.0 n/a 1,840.0 51.0 110,400 3,060 20,140 COMMUTER BUS TOTALS 10 peak vehicles M-F 1.253,900 38,360 12 fleet vehicles Sat. 193,700 6,070 Sun. 227,900 7140 Annual 1,675,500 51,570 Notes for North I-25 corridor bus statistics: (1) Distance based on coded distances provided by Carter Burgess from transportation model(PKG_RouleStatistics). (2) Run time based on calculated travel times from transportation model. (3)Distance and run times for each route use representative model data from a single package(rather than varying by package if route is identical). See cell comments for documentation on what package was used. (4) Calculated total fleet=peak vehicle requirement 1.2(20%spare ratio). MODIFIED ROUTES OPERATING ASSUMPTIONS: approx 6am-7pm based on existing span of service WKDYPEAKHR 5.0 6am-9am;3pm-5pm WKDYBASEHR 8.0 9am-3pm;5pm-7pm WKDYEVEHR 5.0 4am-6am;7pm-10pm • WKDYELHR 0.0 18 SATPEAKHR 0.0 SATBASEHR 13.0 6am-7pm SATELHR 0.0 13 SUNPEAKHR 0.0 SUNBASEHR 13.0 6am-7pm SUNELHR 0.0 13 ANNUAL WEEKDAYS 254 ANNUAL SATURDAYS 51 ANNUAL SUNDAYS,HOT 60 365 ANNUALPEAK 1270 ANNUALBASE 3475 ANNUALEL 1270 • North 1-25 EIS Appendix D Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEN Packages • North 1-25 EIS BUS OPERATING PLANS LOCAL/FEEDER CORRIDOR ROUTES- DEIS PACKAGE B Run Time Distance Headway Peak Daily Rev. Annual Rev. Route (minutes) (miles) Day Peak Base Eve EL Veh. Veh Miles Veh Hrs Veh Miles Veh Hrs Transfort 5 23.2 5.4 M-F 60.0 60.0 n/a n/a 1.00 173.6 16.0 44,100 4.070 Sat n/a 60.0 n/a n/a 141.2 12.9 7,200 660 ave mph 14.07 Sun n/a n/a n/a n/a 0.0 0.0 0 0 4,730 Transfon6 26.0 6.9 M-F 60.0 60.0 n/a n/a 1.00 220.9 16.0 56.100 4,070 Sat n/a 60.0 n/a n/a 180.4 12.9 9,200 660 ave mph 15.93 Sun n/a n/a n/a n/a 0.0 0.0 0 0 4,730 Transfort 7 19.2 5.3 M-F 30.0 30.0 n/a n/a 2.00 335.8 32.0 85,300 8,130 Sal n/a 60.0 n/a n/a 137.3 12.9 7,000 660 ave mph 16.38 Sun n/a n/a n/a nia 0.0 0.0 0 0 8,790 Fox Trot 29.5 10.3 M-F 60.0 60.0 n/a n/a 2.00 328.3 32.0 83.400 8,130 Sat n/a 60.0 n/a n/a 266.7 26.1 13,600 1,330 ave mph 20.89 Sun n/a n/a n/a n/a 0.0 0.0 0 0 9,460 Jitterbus(one-way loop) 64.7 20.2 M-F 30.0 60.0 n/a n/a 3.00 445.3 16.5 113,100 4,190 Sat n/a 60.0 n/a n/a 262.7 9.8 13.400 500 ave mph 18.78 Sun n/a n/a n/a n/a 0.0 0.0 0 0 126.500 4,690 Tango 44.6 13.5 M-F 60.0 60.0 n/a n/a 1.00 215.4 8.0 54,700 2,030 III Sal n/a 60.0 n/a n/a 174.5 6.5 8,900 330 ave mph 18.12 Sun n/a 60.0 nia n/a 350.0 13.0 21.000 780 3.140 Windsor-FC Feeder 32.2 29.3 M-F 60.0 60.0 n/a n/a 2.00 937.8 32.0 238,200 8.130 Sat n/a 60.0 n/a n/a 762.7 26.1 38,900 1,330 ave mph 54.52 Sun n/a 60.0 n/a n/a 761.7 26.0 45,700 1,560 322.800 11,020 Johnstown-SH-119 Feeder 67.2 27.0 M-F 60.0 60.0 n/a n/a 3.00 862.2 48.0 219,000 12,190 Sat n/a 60.0 n/a n/a 700.0 39.0 35,700 1,990 ave mph 24.08 Sun n/a 60.0 n/a n/a 700.0 39.0 42,000 2.340 296,700 16.520 Fort Lupton-Niwot Feeder 62.5 20.5 M-F 30.0 60.0 nia n/a 5.00 901.6 55.0 229.000 13.970 Sat n/a 60.0 n/a n/a 533.3 32.5 27,200 1,660 ave mph 19.68 Sun n/a 60.0 n/a n/a 533.3 39.0 32,000 2,340 288,200 17,970 Loveland-Crossroad Feeder 16.6 5.8 M-F 30.0 60.0 n/a n/a 2.00 253.5 22.0 64,400 5.580 Sat n/a 60.0 n/a n/a 149.0 12.9 7.600 660 ave mph 20.78 Sun n/a 60.0 n/a n/a 150.0 13.0 9.000 780 81,000 7.020 LOCAL AND FEEDER BUS TOTALS 22 peak vehicles M-F 1,187.300 70.490 26 fleet vehicles Sat. 168,700 9,780 un. 149.700 7800 Annual 1,505,700 88.070 • North I-25 EIS Appendix D Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages BRT CORRIDOR ROUTES- DEIS PACKAGE B • Run Time Distance Headway Peak Daily Rev. Annual Rev. Route (minutes) (miles) Day Peak Base Eve E/L Veh. Veh Miles Veh Hrs Veh Miles Veh Hrs Greeley to DUS BRT 84.7 63.6 M-F 60.0 60.0 60.0 Ma 3.00 2,416.9 57.0 613,900 14,480 Sat n/a 60.0 60.0 n/a 2.1627 51.0 110,300 2,600 ave mph 45.07 Sun n/a 60.0 60.0 n/a 2,163.3 51.0 129,800 3,060 Greeley to DUS BRT Tripper 84.7 63.6 M-F 30.0 n/a n/a n/a 6.00 763.4 16.9 193,900 4,300 24,440 FC to DUS BRT 97.8 57.6 M-F 60.0 60.0 60.0 n/a 4.00 1.843.7 64.0 468,300 16,260 Sat Na 60.0 60.0 n/a 1,958.8 136.1 99,900 6,940 ave mph 35.36 Sun n/a 60.0 60.0 n/a 1,958.3 136.0 117,500 8,160 FC to DUS BRT Tripper 97.8 57.6 M-F 30.0 n/a n/a n/a 6.00 691.3 19.6 175,600 4,970 36.330 FC to DIA BRT 78.1 59.7 M-F 60.0 60.0 60.0 n/a 3.00 2,269.3 57.0 576,400 14.480 Sat n/a 60.0 60.0 n/a 2,029.4 102.0 103,500 5,200 ave mph 45.88 Sun n,'a 60.0 60.0 n/a 2,030.0 102.0 121,800 6,120 25,800 BUS RAPID TRANSIT TOTALS 22 peak vehicles M-F 2,028.100 54,490 26 fleet vehicles Sat. 313,700 14,740 Slat 369 100 17 340 Annual 2,710,900 86,570 Notes for North I-25 corridor bus statistics: (1) Distance based on coded distances provided by Carter Burgess from transportation model(PKG_RouteStatistics). (2) Run time based on calculated travel times from transportation model. (3)Distance and run times for each route use representative model data from a single package(rather than varying by package if route is identical). See cell comments for documentation on what package was used. • (4) Calculated total fleet=peak vehicle requirement'1.2(20%spare ratio). CORRIDOR BUS ROUTES OPERATING ASSUMPTIONS: 4am-11pm based on using similar service span as rail lines to Ft.Collins WKDVPEAKHR 6.0 5am-8am: 3pm-6pm WKDYBASEHR 10.0 8am-3pm;6pm-9pm WKDYEVEHR 3.0 4am-5am;9pm-11pm WKDYELHR 0.0 19 SATPEAKHR 0.0 SATBASEHR 13.0 6am-7pm SATELHR 0.0 13 SUNPEAKHR 0.0 SUNBASEHR 13.0 6am-7pm SUNELHR 0.0 13 ANNUAL WEEKDAYS 254 ANNUAL SATURDAYS 51 ANNUAL SUNDAYS,HOL 60 365 ANNUALPEAK 1524 ANNUALBASE 3983 ANNUALEL 762 • North I-25 EIS Appendix D Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • APPENDIX E RAIL OPERSTAT WORKSHEETS • North 1-25 EIS Appendix E Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages Ca. N 0 0 0 0 0 0 O 0 O 0 0 0 O C J 0 0 0 0 0 0 0 0 0 0 0 0 0 O O LLJ 0 0 0 0 0 0 O O O 0 0 0 cvi 000 000 c'') M M OOO L 4 C cQ 0 0 0 0 0 0 0 0 0 0 o 0 .., 0 Oo0 000 000 000 o Ws C > 000 000 000 000 `� ca � � cW ririri oho c"ic"i � 000 o 0 0. La, 00o 000 000 000 ili c ,- c cn o00 000 000 000 o a cs m o 0 0 0 0 0 0 0 0 0 0 0 0Eti Do tricYiri oho ririri 600 aj ;r > U_ Y 000 000 000 000 a) — m 000 000 000 o 0 0 0 'a C a) 000 000 000 0 0 0 4 c aj C. 600 400 c'') 00 NOO T p c o o cA V CZ h ^ ... y O JO O r) v- O co 0 0 0 - CO o r o o O +-' fl N V 4 to- v M cD co v C p O coZ a) '++ o _ o Cl) = o 0 0 0 0 0 0 0 C - � 0 o 0 0 M IM 0 0 u�'i L N Cl) 2 N N r) N • CO CO T 0 E O V = ~ _ C CO C y p c as Q OJ C y D O O O O O O O 0 C --Y _ Q O O O O O O O 0 0- O CIS CO ++ i N W N O 0 AO coDco M{ O O �� a) L. Q CO @ Tt .Cr W T r- co W 'itV ♦ / Ca r o T T T yi T T T r) C .w 1e0f C T CO Y as y a) OQ. DOo O DO0 o 00 C C R 0 0 O 0 0 O 0 O O [! a O V T ay L `J ~ T Y lis N aa)i CI U C N •C O LL C0 U N O r cn a) Q in O L Y V) Y -p X N �+ > ai Cti co co M 0 D U a a) D w / — Q O _ _ a> Qua n N J sa. '• 0 •y., COMM` Mal 000 cct cct co p o Q Z 0 W c c c c c c T T T c c c a w v aF a) cC p N 112 Z = *� o o o coca ca 0 0 0 as p j O LO y w N N oi C C C N N N C C C �' 0 :..� cn n _c N � � WD a> CN o O y 0 0 0 ca m as 000 c_v ce _c O U O U cn o x „ E (V cam N N CV C C C N N N C C C 0 0 0 N S a) (C ca �C co 0 ca cv o co as o ca ca o ca cU 3 •c v ct L V Q. 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U M C17 CD I� CO df dt d (1) C t 01 O O co O O 2 0 0 0 0 0 000 0 0 o O coo c O tocotn o00 000 coo u4i r , oo °. 0.)L_ -.8 0 r 4-0 @ N M LU N N r) �t 00 N N r O D V TO O = O a) a y o Ca fA Q 7:3C 0) o 0 0 O O O0 0 0 0 0 0 0 0 C fa C Q o 0 0 O O oo 0 O O O O 0 0 0 O �' •Y (LS as a"r p 0 cci(D O O O 0 0 O LO cfi CO N 0 0 0 N UJ O G) X o r r r r r N N N r) r r u E a U O w a- CO O cn o co T O C o0 0 0 0 0 0 0 0 0 0 0 o m i C 0 0 0 0 0 0 0 Hi 0 o0 000 o00 000 0o0 Ifc • Winer)0 O4 CD i co Nco co r r r d N d .� a 2 Ch ~ 0 - N a) (n W �� RS c\l c c M _ o W O ▪ r. 0 H N o 0 N 0 N to 03 c a Lo i 0 V) .C „ LL — o ` x N Q C > a 0 O co N o cD v o D _ • _ O — w as, 0. O O Q i- a a a..� _i m m m camas m m m w o w O o o o as ca c- u o o Q L , V W C C C C C C C C C C C C r r r C C C Q. V) ,� 'p Sti. U 7 Z V ai o 0 o o m en m m m 0 0 0 0 0 0 m m m a O C E O O a W N CL N N N C C C C C C N N N N N N C C C Y p •O N n c a) O d (a N O O w o 0 0 0 ca o 0 0 0 0 o ca ca .C ca U O CD 4-0 O C N N N N C C C C C N N N N N N CCC 0 0 X -• E V Y " O to cn a) to o m m w m ca O m ca o m m m m m o m m 0 c r U , �, -2 -2 - - - V sl N c c c c c c.; c c ri c c c c c ri c c a m C E .p 'c Is o w -.a J m m m m m m m m m coo m m m Q •C N de X as -2 -2 -2 -2 -2 -2 O o O -2 -2 -2 -2 -2 C C C c -2 -2 C C C C C C M (h M C C C C>U Q CD .it >' ai o o o m m m comm 000 000 m m m O '� 3 a ct; OOO OOO OOO Q o ca OZ C • CL (D CO c0 CCC C C C C co to co up tD t0 C C C N CL N imsl 03 N 0 0 0 O m m m m m 0 0 0 0 0 0 m m m -, a) ai c = ca 666 O C C C C C OO O 666 C C c p a r C CO Oct (D(D CO tD(O(O(D tD cD CO m C - co C L Y +-• ca 0 MM MMM o m en o m en m m m o m m a) cn r) CD N a) ti M C C C C C M C C M C C C C C M C C m U Q LL _ = O C C C (a U N `'' 4-0 ca . co n LL as 3 LL as 7 LL as m LL as 3 LL m 7 2 O a .C .. 1O o 2 cn cn 2 cn cn M cn cn 2 co cn 2 cn cn 2 cn cn 03 213 o p DO ca a) -o E d N O �- CD CO LC) Cr) TO .O E O s...a) C a N O Os.,- Lo U co O E U 01)t E v 4 N CON r) / N O t '1*to IC C N O L O U c co as O O ••• O c ,_ ,_ `n Q, E• a) CO coc co co o co O U L ca Oct c4 (n C U — — H c N co CV c) r) c1) J 'D '� i ` C j G 0 �t O el ('Si c .`� V O = Q c c OS C C O OWN « ca v) a _a) :71 : J H E t E 7---, y cnGLl ct N N C ca O O a O W w a O O ca V U «. C G C N > O O at;2 02 I— O Y E 3 U N 0 O CO ca a ._ • = In O cn � O (n m o (n O O O ± O O 4 O H ~ >r ca o� CC O � O � O � C� OZ OZ .- CUi r CV L() Z EtC • APPENDIX F RAIL O&M COST MODEL S North 1-25 EIS Appendix F Connetics Transportation Group Transit Operating Plans,Operating Statistics and January 2007 O&M Costs for DEIS Packages • Denver North 1-25 Commuter Rail O&M Cost Estimate No-Action Alternative OPERATING CHARACTERISTICS Input Variable Code Name Statistics Peak Locomotives PKLOCO 14 Peak Passenger Cars PKCAR 33 Annual Rev. Car-Miles CARMI 3,314,000 Annual Rev. Train-Miles LOCOMI 1,614,000 Annual Rev. Train-Hours TRNHR 55,590 Passenger Stations STATION 18 Route Miles RTMILE 60.46 Yards (storage yard= .25) YARD 2 Inflation Factor— INFLATE 0,964 Year of Dollars n/a 2005 DETAILED COST ESTIMATE Product'y Average Dept. Div./Dept./Cost Item Cost Type Factor Dnver FTEs Salary Expenses Cost Totals Transit Agency Expenses - OOS Risk Mgmt. & Gen'I. Liability Casualty& Liability (50%) INSUR $635,977 Fixed $635,977 Casualty& Liability (25%) INSUR $52 TRNHR $2,786,616 Casualty& Liability (25%) INSUR $3.868 RTMILE $225,440 $3,648,032 Vehicle Maintenance Diesel Fuel FUEL $2.563 - 1.5 gallons/mile ' train-miles '1 10 $6.579.806 $6,579,806 Facility Maintenance Earnings - Mechanic LABOR 10 1/10 Stations. min. of 1 2.0 $46.800 $90,230 Fringe Benefits LABOR 55.0% Dept. earnings $49,627 Contract Services. Stations SERV $42,075 STATION (50%) $730,085 Contract Services. Yard& Leads SERV $75.000 YARD $144,600 Materials & Supplies, Stations MATL $8,333 STATION $144,600 Utilities, Yard UTIL $57,500 YARD $110,860 Utilities, Station UTIL $5,278 STATION $91,580 Other OTHER $1,000 Dept. employee $1,928 $1,363,511 Finance/Revenue Collection/Money Counting Earnings - Administrative LABOR n/a Fixed 1.0 $83,200 $80,205 Earnings - Accounts Payable LABOR 25000 1/25k trainmi. min. of 1 2.0 $41,600 $80,205 Earnings - Money Counting LABOR 10 1/10 Stations. min. of 1 2.0 $39,520 $76,195 Fringe Benefits LABOR 55.0% Dept. earnings $130,132 Money Counting Security SERV $11,000 STATION $190,872 • TVM Maintenance & Repair SERV $5,556 STATION $100,000 Other Contractual Services SERV $21,000 Dept. employee $101,220 Materials& Supplies MATL $4,000 STATION $72.000 Other Non-Labor Expenses OTHER $1,000 Dept. employee $4,820 $835,648 Purchasing Earnings LABOR rVa Fixed 1.0 $49,920 $48,123 Fringe Benefits LABOR 55.0% Dept. earnings $26.468 Other Non-Labor Expenses OTHER $1,000 Dept. employee $964 $75,554 Marketing/Customer Services/Public Relations Earnings • Administrative LABOR n/a Fixed 1.0 $62,400 $60,154 Earnings- Cust. Service Rep. LABOR 25,000 1/25k trainmi, min. of 1 2.0 $39.520 $76,195 Fringe Benefits LABOR 55.0% Dept. earnings $74,991 Contractual Services SERV n/a Fixed $250,000 Materials & Supplies MATL $50,000 Fixed $48.200 Other Non-Labor Expenses OTHER $1,000 Dept. employee $2,892 $512,432 Satety/Police/Security Earnings - Safety Specialist LABOR n/a Fixed 1.0 $58,240 $56,143 Earnings - Police Officers LABOR 10,000 1/10k traiinmi. min. of 2 6.0 $58,240 $336,860 Fringe Benefits LABOR 55.0% Dept. earnings $216,152 Security Services SERV $200,000 YARD $385,600 Other Non-Labor Expenses OTHER $1,000 Dept. employee $5,784 $944,396 Train Expenses $44568,179 Train Operations/Equip. Maintenance/Track Usage/Malnt. Engineer/Conductor/Crew Exp. RR $402 TRAINHR $22,324.908 Maint. of Equip (Labor) RR $45,480 PKLOCO+PKCAR $2,137,560 Maint. Materials/Handling RR $17,147 PKLOCO+PKCAR $805,893 Other RR 64.31% %of Train Ops/Equip. Maint. Costs $16,249,332 Track Maintenance (75%) RR $56,016 RTMILE $3,386,705 Track Maintenance (25%) RR $0.80 CARMI $2,661,780 TOTAL OPERATING BUDGET $61.581.702 • North I-25 EIS Appendix F Connetics Transportation Group Transit Operating Plans, Operating Statistics and January 2007 O&M Costs for DEIS Packages Denver North 1-25 Commuter Rail O&M Cost Estimate illDEIS Package A Alternative OPERATING CHARACTERISTICS Input Variable Code Name Statistics Peak Locomotives PKLOCO 19 Peak Passenger Cars PKCAR 48 Annual Rev. Car-Miles CARMI 5,295,000 Annual Rev. Train-Miles LOCOMI 2,455,000 Annual Rev. Train-Hours TRNHR 78,960 Passenger Stations STATION 28 Route Miles RTMILE 111.07 Yards (storage yard = .25) YARD 3 Inflation Factor— INFLATE 0.964 Year of Dollars n/a 2005 DETAILED COST ESTIMATE Product'y Average Dept. Div./Dept./Cost Item Cost Type Factor Driver FTEs Salary Expenses Cost Totals Transit Agency Expenses _ _ _ _ _O - a._ $20,333,894 Risk Mgmt. & Gen'I. Liability Casualty& Liability(50%) INSUR $635,977 Fixed $635.977 Casualty& Liability(25%) INSUR $52 TRNHR $3,958,107 Casualty& Liability (25%) INSUR $3,868 RTMILE $414,152 $5,008,236 Vehicle Maintenance Diesel Fuel FUEL $2.563 ' 1.5 gallons/mile ' train-miles '1.10 $10,008,318 $10,008,318 Facility Maintenance Earnings - Mechanic LABOR 10 1/10 Stations, min. of 1 3.0 $46,800 $135,346 Fringe Benefits LABOR 55.0% Dept. earnings $74.440 Contract Services, Stations SERV $42,075 STATION (50%) $1,135,688 Contract Services. Yard & Leads SERV $75,000 YARD $216,900 Materials& Supplies, Stations MATL $8,333 STATION $224,933 Utilities, Yard UTIL $57,500 YARD $166,290 Utilities, Station UTIL $5,278 STATION $142,458 Other OTHER $1,000 Dept. employee $2.892 $2,098,947 Finance/Revenue Collection/Money Counting Earnings - Administrative LABOR a/a Fixed 1.0 $83,200 $80,205 Earnings - Accounts Payable LABOR 25000 1/25k trainmi, min. of 1 3.0 $41,600 $120,307 Earnings - Money Counting LABOR 10 1/10 Stations, min. of 1 3.0 $39,520 $114,292 Fringe Benefits LABOR 55.0% Dept. earnings $173,142 Money Counting Security SERV $11,000 STATION $296,912 TVM Maintenance & Repair SERV $5,556 STATION $155,556 IIII Other Contractual Services SERV $21,000 Dept. employee $141,708 Materials & Supplies MATL $4,000 STATION $112,000 Other Non-Labor Expenses OTHER $1,000 Dept. employee $6,748 $1,200,870 Purchasing Earnings LABOR Na Fixed 1.0 $49,920 $48,123 Fringe Benefits LABOR 55.0°% Dept. earnings $26,468 Other Non-Labor Expenses OTHER $1.000 Dept. employee $964 $75,554 Marketing/Customer Services/Public Relations Earnings - Administrative LABOR n/a Fixed 1.0 $62,400 $60,154 Earnings • Cust. Service Rep. LABOR 25,000 1/25k trainmi, min. of 1 3.0 $39,520 $114,292 Fringe Benefits LABOR 55.0% Dept. earnings $95,945 Contractual Services SERV n/a Fixed $250,000 Materials & Supplies MAIL $50,000 Fixed $48,200 Other Non-Labor Expenses OTHER $1,000 Dept employee $3,856 $572,446 Safety/Police/Security Earnings - Safety Specialist LABOR n/a Fixed 1.0 $58,240 $56,143 Earnings - Police Officers LABOR 10,000 1/10k traiinmi, min. of 2 8.0 $58,240 $449,147 Fringe Benefits LABOR 55.0% Dept earnings $277,910 Security Services SERV $200,000 YARD $578,400 Other Non-Labor Expenses OTHER $1,000 Dept. employee $7,712 $1,313,169 - Train Operations/Equip.Maintenance/Track Usage/Maint. Engineer/Conductor/Crew Exp. RR $402 TRAINHR $31,710,285 Maint. of Equip (Labor) RR $45,480 PKLOCO+PKCAR $3,047,160 Maint. Materials/Handling RR $17,147 PKLOCO+PKCAR $1,148,827 Other RR 64.31% %of Train Ops/Equip. Maint. Costs $23,090,256 Track Maintenance (75%) RR $56,016 RTMILE $6,221,655 Track Maintenance (25%) RR $0.80 CARMI $4,252,904 TOTAL OPERATING BUDGET 589.804.771 II North 1-25 EIS Appendix F Connetics Transportation Group Transit Operating Plans, Operating Statistics and January 2007 O&M Costs for DEIS Packages Nom-11-25 a EIS information. cooperation. transportation. APPENDIX I Minimal Rail Alternative Request • • ' • ' North I-25 EIS Project Office s .. ..... 2207 East Highway 402 • Loveland, Colorado 80537 k m (970)352.5455 (303)779.3384 v‘ww.cdotInfo/northl25els/ i7ide ° !wig °.,.'w:.'�. °xca° 3.° 61� November 9,2006 Vicky McLane North Front Range MPO 235 Matthews Street Fort Collins,CO 80524 Re: North I-25 MS Minimal Rail Alternative Request Dear Ms.McLane At the request of the North Front Range MPO,the North I-25 EIS transit team has undertaken an evaluation of minimal commuter rail options. This information was expected to serve as the basis for our RTD/NFRMPO coordination meeting on October 26,which was cancelled due to weather. We have summarized our efforts in the attached memo. Our key conclusions include: • Two minimal options were evaluated. • Ridership for the minimal options is forecasted to be between 6%and 23%of the Package A ridership. • Capital costs for the minimal options are expected to be about 27%of the Package A costs,and • O&M costs are expected to be between 13%and 24%of the Package A O&M costs. Based on these conclusions,a minimal option is feasible as part of a phasing plan for the commuter rail package. Please refer to the memo for more details. Further evaluation of these minimal options is expected to occur during the Final EIS process. We look forward to continuing our dialogue on this project effort. Please let us know if you have any questions. Yours truly, G Gina McAfee Deputy Project Manager Cc: Liz Rao,RID John Daggett,NFRMPO Lee Cryer,RTD Dave Beckhouse,ETA Henry Stopplekamp,RID Bob Garcia, CDOT R4 Bill Van Meter,RTD Dave Martinez,CDOT R4 Chris Quinn,RTD Stan Elmquist,CDOT R4 Dave Shelley,RTD Carol Parr,CDOT R4 Cliff Davidson,NFRMPO File • Federal Highway Administration•Federal Transit Administration•Colorado Department of Transportation NORTH I--25 • EIS nformation cooperation transportation. Commuter Rail Phasing Due to a variety of requests, the commuter rail component for the North 1-25 EIS has been examined in further detail to evaluate how phasing and minimal options may affect the transit portion of the project. Although a full phasing analysis will not be undertaken until the Final EIS, this memo provides an initial look at potential phasing options. A summary of the options will be documented in the DEIS, along with phasing options that could be considered for BRT, Commuter Bus, and highway elements of the two packages. The first section of this white paper outlines the current DEIS packages and their transit components, including commuter rail. The second section provides information on several commuter rail phasing options that have been examined. DEIS PACKAGE SUMMARY The two DEIS packages reflect different transit approaches for the North 1-25 study area. These packages are shown in the attached figures. Only Package A includes a commuter rail component; Package B provides Bus Rapid Transit (BRT). Both packages have been coded into the project's travel demand model and the model has been run to develop 2030 daily ridership forecasts. These forecasts are summarized in the table below. 2030 DEIS Daily Transit Ridership Forecasts Package A Package B Major investment transit boardings' 5,825 5,850 Commuter rail boardings 4,300 (none) Costs have also been developed for both packages. The unit costs used for commuter rail components were based on typical costs for similar projects. These costs have been compared to RTD data being used for their FasTracks effort. The results of this comparison indicate that there are very few differences. These differences are less than 5%, and they tend to balance out (costs that are low compared to RTD are offset by costs that are high compared to RTD). The team is comfortable that the unit costs being used represent appropriate Colorado experience and are acceptable at the DEIS level of analysis. The costs are summarized in the table below. DEIS Package Capital Costs (2006 dollars) Package A Package B Major Investment (roadway &transit) $1.868 $1.53B Commuter Rail $818M (none) These costs include capital expenditures (tracks, lanes, etc.), right-of-way (ROW), and transit vehicle fleets costs. Package A includes Commuter Rail and Commuter Bus boardings; Package B includes BRT boardings. Federal Highway Administration I Federal Transit Administration I Colorado Department of Transportation • NORTH 1-25 EIS Commuter Rail Phasing information. cooperation. transportation 20/4 Annual operating and maintenance costs are shown below. DEIS Package O&M Costs (2006 dollars) Package A Package B Major Transit Investment $38.5M $12.2M Commuter Rail $28.5M (none) MIMINAL COMMUTER RAIL OPTION SUMMARY Given various requests for nominal commuter rail options in the project study area, the team undertook a supplemental analysis of what a minimal commuter rail option could consist of. Several other commuter rail agencies (peer systems) were reviewed to see how they began service and how service has developed since the initial startup. • Many startup systems begin with peak period (morning and evening), peak direction (AM inbound, PM outbound) service. Others begin with bi-directional peak period service. Given the significant directionality of the DEIS Package transit ridership (both bus and • rail), a peak period, peak direction service was assumed. • To maximize their return on investment, start-up systems often use existing rail lines for their initial segments. ROW acquisition and new rail line construction could be time- consuming and costly, so it was considered inconsistent with the goal of a minimal option. Therefore, the minimal options exclude the proposed new alignment connecting Longmont to the North Metro FasTracks line. The minimal option follows the BNSF line from Fort Collins to Longmont, where it connects with RTD's Northwest Rail FasTracks corridor. • The existing BNSF line allows for a maximum freight speed of 49 mph, with speed reductions in several segments of the corridor due to geometric or other constraints. It was assumed that this speed would not be changed for passenger service under the minimal alternative since geometric improvements can require substantial ROW acquisition and construction costs. However, a signal system was assumed to help coordinate passenger and freight operations along the corridor. • Many startup systems begin with as few stations as possible, with an eye toward serving key population centers and allowing other stations to be implemented gradually as demand grows. Given the forecasted ridership from Package A, stations were sited at South Transit Center(Ft Collins), 4'h Street (Loveland), Berthoud, and 1"/Terry (Longmont). • Peer systems include Sounder (Seattle, WA), Rail Runner (Albuquerque, NM), Altamont Commuter Express (San Jose, CA) and Coaster (San Diego, CA) • Two operator scenarios were considered. If a contract were established with RTD, service could continue through 1'/Terry along Northwest Rail to Denver Union Station. If a separate operator is assumed, a forced transfer at 1st/Terry may be required. Since funding is still undecided, these two options were forwarded through the analysis. • NORTH 1-25 - - - . EIS Commuter Rail Phasing information. cooperation. transportation. 30/4 These evaluations resulted in two minimal commuter rail options. These options have been shown graphically on the attached figure. • Minimal Commuter Rail Option 1 includes three AM inbound and three PM outbound trains on 60 minute headways, with a forced transfer at RTD's 1 si/Terry station (part of FasTracks). New stations include South Transit Center, SH 402, and Berthoud. • Minimal Commuter Rail Option 2 includes three AM inbound and three PM outbound trains on 60 minute headways, with through service at 1 st/Terry. Stations are the same as those in Option 1. PURPOSE: PURPOSE: Test impact to Test impact to ridership with , ridership with — - minimal rail /`'� -•-•-• - minimal rail solution solution �' Fortfl.uln. — Feet•.II : . h' - \ Lo.1 d . �� -. Le Transfer at — - El Longmont _. .,- _ Il ., - — 1v.«wa . -... I • . . -- - ... - U— � — • ` _ - 4 -. • _ Both options were coded into the travel demand model in place of the Package A commuter rail alternative. The ridership results are shown in the table below. 2030 Minimal Option Daily Transit Ridership Forecasts Minimal Option 1 Minimal Option 2 Commuter rail boardings 250 1000 Costs were also developed for the minimal options. Assumptions included: • No maintenance facility would be provided—the maintenance would be contracted to RTD or another entity instead. . • NORTH 1-25 EIS Commuter Rail Phasing information cooperation. transportation. 4 of 4 • The BNSF line under consideration would require signals to ensure appropriate separation from freight trains. Other capital improvements include stations and some minor track upgrades. The resulting costs are shown in the table below. Minimal Option Costs (1996 dollars) Minimal Option 1 Minimal Option 2 Capital Costs $222M $219M O & M Costs $3.8M $6.8M CONCLUSIONS This memo describes potential commuter rail phasing options for minimal commuter rail operations of DEIS Package A. The evaluation presents the operating plans and the resulting ridership forecasts and cost estimates. Reducing the commuter rail operations as described in • this paper results in much lower capital and operating costs but also results in substantial reductions in ridership. A summary of this analysis will be described in the DEIS to identify that a range of phasing options can be considered for the Package improvements. The Final EIS will include a more comprehensive evaluation of phasing plans. If commuter rail is carried forward into the Final EIS other phasing elements that might be evaluated include a single track system with more frequent service, passing sidings to allow directional service, track upgrades to improve travel times, phasing of station construction, phasing from peak period to full day service, and the full rail alternative as defined in Package A. JA_Transportation Coord Transmittal.doc • C O (15 4..... O a cr) C n5 I '.- 4'-. C 0 rts N ,--00v clil a. 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