HomeMy WebLinkAbout20202989.tiffWELD COUNTY
CODE ORDINANCE 2020-17
- 3D
IN THE MATTER OF REPEALING AND REENACTING, WITH AMENDMENTS,
CHAPTER 8 PUBLIC WORKS, OF THE WELD COUNTY CODE
BE IT ORDAINED BY THE BOARD OF COUNTY COMMISSIONERS OF THE COUNTY OF
WELD, STATE OF COLORADO:
WHEREAS, the Board of County Commissioners of the County of Weld, State of
Colorado, pursuant to Colorado statute and the Weld County Home Rule Charter, is vested with
the authority of administering the affairs of Weld County, Colorado, and
WHEREAS, the Board of County Commissioners, on December 28, 2000, adopted
Weld County Code Ordinance 2000-1, enacting a comprehensive Code for the County of Weld,
including the codification of all previously adopted ordinances of a general and permanent nature
enacted on or before said date of adoption, and
WHEREAS, the Weld County Code is in need of revision and clarification with regard to
procedures, terms, and requirements therein.
NOW, THEREFORE, BE IT ORDAINED by the Board of County Commissioners of the
County of Weld, State of Colorado, that certain existing Chapters of the Weld County Code be,
and hereby are, repealed and re-enacted, with amendments, and the various Chapters are
revised to read as follows.
CHAPTER 8
PUBLIC WORKS
ARTICLE VIII - Transportation Planning
Amend Sec. 8-8-10. - Weld County Transportation Plan and Functional Classification Map.
A. The Weld County Transportation Plan, as amended ("Transportation Plan"), is intended to
summarize existing transportation conditions, recommend policy, funding and roadway
development for the County over a twenty -five-year planning horizon. The Transportation Plan
will serve an integral part in the decision making process for County staff and elected officials.
The primary purpose of this Article is to provide technical information that can be used as a
basis for formulating transportation -related policies. The Transportation Plan will also be an
extension of the Comprehensive Plan focusing on basic travel characteristics unique to the
County. The Transportation Plan is found in Appendix 8-N of this Chapter and is intended to
be used in concert with Chapter 22 of this Code. It is recommended to update this plan when
updating the Comprehensive Plan
B. The Functional Classification Map is a component of the Transportation Plan and is the
process by which County roads are grouped into classes according to the character of service
provided. The purpose of Ggrouping the roads into classes helps identifyies ies the required
minimum width of future right-of-way and locations for future right-of-way reservation. It is
recommended to update the Functional Classification Map every two (2) years. The Functional
Classification Map is found in Appendix 8-O of this Chapter.
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2020-2989
ORD2020-17
C. The minimum right-of-way widths are as follows, unless shown otherwise on the Functional
Classification Map found in Appendix 8-O of this Chapter:
1. Arterial: 140 feet.
2. Collector: 80 feet.
3. Local: 60 feet.
4. Minimum right-of-way widths for "Arterials Not Constructed" shown on the Functional
Classification Map found at Appendix 8-O of this Chapter are found in project
identifications and/or designs approved by resolutions of the Board of County
Commissioners.
5. Minimum right-of-way widths for Weld County four -lane controlled -access highways
detailed in C.R.S. Section 43-2-110 are identified in approval documents.
D. Where road right-of-way has not been dedicated or otherwise acquired by the County, but the
County maintains a public road, the width of the prescriptive right-of-way, which includes the
entire area necessary for maintenance by the County, shall be a minimum of 60 feet (30 feet
from either side of the center of the road).
Remainder of Article — No change.
APPENDICES 8-A THROUGH 8-M — NO CHANGE.
AMEND APPENDIX 8-N — TRANSPORTATION PLAN [Use following hyperlink]
hops://www.weldgov.com/UserFiles/Servers/Server6/File/Departments/Public%20 Works/Transportation%20Plann
in g/2045 %20Transportation%20 P1an/TP%209-4-20.pdf
AMEND APPENDIX 8-0 - FUNCTIONAL CLASSIFICATION MAP [Use following hyperlink]
htt as://www.weldgov.com/UserFiles/Servers/Server6/File/Departments/Public%20Works/Transportation%20Plann
ing/2045%20Transportation%20P1an/2020%20Functional%20C1assification%20Map%20(draft).pdf
APPENDICES 8-P AND 8-Q — NO CHANGE.
BE IT FURTHER ORDAINED by the Board that the Clerk to the Board be, and hereby is,
directed to arrange for Municode to supplement the Weld County Code with the amendments
contained herein, to coincide with chapters, articles, divisions, sections, and subsections as they
currently exist within said Code; and to resolve any inconsistencies regarding capitalization,
grammar, and numbering or placement of chapters, articles, divisions, sections, and subsections
in said Code.
BE IT FURTHER ORDAINED by the Board, if any section, subsection, paragraph, sentence,
clause, or phrase of this Ordinance is for any reason held or decided to be unconstitutional, such
decision shall not affect the validity of the remaining portions hereof. The Board of County
Commissioners hereby declares that it would have enacted this Ordinance in each and every
section, subsection, paragraph, sentence, clause, and phrase thereof irrespective of the fact that
any one or more sections, subsections, paragraphs, sentences, clauses, or phrases might be
declared to be unconstitutional or invalid.
PAGE 2
2020-2989
ORD2020-17
The above and foregoing Ordinance Number 2020-17 was, on motion duly made and
seconded, adopted by the following vote on the 9th day of November, A.D., 2020.
BOARD OF COUNTY COMMISSIONERS
WELD COUNTY, COLORADO
ATTEST:
Mike Freeman, Chair
Weld County Clerk to the Board
Steve Moreno, Pro-Tem
BY:
Deputy Clerk to the Board
Scott K. James
APPROVED AS TO FORM:
Barbara Kirkmeyer
County Attorney
Kevin D. Ross
Date of signature:
Publication: August 26, 2020
First Reading:
Publication:
Second Reading:
Publication:
Final Reading:
Publication:
September 30, 2020
October 7, 2020, in the Greeley Tribune
October 19, 2020
October 28, 2020, in the Greeley Tribune
November 9, 2020
November 18, 2020, in the Greeley Tribune
Effective: November 23, 2020
PAGE 3
2020-2989
ORD2020-17
AMEND APPENDIX 8-N - TRANSPORTATION PLAN [Use following hyperlink]
https://www.weldgov.com/departments/public works/transportation planning/2045 transportation plan
PAGE 4
2020-2989
ORD2020-17
WELD COUNTY
TRANSPORTATION
PLAN
APPENDIX 8-N - TRANSPORATION PLAN
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WELD COUNTY
2045
TRANSPORTATION PLAN
PREPARED FOR WELD COUNTY COMMISSIONERS
115C O STREET
GREELEY, COLORADO 80631
PREPARED BY WELD COUNTY PUBLIC WORKS DEPARTMENT
1111 HSTREET
GREELEY, COLORADO 80631
DRAFT SEPTEMBER 10, 2020
TABLE OF CONTENTS
INTRODUCTION. 6
Purpose 8
Background 9
Demographics 13
PLAN CONTEXT 16
Planning Process 17
Policies and Guiding Principles 19
INVENTORY OF EXISTING CONDITIONS 24
Roadway Conditions 25
Traffic Volumes 26
Level of Service 27
Crash Data Analysis 31
Multimodal Facilities 34
Hazardous Materials Corridors 40
Freight Corridors 41
Weather Stations 43
OPERATIONS....44
Asphalt Paved Roads 45
Concrete Roads 47
Gravel Roads 48
Snow Removal 51
Bridges 51
REGIONAL TRANSPORTATION PLANNING 55
NFRMPO 57
UFRTPR 58
DRCOG 59
Transportation Partnerships 60
8 -Hour Ozone Nonattainment Area 63
ACCESS CONTROL PLANS .66
Access Management 67
Completed Access Control Plans 68
Future Access Control Plans 70
ROAD CLASSIFICATION PLAN ..........71
Traffic Forecast Study 72
Traffic Volume Projections 73
Functional Classification Plan 81
Functional Classification Definitions 85
Road Classification Guide 88
IMPLEMENTATION ..91
Long Range Transportation Project List 92
Capital Improvements Plan (CIP) 99
Strategies 100
LIST OF FIGURES
FIGURE 1 - WELD COUNTY VICINITY MAP
FIGURE 2 - THOROUGHFARE MAP (1973)
FIGURE 3 - ROAD CLASSIFICATION MAP (1995)
FIGURE 4 - FUNCTIONAL CLASSIFICATION MAP (2011)
FIGURE 5 - 2015 POPULATION DENSITY
FIGURE 6 - 2045 POPULATION DENSITY
FIGURE 7 - 2015 EMPLOYMENT DENSITY
FIGURE 8 - 2045 EMPLOYMENT DENSITY
FIGURE 9 - MOST TRAVELED COUNTY ROADS (2020)
FIGURE 10 - LEVEL OF SERVICE DIAGRAM
FIGURE 11 - LEVEL OF SERVICE MAP
FIGURE 12 - 2019 CRASH ANALYSIS MAP
FIGURE 13 - CRASH LOCATIONS (2015-2019)
FIGURE 14 - RAILROAD AND AIR TRANSPORTATION
FIGURE 15 - REGIONAL TRANSIT
FIGURE 16 - REGIONAL TRAILS
FIGURE 17 - NUCLEAR AND HAZARDOUS MATERIALS ROUTES
FIGURE 18 - FREIGHT CORRIDORS
FIGURE 19 - ROAD TREATMENT THRESHOLDS
FIGURE 20 - COUNTY MAINTAINED ROADS
FIGURE 21 - BRIDGE SUFFICIENCY SCORING
FIGURE 22 - BRIDGE LOCATIONS
FIGURE 23 - MPO BOUNDARIES
FIGURE 24 - 8 -HOUR OZONE NONATTAINMENT BOUNDARY
FIGURE 25 - SUBAREA ROAD LOCATIONS
FIGURE 26 - TRIP INTERACTION BETWEEN REGIONS
FIGURE 27 - TRAFFIC VOLUMES (2015)
FIGURE 28 - TRAFFIC VOLUMES (2045)
FIGURE 29 - TRUCK TRAFFIC VOLUMES (2015)
FIGURE 30 - TRUCK TRAFFIC VOLUMES (2045)
FIGURE 31 - GUIDE TO MODIFYING ROAD CLASSIFICATIONS
FIGURE 32 - FUNCTIONAL CLASSIFICATION MAP
al
LIST OF TABLES
TABLE 1 - PROJECTED POPULATION GROWTH
TABLE 2 - JOBS BY SECTOR
TABLE 3 - TOP TEN CRASH LOCATIONS (2015-2019)
TABLE 4 - RAILROAD COMPANIES
TABLE 5 - SUBAREA GROWTH RATES
TABLE 6 - TOP DESTINATIONS FROM WELD COUNTY
TABLE 7 - TOP ORIGINS TO WELD COUNTY
TABLE 8 - TRIP INTERACTION BETWEEN REGIONS (VPD)
TABLE 9 - ROAD CLASSIFICATION DEFINITIONS
TABLE 10 - SHORT-RANGE PROJECT LIST (2021-2025)
TABLE 11 - MID -RANGE PROJECT LIST (2026-2035)
TABLE 12 - LONG-RANGE PROJECT LIST (2036-2045)
APPENDICES
APPENDIX A
APPENDIX B
APPENDIX C
APPENDIX D
- TRAFFIC MODEL ROADWAY INVENTORY
- TYPICAL ROAD CROSS-SECTION DIAGRAMS
- CONCEPTUAL CONSTRUCTION COST ESTIMATE
- REFERENCES AND SOURCES
ACRONYMS
AADT
AASHTO
ACP
A DT
APFP
BOCC
CDOT
CDPHE
CIP
CMAQ
CNG
CO
DOLA
DOT
DRCOG
FDR
FHWA
GMA
HARP
HUTF
IGA
LOS
MPO
MUTCD
N FRMPO
PEL
RAP
ROW
SH
SIP
TAZ
TIP
TMA
TPR
UFRTPR
✓ /C
✓ MT
✓ PD
WCR
Annual Average Daily Traffic
American Assn. of State Highway & Transportation Officials
Access Control Plan
Average Daily Traffic
Adequate Public Facilities Plan
Board of County Commissioners
Colorado Department of Transportation
Colorado Department of Public Health and Environment
Capital Improvements Plan
Congestion Mitigation and Air Quality
Compressed Natural Gas
Carbon Monoxide
Department of Local Affairs
Department of Transportation
Denver Regional Council of Governments
Full Depth Reclamation
Federal Highway Administration
Growth Management Area
Haul Route Program
Highway Users Tax Fund
Intergovernmental Agreement
Level of Service
Metropolitan Planning Organization
Manual on Uniform Traffic Control Devices
North Front Range Metropolitan Planning Organization
Planning and Environmental Linkages Study
Reclaimed Asphalt Pavement
Right -of -Way
State Highway
State Implementation Plan (Air Quality)
Traffic Analysis Zone
Transportation Improvement Program
Transportation Management Area
Transportation Planning Region
Upper Front Range Transportation Planning Region
Volume to Capacity Ratio
✓ ehicle Miles Traveled
✓ ehicles Per Day
Weld County Road
NTODUCTION
Figure 1: Weld County Vicinity Map
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Weld County is the third largest county in the State of Colorado, covering 3,987 square
miles in the north central part of the state. Weld County is bordered by the State of
Wyoming and the State of Nebraska to the north, Morgan County and Logan County to
the east, Adams County and the City and County of Broomfield to the south, and Boulder
County and Larimer County to the west. According to the Colorado State Demography
Office, Weld County's
2019 population estimate
is 323,763 residents. The
County averages
approximately a 3.5%
annual growth rate, which
identifies Weld County as
having the second fastest
growth rate among
counties in Colorado, and
fourteenth largest growth
rate in the country for
counties with population
over 100,000. Greeley, the
County seat, had a
growth rate of 3% in 2M7,
making it the seventh
highest growth rate in the
country for cities. Weld County's importance as an agricultural region dates to its
inception in the early 1860's. Today, Weld County continues to be one of the most
agriculturally productive counties in the State of Colorado. In terms of value of total
agricultural products sold, Weld County ranks as number one in the state, and number
nine in the country at $1 .8 billion annually. Oil and gas production activities have
occurred for decades in Weld County, however in recent years production has increased
exponentially due to the introduction of horizontal drilling. Weld County also has many
small and large businesses located in the unincorporated portion of the County. This
diverse economy impacts the County road system and are continually difficult to
accommodate both physically and financially. As a result, ongoing growth and
development will continue to increase traffic demands on the County's roadway
network. This 2045 Transportation Plan outlines the strategies that Weld County is
implementing and will implement in the future to keep up with the transportation needs
of the traveling public. This plan will attempt to address how Weld County intends to
address the traffic increases associated with rapid population growth expected in the
region. As a part of this planning effort, Weld County has developed a list of
transportation related projects that are both financially feasible, as well as necessary in
order to accommodate future traffic volumes. The project list in this plan outlines Weld
County's transportat on needs over the next 25 years and was developed through in-
depth review by technical staff, and through the development of a traffic forecast model
that encompasses Weld County roadways. Unincorporated Weld County has a vast
roadway network that includes 743 miles of paved roads, approximately 2,173 miles of
gravel roads, 447 bridges, and thousands of culverts, all maintained by the Weld County
Public Works Department. This plan is necessary to ensure that improvements to the
transportation facilities in the County are cost effective and are financially feasible
through long-term planning as well as the preservation of ROW.
The Weld County 2045 Transportation Plan serves as an
integral part in the recision -making process for Weld
County staff and elected officials. The primary
purpose of this document is to provide technical
information that can be used as a basis for formulating
transportation related policies. To ensure the
sustainability of Weld County's quality of life, this plan
shall consider preserving the rural character, while
providing strategies that sustain urban development.
The focus of
the content in
this plan is to
provide guidance for future transportation
development in Weld County, however there are
multiple topics that will be covered throughout
the text. Within the County boundaries reside
thirty-two incorporated municipalities, all having
their own unique identity. Weld County's diversity
provides the residents an abundant amount of
choices and opportunities for homes, businesses,
recreation, and leisure activities. Many of these
Weld County communities have adopted
transportation plans of their own. Weld County
reviewed these documents to ensure a regionally
coordinated implementation strategy is
recognized County -wide for compatibility and
future improvements. As a result, this regional
outreach hopes to encapsulate a balanced
County -wide transportation system, uniting the
entire region.
INCORPORATED
MUNICIPALITIES
AULT, BERTHOUD, BRIGHTON,
DACONO, EATON, ERIE,
EVANS, FIRESTONE, FORT
LUPTON, FREDERICK,
GARDEN CITY, GILCREST,
GREELEY, GROVER, HUDSON,
JOHNSTOWN, KEENESBURG,
KERSEY, LASALLE, LOCHBUIE,
LONGMONT, MEAD,
MILLIKEN, NEW RAYMER,
NORTHGLENN, NUNN,
PIERCE, PLATTEVILLE,
SEVERANCE, THORNTON,
TIMNATH, AND WINDSOR.
MISSION STATEMENT
THE PURPOSE OF THE WELD
COUNTY 2045 TRANSPORTATION
PLAN IS TO PROVIDE A
COORDINATED COUNTY -WIDE
ROAD SYSTEM THAT MOVES
PEOPLE AND GOODS IN A SAFE,
ECONOMICAL, AND EFFICIENT
MANNER.
There is a substantial relationship between
transportation and land use, which is true for both
rural and urban areas. By coordinating transportation
planning and land -use planning, multiple benefits
are revealed through effective utilization of
transportation resources. Such benefits include
improved travel choices and options, reduced road
network demands and VMT, less time spent driving,
increased community health and active living,
economic vitality, and improved air quality. A
comprehensive transportation approach can be
employed through development design standards,
programs, and policies that support a wider variety
of transportation choices.
The purpose of this 2045 Transportation Plan is to
summarize existing transportation conditions and
recommend policy, funding, and roadway
development for Weld Coun}y through the 2045
planning horizon. This timeline supper -as current travel
modeling efforts of NFRMPO, DRCOG and CDOT. The
most recent Weld County Comprehensive Plan
update was completed in conjunction with this plan
as well. The 2045 Transportation Plan will be an
extension of the Comprehensive Plan focusing on
basic travel characteristics unique to Weld County.
UNINCORPORATED
COMMUNITIES
BARNESVILLE, BRIGGSDALE,
BUCKINGHAM, CAMFIELD,
CARR, DEARFIELD, EAST
EATON, ESPANOLA,
EVANSTON, GALETON (ZITA
TOWN), GILL, HARDIN,
I HEREFORD, KEOTA, KERSEY
COLONY, LUCERNE, NORTH
0. JOHNSTOWN, PEACEFUL
ACRES, POUDRE CITY,
PULLIAM, PURCELL, PURITAN,
GGEN, SEBOLD, ST. LOUIS
WESTERN COLONY,
STONEHAM, VOLLMAR,
UNION COLONY, AND
WATTENBERG
In 1866, Section 2477 of the Revised Statutes of the United States provided: "The right of
way for the construction of highways over public lands not reserved for public uses is
hereby granted". It was also known
as the Mining Act and the Canal
Act. In 1885 an Act by the Colorado
General Assembly gave the right to
County Commissioners to declare
any section line or township line in
the public domain a public
highway. On October 12, 1889, the
BOCC of Weld County declared all
section and township lines in the
public domain of the United States
in Weld County to be public highways. This order was recorded at the Clerk and
Recorders Office in Book 86 at page 273. With this order, 60' of ROW (30' on each side of
the section or township line) was reserved as long as the land was still in the public domain
as of October 12, 1889. Lands excepted from this are in railroad sections, school sections,
and lands patented prior to the year
1889.
Fast forward nearly a century, and in
1961 the Weld Coy my Subdivision
Code was developed. This code
referred to a road classification
system in the County. and called out
arterial, collector and local roads.
The arterial road classification had
100 feet of ROW tote I, instead of the
140 feet that the County currently
identifies. ROW for collector and
local roads have been left
unchanged. This was really the first time that future roadway planning was done in Weld
County in terms of planning for roadway capacity expansion for County roads.
The 1973 Weld Coun-y Comprehensive Plan included a map that classified specific roads
and referred to the roadway classifications. This thoroughfare plan contained
classifications that .nclude freeways, expressways, rural expressways, arterial, rural
arterial, collector, and local. The amount of ROW for each classification went from 250
feet for a freeway, down to 60
Figure 2: Thoroughfare Plan (1973) feet for a local road. These
L
-
J 7 early references to ROW
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helped to create a system
----- r�' � that allows Weld County to
1_' - -- - maintain and improve
._c_ i� ..
1. -�- I_� .� county roads in a cost-
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` effective way. Staff at the
arr
time developed these plans
in order to ensure that the
in1fatt, County would continue to
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ao.have the ability to widen
roads when traffic volumes
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Figure 3: Road Classification Map (1995)
In 1995 a new functional
classification map was created. This
map served as a component of the
1995 Weld County Comprehensive
Plan. This map was an update of the
previously adopted Thoroughfare
Plan. Since 1995 considerable
changes have occurred,
necessitating a review and revision
of the County's road classification
plan and road cross -sections.
In the late 1990's, Weld County was
experiencing significant growth
pressures by new residential,
commercial and industrial
development. To address these
growing demands, the County
pursued implementing a road
impact fee. Impact fees are one of the most direct ways for local governments to require
new developments to pay their pro -rata share of the cost of new infrastructure facilities
required to serve that development. The charges are typically assessed based on a
standard formula and are collected at the time of building permit issuance.
In June 2001, Duncan and Associates
prepared an update of the road impact fees
in the Southwest Study Area. The update was
limited to recalculating the impact fees for a
redrawn Southwest service area, which
excluded all the non -participating
municipalities. In 2002, Duncan and Associates
in association with Felsburg, Holt and Ullevig
prepared a County -Wide Road Impact Fee
Study. Like the previous studies, the County-
wide study was based on a demand -driven
model. The difference with this study was the
funding of capacity -expanding improvements
within the assessment districts on major
roadways. For the purpose of the impact fee
study, these major roadway systems were
classified as major arterial roads. Weld County
Public Works began performing corridor
11
Figure 4: Functional Classification Map (2011)
Figure 24: Functional Classification Map
studies in 2002. The intent of the corridor studies was to refine the alignment or geometry
problems associated with roadways that have alignment issues.
Weld County has conducted several corridor studies. The BOCC currently recognizes the
following studies:
High Plains Boulevard I-25 Parallel Arterial Corridor Study
Weld/Adams County Line Crossroads Alignment Study
WCR 49/Imboden Alignment Study
In 2011, the Weld County 2035 Transportation Plan was adopted by the BOCC. The plan
set up a method for developing, implementing and updating a functional classification
map. The plan built on methods that were done in the past but created a clear process
to be utilized by staff. Since the 2035 Transportation Plan was adopted, Weld County
integrated corridor
studies into the
functional classification
map. The functional
classification map
divides roads into four
categories, much like
the earlier roadway
classification maps.
Each classification refers
to the amount of future
ROW that is reserved.
County Highway refers
to roads that are
designated as such by
the State of Colorado.
For arterials, 140 feet of
total ROW is called out. This amounts to 40 feet of future ROW on each side of the road.
Collector roads have a total of 80 feet of ROW, so 10 feet of future ROW on each side of
the existing ROW. Local roads have 60 feet of ROW with no future ROW called out. The
BOCC has updated the functional classification map two times since the initial adoption
of the map in 2011. The map should be updated every two years in order to remain
relevant to current conditions.
•
in 4
The Front Range of Colorado continues to
see large population increases year after
year. Projections into the future show no
slowing down for growth in the area. As of
2020, approximately 324,429 people call
Weld County home, which represents 5.7
% of the total population of Colorado. The
Colorado State Demographic Office
forecasts that the 2045 population for
Weld County will be approximately
644,943. CDOT's FOCUS traffic model has
a similar projection, with an expected
population of 647,692. Both forecasts
predict that population in the next 25
years will double in Weld County. With this
massive growth, public officials will need
to utilize all available tools to mitigate
traffic concerns. The current roadway
facilities will not be adequate in terms of
efficient movement of people and freight.
The population density changes of Weld
County will be urban -centered growth,
with currently vacant agricultural lands
one of the primary locations for growth. As
seen in Figures 5 and 6, population
increases will be greatest in the region
between Greeley, Loveland and Fort
Collins, as well as along the I-25 corridor.
Population growths are estimated at
approximately 3% per year over the next
25 years. One reason for the growth is that Weld County
agricultural land available for development in comparison
Counties.
Figure 5: 2015 Population Density
0
La rimer
County
Weld County
/Boulder
County
Logan
County
Morgan
County
2015 Population Density Per Square Mile
<- 100
101.600
_ -] 601 . 1.000
1.001 3.000
3.001 - 5.000
> 6000
Wok County
10
I
70
Figure 6: 2045 Population Density
Lorimar
County
F. ----
I)
Boulder
County
Logan
County
Morgan
County
2045 Population Density
--
101 500
601 - 1,000
_ 1 001 • 3.000
3.001 5,000
> 6.000
WoW County
Per Square Mile
IC
e
I
has a large amount of
to Lorimer and Boulder
The trend of people living in Weld County and commuting to other counties for work is
expected to increase in the future. During the timeframe of this plan, employment in Weld
County is expected to increase at a 2% annual rate. According to estimates, County
employment will reach 223,000 in 2045.
10
Table 1: Projected Population Growth
YEAR POPULATION
PERCENT AVERAGE ANNUAL
CHANGE INCREASE
2020
2025
2030
2035
2040
2045
333,004
383,958
443,431
505,828
569,559
644,943
Figure 7: 2015 Employment Density
15.3%
15.49%
14.07%
12.6%
13.24%
1
N
Unmet
County
far
aft
Boulder
County
Weld County
•
Morgan
County
Logan
County
i_
Ti
2015 Employment
ti too
101 . 500
601 . 1.000
1,001 - 3.000
3 001 • 5.000
> 6.000
Wcfd County
Density Per Sq. Mile
10
I
I
n0
Figure 8: 2045 Employment Density
1
Larlmar
County
isimots
Boulder
County
Logan
County
N.M County
Morgan
County
Is
rz
2045 Employment
<-100
-500
601 • 1.000
1.001 - 3.000
3.001 - 5,000
> 6.000
n Weld County
Density Per Sq. Mile
to I C
to
3.06%
3.1%
2.81%
2.52%
2.65%
This increase in employment is not large
enough jobs to keep up with the
population growth, so it is likely that
many more people will be commuting
outside of the County for work. Weld
County is positioned to be a huge labor -
shed that will provide many workers to
Fort Collins, Boulder, and the Denver
Metro Area, among other locations. The
additional commuters will put a strain on
regional transportation corridors.
Measures to mitigate the additional
commuter traffic are needed. Figures 7
and 8 show employment density in Weld
County for 2015 and 2045. As you can
see, for the most part employment
increases are centered around major
transportation corridors. Weld County
will continue to work with nearby cities,
counties, and other agencies to
develop strategies to ease traffic
congestion concerns in the region.
Weld County is the most agriculturally
productive county in the state
according to the USA Census of
Agriculture. Table 2 lists Weld County
Employment by sector, between the
years 2010 and 2018, according to the State Demography Office. As you can see,
government, agriculture, food service, health services, retail, manufacturing, and
construction employ the highest numbers of people in the County.
Table 2: Jobs by Sector
SECTOR
AGRICULTURE
MINING
UTILITIES
CONSTRUCTION
MANUFACTURING
WHOLESALE TRADE
RETAIL TRADE
TRANSPORTATION AND WAREHOUSING
INFORMATION TECHNOLOGY
FINANCE ACTIVITIES
REAL ESTATE
PROFESSIONAL, SCIENTIFIC/TECHNICAL SERVICES
MANAGEMENT OF COMPANIES, ENTERPRISES
ADMINISTRATIVE SUPPORT AND WASTE
MANAGEMENT
EDUCATION
HEALTH SERVICES
ARTS, ENTERTAINMENT AND RECREATION
ACCOMMODATION AND FOOD SERVICES
OTHER SERVICES EXCEPT PUBLIC ADMINISTRATION
GOVERNMENT
TOTAL
2010 2018
6,006 6,593
3,339 8,899
266 402
9,169 14,808
10,614 14,052
3,547 4,780
9,410 12,748
3,132 5,638
1,081 1,016
3,952 3,736
2,997 4,028
4,167 5,870
1,112 1,837
5,289 7,882
908
9,290
1,526
6,011
6,627
16,539
104,982
CHANGE
1,637
10,987
2,085
8,903
8,273
17,894
142,067
10%
167%
51%
62%
32%
35%
35%
80%
-6%
-5%
34%
41%
65%
49%
80%
18%
37%
48%
25%
8%
35%
15
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Preparation and plan assessment for the 2045 Transportation
Plan update began in August of 2019 with an assessment of
the 2035 Transportation Plan. Staff reviewed the plan to
determine how the existing plan has been utilized, and how
improvements can be made with the updated plan.
The project team looked at existing conditions and
projections for, among other things, traffic and population
growth. After initial assessment, staff determined that a traffic
demand model to incorporate into the 2045 plan would be
extremely beneficial to staff for a variety of reasons. The traffic
demand model would be utilized to analyze existing
conditions and transportation conditions through the year
2045. Alliance Transportation Group was hired by Weld
County to develop a traffic demand model.
In mid -2020, Weld County began its public outreach in order
to gather information and opinions from residents in Weld
County. County staff gathered concerns and priorities of the
public regarding transportation. Responses from the 2045
Transportation Plan survey can be found in the next few
pages.
Staff reviewed the outcomes of the survey, in order to
develop this plan in a way that encompassed the needs and
concerns of the public. The draft Transportation Plan was then
posted on the Weld County website, and additional input
from the public, County municipalities, and other local
agencies was obtained during the review period.
After a final draft of the plan was complete, staff presented
the plan to the Weld County Planning Commission. After
gaining approval from the Planning Commission, the plan
was reviewed by the BOCC and adopted in November of
2020.
Ith
IONE%
Transportation
Plan Update
Assessment
Data
Collection and
Traffic Model
Development
Kick-off Public
Meetings and
Online/In-
Person Survey
Assess Existing
Conditions
"w
Development
of Draft Plan
Public Revew
Adoption of
Final
Transportation
Plan
RESULTS FROM PUBLIC OUTREACH SURVEY
TRANSPORTATION PRIORITIES
Most Important • Important • Not Important • Least Important
N
N
ROADWAY
SAFETY
IMPROVEMENTS
•AJ
REDUCE TRAFFIC
CONGESTION
Residential
Recreation
Transportation
Commercial Development
Agriculture
03 00
N
MAINTAIN
EXISTING
ROADWAY
CONDITIONS
PRIORITIES
N
N
No
PAVE OR TREAT
ADDITIONAL
GRAVEL
ROADWAY
0
50
100
150 200
■ Least Important ■ Not Important • Neutral ■ Important ■ Most Important
TOP COMMENTS WE RECEIVED:
IMPkuv t EXISTING PAVEu ROADS
IMPROVE UNPAVED ROADS
IMPROVE OVERALL ROAD SAFETY
TOO MANY LARGE TRUCKS
ADD MORE PUBLIC
TRANSPORTATION OPTIONS
TOO MUCH TRAFFIC
ADD MORE BICYCLE LANES/TRAILS
Rate Weld County's
Roadway
Infrastructure
5=Highest 1=Lowest
au
■2 3•4U5
AREAS OF TRAFFIC CONGESTION
ACCORDING TO SURVEY RESULTS:
WELD COUNTY ROAD 74
W ELD COUNTY ROAD 13
WELD COUNTY ROAD 1
‘A'CLD COUNTY ROAD 17
W ELD COUNTY ROAD 35
W ELD COUNTY ROAD 2
STATE HIGHWAY SYSTEM
18
Mat
POLICIES AND GUIDING PRINCIPLES
TP.GOAL 1. DEVELOP AND MAINTAIN A SAFE, EFFICIENT ROADWAY NETWORK.
TP.Policy 1.1. Ensure County road facilities are constructed and maintained
in accordance with the functional classification plan, as well as adopted
County standards in the Weld County Engineering and Construction
Guidelines.
TP.Policy 1.2. Ensure ROW is dedicated or reserved for public use when
development occurs.
TP.Policy 1.3. Strive to maintain a level of service (LOS) C or better for the
overall roadway network.
TP.Policy 1.4. Avoid or minimize potential conflicts among different
transportation modes, such as vehicular and freight crossing points.
TP.Policy 1.5. Design and construct road networks that provide best
practices for improvements and safety, i.e. shoulders, access, guardrails,
etc.
TP.Policy 1.6. Prioritize new construction projects based on safety,
connectivity, access, and traffic volumes.
TP.Policy 1.7. Work with utility companies to develop a utility clearance map
to identify potential conflicts for safe construction in the ROW.
TP.Policy 1.8. When a signalized intersection is warranted on the county
road system, a cost -benefit ratio comparison to constructing a roundabout
should be considered prior to installing a traffic signal.
TP.Policy 1.9. A county -wide trail system should be promoted to offer
additional transportation options and for recreational purposes.
TP.Policy 1.10. Implement and maintain urban and rural cross -sections -hat
are consistent with the functional classification plan, as amended.
TP.Policy 1.1 1. Create access control plans for all Weld County roads with
arterial classifications and enforce access safety criteria as adopted in the
Weld County Code.
TP.Policy 1.12 Consider a multi -modal transportation system that assists in
reducing congestion on the roadway network.
TP.Policy 1.13. In urban areas, promote on -road bike lanes for cyclists, and
off -road or detached sidewalks/side path trails for pedestrian and bicyclists
serving higher population densities. In rural areas, promote bikeable
shoulders on roadways whenever feasible.
TP.GOAL 2. ENCOURAGE PARTNERSHIPS WITH MUNICIPALITIES, NEIGHBORING
COUNTIES, THE COLORADO DEPARTMENT OF TRANSPORTATION, NORTH FRONT
RANGE METROPOLITAN PLANNING ORGANIZATION, UPPER FRONT RANGE
TRANSPORTATION PLANNING REGION, DENVER REGIONAL COUNCIL OF
GOVERNMENTS, SPECIAL DISTRICTS, AND PRIVATE ENTITIES TO COORDINATE
TRANSPORTATION IMPROVEMENTS AND LAND USE STRATEGIES, AND TO ENHANCE
INTERAGENCY COMMUNICATION.
TP.Policy 2.1. Continue support and collaboration of transportation
coalitions to further improvements of regional transportation corridors.
TP.Policy 2.2. Improve communication and collaboration with local
agencies to create partnership opportunities on construction projects.
TP.Policy 2.3. Develop a regional framework approach to constructing
Weld County's transportation system by considering a macro perspective
during the decision -making process.
TP.Policy 2.4. Hold an annual Weld County Public Works conference
meeting with Weld County communities to discuss capital improvement
projects and current maintenance techniques.
TP.Policy 2.5. Continue participation in regional transportation organizations
that support the goals of the Weld County Transportation Plan and
encourage partnerships with other local government agencies to provide
a sustainable transportation system.
TP.Policy 2.6. Promote the Weld County Smart Energy Plan, which supports
efforts of utilizing natural gas as an alternative transportation fuel, as well as
converting vehicles to bi-fuel or dedicated natural gas.
TP.Policy 2.7. Support the Northern Colorado Bike and Pedestrian
Collaborative to improve bicycle and pedestrian facilities within the
County.
TP.Policy 2.8. Coordinate with municipalities regarding transportation
infrastructure improvements associated with new land use development
within the County.
�\� IM(.1
' 4-4.g _ , . L *fre4i Al r sYelfa '4w ." i.- .. . - � _ _ �i!��'?+L''cFiS� _ =f St.'i�fa } _ __ _ _. _ ryj7, L i{t -Ti'. l_.
TP.GOAL 3. IMPROVE THE MOVEMENT OF PEOPLE AND GOODS BY ENHANCING
ARTERIAL ROADWAYS.
TP.Policy 3.1. Where appropriate, consider paved shoulders, auxiliary lanes,
and other appropriate design considerations to enhance the safety and
capacity of County roads.
TP.Policy 3.2. Plan for future regional multi -modal transportation needs by
providing connectivity between the communities.
TP.Policy 3.3. Enforce access management guidelines and policies to
ensure the functional integrity of the county road network is maintained
according to its planned function. Continue development and support for
access control plans throughout Weld County.
TP.Policy 3.4. All County infrastructure should be designed and constructed
in accordance with Weld County Engineering and Construction Guidelines.
TP.GOAL 4. SUPPORT GOOD LAND USE PLANNING POLICIES BY COORDINATING
LONG-RANGE AND TRANSPORTATION PLANNING DECISIONS TO ENSURE NEW
DEVELOPMENT MAINTAINS AN ADEQUATE LEVEL OF SERVICE BY PAYING ITS SHARE
OF IMPROVEMENTS TO THE TRANSPORTATION NETWORK.
TP.Policy 4.1. Adhere to the Adequate Public Facilities Ordinance (APFO) to
ensure funding mechanisms for transportation are sufficient to maintain the
existing level of service. Should a proposed development reduce the
roadway level of service then improvements should be made to the site to
keep the roadway network at the County's approved roadway level of
service. More specifically, during the development review process, as a
condition of land development, require construction of public
improvement facilities in proportion to their respective traffic demand
impacts and land development patterns.
TP.Policy 4.2. Maintain a five-year Capital Improvement Plan (CIP), which
coordinates with the short- and long-range improvements identified in the
Weld County Transportation Plan. The CIP is updated annually.
TP.Policy 4.3. Update the Road Impact Fee (RIF) study every ten years to
assure new development contributes its fair proportional share of the cost
of providing the capital improvements required to provide new
development with the same level of service currently enjoyed by existing
development.
TP.Policy 4.4. Whenever possible, the County should consider projects that
assist with reducing Vehicle Miles Traveled (VMTs) including projects that
L I \ i
encourage a variety of transit options, such as but not limited to: Park -n -
Ride Facilities, Bus Rapid Transit, High Occupancy Vehicle (HOV) lanes,
bicycle and/or "Micromobility solutions", and Transit Oriented
Developments (TOD), etc.
TP.Policy 4.5. Maximize the compatibility of roads, streets, and highways
with adjacent land uses.
TP.Policy 4.6. Recognize the value other transportation modes offer, such as
airplanes, trains, and buses, and encourage the continued use through
compatible surrounding land uses.
TP.Policy 4.7. Develop a sustainable transportation system that incorporates
land use, transportation, economics, and cost benefit ratios into the
decision -making process.
TP.Policy 4.8. Future developments may need to make on -site and off -site
roadway improvements as appropriate, and the County should consider
the implementation of reimbursement agreements for off -site
improvements made beyond the limits of the site -specific development
proposal, where appropriate.
TP.Policy 4.9. Promote bikeways and sidewalks in new developments to link
residential and employment areas, commercial centers, recreational and
open space areas and educational facilities.
TP.Policy 4.10. New public roads should be accepted in accordance with
Weld County's road acceptance policy outlined in Weld County Code.
TP.GOAL 5. IMPLEMENT THE TRANSPORTATION PLAN IN A WAY THAT CONSIDERS
OTHER TRANSPORTATION AND COMPREHENSIVE PLANS.
TP.Policy 5.1. Review the functional classification plan map annually to
ensure the rights -of -way are adequate to facilitate capacity needs for new
development and meet travel demand. The functional classification map
serves as the County's official roadway plan.
TP.Policy 5.2. Utilize the Weld County Transportation Plan as a needs -based
planning tool providing a resource to elected officials, staff, and county
residents by identifying the most cost-effective transportation infrastructure
and services.
TP.Policy 5.3. Support economic development outreach through
transportation planning efforts.
TP.Policy 5.4. Update the Transportation Plan as necessary.
sA iW �;;.Ir1II
\!J i u1
COUNTY
TP.GOAL 6. UPDATE THE CAPITAL IMPROVEMENTS PLAN AND IMPLEMENT STRATEGIES
THAT RECOGNIZE FUNDING LIMITATIONS AND SEEK ALTERNATIVE FUNDING
SOURCES.
TP.Policy 6.1. Pursue state and federal grant funds to assist in constructing
n ew capital improvement projects. Any new transportation facilities should
be designed to minimize future maintenance costs without sacrificing
safety.
TP.Policy 6.2. The County should emphasize maintenance and upgrading
of existing transportation facilities over the provision of new facilities to
protect its existing investment.
TP.Policy 6.3. Work with adjacent counties, such as Boulder, Lorimer,
Morgan, and Adams to consider cost sharing projects which provide
regional transportation services, for example, a fixed inter -regional transit
route between counties.
TP.Policy 6.4. Promote actions that improve transportation system efficiency
u sing Transportation Demand Management techniques, such as promoting
alternative modes like transit or increasing vehicle occupancy through
rideshare programs, such as VanGo.
TP.Policy 6.5. Support private and public partnerships to construct public
improvements for all modes of transportation.
TP.Policy 6.6. Encourage sustainable planning and construction strategies
with all types of capital improvements.
TP.GOAL 7. INVEST IN INFRASTRUCTURE IMPROVEMENTS THAT STRENGTHEN THE
FREIGHT TRANSPORTATION CORRIDORS TO ENSURE ECONOMIC VITALITY.
TP.Policy 7.1. Continue support of the existing freight rail corridors and
e ncourage the development of passenger commuter rail as a future
transportation mode used in accordance with the recommendations from
the North I-25 EIS.
TP.Policy 7.2. Enhance the safety of the freight corridors within the county
by adding generous shoulders and auxiliary turn lanes when feasible.
TP.Policy 7.3. Construct freight corridors to withstand a high level of truck
traffic.
INVENTORY
OF EXISTING
CONDITIONS
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Before staff and elected officials can determine what improvements are needec, an
evaluation must be completed on the current roadway system. The process of
inventorying existing conditions began with assessing the entire transportation system, so
we can better understand its overall function in Weld County. The starting point to
accomplish this task began with collecting and reviewing all the local jurisdictions
transportation plans, including those adjacent to the County. By analyzing these
documents, staff could determine current system deficiencies as well as interpret future
needs over a twenty -five-year planning period. Weld County's roadway network is the
primary means of transportation for this region. The federal and state highway systems
serve as the backbone of this roadway network.
The Weld County Public
Works
provides
maintenance
construction
bridges and
Department
for the
and
of roads,
storm
drainage facilities in public
rights -of -way throughout
the unincorporated
County. The Department is
comprised of nine separate
divisions
Administration,
including:
Bridge,
Engineering, Gravel Roads,
Maintenance Support,
Mining, Pavement Management, Trucking, and Weeds.
The County maintains approximately 2,917 miles of road. Of which, 2,174 miles are gravel
and 743 miles are paved. Additional road miles exist in the communities and s±ate
highway system. Weld County contains both urban and rural areas on some rolling
terrain, but County -wide the terrain has minimal grade changes. Most county roads
located in the urban areas are paved, and conversely many of the rural roads remain
gravel. Overall, approximately 25% of all Weld County roads are paved.
Arterial roads comprise only 8% of the County roads (not including state highways) .
Collector roads comprise 15% of the County system and more than one-half of these are
paved. Most of the gravel collector roads are in the northeast portion of the County.
Approximately 77% of county -maintained road miles are local and gravel in classification
and surface.
Traffic volumes signify the relative usage of a roadway. When compared to roadway
capacity estimates, traffic volumes also reveal how a road is functioning based on LOS,
and if improvements to increase capacity are necessary. Figure 9 shows the range of
existing traffic volumes for all county roads. Specific road counts can be found on the
roadway inventory in Appendix A.
AADT is a commonly utilized measurements of traffic volume. AADT is the annualized total
number of vehicles passing a certain point in both directions in a 24 -hour period. Weld
County maintains an extensive traffic count database, which includes vehicle
classification, showing truck volumes, as well as 85th percentile speeds for the roadway
that is being measured. When evaluating traffic volumes, the County uses data over a
three-year time period. This allows staff to analyze any potential irregularities that may
have occurred, such as road closures, construction projects, or new development in the
area. In Weld County, the heaviest traveled road that is currently maintained by the
County is WCR 74 west of Severance, which carries roughly 14,000 vpd. WCR 49 also sees
very large volumes of traffic since improvements were made to the corridor. Commercial
trucks make up much of the traffic on WCR 49, as seen in Figure 9 below.
Figure 9: Most Traveled County Roads (2020)
4: Truck Volume
AADT (All Vehicle) aime85th Percentile Speed
16000 80
14000
12000
0 10000
LLJ 8000
w
6000
4000
2000
0
1
I
I
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COUNT.
VMT is a quantitative measure tracking the usage of the County roadway system. VMT is
calculated by multiplying trips by miles traveled. Weld County Public Works does not
keep records of VMT, unless a specific scenaric warrants it.
A roadway's capacity can be defined as the maximum traffic volume that can be
accommodated at a desired LOS. Capacity is defined differently for different roadway
types, such as gravel versus paved roads, as well as the amount of traffic flow and
number of lanes. Most Weld County roads contain two travel lanes.
Figure 10: LOS Diagram
• Free flow movement
• Speed Limit
• Unsignalized Intersection Delay ≤10 sec
• V/C Ratio <0.6
• Reasonably free flow; only slightly restricted
• Speeds beginning to be restricted by traffic
conditions, but close to the speed limit.
• Unsignalized Intersection Delay 10-15 sec
• V/C Ratio 0.6 -0.7
• In stable flow zone; somewhat restricted
• Most drivers are restricted in the freedom to
select their own speeds.
• Unsignalized Intersection Delay 15-25 sec
• V/C Ratio 0.7 - 0.8
Approaching unstable flow; noticeably limited
•Significantly slower than speed limit, drivers have
little freedom to select their own speeds.
• Unsignalized Intersection Delay 25-35 sec
• V/C Ratio 0.8 - 0.9
• Unstable flow
• Significantly slower; may be short stoppages
• Unsignalized Intersection Delay 35-50 sec
•V/C Ratio 0.9 - 1.0
p • Almost none; unacceptable congestion; forced
flow.
• Significantly slower; stop -and -go
• Unsignalized Intersection Delay ≥50 sec
SSC Ratio > 1.00
The nationally accepted
source for highway capacity
evaluations is the Highway
Capacity Manual. Weld
County also uses the AASHTO
Green Book, and the CDOT
manual to assist with capacity
calculations. Several indices
are used to evaluate vehicular
traffic flow along roadways
and through intersections. The
three most widely used are
LOS, V/C, and vehicle delay in
minutes.
LOS is a transportation term
that measures the level of
congestion on a roadway. This
roadway efficiency
classification is specified by a
letter designation on an
interval scale consisting of six
levels. These levels are graded
from an optimal LOS A (free
flow) to an unacceptable LOS
F (highest levels of congestion
and corrective action is
warranted). Intermediate
grades between level A and F
designate decreasing
roadway efficiency. This
classification is consistent with
the recommendations of the Highway Capacity Manual. For example, in rural areas, a
LOS C is desirable for arterial and collector roads. However, LOS D is practical where
unusually high traffic volumes exist or where terrain is rolling or mountainous.
Figure 10 displays the many factors that LOS considers, including vehicular delay,
maneuverability, driver comfort, congestion delay, and travel speed. LOS is normally
reported for rush hour of a typical weekday, also known as peak hour. Weld County strives
to maintain LOS C or better for the overall roadway network. LOS standards cannot
always guarantee actual system performance at all locations. These standards assist in
identifying appropriate roadway improvement needs but need to be balanced with
other considerations such as funding availability, environmental issues, and other
constraints.
Figure 11 shows the LOS for County maintained roads. For system -wide evaluations, the
V/C ratio is an appropriate means of analyzing roadway performance. The V/C ratio
compares the capacity of a road, as it is designed and constructed, to the volume of
traffic it carries, or is projected to carry in the future. As volume increases on a roadway
facility, speed typically decreases, freedom to maneuver decreases due to the presence
of more vehicles, and driver comfort decreases due to the need to watch the movement
of more vehicles to maintain safe spacing. It is anticipated that roadways will experience
higher V/C ratios durinc peak hour commuting periods and, conversely, lower V/C ratios
during non -peak travel times.
The daily capacity
characteristics mentioned in
the previous section are the
basis for the V/C ratios. These
ratios are used to determine
needed roadway
improvements. Road segments
with V/C ratios greater than
one are recommended for
improvements. The last
operational evaluation
measure is delay. Delay
measures the quality of service
provided to the road user,
which includes driver discomfort and frustration, fuel consumption, and lost travel time.
Besides the operational evaluation measures, there are also qualitative elements of a
transportation circulation system. They include arterial continuity, network redundancy,
and hazardous areas.
Arterial continuity implies it is highly desirable to provide as much continuity to the network
as possible. It is preferable to extend arterial corridors even in the absence of high traffic
volumes. At a minimum, such extensions should be made to interconnect facilities that
have an equal or higher functional classification.
Another element of network evaluation is network redundancy. Just as the name implies,
this is the level of redundancy provided by the network. It is preferable to have an overall
system plan that provides alternative routing between various origin and destination
pairs, rather than a single route that can shut down a major portion of the system should
an incident occur.
Weld County's arterial roads provide network redundancy to the State Highway system
by paralleling these facilities, as well as having multiple interconnections which allow
traveler route choices. The principle of network redundancy applies to both the lower
functional classifications (collector and local roads) and the higher arterial functional
class.
Hazardous or conflict areas is another set of
system -level evaluation measures that
reflect the need to improve certain corridors
or spot locations for the purpose of
eliminating or reducing hazardous
characteristics. These improvement
recommendations include both high- and
low -volume roads, as well as corridors
exhibiting deficient design characteristics,
even if excessive accident rates have not
yet occurred. Of significance are those
areas where incompatible travel modes
cross each other. You can see this interface
in Weld County at railroad crossings.
Figure 11: LOS Map
CRASH DATA ANA YSIS
Weld County Public Works staff performs a crash analysis on the County maintained
roadway system each year in preparation of the CIP discussion with the BOCC. This crash
analysis, also known as a "Hot spot analysis", looks at intersections and sections of roads,
maintained by Weld County, that
see a high number of crashes.
Crash records reported by the
Colorado State Patrol, municipal
police departments, and the
Weld County Sherriff's
Department are compiled
through DiExSys software, and an
analysis is performed to identify
locations that have significant
concentrations of crashes. Staff
relies heavily on the DiExSys
software when reviewing crash
history.
Figure 12: 2019 Crash Analysis Map
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A review of the crash records is
performed categorizing the crashes into
property damage only accidents, injury
accidents, and fatal accidents. For the
sake of analysis, staff eliminates
accidents that occurred when the driver
was under the influence of drugs or
alcohol. Utilizing the DiExSys program,
and GIS, staff can look at the
relationships of the crashes, as well as the
factors causing the crash. The DiExSys
program also allows for the ability to
utilize safety performance functions to
determine if accidents in a location are
higher than what would be expected in
that location. This is based on layout of
the intersection or road, location, type of
facility and traffic volume. DiExSys
performs probability functions that
determine a proper course of action as
far as improvements to infrastructure.
Using this software, staff can recommend
improvements that are cost effective, as well as effective at reducing crashes in these
hazardous locations. Figure 12 shows the number of crashes at intersections and along
roadway corridors.
Weld County averages around 6,600 crashes per year, so it is vitally important to
understand the causation, and look at the improvements that can be made to reduce
the number of crashes on County roads. An on -site review of these crash locations is also
performed to determine any improvements that can be made to the area to mitigate
the hazardous location. Staff utilizes all the tools possible when looking at the causation
of crashes. Reviewing the crash sites in the future is another one of these tools.
During the CIP discussion between Public Works staff and the BOCC, a determination is
made on which infrastructure should be improved within the next five years. A key factor
in terms of improvement priority is safety. Public Works staff relies heavily on the crash
data analysis when making infrastructure improvement recommendations to the BOCC.
Figure 13 illustrates individual County -wide crash locations from 2015-2019, as well as the
crash evaluation that is used in the Hazard Elimination Analysis. Table 3 shows the top ten
intersections with the highest adjusted ranking according to DiExSys in Weld County for
2015-2019. Many of these intersections are included on the 5 -year CIP list, and four of the
intersections on the list will be improved to a roundabout.
Table 3: Top Ten Crash Locations (2015-2019)
INTERSECTION
DIEXSYS NUMBER OF
RANKING CRASHES
NUMBER NUMBER CURRENT AADT
OF OF APPROXIMATE
FATALITIES INJURIES (2020)
WCR 43@WCR 66
WCR 13@WCR34
WCR 31 @ WCR 74
WCR 51 @ WCR 60.5
WCR 33@WCR 74
SH 52 @ WCR 37
SH 66 @ WCR 21
WCR 17@WCR54
WCR 41 @ WCR 66
WCR 13@WCR6
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8 16 0 15
9 2 0 1
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2300
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Figure 13: Crash Locations (2015-2019)
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Vehicles are not the only form of transportation operating in Weld County. Other
transportation services include Air, Rail, Public Transit, Bicycle, and Pedestrian. Figure 14
illustrates the railroad and air transportation facilities operating in Weld County. Figure 15
illustrates transit routes in Weld County. Figure 16 shows the regional trails in Weld County.
AIR TRANSPORTATION
The Greeley -Weld County Airport is one of the busiest general aviation airports in
Colorado routinely accommodatinc
moved to its
present location, within
approximately 1 10,000 takeoffs and landings per
year. The airport provides an
economic boost to Weld County
with the more than $94 million in
revenue it produces annually. The
airport is classified as a general
utility airport, capable of
accommodating all types of
general and business aviation
aircraft users. During 1921-1942, the
Airport existed at two different sites
and was called the Greeley
Municipal Airport. In 1943, The
Greeley -Weld County Airport
Greeley city limits along the north side of SH 263.
Today, the Gree ey-Weld County Airport is an independent governmental entity, owned
and operated by the Greeley -Weld County Airport Authority. The Airport Authority was
formed in 1978 by the City of Greeley and Weld County and is governed by a board of
commissioners.
A significant asphalt runway project was completed in 2000. The Airport Authority
as well as
infrastructure
improvements. The Airport
Authority also rehabilitated
Runway 10/28 measuring
5,800' long x 100' wide.
constructed runway 17/35, which
project also included a new
6,000 square foot terminal
and administration building,
additional
measures 10,000' long by 100' wide. This
expansion
Figure 14: Railroad and Air Transportation Facilities
Railroad
-• Airport
City Limits
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In 2004, the Airport Board of Commissioners adopted the Airport Master Plan and in 2014
the plan was updated. The focus of this plan addressed those undeveloped areas of the
airport. Approximately 42 acres of land on the northeast portion of the airport was
identified for future priority development, in the same general area previously occupied
by runway 17/35 before it was closed and demolished. Additionally, the airport master
plan identified an additional 40 acres of land for aeronautical development on the
airport's east side, adjacent to WCR 47. In May of 2020 the airport adopted minimum
standards and rules and regulations for the facility.
In southwest Weld County, there is also a municipal airport located in Erie. Erie Municipal
Airport is owned and operated by the Town of Erie, and is located off SH 7, approximately
three miles west of Interstate 25. The main runway is paved and is 4,700 feet long. The
Easton/Valley View airport and Platte Valley airpark are privately owned and operated
airport facilities within Weld County. There are also several other small private airports that
help to support aerial spraying operations, as well as other uses.
RAIL SYSTEM
Historica ly, the Railroad Acts of the 1860's and
1870's gave railroads land to offset the costs of
construction. They were originally given sections
(one square mile tract) up to 20 miles from the main
line track on each side, but later could receive extra
sections of land to compensate for those sections
that were already taken out of the public domain.
This equated to every other section, mostly odd
numbered sections. The railroad filed a map with
the General Land Office showing the sections they
claimed. Not all odd numbered sections were
railroad sections. Since the map was filed
considerably prior to 1889, the railroad sections are
considered to have been taken out of the public
domain and therefore not part of the 1889 Order of
the BOCC discussed at the beginning of this plan.
Today, the rail transportation system in Weld County
primarily serves the purpose of moving freight. Union
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Pacific Railroad, BNSF Railway, and the Great Western Railway each operate rail lines in
Weld County. Both BNSF and Union Pacific are considered Class 1 Railroads. Railroads
are classified based on their annual operating revenues in 1991 dollars.
According to the Surface Transportation Board, the classification is determined by
comparing operating revenues for three consecutive years to the following scale:
• Class l- $250 million or more
• Class II - $20 million to $250 million
• Class III - $0 to $20 million
Great Western Railway is classified as a Class III railroad. Table 4 summarizes the existing
rail service providers and the approximate length of track within the County.
Table 4: Railroad Companies
RAILROAD OWNER
RAIL SEGMENT
BNSF RAILWAY
UNION PACIFIC RAILROAD
GREAT WESTERN RAILWAY
1-76 Corridor
Denver -Greeley -
Wyoming
Greeley -Windsor -
Johnstown
LENGTH
(MILE_SI
45
140
80
Currently the only passenger train service traveling through Weld County is Amtrak's
California Zephyr. The California Zephyr averages speeds of 55 mph and runs from
Chicago to Emeryville, CA (San Francisco) . Through Weld County the route parallels the
1-76 corridor continuing to Denver's Union Station.
Colorado's Southwest Chief and Front Range Passenger Rail Commission is currently
tasked with facilitating the implementation and operation of future passenger rail along
the Front Range. This railway would better connect Greeley and the rest of Northern
Colorado to the Denver Metro Area, as well as Colorado Springs and Pueblo. With
population increasing along the Front Range, high-speed rail is considered a valuable
alternative mode of transportation that could take VMT off the existing roadway system.
The proposed location of the rail in Northern Colorado is currently within the Great
Western/Union Pacific rail corridor, or the BNSF rail corridor. Utilizing the existing track
alignment in many areas is among one of the considerations in developing the passenger
rail system. The Southwest Chief and Front Range Passenger Rail Commission is currently
seeking input from the public on this plan. Weld County is actively involved in the
development of the plan and is a member of the North Segment Coalition.
C O 1) T •
TRANSIT SYSTEM
Transit service in Weld County is primarily a demand -response transit service for rural Weld
County residents, which connects outlying communities to Greeley by aiding elderly,
disabled, low-income persons and the general public. Weld County is currently
partnering with the NFRMPO to improve these essential services via a one call/one click
program. This program would allow rural residents the opportunity to call and schedule
transportation to services they need. The Weld County Mobility Committee meets every
other month and assists in developing and implementing this program.
Serving residents and visitors of the cities of Greeley and Evans is the Greeley Evans Transit
Program (GET). GET is an essential service for many who rely on the system to travel within
the two cities. In January of 2020, GET launched the Poudre Express, a regional commuter
route that connects Greeley and Evans to the Town of Windsor and the City of Fort Collins.
Figure 15: Regional Transit
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CDOT has developed a transit system that connects Northern Colorado to Denver, and
other communities throughout Colorado. Bustang allows many people that live along the
Northern Front Range to commute to the Denver Metro Area. The Bustang program has
been successful for CDOT and has led to the growth of the number of routes within the
system. The program is another tool to help reduce traffic on existing roadways.
BICYCLE AND PEDESTRIAN FACILITIES
Within Weld County there are several trails
that have been constructed, as well as
some that are proposed. Regional trails, as
seen in Figure 16, make up most of the rural
bicycle and pedestrian facilities. The
planned and constructed regional trails in
Weld County consist of the 52-85 Trail, The
American Discovery Trail, the Big Thompson
River Trail, the Great Western Trail, the Little
Thompson River Trail, the Pawnee Pioneer
Trail Scenic Byway, the Poudre River Trail
and the St. Vrain Legacy Trail. Weld County does not typically plan for bike lanes when
constructing roadways, however many County Roads are constructed with generous
shoulders, allowing for safe biking. For the most part, the individual municipalities
designate bike routes, on -street striped bike lanes and off -road multi -purpose trails.
Weld County is a member
of the Northern Colorado
Bicycle and Pedestrian
Collaborative, which meets
on a monthly basis. Northern
Colorado communities
utilize this forum to facilitate
discussion on improving
bicycle and pedestrian
facilities in the region. The
group helps member
communities pursue state
and federal funding
opportunities. The group has
assisted in developing the
2016 Non -Motorized Plan,
which provides a summary
of the bicycle and
pedestrian infrastructure in
the region.
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Figure 16: Regional Trails
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HAZARDOUS MATERIALS CORRIDORS
Figure 17 shows Weld County's designated hazardous materials routes in red, and the
designated nuclear and hazardous material routes in green. Hazardous materials
(Hazmat) are defined as a substance or material which has been determined by the
Secretary of Transportation to be capable of posing an unreasonable risk to health,
safety, and property when transported in commerce, and which has been designated
as hazardous under Section 5103 of federal hazardous materials transportation law.
Nuclear materials are defined as a highway route -controlled quantity of radioactive
materials in 42-20-402 CRS (Colorado Revised Statues) . Drivers are required to stay on
these routes, unless they meet the state and federal requirements to deviate from the
route.
Figure 17: Nuclear and Hazardous Materials Routes
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City Limits
CountyBoundary
1 C
Weld County has significant oil well activity, and as a result, trucks carrying oil well
production utilize nearly every road in the County. Therefore, on November 17, 2010, the
BOCC passed a Resolution designating all County roads to be considered "local pick-up
and delivery" routes for trucks carrying oil well production.
The freight transportation system in the United States is the framework for economic
growth. Maintaining and improving major
transportation infrastructure is crucial to the
economic growth within Weld County. The
transportation of agricultural, oil and gas,
and other goods ensures competitiveness
of many different industries in the region.
The most traveled freight corridor in Weld
County is Interstate 25. This corridor is
recognized as a part of the national
primary freight system. Other crucial freight
corridors that traverse Weld County, but are
maintained by CDOT are Interstate 76, US Highway 85, US Highway 34, SH 14, SH 52, and
SH 71.
Weld County identifies certain corridors as freight routes as well, as seen in Figure 18. These
corridors include portions of WCR 6, WCR 13, WCR 19, WCR 22, WCR 29, WCR 30, WCR 32,
WCR 39, WCR 41, WCR 44, WCR 47, WCR 49, WCR 55, WCR 60.5, WCR 68, WCR 74, WCR
77, WCR 100, WCR 126, and WCR 390. Maintenance and improvements to these corridors
is crucial in order to maintain the functional integrity of the roads so that industries can
deliver their products to market. Weld County has identified these corridors as freight
routes in order to assist in determining the best course of action when it comes to
improving corridors that see a large volume of truck traffic. Design standards for these
freight routes emphasize features that help to accommodate oversized, and overweight
vehicles. These roads are prioritized when it comes to road widening projects to add
shoulders. When feasible, lane widths are increased in order to accommodate oversized
loads. Intersection improvements on these roads include generous turning radii, to
accommodate large vehicles. When determining routes for special transport permits,
County staff utilizes these freight routes whenever possible.
Roads are only part of the equation when it comes to creating a system that delvers
products to the consumer. Railroads, pipelines and airports also play a large role in
delivering products.
An efficient multi -modal freight network is essential to enhancing Weld County's
competitiveness on many fronts. Weld County staff in conjunction with state
transportation officials help to ensure that the transportation system in Weld County can
meet the demand.
IA61
er
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Figure 18: Freight Corridors
CountyBoundary
CDOT Freight Route
---- Weld County Freight Route
Railroad
City Limits
10
Miles
N
A
WEATHER STATIONS
Weld County recently installed weather stations in 11 locations within the County. These
devices allow County staff to have an accurate account of weather conditions
throughout the County. This is critical when considering conditions during a severe
weather event, such as a blizzard or flood event. The weather stations accurately
measure temperature, precipitation, wind speed, direction of wind, barometric pressure,
relative humidity, pavement
temperature, and pavement condition.
There is also a camera at each location,
which gives a visual on the cu -rent
weather conditions. In the future the
public will also have access to this cata,
which allows everyone to know what the
weather conditions are throughout the
County. These weather stations are
currently located at the following
locations:
WCR 32 and WCR 49
WCR 44 and WCR 49
WCR 60.5 and WCR 47
WCR 22 and WCR 41
WCR 16 and WCR 73
WCR 50 and WCR 59
WCR 390 and WCR 105
WCR 136 and WCR 77
WCR 126 and WCR 21
WCR 74 and WCR 51
WCR 54 and WCR 17
< 200 GRAVEL
vpd
300-500 RECYCLED
vpd ASPHALT
•
iminumeas-
the cost
The Pavement Management Division in Public Works oversees road maintenance of
asphalt paved roads, which includes overlays, crack filling, chip seal coat applications,
slurry seal, asphalt milling, patching, and curb and gutter repairs. Weld County adds 3-5
miles of paved roads to its system every year. Figure 19: Road Treatment Thresholds
countyroads to be
Due to the amount of nt g
maintained, Public Works strives to remain
innovative with current maintenance
applications. As a result, Weld County does
not have a standard requirement for when
gravel or RAP treated roads shall be paved
to a standard asphalt surface. Figure 19
diagrams a maintenance threshold guide for
future road improvements. In accordance
with the functional classification map, future ALTERNATIVE 200-300
road improvements focus traffic towards TREATMENT vpd
paved or treated roads where resources
have already been invested. More
specifically, decision making for future
projects takes into consideration how to
guide traffic from the local roadway network
to feed into to collector and arterial classified
roads. These roads are constructed to handle
more traffic, and if the traveling public utilize
them rather than local roads, fewer resources
are required to maintain the roadway
network. Weld County's fugitive dust
program is in place for gravel roads carrying
more than 200 vpd for a minimum three- ASPHALi>
500
v T d
month time period, pursuant to Weld County p
Code Section 8-6-100. When traffic increases
to the 200-300 vpd range, the use of
alternative topical treatments may be
considered prior to using full depth magnesium chloride. Due to
treatments and the volatility of traffic counts, other dust abatement methods may be
considered prior to using magnesium chloride. Should the AADT on a road segment fall
below the 200 vpd standard, dust control mitigation may be discontinued by decision of
the BOCC. Depending on the site -specific circumstances, the County may also consider
alternative paving applications, such as RAP, and local low -volume paving for traffic
volumes ranging between 300-500 vpd. When traffic exceeds the 500 vpd threshold, or
of
full depth
MPS
I
the percentage of truck traffic
requires a structurally stronger
roadway, the County requires a free
draining structure adequate to
support traffic. Full depth asphalt
paving is not permitted.
Weld County has created the HARP
program to assist in road
maintenance on roads that receive
substantial truck traffic associated
with oil and gas production.
Typically for asphalt paved roads
the pavement management crews
do an FDR treatment and pave the roadway. HARP projects are partially funded by the
oil and gas industry. The HARP paved roads are typically improved with the use of cement
treated base to reinforce the ground below the asphalt. This is specifically done to these
roads because of the high volume of truck traffic. This FDR process helps save time and
money since there is a reduction in materials needed to be trucked to the site, because
a portion of the existing roadway is utilized rather than being trucked away. The FDR
process entails collecting data from the Public Works Pavement Management System,
as well as truck volume percentages in order to develop a 20 -year road design life. Public
Works collects roadway subgrade geotechnical samples on the stretch of road that will
be improved. These samples are tested to determine the correct percentage of cement
required. This determination is made by looking at the moisture and consistency of the
road base. The Public Works Surveying and Engineering teams put together the FDR
design, which is then uploaded to the grader's GPS sys-em. This way of improving roads
ensures that the usable lifespan of the roadway is increased in a cost-effective way. The
County typically uses FDR to repair 10 to 15 miles of roadway per year. This process is
somewhat new to Weld County, but with the positive results seen so far, this program will
be continued on into the future for
HARP roads.
The County also relies on recycled
asphalt as a treatment in some
locations because it can be a
more cost-effective way to
maintain a less traveled road.
Recycled asphalt roads wear
down quickly with higher traffic
volumes or heavy vehicles and
require a different long-term
maintenance program than paved roads. Even though the design or character for
recycled asphalt roads differ from paved roads, most drivers view these as paved roads.
For the right application, recycled asphalt can be a cost-effective alternative to
traditional pavement.
Weld County Public Works typically overlays 30 to 50 miles of pavement each year. The
department does another 40 to 50 miles of chip seal application per year. Also, the
County is responsible for slurry sealing about 25 to 30 miles of pavement per year, which
is usually done on County owned parking lots and subdivision roadways.
Asset management is assisted by the utilization of the Cartegraph software. Road
segments, as well as other assets, are inventoried utilizing the software, which gives staff
the ability to easily determine several different key data points. Assets can be easily
located using the Cartegraph mapping software. Public Works has information on
several different assets, including bridges, cattle guards, fences, gravel pit permits,
guardrails, and signs. This new technology allows for a streamlined process when it comes
to inventorying County assets.
The WCR 49 expansion project, which was
completed in July of 2018, created a need
for continued concrete maintenance. The
WCR 49 project was a massive undertaking,
which linked Interstate 76 to SH 392 with a 4 -
lane concrete highway, with a 12' median.
This much needed improvement has
created a much safer corridor that has
reduced travel time considerably. With this
improvement comes the need for the ability
to maintain the corridor. Weld County Public
Works has created a new crew that
specifically focuses on the maintenance of
concrete roadways. Concrete roads are designed in a way that allows
lifespan, which can be greater than 30 years. These roads do require maintenance to
ensure that the lifespan is maximized. Maintenance on concrete roads include crack
filling and periodic surface grinding.
for
extended
Gravel roads are either treated with
chemicals to provide dust suppression or
are untreated. Within budgetary
constraints, the County maintains gravel
roads in accordance with the State Air
Quality Control Commission and the CDPHE
standards. To comply with these
regulations, Weld County uses the following
methods for dust mitigation:
• Surface treatment using dust control
agents
• Six-inch stabilized aggregate base using dust control agents
• Paving, based on qualification through the CIP prioritization process
• Speed limit reductions
• Periodic watering
Each year, the County uses over 1.3 million
gallons of chemical over 200 miles of road for
the purpose of dust mitigation. To continue
providing efficient County services with limited
resources, Public Works has been proactive in
finding new technologies which advance our
mission. Some of these wise investments include
acquiring applications in GIS for data
collection, aerial photography, traffic
counting, signage installation, and
replacement of culverts. These resources allow
the department to be extremely responsive
when citizen concerns arise. Weld County
continues to try new innovative technologies to
improve customer service. On gravel roads,
dust control methods include applications that
help reduce chloride use, are easier to apply,
and are safer for the environment and traveling
public. For paved roads, modified asphalt
mixes are being tested.
When improving the surface of gravel roads, the County is seeing success within the
Pavement Management Division with the following applications:
• Having standard asphalt mixes include recycled asphalt
• Using paving with a warm mix asphalt, which is extremely energy efficient because
it takes half the energy to produce
• Using an asphalt mix which includes recycled roof shingles
• To create a better low cost all service weather road, Weld County is chip sealing
and slurry sealing over recycled asphalt pavement roads
These successful projects represent the County's commitment to provide County
residents the highest level of customer service in the most energy efficient and cost-
effective manner possible.
MINING DIVISION OPERATIONS
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control measures including water and chemical dust
The Department of Public Works
finds, permits, excavates, and
processes gravel from County
owned and operated gravel
pits located across the County.
The Gravel Roads Division then
utilizes the gravel on County
roads. Over time, road traffic
pushes the gravel to the edges
of the roads and during dry
conditions the finer fraction
(clay material) of the gravel
road migrates away as wind-
blown dust. Application of dust
suppression reduce, but do not
eliminate, loss of the finer material; replenishment with new gravel is needed.
Gravel production and utilization varies each year depending upon then current gravel
road conditions and in response to other demands for construction equipment. In recent
years, on average, the County has graded over 65,000 miles of roads annually and
produced over 250,000 tons of road base in order to replenish these roads. The County
primarily uses its own gravel for this maintenance work however purchases from
commercial providers occasionally occur in order to meet the supply needs of the Public
Works Department.
Figure 20: County Maintained Roads
•
Paved Road
Gravel Rood
Joint r, ta;ntenance
City Limits
/elites
c..N 0 WR M. _O V.A L.:_
Snow Removal is needed in Weld County to ensure
the safe and efficient flow of traffic during times of
inclement winter weather. The Public Works
Department operates a snow desk during these times
to direct snow removal crews around the County.
During a snow event, County staff works first to clear
highly traveled roadways, then lesser traveled
roadways are cleared. Any route needed for
emergency services, national defense, dairy and
livestock access roads, school bus routes, and mail
delivery routes are a priority. County maintained roads
in subdivisions are the lowest priority for snow removal,
especially when the snow fall is light. Snow removal on
paved roads occurs during nearly every snow event,
and gravel roads are cleared by road graders when
necessary. Routes have been established and
priorities assigned which ensure the minimum road
network required for operation of emergency
vehicles.
Aging bridges and culverts also impact Weld County's road system. Weld County has 447
bridges, of which 314 bridges are classified as "major", with the remaining 133 classified
as "minor". A "major" bridge is defined as having a span of twenty feet or more.
Every two years, Weld County
works with CDOT, who contracts
with a consultant, to update and
prepare a County -wide bridge
inspection report for the "major"
bridges. This report is a useful tool
to analyze bridge conditions so
the County can plan and
program for long-term
improvements. The minor
bridges are inspected on a
regular basis by County staff.
The two most common methods for evaluating bridge conditions are Sufficiency Rating
and Classification. These measures assist staff in determining if the bridge is structurally
deficient obsolete, or in need of immediate repairs.
Sufficiency ratings are calculated based on a 0-100 scale that compares the existing
bridge or culvert to a new bridge designed to current engineering standards. This formula
is defined by FHWA. The purpose of the rating is to indicate a bridge's sufficiency to
remain in service. The formula places 55% of its value on the structural condition of the
bridge, 30% on its serviceability and obsolescence, and 15% on whether it is essential to
public use, as shown in Figure 21.
Figure 21: Bridge Sufficiency Scoring
15%
55%
Structural Condition
Functionality
• Importance
The bridge's sufficiency rating provides an
overall measure of the bridge's condition
and is used to determine eligibility for
federal funds. Weld County's 2018 Bridge
Inspection Report classified approximately
8% of the major bridges as "structurally
deficient". An obsolete bridge is one that
was built to standards that are not used
today. These bridges are not automatically
rated as structurally deficient, nor are they
unsafe. Obsolete bridges are those that do
not have adequate lane widths, shoulder
widths, or vertical clearances to serve
current traffic demand, or those that may
be occasionally flooded.
Weld County's 2018 Bridge Inspection Report classified approximately 2% of the major
bridges as "Obsolete". To be eligible for federal aid to replace a bridge, it must have a
sufficiency rating of less than 50 and be either obsolete or structurally deficient. To be
eligible for repai-, a bridge must have a sufficiency rating of less than 80. In both instances,
federal aid must be matched by a state/local government. The cost share is 80% Federal
and 20% state/local government. In the case of bridge repairs, if federal aid is used to
repair a bridge, a jurisdiction cannot apply for federal assistance for any further repairs
to that bridge for 10 years. Figure 22 shows the locations of bridges in the County.
Figure 22: Bridge Locations
oved Road
---- Gravel Rood
Joint i.',a,ntenance
9 Weld County 'Aar -gained Bridge
P.'tiles
The map located to the right shows the
fifteen TPRs in Colorado. Below, you will
find a close-up view of the TPRs that make
up Weld County. Weld County is unique in
that it is located within three different TPRs;
NFRMPO, UFRTPR and DRCOG.
CDOT classifies TPRs as being urban or
rural. UFRTPR is classified as rural, where
NFRMPO and DRCOG are considered
urban, since the population within their
census -designated urbanized areas is
greater than 50,000. This is significant,
because TPRs with urbanized areas of
50,000 or more residents are considered
MPOs.
The NFRMPO and DRCOG have staff that
assist in creating the required documents
needed to comply with federal mandates for
MPOs. The UFRTPR is administered by CDOT,
however member cities/counties determine
the policies, procedures and priorities of the
region.
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The population of an area is determined by E.2[20VER
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the U.S. Census, and as the population increases the boundaries of the TPR can change.
Changes to the to TPR and MPO boundaries happen through population growth, but
also by officials who deem the boundary change necessary, however the Governor must
approve these types of boundary changes. Changes to the boundaries include input
from impacted stakeholders as well as CDOT and are typically made to better align
boundaries in a way that creates a more prudent approach to regional transportation
planning. Among other implications, boundary changes have a financial impact on the
affected agencies, so a great deal of discussion is had surrounding any change. CDOT
is currently developing a guidebook to assist with boundary changes to TPR boundaries.
With major population changes on the horizon, it is likely that these boundaries will see
changes.
An MPO is federally designated by agreement between the Governor and the units of
local government responsible for transportation planning processes. MPOs with an
urbanized area of 200,000 or more residents are designated as TMAs. Both the NFRMPO
and DRCOG are classified as TMAs. Each TPR within Weld County will be discussed in
detail within this chapter.
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MOM
Figure 23: MPO Boundaries
Aspen
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Boulder
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45644 /t
yield County Boundary 1 North Front Range , .1PO
DRCOG AIM Upper Front Range TPR
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56
The NFRMPO is the transportation and air quality
planning agency for portions of Weld and Larimer
age" Metropolitan Counties. The NFRMPO develops the federally
irCaPlanning mandated regional transportation plan, a long -
Organization range transportation planning document that
s identifies regional transportation priorities. They
develop the TIP, a federally mandated document,
which identifies projects that will be funded within the boundaries of the MPO within the
next four years. The NFRMPO develops several other planning documents, including the
freight plan, the non -motorized plan, and the transit plan. The MPO has developed a
regional travel demand model, which looks at traffic on a 25 -year horizon. They also
develop a land use allocation model, which also looks at land use on a 25 -year horizon.
These models assist member agencies when determining future transportation needs in
the region.
111.101113 North Front Range Range
Members of the NFRMPO include:
Berthoud
Eaton
Evans
Fort Collins
Garden City
Greeley
Johnstown
Larimer County
LaSalle
Loveland
Milliken
Severance
Timnath
Weld County
Windsor
The member agencies meet on a monthly basis in order to collaborate, discuss and
determine policy, and direct MPO staff. Member governments select a representative to
attend these Planning Council meetings. The Transportation Commissioner for District 5,
as well as a representative from the Colorado Department of Public Health and
Environment's Air Pollution Control Division, sit on the Planning Council board. Member
agencies also make up the technical advisory committee, which includes a
representative from each member agency. The technical advisory committee also
includes non -voting members from various agencies.
UPPER FRONT RANGE TRANSPORTATION PLANNING REGION
LARIMER
WELD
MORGAN
UPPER FRONT RANGE
TRANSPORTATION PLANNING REGION
Members of the UFRTPR include:
Ault
Brush
Erie
Estes Park
Fort Lupton
Fort Morgan
Gilcrest
Grover
The UFRTPR consists of Morgan County and
portions of Weld and Larimer Counties.
Representatives from member cities, counties and
CDOT meet on a quarterly basis for regional
coordination and cooperation related to
transportation planning. The TPR is led by the Chair,
and Vice Chair, who are county commissioners
within the TPR, elected by the Council.
Hillrose
Hudson
Keenesburg
Kersey
Larimer County
Lochbuie
Log Lane Village
Mead
Morgan County
New Raymer
Nunn
Pierce
Platteville
Weld County
Wellington
Wiggins
The UFRTPR serves as the tool for formalizing the process of applying for federal and state
funding assistance. The UFRTPR, along with CDOT, develop a regional Transportation Plan
in accordance with relevant federal, state, and local regulations and policies. The
Transportation Plan provides guidance and direction for decision makers, regarding
improving the state highway system. CDOT is able to integrate the plan into the statewide
transportation plan, and ultimately utilize the information to prioritize roadway project
construction.
DENVER REGIONAL COUNCIL OF GOVERNMENTS
MVER
REGIONAL COUNCIU OF GOVERNMENTS
DRCOG is the transportation and air quality
planning agency for the Denver Metro region.
DRCOG is also the federally designated Area
Agency on Aging for their region. DRCOG
develops the federally mandated planning
documents for the Denver Metro region. They
also develop and maintain a traffic demand model, which is utilized to develop the long-
term transportation plans. Weld County, CDOT, municipalities in the Weld County portion
of the DRCOG region, and DRCOG meet regularly at the Southwest Weld County Service
Center. These Southwest Weld County DRCOG Forum meetings allow collaboration and
discussion between communities in the region regarding DRCOG related issues.
Members of DRCOG (within Weld County) include:
Brighton
Dacono
Erie
Firestone
Frederick
Lochbuie
Longmont
Mead
DRCOG is made up of 57 local governments, including the eight listed above which are
located in Weld County. In order to assist the Weld County municipalities, the County has
assisted in facilitating meetings to assist in developing the TIP. Participation in this sub -
regional forum has helped ensure that Weld County projects in the DRCOG region are
included in the TIP.
1
US HIGHWAY 34 COALITION
TRANSPORTATION PARTNERSHIPS
INTERSTATE 25 COALITION
In 2013, elected officials and staff from three counties and
fourteen municipalities developed the Interstate 25 Coalition
for Northern Colorado. The main goal for the coalition was to
advocate for the expansion of the northern section of 1-25 in
Colorado. Projects, along the corridor have occurred in part
because of the dedication of this coalition. This corridor is a
major US freight
corridor, and
essential to the
economic growth
of the region.
Contributions through this coalition will
continue to ensure that necessary
improvements to the corridor are made.
As traffic along the US Highway 34 corridor increased,
elected officials decided to begin meeting in the early
part of 2015. The main concern was looking at the existing
accesses, and crossroads along the corridor. The initial
meetings included representatives from Weld County,
Evans, Greeley, and Windsor. As time went on,
representatives from Loveland, Johnstown, Kersey,
Larimer County, NFRMPO and CDOT joined in on the
meetings. Enlisting the assistance of CDOT, in 2019 the US
Highway 34 PEL study was completed. This document as
well as the ACP, developed in 2003, help to ensure the
functional integrity of the corridor. The current priorities include ensuring improvements to
the corridor are made in order to keep up with traffic increases and preserving the
corridor to accommodate future growth.
STATE HIGHWAY 52 COALITION
Population increases in the southwest portion of Weld
County have led to increases in traffic along the SH 52
corridor. In order to assist in maintaining the functional
integrity of the SH 52 corridor, a coalition was formed. Weld
County joined Boulder County, Dacono, Erie, Fort Lupton,
Frederick, Hudson, Keenesburg, and CDOT to form the
coalition. The formation of the coalition has led to the
development of a PEL and an ACP. Utilizing these
documents will be key in ensuring that this corridor continues
to function properly, and that improvements can occur in a timely and efficient mariner.
52
STATE HIGHWAY 66 COALITION
Traffic increases along SH 66 have led to the development
of the SH 66 coalition. The coalition includes Firestone,
Longmont, Lyons, Mead, Boulder County and Weld County.
A PEL and an ACP have been developed on the corridor
from McConnell Drive in Lyons to WCR 19. The coalition
assisted in developing this plan in order to improve safety,
mobility, and access management on the corridor. This
corridor is planned to be expanded in the future to four
lanes.
US HIGHWAY 85 COALITION
The US 85 Coalition was created via a Memorandum of
Understanding and made binding by "Resolutions of
Support" between Weld County and ten municipalities in
2009 and 2010. The jurisdictions include Ault, Brighton,
Eaton, Evans, Fort Lupton, Gilcrest, Greeley, LaSalle, Pierce,
Platteville, and Weld County. This effort is in partnership with
CDOT, DOLA, Fort Lupton Development Corporation, and
Union Pacific Railroad. All entities are being tasked with
addressing sustainability and regionalization efforts along
US 85, which carries a wide range of traffic types: long-
distance interstate traffic, commuter traffic to large
employment bases, intercommunity traffic, and considerable agricultural traffic. Each
community's pledge is for full support and encouragement of the Highway 85 Coalition
and to provide elected official and staff support for meetings. In addition, the
communities also pledged to consider matching funds for grants as part of the bucget
process.
Regional cooperation is not new to Weld County but has been occurring for many
decades. The precursor to the Coalition began back in 1999 when the same communities
came together and adopted an IGA for the US 85 ACP. The US 85 ACP was also a
planning effort consisting of residents, property owners, local governments, CDOT, and
highway users working closely together. The US 85 ACP is still used today and remains a
highly regarded document amongst the communities. The Highway 85 Coalition wants
to expand the efforts of the US 85 ACP and incorporate not only transportation, but land
use and sustainability resources.
In 2017, CDOT developed the US Highway 85 PEL Study. The PEL was developed in order
to present the vision for the US Highway 85 corridor. The PEL includes long term plans for
the corridor, including potential intersection, and interchange improvements, as well as
closures. Weld County, CDOT and Union Pacific Railroad have worked together to
identify potential closures of railroad crossings in order to ensure safety along the corridor.
Some of these closures have been implemented as of this time. A main consideration in
closing an intersection is to provide a safe and convenient alternative. The PEL attempts
to identify these alternatives.
In November 2007, the Environmental Protection Agency (EPA) designated the
Denver/North Front Range region as nonattainment for the 8 -hour ozone standard of 0.08
parts per million (ppm) as adopted in 1997. Figure 24 shows the nonattainment area,
which includes portions of Larimer and Weld Counties, more specifically extending north
to approximately WCR 100.
Ozone is a National Ambient Air Quality Standard (NAAQS) pollutant that is not emitted
directly, but rather is a secondary pollutant that forms in the atmosphere through
complex chemical reactions. Volatile Organic Compounds (VOCs) and Nitrogen Oxides
(NOx) react in the presence of strong sunlight, warm weather and stagnant winds to form
ground -level ozone. Reductions in emissions of the ozone precursor pollutants are the
primary methods used to reduce ozone concentrations. Several sources emit VOCs and
NOx; vehicles are a source of both. VOCs (e.g., vapors or fumes) are emitted by
evaporative loss of unburned fuel as well as from vehicle tailpipes due to incomplete fuel
combustion. NOx is also emitted from vehicle tailpipes as a combustion byproduct.
The eight -hour ozone nonattainment area includes all counties in the DRCOG region
except Clear Creek and Gilpin, the North Front Range region as well as parts of the Upper
Front Range TPR. The SIP lists strategies and control measures that will be implemented to
reduce emissions. Some of these strategies include restrictions for oil and gas condensate
on storage tanks, alternative fuels, removal of exemptions on point sources of pollutants,
and the expansion of the vehicle inspection and maintenance program in parts of Weld
and Larimer counties.
Communities within the ozone nonattainment boundaries are eligible for CMAQ funds.
The purpose of the federal CMAQ program is to fund transportation projects or programs
that will contribute to attainment or maintenance of the NAAQS, particularly for ozone in
the Weld County region. The CMAQ program supports improving air quality, and relieving
traffic congestion.
In order to promote natural gas as an alternative fuel source, Weld County formed the
Weld County Natural Gas Coalition. Also, Weld County created the Weld County Smart
Energy Plan, which identifies short- and long-range goals for natural gas infrastructure
improvements and vehicle conversions. Weld County has received CMAQ funds to assist
with the installation of public natural gas fueling stations and education and public
awareness marketing throughout the County. Weld County has received more than $8
million in CMAQ funds from 2010 to 2020 to promote natural gas as an alternative fuel
source.
In addition, Weld County has
partnered with the Oil and Gas
industry to convert fleet vehicles to bi-
fuel (gasoline and CNG), dedicated
CNG, or liquefied natural gas (LNG).
Dedicated vehicles are fueled only
on natural gas. Typically, diesel
vehicles are converted to Dedicated
CNG. Fleet vehicle conversions range
from passenger vehicles to heavy
duty pickups. Tandem and semi -
tractors would be fueled on liquefied
natural gas.
Unfortunately, CDOT and FHWA have
essentially discontinued the program
that helped sustain the move to a
natural gas fleet, which has reduced the County's ability to buy converted vehicles. The
"Buy America" program, which assisted in the acquisition of natural gas vehicles is no
longer available to local governments. Regardless, Weld County continues to promote
the use of natural gas vehicles within the County.
Figure 24: 8 -Hour Ozone Nonattainment Boundary
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yield County Boundary
DRCOG Upper Front Range TPR
North Front Range L,PO ._ B -Hour Ozone Nonattainment Boundary.
20
Miles
ACCESS
CONTROL
PI ANA
Access management is a key tool in reducing congestion, preventing crashes and
preserving roadway capacity. The main purpose of an ACP is to maintain and enhance
the safety and mobility of the corridor while also providing reasonable access to
adjoining properties.
Each intersecting driveway or street is an access point that increases the potential for
conflicts between through -traffic and traffic using the access. A greater number of
conflict points lead to a higher number of automobile collisions, as well as a greater
danger for pedestrians and bicyclists. Access management improves safety by
controlling the number, location, and spacing of access points along the corridor. This
benefits traffic flow by reducing roadside interference, thereby allowing drivers or the
corridor to better predict where other vehicles will turn and cross.
When looking at the function of a road, it is important to understand how mobility and
access interact A higher number of accesses on a road section increases the amount
of potential conflicts. Crashes are more likely to occur at locations with a higher number
of conflict points. In order to mitigate the concerns of more contact points, posted
speeds are reduced. Therefore, interstates
and highways have high speeds and few
accesses, and local roads have a higher _ ` Interstate /Highway
number of accesses. A higher posted speed is
sacrificed for additional accesses in order to
maintain safety, which in turn reduces mobility
along the corridor. Collector Roadway
Access management also allows for more
efficient management of roadside drainage.
Having more driveways along the corridor
means having more culverts installed. Culverts
must be maintained in order to function as
intended. When culverts become clogged, roadside drainage is greatly affected.
Reducing the number of culverts allows for the roadside ditches to function as intended
in a storm event.
Arterial Roadway
Local Roadway
Another important characteristic of the roadway system is reliability, which car be
affected by traffic incidents/accidents, flooding, wind, downed trees, downed
powerlines, underground utility issues, and other factors.
18a
COMPLETED ACCESS CONTROL PLANS
FREEDOM PARKWAY (WELD COUNTY ROAD 54)
The Freedom Parkway ACP was developed as a collaborative
effort by nine government entities including the City of Evans,
City of Greeley. Town of Johnstown, Town of Kersey, Larimer
County, City of Loveland, Town of Milliken, Weld County, and
CDOT. This ACP includes portions of SH 402, Lorimer County Road
18, WCR 54, and 37th Street. The ACP goes from Larimer County
Road 7 to the west and WCR 49 to the east. The plan was
adopted by the Weld County Board of Commissioners on
December 18, 2318.
FREEDOM PARKWAY
ACCESS CONTROL PLAN
Cccert-b t 12. 2018
WELD COUNTY PARKWAY
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WELD COUNTY ROAD 29
In response the construction of the Weld County Parkway,
Public Works staff developed the Weld County Parkway ACP.
The study area for this ACP is from US Highway 34 to the south
and WCR 60.5 to the north. This ACP was developed in 2015.
The primary goal for this plan is to limit access to the newly
constructed roadway.
The WCR 29 ACP was developed in cooperation with the Town
of Eaton, Town of Ault, Town of Pierce, Town of Nunn, and the
Town of Severance. The corridor extends from SH 392 to the south
to WCR 100 to the north. The plan was adopted by the Weld
County Commissioners on February 26, 2018. The plan was
developed in order to assist in making improvements to the
corridor, and to improve corridor safety.
WELD COUNTY ROAD 29
ACCESS CONTROT PI .AN
i
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WELD COUNTY ROAD 47
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In response the construction of improvements to WCR 47,
Public Works staff developed the WCR 47 ACP. The study
area for this ACP is from WCR 60.5 to the south and SF 392
to the north. This ACP was developed in 2016. The primary
goal for this plan is to limit access to the newly constructed
roadway.
WELD COUNTY ROAD 49
The WCR 49 ACP was developed as a collaborative effort by
four government entities including the Town of Hudson, Town of
Keenesburg, Town of Kersey, and Weld County. The ACP
extends from Interstate 76 to the south to US Highway 34 to the
north. The WCR 49 ACP was adopted by the Weld County
Commissioners on December 15, 2014.
ratan M n;aI
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A
Ce. S. Control Plan <.
WELD COUNTY ROAD 49
ACCESS CONTROL PLAN
WELD COUNTY ROAD 74
The WCR 74 ACP was developed in cooperation with the
Town of Eaton and the Town of Severance. The corridor
extends from SH 257 to the west to County Road 39 to the east.
The primary goal of the plan is to preserve the functional
integrity of WCR 74 as development occurs on the corridor.
COUNT
FUTURE ACCESS CONTROL PLANS
In order to maintain the functional integrity of our
county roads, Weld County must consider developing
ACPs on all corridors that are expected to increase to
a high level of traffic volume in the future. Arterial
classified roads are at the top of the priority list when it
comes to developing access control plans. As a goal,
Weld County has outlined the need for ACPs on all the
arterial roadways. Priority for developing ACPs is as
follows:
1. WCR 44 between WCR 49 and SH 60
2. WCR 13 between WCR 2 and SH 60
3. WCR 2 between WCR 11 and Interstate 76
4. WCR 19 between WCR 2 and SH 66
5. WCR 22 between WCR 49 and US Highway 85
Many of these proposed access control plan locations
have multiple jurisdictions who maintain the road.
Collaboration with these communities will be key in
implementing the plans. This collaboration will ensure
that these corridors will be able to withstand the level of traffic that is anticipated in this
region in the future. Planning for the future and preserving the functional integrity of these
corridors will also ensure that improvements are made in a cost-effective, collaborative
way.
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LASSIFICATION
PLAN
TRAFFIC FORECAST STUDY
As a part of the 2045 Transportation Plan update, Weld County teamed up with Alliance
Transportation Group to conduct a traffic forecast study. The traffic forecast study was
conducted in order to provide decision -makers a picture of future traffic levels and how
proposed transportation projects can serve the needs of the community. The project was
a collaborative effort to develop three travel demand forecasting scenarios using the
CDOT Statewide Travel Demand Model (FOCUS) to forecast 2045 traffic for Weld County.
The use of the CDOT FOCUS model provides a consistent forecast for all of Weld County
and allows for an understanding of regional trip patterns and their effect on Weld County.
Weld County was the first local government to utilize the FOCUS model.
To meet project objectives, Alliance
developed the modeling scenarios,
conducted the analysis, and reported the
results to Weld County. The FOCUS model
was reviewed and updated to ensure the
forecasting reliability for the traffic
forecasts. A 2045 No Build Scenario, a 2045
Build Scenario, and an oil and gas related
truck scenario were performed using the
CDOT FOCUS model.
Travel models are tools used to help understand how changes to a transportation system,
combined with population growth and land use changes over time, might affect travel
patterns in a given area in a specified future year. The recently developed CDOT FOCUS
model was obtained from CDOT and was used as the tool for forecasting traffic for Weld
County. Using the CDOT FOCUS model provides consistent socioeconomic data for both
base year and forecast years at the TAZ level and allows for an understanding of regional
trip patterns and their effect on Weld County, thus providing a consistent forecast for all
of Weld County.
The FOCUS model is an activity -based model covering the entire state of Colorado with
a base year of 2015 and a forecast year of 2045. The 2045 FOCUS model network reflects
the roadway projects included the most recently adopted Metropolitan Transportation
Plan of every MPO within the state.
The FOCUS model inputs were reviewed to ensure that the model accurately represents
the 2015 land use and roadway conditions within Weld County, and that the model
reasonably forecasts land use and roadway traffic in 2045. The FOCUS model base year
validation within Weld County was reviewed and improved to increase the model's
forecasting reliability. Input revisions were carried through to all modeled scenarios to
ensure consistency. The following section describes the findings of the study.
As described in the previous section, the FOCUS model is validated and selected to be
the tool for producing the traffic forecasts for Weld County roadways. Therefore, the main
source of the traffic forecasts is the FOCUS model results. The following strategies are
adopted when developing the traffic forecasts:
• If the roadway is in the FOCUS model network, the modeled volume, including
total volume and truck volume will be used as the traffic forecast for the roadway.
• If the roadway is not in the FOCUS model network, the available count information
becomes the most reliable source for predicting future traffic and a growth rate is
applied to the count to derive forecast year traffic based on subarea and facility
type attributes.
• To address oil and gas trucks, a thorough review of the base year modeled truck
volume and available observed truck counts was done to identify the systematic
pattern of truck underestimation. Trucks are underestimated primarily on a few
routes such as WCR 49. Therefore, the model -based and count -based truck
volume forecast on these facilities was evaluated and the truck volumes were
adjusted based on the calculated shortage of oil and gas trucks in the County,
the trucks' primary routing, and the identified location of oil and gas activity in the
County.
• If the roadway is not in the FOCUS model network and does not have count
information, the links were examined.
o Some link volumes are logically derived based on the available connecting
roadway volumes.
c If volumes cannot be logically derived, a potential traffic volume range is assumed
for the roadway. The potential traffic volume range is developed based on the
roadway facility type and subarea in which it is located. The median volume
(average level) of the links of the same facility type within the same subarea is
summarized and recommended as the likely volume for the roadway. Median
truck percentages are calculated in a similar way and the median truck
percentages are applied to the median volume to derive the estimated trucks on
these links.
• The resulting traffic forecasts are visually inspected for consistency and
reasonableness, and adjustments were applied to resolve inconsistencies f'om
different forecasting sources.
Traffic growth is not evenly distributed geographically. It is beneficial to calculate traffic
growth rates based on geographic locations that are consistent with the development
patterns in the County. The subarea layout that is used in this study follows the subareas
used in the Weld County 2035
Transportation Plan, as shown in Figure
25. Note that due to the FOCUS model
zone structure, the zones vary slightly
along WCR 73 and US 85. Figure 28
shows 2045 traffic projections for Weld
County, and Figure 30 shows truck
traffic forecasts for the County.
The traffic annual growth rate is
derived based on the FOCUS model
projected VMT growth rate between
the base year 2015 and 2045 by facility
type and subarea. Since the gravel
roads and subdivision roads are
beyond FOCUS model resolution, the
subarea level population growth rate
and subarea level VMT growth rate
were compared and the lesser growth
rates were chosen as the growth rate
for gravel roads and subdivision roads.
Table 5 lists the derived compound
annual growth rate by facility type
and subarea.
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Table 5: Subarea Growth Rates
Paved Arterial
Paved Collector
Paved Local
Gravel Arterial
Gravel Collector
Gravel Local
Figure 25: Subarea Road Locations
SUBAREA
1 2 3 4 5 6 7 8
2.63% 0.98% 3.52% 3.42% 3.05% 2.29% 2.97% 2.53%
4.81% 1.26% 5.02% 2.61% 6.14% 5.18% 2.64% 3.17%
3.32% 1.88% 1.95% 0.46% 2.79% 2.34% 1.12% 1.55%
3.32% 1.88% 1.95% 0.46% 2.79% 2.34% 1.12% 1.55%
3.32% 1.88% 1.95% 0.46% 2.79% 2.34% 1.12% 1.55%
3.32% 1.88% 1.95% 0.46% 2.79% 2.34% 1.12% 1.55%
Figure 26 below shows the trip interaction between Weld County and all areas within
the State of Colorado.
Figure 26: Trip Interaction Between Regions
12
W
10
14
13
2045 Daily Vehicle Flow From Weld County
15
200000 1(0010 10
Total Vehicle trips
0 75 SC 75
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2
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Weld County
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Table 6 presents the top destinations and their corresponding daily vehicle trips and trip
percentages that originated from Weld County. Table 7 presents the top origins and their
corresponding daily vehicle trips and trip percentages that destinated to Weld County.
Table 8 presents the trip interaction among major travel sheds of Weld County. Note that
the number of vehicle trips were rounded to the nearest hundred and the trip
percentages do not sum up to 100%, as the percentages are calculated based on all 17
regions within the State of Colorado. Outside of Weld County the top three origins and
destinations are Larimer County, Boulder County and the Denver Metro Area.
Table 6: Top Destinations from Weld County
TRAVEL SHEDS
INTERNAL TO WELD COUNTY
LARIMER COUNTY
BOULDER COUNTY
DENVER METRO AREA
ADAMS/ARAPAHOE COUNTY
WESTERN PORTION OF DRCOG
NUMBER OF TRIPS
(VPD)
1,1 12,600
179,200
112,100
84,900
14,500
9,500
PERCENTAGE OF TRIPS
73.19%
11.79%
7.37%
5.59%
0.94%
0.63%
75
Table 7: Top Origins to Weld County
TRAVEL SHEDS
INTERNAL TO WELD COUNTY
LARIMER COUNTY
BOULDER COUNTY
DENVER METRO AREA
ADAMS/ARAPAHOE COUNTY
WESTERN PORTION OF DRCOG
NUMBER OF TRIPS
(VPD)
1,1 12,600
179,900
112,700
87,000
14,100
8,900
Table 8: Trip Interaction Between Regions (VPD)
WELD LARIMER BOULDER
COUNTY COUNTY COUNTY
PERCENTAGE OF TRIPS
73.12%
11.82%
7.41%
5.72%
0.93%
0.59%
DENVER ADAMS/ WESTERN
METRO ARAPAHOE PORTION
AREA COUNTY OF
DRCOG
WELD
COUNTY
LARIMER
COUNTY
BOULDER
COUNTY
DENVER
METRO
AREA
ADAMS/
ARAPAHOE
COUNTY
WESTERN
PORTION
OF DRCOG
1,112,600 179,200
179,900
112,700
8 7, 000
14,100
8,900
1,514,000
29,500
9,600
4,300
2,600
112,100
84,900 14,500
29,200 9,800
1,109, 800 207,200
209,300 5,410,700 2 71, 000
13,400
9 8, 200
4,200
13,500
2 68, 600 217,900
601,200 12,800
9,500
2,700
98,900
608,600
13,300
1,155,700
Figure 27: Traffic Volumes (2015)
0-500 vpd
500-5000 vpd
5000-10,000 vpd
10.000-20.000 v p d
a 20,000-35,000 vpd
City Limits
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Figure 28: Traffic Volumes (2045)
0-500 vpd
500-5000 vpd
-s 5000-10.000 vpd
a 10.000-20.000 vpd
a 20.000-35.000 vpd
City Limits
N
N
i
'Iles
Figure 29: Truck Traffic Volumes (2015)
0-500 vpd
500-2500 vpd
2500-5000 vpd
a 5000-750O vpd
MS 7500-10.500 vpd
City Limits
N
10
I
60
r
•
2
'is
File
L1
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Dacono
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4
Figure 30: Truck Traffic Volumes (2045)
:7-500 vpd
500-2500 vpd
2500-5000 vpd
a 5000-7500 vpd
a 7500-10.500 vpd
City,' Limits
N
A
tat ea
10
tiles
FUNCTIONAL CLASSIFICATION PLAN
Where the Transportation Plan is used as a tool to guide the CIP, Development Review
and Planning with land use recommendations, the functional classification plan is a
component of the Transportation Plan and is the process by which county roads are
grouped into classes according to the character of service provided. The purpose of
grouping the roads into classes helps identify locations for future ROW reservation. As you
would expect, analyzing future traffic volumes assist staff in developing the functional
classification plan. Indications of major growth of traffic on a corridor may require staff to
upgrade the classification of the roadway. In the next section, the functonal
classification guide gives a more in depth look at how changes are made.
A roadway classification plan is intended to perform the following three functions:
• Define the function (a combination of mobility and access) that roadways within
a system should be planned to provide
• Identify the design characteristics (cross-section and geometric standards),
which roadways should demonstrate given their function
• Define the amount of ROW which should be preserved to construct the ultimate
roadway
Func�onal
Classification
Plan fs
A roadway network is comprised of a hierarchy of roadways whose functional
classifications are defined by their usage. Typically, roads serve two functions; -hey
provide access and mobility. The relative degree to which a road serves these functions
defines its functional classification. In order of their ability to provide mobility, the roadway
functional types are more thoroughly described in the following subsections.
FEDERAL AND STATE HIGHWAY SYSTEM
Freeways usually serve long distance
travel between major communities
and provide the greatest mobility, with
strictly controlled access allowed only
at interchanges. No direct property
access is allowed. Much of the primary
roadway system in Weld County
consists of roads that are maintained
by the federal and state governments.
Weld County has two freeways within
its boundaries. Interstate 25 and
Interstate 76. They are defined by high
speeds and access is provided by widely spaced, grade -separated interchanges. Two
other federal highways within the County are US 34, which provides a major east/west
segment, while US 85 is a major north/south route. These highways provide regional
mobility functions to and through the County. State Highways in the County include
segments of SH 14, SH 52, SH 56, SH 60, SH 66, SH 71, SH 79, SH 1 1 9, SH 257, and SH 392.
These roads generally serve arterial roadway functions.
ARTERIAL ROADWAYS
Arterials carry longer -distance traffic flow for regional, intercommunity and major
community purposes. The primary difference between freeways and major arterials is
access. Freeways have fully controlled accesses with no at -grade intersections, while
arterials include limited at-
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grade intersections. Arterials
can carry significant traffic
volumes at higher speeds
for longer distances and are
seldom spaced at closer
than one -mile intervals.
In Weld County, the State
highway facilities comprise
most arterial roadway
needs. Outside of the State
system, Weld County's
arterial road network
consists predominately of
two-lane rural arterials.
82
Arterials transitioning into the municipalities tend to become four lanes carrying major
traffic flows to important activity centers. The County also has a Colorado State
recognized county highway in WCR 49. WCR 49 is an arterial roadway, that also has a
higher classification as a county highway.
COLLECTOR ROADWAYS
Collectors link local roads with the arterial road
system. Both mobility and access are of equal
importance on these roadways. Travel speeds
and volumes are moderate, and distances
traveled are short to medium. Traffic on
collector roads typically has an origin or
destination within the nearby area.
Weld County also has gravel rural collectors.
These roads are located more in the north and
east portions of the County where the
population is less dense. Regardless of traffic
volumes, these roads receive traffic from the
local roads and feed to paved collector or
arterial roads. Many arterials and collectors in
Weld County have direct access to residences,
farms and irrigation ditch roads. Collector roads
transitioning into municipalities tend to be
connections within residential, commercial and
industrial areas. They are usually two to four
lanes and connect city centers, schools and neighborhoods.
LOCAL ROADWAYS
In both rural and urban areas, the primary
function of local roads is to provide access to
adjacent land uses, whether they are
residences, businesses, or community
facilities. Local roads are closely spaced, two
lanes wide, and carry relatively lower traffic
volumes short distances. They generally are
internal to or serve an access function for a
residence, farm, single neighborhood or
development, and generally, should lead
traffic to a collector road.
SCENIC BYWAYS
Scenic and Historic Byways are
nominated by local partnership
groups and designated by the
Colorado Scenic and Historic Byways
Commission for their exceptional
scenic, historic, cultural, recreational,
and natural features.
The Pawnee Pioneer Trail Scenic
Byway represents the only scenic
byway designated within the County.
This scenic byway is identified on state
highway maps. Appropriate signs
delineating the route are strategically located to keep motorists on the appropriate
route. Through the Pawnee Grasslands, the trail byway utilizes existing gravel roads that
are regularly maintained by Weld County.
ROAD CLASSIFICATION DEFINITIONS
Table 9 shows how roadway classification is determined when staff and elected officials
review the current classifications of the County roadway system. This is also shown in
Figure 31.
Table 9: Road Classification Definitions
CLASSIFICATION
CONTINUITY
SERVICE BETWEEN
MAJOR
ORIGIN/DESTINATION
AVERAGE TRIP
LENGTH
SPACING
ARTERIAL
COLLECTOR
LOCAL
Moderate to long.
Extension of state
highway system.
Movement between
major activity
centers.
Short to moderate.
Link local roads to the
arterial system.
Short to moderate.
Serves as connection
to larger population
centers.
Serves less densely
populated areas.
Provides local
circulation service.
Serves low density
areas and provides
local access.
Primarily longer
trips to/from
larger population
centers.
Mostly short to
medium trips for
less populated
areas.
Mostly local
traffic.
No less than one
mile apart.
As needed to
serve population
density.
As needed to
serve population
density.
The three primary considerations in classifying Weld County roadways are more
thoroughly described as follows:
1. Connectivity
This consideration pertains to the nature of the area (s) that a roadway serves and is
primarily an issue for the rural areas of the County. For arterial roads, the connectivity
characteristic is that it serves a major community, or series of municipalities within the
region. Arterials allow direct entry into/out of the larger jurisdictions, and they extend
to/from other major communities or major roadway facilities. Portions of the County
arterial system could also serve as an extension of the state highway system where state
highway designations abruptly terminate, or parallel the state system, such as WCR 49 to
US 85.
As mentioned, collector roads have a mobility function within the rural areas of the
County. In this sense, collectors are a subordinate arterial roadway. Collectors should
serve as the primary links to/from the smaller communities where arterials are not present.
Collector roads may also be designated in low density, low -volume areas where there
are missing mobility links and an arterial designation would be overkill.
2. Continuity of Roadway
Continuity is a relative measure and is not an absolute. The continuity of roads may vary
between urban and rural areas. The continuity of an unincorporated road in close
proximity to an urbanized area will be gauged against the size of that area, whereas the
continuity of roads in rural areas should be considered within the context of the entire
County roadway network. A road that might have a significant amount of continuity
does not automatically qualify to be an arterial or even a collector. Rather, possessing
some degree of continuity is one characteristic of the roads which are designated as
collector or arterial roads.
3. Traffic Volume Thresholds
Arterial roadways usually involve all three functional characteristics (continuity,
connectivity, and daily traffic) . Since these roads are typically the most continuous and
connected, they by default, tend to carry the most traffic therefore, daily traffic
thresholds for the roadway classifications is another tool to consider when analyzing road
classifications. Historically, Weld County roads do not carry high traffic volumes, so the
proposed capacities are intended to be more indicative of rural County traffic flow. For
Weld County, any road carrying more than 7,000 vpd is a strong candidate for an arterial
road, and any roadway carrying more than 2,000 vpd and less than 7,000 vpd is a
candidate for being a collector road. There will be many exceptions in which an arterial
might be identified for volumes under 7,000 vpd.
Daily traffic volumes alone should not be the only factor relative to classification
designation. An appropriately defined roadway classification may sometimes carry
traffic volumes well below its typical threshold. Other classification characteristics should
be defined as part of the plan including the roadway's continuity, service between
activity centers (connectivity), relative trip length of traffic utilizing the road, and
approximate spacing of parallel facilities. The continuity element of each classification
should be more continuous than that for local roads. The connectivity component should
generally recognize that arterial roads tend to serve larger activity centers than collector
and local roads, and relative trip length is typically longer along arterial roads than the
collector or local roads. The spacing between roads for each classification will need to
vary according to the surrounding environment. In general, parallel arterial roadways
should be spaced farther apart than parallel collector or local roads. In a rural
application this can mean arterial spacing every 2-4 miles.
ark
86
FUNCTIONAL CLASSIFICATION MAP SUMMARIZED
The functional classification map is used as the official future roadway plan for the
County. Therefore, the functional classification map is one of the more important
transportation planning tools associated with the Transportation Plan. The functional
classifications determined by the County may not necessarily match the CDOT/FHWA
classifications, which ultimately determine federal -aid eligibility of a roadway.
In addition to revising the functional classification map, the County also revised the
existing typical road cross -sections to include an interim and ultimate section. While it is
important to reserve the ultimate ROW section, funding availability does not always allow
for construction of the ultimate section, and therefore, an interim section should be
considered until funding becomes available. The width of a roadway is an important
design consideration to ensure the road network is appropriately sized to serve its
function.
UPDATING THE FUNCTIONAL CLASSIFICATION PLAN
This section is intended to provide guidance in maintaining the County's roadway
classification system. As conditions change, the County should review all the roadways
and determine if a change in road classification is appropriate. It is recommended that
this exercise be conducted at least once every two years. This will ensure that proper
actions can be taken to preserve ROW necessary for the ultimate construction of each
roadway as needed.
The definitions of each classification were previously discussed and summarized in Table
9. These definitions can also be used in determining if any classification adjustments
should be made to the system. Considerations in making changes include the following:
1. Daily traffic volume (existing and future)
2. Continuity of roadway
3. Connectivity between communities
These considerations are most applicable to the rural areas. A key factor for the
unincorporated area roadways is to maintain close coordination with the local
jurisdictions. The County should be proactive with local jurisdictions to the point that
arrangements are made to notify and communicate any planning efforts which might
affect an entity's road system. This effort could be accomplished through a standard
referral process and should be a future Transportation Plan goal for Public Works. It is
imperative the County Public Works and Planning Departments coordinate closely to
ensure development information is forwarded to the appropriate staff to monitor these
roadway classification changes.
87
FU..N TIONAL CLASSIFICATIcN GUIDE
To assist staff and elected officials with classifying roads, a road classification guide was
developed. This guide takes into consideration the classification definitions and
graphically displays the process. The flow charts may not address every conceivable
scenario relative to classifying a roadway, but it does serve as a general guide to assist
the County in determining if any classification changes might be necessary in the future.
If unique circumstances exist, some judgment must be exercised in using the flow charts.
Some examples for classification consideration include:
1. Type and magnitude of travel generators
2. Route feasibility and directness of travel
3. Traffic characteristics and trip length
4. Spacing between types of functional classes
5. Continuity of various functional classes
6. Multiple service capability (accommodation of the modes of transportation)
7. Relationships of functional classes to transportation plan(s)
8. Integration of classifications of adjoining jurisdictions
9. Miles and travel classification control values, such as access
Figure 31: Guide to Modifying Functional Classifications
Does Roadway
Serve a Large
Population
Center?
Is Roadway More
Continuous Than
Nearby
Alternatives?
Does Roadway
Serve A Smaller
Population Center?
Does Roadway
Also Serve A
Smaller
Community?
Is Roadway More
Continuous Than
Nearby
Alternatives? 1�O
Os
Is Roadway
Needed for
Continuity?
Os
Collector or Local
Collector or Lccal
Arterial
Local
Collector
Local
Collector
Figure 32: Functional Classification Map
w id
C
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on
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T
LONG RANGE TRANSPORTATION PROJECT LIST
Since the adoption of the 2035 Transportation Plan, many of the projects listed in the plan
have been completed. The County finished construction of The County Highway, which
improved many of the intersections, and alignments listed in the 2035 plan. Other projects
that have been completed since the adoption o: the 2035 plan include the realignment
of WCR 23 north of SH 392, the completion of the WCR 49, and 74 access control plans,
several bridge improvements, and several intersection improvements including, WCR 54
and WCR 17, where the County's first roundabout was completed in unincorporated
Weld County.
As priorities shifted over the last
10 years, some of the projects on
the list were not completed and
are included in the 2045
Transportation Plan project list.
As the County looks at funding
future projects, costs related to
utilities within the ROW, and
impacts related to oil and gas
production, (Such as
construction of pipelines near or
through ROW) become a major
concern. Costs for relocating
utilities, as well as oil and gas infrastructure, continue to rise and become a major
consideration when selecting County infrastructure improvements. As these costs
continue to rise, the number of improvements that the County will be able to complete
will be reduced. These costs become very high with intersection improvements given the
increased amount of utilities and oil and gas infrastructure in the project area. The County
continues to work to ensure that these facilities are located outside of the area needed
to improve the roadway, but with the high increase of development in Weld County it is
difficult to mitigate this concern. Cost of ROW acquisition has increased substantially as
well, which will likely continue to rise in a major way. The 2045 project list seeks to
reasonably account for these extra costs associated with construction when determining
a cost estimate for future projects.
Tables 10-12 list potential projects on Weld County's roadway network over the next 25
years. The listed projects are intended to depict Weld County's future needs only and
does not imply these improvements will be constructed within this timeframe. The
conceptual cost estimates used to generate the project list can be found in Appendix D.
Table 10: Short -Range Capital Improvement Project List (2021-2025)
Capital Improvement Project
Description
Cost Estimate
SH 52 and WCR 37
Intersection
Improvement
(Auxiliary
Turn Lanes)
$2,924,095.47
WCR 35 (35th
Ave.) from
'F' St. to 'O' St.
Widening
to
add
Shoulders
(IGA City
of
Greeley)
$7,665,396.37
WCR 64 (O St.)
and
WCR 35
(35th Ave.)
Roundabout
$6,345,669.29
WCR 74 and
WCR 33
Roundabout
$9,329,842.84
WCR 64 (O St.) and WCR 31 (59th Ave.)
Roundabout
$6,612,181.21
WCR 70 and
WCR 39
Intersection
Improvement
(Auxiliary
Turn Lanes)
$1,503,485.33
WCR 66 and WCR 41
Intersection
Improvement
(Auxiliary
Turn Lanes)
$10,221,233.40
US 85 Intersection Closure
WCR 2.5
(East
side)
CDOT
US 85 Intersection
Closure
WCR 29
(East
side)
CDOT
US 85 Intersection Closure
WCR 30
(East
side)
CDOT
US 85 Intersection
Closure
WCR 33
(East
side)
CDOT
US 85 Intersection
Closure
WCR 46/35
(East
side)
CDOT
US 85 Intersection Closure
O Street
(East
side)
CDOT
US 85 Intersection Closure
WCR 37 (East
side)
CDOT
US 85 Intersection
Closure
WCR 78 (East
side)
CDOT
WCR
80 and
WCR 37
Intersection
and
Bridge
Improvements
$2,501,757.18
WCR 13
and
WCR 6
Roundabout
$6,070,102.13
SH 66 and WCR 21
Intersection
Improvement
(Auxiliary
Turn
Lanes)
$5,438,513.27
WCR 31 and WCR 18
Intersection
Improvement (Auxiliary
Turn
Lanes)
$4,383,946.47
WCR 37 and AA St
(WCR 66)
Intersection
Improvement
(Auxiliary
Turn Lanes)
$5,150,738.20
WCR 13 and
WCR 50
Intersection
Improvement
(Auxiliary
Turn
Lanes)
$8,203,427.14
WCR 74 and
WCR 31
Roundabout
$9,625,967.84
WCR 54
from WCR 13
to WCR 15
Rebuild
and
Widen
to add
Shoulders
$6,984,912.58
WCR 54
from WCR 15
to WCR 17
Rebuild
and Widen
to add
Shoulders
$6,525,002.96
WCR 54 from
WCR 17 to
Hwy 257
Rebuild
and
Widen
to add
Shoulders
$7,915,869.33
WCR 19 and SH 52
Intersection
Improvement
(Auxiliary
Turn Lanes)
$7,210,141.99
O Street and WCR 27 Intersection
Intersection
Improvement
(Auxiliary
Turn Lanes)
$5,484,326.07
WCR 27
(83rd Ave)
Alignment
(Bracewell
Curves)
$10,984,642.06
WCR 44 from US 85 to WCR 49
Widening
(Grade
Separation)
$22,577,621.34
WCR 66 from US 85 to WCR 47
Rebuild
and Widen
to
add
Shoulders
$10,406,065.59
WCR 66 and WCR 43
Intersection
Improvement
(Auxiliary
Turn
Lanes)
$5,458,903.91
WCR 58 and WCR 53
Intersection
Improvement
(Journey Ventures)
$3,704,466.73
SH 14 and
WCR 25
Intersection
Improvement
(Auxiliary
Turn Lanes)
(WM)
$1,611,362.00
WCR 59 and Market
St
Intersection
Improvement
(Auxiliary
Turn Lanes) (WM)
$4,368,818.27
West
of
WCR 41 and South of
WCR 64
Roadway
Improvements
$477,573.89
WCR 105 and SH 14
Intersection
Improvement
(Auxiliary
Turn Lanes)
$4,360,851.17
SH
392 and WCR 35
Intersection
Improvement
(Eagle
View
(Auxiliary
Farms)
Turn
Lanes)
$1,684,628.25
Idaho Creek Drainage Study
WCR 7.5 to Stagecoach Rd
$400,000.00
Lone Tree Creek
Drainage
Pierce Pit
Study
$1,580,838.90
WCR 49 Drainage
WCR 49 Master
Drainage Improvements
$1,699,560.00
WCR 108/110/120
Low Water Crossing
$1,233,980.73
Bridge 19/46.5A
Bridge
Improvement
$2,757,310.00
Bridge
6/17A
Bridge
Improvement
$3,950,000.00
Bridge 2.5/27A
Bridge Improvement
$3,950,000.00
Bridge 54/13A
Bridge
Improvement
$6,252,272.00
Bridge 13/44B
Bridge
Improvement
$3,950,000.00
Bridge
60.5/49A
Bridge
Improvement
$3,565,000.00
US 85 and WCR 44 (Peckham)
Interchange Improvement
CDOT
WCR 44 ACP
WCR 44 frcm WCR 49 to
SH 60
In House
WCR 13 ACP
WCR 13 from WCR 2
to SH
60
In House
WCR 2 ACP
WCR 2 from WCR 11
to 1-76
In
House
WCR 19 ACP
WCR 19 from WCR 2 to SH 66
In House
Total Estimated
Cost
Estimate
for Short
-Range Capital
Improvement
Projects
$215,070,503.91
Table 11: Mid -Range Capital Improvement Project List (2026-2035)
Capital Improvement Project
WCR 28 from WCR 5 to 1-25
WCR 44 and WCR 49
WCR 6 and WCR 23
WCR 2 and WCR 45
WCR 6 and WCR 19
WCR 66 and US 85
WCR 64.75 and WCR 23.75
WCR 64.75 to WCR 23.75
WCR 66 from WCR 23.75 to Greeley Cl
(West of WCR 31)
WCR 32 and WCR 39
WCR 74 and WCR 51
WCR 35 from SH 392 North to Ault City limits
US 85 and WCR 40
US 85 and WCR 80
WCR 22 from US 85 to WCR 49
US 85 and WCR 28
SH 392 and WCR 33
SH 392 and WCR 27 (North and South)
SH 392 and WCR 55
SH 392 and WCR 43
SH 392 and WCR 23
SH 392 and WCR 31
SH 14 and WCR 33
WCR 23 from WCR 18 to Ft Lupton CL
WCR 74 from WCR 27 to WCR 35
WCR 66 around Seeley Lake
Description
Widen to 3 Lane Collector Standard
Grade Separation Improvement
Intersection Improvement (Auxiliary Turn Lanes)
Intersection Improvement (Auxiliary Turn Lanes)
Intersection Improvement (Auxiliary Turn Lanes)
Intersection Improvement (Signal)
Intersection Improvement
Reconfiguration
Pave Roadway
Intersection Improvement (Auxiliary Turn Lanes)
Intersection Improvement (Reconfiguration)
Widen to 3 Lane Collector Standard
Cost Estimate
$9,861,942.00
$20,000,000.00
$5,796,333.88
$5,547,342.38
$7,396,456.50
CDOT
$5,547,342.38
Joint Gree ey
Project
Intersection Improvement (Frontage Road
Realignment)
Intersection Improvement
Widen to 3 lane Collector Standard
Intersection Improvement (SPUI)
Intersection Improvement (Auxiliary Turn Lanes)
Intersection Improvement (Auxiliary Turn Lanes)
Intersection Improvement (Signal)
Intersection Improvement (Signal)
Intersection Improvement (Signal)
Intersection Improvement (Auxiliary Turn Lanes)
Intersection Improvement (Signal)
Rebuild and Widen to add Shoulders
Realignment and Widening to add Shoulders
Rebuild and add Shoulders
$5,149,044.00
$7,396,456.50
$7,396,456 50
$24,654,85.00
CDOT
CDOT
$54,240,681.00
CDOT
CDOT
CDOT
CDOT
CDOT
CDOT
CDOT
CDOT
$3,428,258.75
$14,998,376.00
$4,274,537.16
95
F Street from WCR 31 to WCR 33
WCR 54 from WCR 43 to WCR 45
WCR 53 from US 34 to WCR 60.5
WCR 55 from WCR 60.5 to SH 392
WCR 68 from WCR 71 to WCR 83
WCR 39 from WCR 44 to LaSalle CL
WCR 17 from WCR 32 to SH 66
WCR 20.5 from WCR 1 to WCR 7
WCR 22 and WCR 41
WCR 39 and WCR 44
WCR 22 ACP
WCR 77 ACP
WCR 35 ACP
Rebuild and Widen to add Shoulders
Widen to add Shoulders / Potential Realignment
Rebuild and Widen to add Shoulders
Rebuild and Widen to add Shoulders
Faye Roadway
Rebuild and Widen to add Shoulders
Rebuild and Widen to add Shoulders
Rebuild and Widen to add Shoulders
Intersection Improvement (Auxiliary Turn Lanes)
Intersection Improvement (Auxiliary Turn Lanes)
WCR 22 from WCR 49 to US 85
WCR 77 from SH 14 to WCR 138
WCR 35 from O Street to SH 14
WCR 17 ACP WCR 17 from SH 66 to Crossroads Blvd
$2,999,675.20
$3,749,594.00
$9,373,985.00
$13,123,579.00
$9,869,001.00
$10,123,903.80
$4,686,992.5
$11,248,782.00
$7,396,456.50
$7,396,456.50
In House
Total Estimated Cost Estimate for Mid -Range Capital Improvement Projects
In House
In House
In House
$255,656,507.60
Table 12: Long -Range Capital Improvement Project List (2036-2045)
Capital Improvement
Project
Description
Cost
Estimate
US 85 and WCR 6
Interchange
Improvement
(Partial
Cloverleaf)
CDOT
WCR 27 from
WCR 76.5 to
WCR 78
Construct
New Two -Lane Gravel
Road
$858,174.00
WCR 7 from
SH 56 to WCR 48
Pave Roadway
$7,499,188.00
WCR 13 from
WCR 48.5 to US 34
Widen
to 3 Lane Collector
Standard
$21,548,343.27
WCR 37 from
SH 392 to Eaton Cl
Widen
to
3
Lane Collector
Standard
$12,327,427.5
2 Rivers Parkway
from
WCR 396 Evans Cl
Widen
to 3 Lane Collector
Standard
$15,433,939.23
WCR 31
from
Greeley Cl to SH 392
Widen
Roadway
to
4 Lanes
$6,646,885.00
35th
Ave/WCR
35 from
O Street
to
SH 392
Widen
Roadway
to
4
Lanes
$13,293,770.00
Drainage
Improvements
Drainage
Unincorporated
Improvements
Communities
for
Weld
County
Varies
WCR 49 between
WCR 2 and WCR 4
Construct
New Alignment
(Imboden
Study)
$2,145,435.00
1-76 at
WCR 49
Interchange
Improvement
CDOT
WCR 17 from
Johnstown
(South
Cl to
of US 34)
Greeley Cl
Widen
to 3 Lane Collector
Standard
$18,491,141.25
WCR 22 and WCR 49
Intersection
Improvement
(Grade
Separation)
$20,000,000.00
WCR 55 and WCR 74
Intersection
Improvement
(Auxiliary
Turn Lanes)
$5,796,333.88
WCR 23 and
WCR 20
Intersection
Improvement
(Auxiliary
Turn
Lanes)
$3,947,219.75
WCR 17
and
WCR 34
Intersection
Improvement
(Auxiliary
Turn
Lanes)
$7,396,456.50
US 34 and
WCR 45
Intersection
Improvement
WCR 45)
(Auxiliary
Turn Lanes on
CDOT
US 34 and WCR 45.5
Intersection
Improvement
WCR
45.5)
(Auxiliary
Turn Lanes on
CDOT
US 34 and WCR 47
Intersection
Improvement (Auxiliary
WCR 47)
Turn Lanes on
CDOT
US 34 and WCR 47.5
Intersection
Improvement (Auxiliary
WCR 47.5)
Turn Lanes on
CDOT
SH
66 and
WCR 1
Intersection
Improvement
(Grade
Separation)
CDOT
SH 66 and
WCR 3
Intersection
Improvement
(Signal)
CDOT
SH 66 and WCR 5
Intersection
Improvement
(Signal)
CDOT
SH
66 and WCR 17 (North and South)
Intersection
Improvement
(Signal
-
or Roundabout)
CDOT
SH 66 and
-
WCR 19
Intersection
Improvement
(Signal
or Roundabout)
CDOT
1-76 and WCR 386
Interchange
Improvement
CDOT
US 85 and WCR 26
lntersecticn
Improvement
(SPUI)
CDOT
US 85 and WCR 24.5
Richt-in/Right-out
CDOT
US 85 and WCR 90
Intersection
Improvement
(Auxiliary
Turn Lanes)
CDOT
SH 14 and
WCR 31
Intersection
Improvement (Auxiliary Turn Lanes)
CDOT
US 85 and WCR 35/WCR 46
Intersection
Improvement
(Channelized-T)
CDOT
SH 392 and WCR 51
Intersection
Improvement
(Auxiliary
Turn Lanes)
CDOT
US 85 and WCR 22
Intersection
Improvement
(Diamond
Interchange)
CDOT
US 85 and WCR 36
Interchange
Improvement/Realignment
CDOT
US 85 and WCR 38
Interchange
Improvement/Realignment
CDOT
SH 14 and SH 392 and
WCR 77
Intersection
Improvement
WCR.
77 and
(Auxiliary
SH 392)
Turn Lanes on
CDOT
SH 14 WCR 90 and WCR 57
Intersection
Improvement/Realignment
CDOT
US 34 and
WCR 50
Intersection
Improvement
(Auxiliary
Turn Lanes)
CDOT
SH 52 and WCR 59
Intersection
Improvement
(Auxiliary
WCR 59)
Turn Lanes on
CDOT
US 85 and WCR 20 RI/RO
Closure (east
side)
(west
side)
Intersection
Configuration
Change
CDOT
SH
14 and WCR 89
Intersection
Improvement
(Auxiliary
Turn
Lanes)
CDOT
SH 14 and WCR 29
Intersection Improvement
(Signal)
CDOT
WCR 8 and 1-76
Interchange
Improvement
CDOT
Total Estimated Cost Estimate for long -Range Capital Improvement Projects
$135,384,313.38
Total Estimated Cost Estimate for all Capital Improvement Projects
$606,111,342.89
Since these projects are unfunded, this list does not guarantee the improvements will be
constructed in the next 25 years, but it is intender to identify the transportation needs for
Weld County.
Weld County Public Works budget for 2020 totaled approximately $65,000,000. The Public
Works Fund records all costs related to road and bridge construction and maintenance.
This fund is also utilized for allocation of monies to cities and towns for use in their road
and street activities. Collectively, the list of projects identifies the County's needs for the
next 25 years. Based on current funding levels and the amount of need identified, Weld
County should focus on maintaining the existing roadway system and the short-range
project list. Should additional grant funding become available, new roads will be
considered for future construction.
OBI ;SS
1y/
CAPITAL IMPROVEMENTS PLAN
Weld County maintains a 5 -year CIP, which is updated annually. This CIP includes projects
that are typically related to transportation but can include other projects within the Public
Works budget. The plan serves as a guide for funding and schedule of short-term
imminent projects within the County and ensures a fair and reasonable determination of
project priorities in
accordance with the County's
overall transportation needs.
Decision makers can allocate
resources within the timeline,
prioritize future projects, and
ensure financial resources are
available. The plan, which is
approved by the BOCC
annually, allows the public to
see what projects will be
completed within the next 5
years.
icepota
G G 'J
STRATEGIES
Weld County Public Works is recommending implementation of the following
transportation planning strategies:
1. Safety is a priority to Weld County's transportation network. Weld County Public
Works will continue to implement transportation improvements that enhance the
level of safety on the roadway network as 3 part of the CIP.
2. Protect the investment of existing infrastructure by placing an emphasis on
maintaining and upgrading existing transportation facilities over the provision of
new facilities.
3. The Roadway Master Plan represents a general project list that identifies projects
for the collector and arterial roadway system. Tables 10-12 includes the short-, mid -
and long-range projects, implementation timing, and conceptual cost estimates.
The roadway cost estimates are included separately in Appendix E. Most projects
are unfunded but have been identified for the sole purpose of funding allocation.
The project list and concept level cost estimates assist the County with looking at
funding so planning of future Impact Fees and other funding sources, such as
grants, can be procured. However, the current CIP includes the short-range
projects from 2019-2023.
4. Weld County should consider developing a County -wide Regional Transit Plan. The
plan should build on the NFRMPO's Regional Transit Element and Coordinated
Public Transit/Human Services Transportation Plan, DRCOG's Coordinated Transit
Plan, the Upper Front Range Coordinated Public Transit and Human Services
Transportation Plan, and the North Front Rcnge Premium Transit Analysis.
5. Weld County should continue to partner with the local jurisdictions to support
regional planning, trails coordination, and infrastructure development.
6. The County realizes each local jurisdiction has plans for their community outside
the jurisdiction's current corporate limits. The key consideration for these "in
between" areas is communicating urban and rural roadway transitions between
the municipality and the County. Since these areas have a high potential to be
developed by the local jurisdiction using urban roadway standards, the
municipality's cross -sections would make c good starting point for consideration.
Any issues or development proposals wi-hin these growth boundaries should
include participation of both the local jurisdiction and the County through a Public
Works/Planning referral process.
7. Coordinate the CIP with the short-range improvements identified in the
Transportation Plan.
8. The Weld County Functional Classification Map shown in Figure 32 should be
updated every two years. In addition, the Transportation Plan should be updated
in conjunction with the Weld County Comprehensive Plan.
9. The road impact fee should be revisited every ten years to ensure consistency with
the Transportation Plan and current growth and development.
10. To ensure safety and functionality is a priority of the arterial roadway network, new
ACPs should be considered for all arterial roadways that currently do not have an
ACP.
1 1. Coordinate recent changes to County Code with the Planning Department.
APPENDIX A - TRAFFIC MODEL ROADWAY INVENTORY
The Weld County Traffic Model Roadway Inventory identifies roadway inventory data
needed for development of the Weld County Transportation Plan. The spreadsheet
includes the following:
• Road - Defines study segment
• From - Defines starting point of study segment
• To - Defines ending point of study segment
• Length - Length of study segment
• 2015 ADT - Value calculated by factoring the existing count data to a uniform
base year
• 2045 ADT - Value developed through the Weld County Traffic Model, utilizing
the CDOT Focus, DRCOG, and NFRMPO traffic models for the forecast year of
2045
• 2015 Tuck Volume - Value for truck traffic calculated by factoring the existing
count data to a uniform base year
• 2045 Truck Volume - Value for truck traffic developed through the Weld
County Traffic Model, utilizing the CDOT Focus, DRCOG, and NFRVPO traffic
models for the forecast year of 2045
• 2045 \'/C - Volume to capacity calculation for the forecast year of 2045
• Subarea - The study area that the road segment is in. Subareas assist in growth
forecasts.
• Total Lanes - Traffic lanes for the road segment.
• Capacity for AB Direction - Roadway capacity for AB direction.
• Capacity for BA Direction - Roadway capacity for BA direction.
• Forecast Source - Volume source for the traffic forecast
"Use yodel" - the forecasts are from FOCUS model
"Use Count" - the forecasts are based on traffic counts
"No Yodel No Count Derived" - the forecasts are derived based on
connecting link volume information
"No Model No Count" - the forecasts are based on median volume
information from same subarea category
Road
From
To
Length
2015 ADT
2045 ADT
2015 Truck
Volume
2045..Capacity
Volume
2045 V/C
Subarea
Total Lanes
AB Direction
for
BA Direction
Forecast Source
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SH 34
0.81
602
10190
96
690
0.35
F
3
2
14400
14400
Use Model
15
RRX
CR 56
0.59
642
6700
116
420
0.25
3
2
13200
13200
Use Model
15
CR 54
RRX
0.24
642
6700
116
420
0.25
3
2
13200
13200
Use Model
15
RRX
RRX
0.17
642
6700
116
420
0.25
3
2
13200
13200
Use Model
15
CR 56
STR
0.17
0
10190
0
690
0.39
3
2
13200
13200
Use Model
15
CL WINDSOR
CR 60
0.50
0
8620
0
540
0.72
3
2
6000
6000
Use Model
15
CR 78
SH 14
2.00
46
140
12
40
0.01
1
2
6000
6000
Use Count
15
CR 74
CL WINDSOR
0.78
567
2320
34
140
0.09
1
2
13200
13200
Use Count
15
CR 72
CL
0.46
2448
4730
122
190
0.16
1
2
14400
14400
Use Model
15
CL
SPLIT
0.14
0
0
0
0
0.00
1
2
3000
3000
No Model No Count
15
SPLIT
CR 76
0.12
0
0
0
0
OAO
1
2
3000
3000
No Model No Count
15
STR
CR 88
2.45
417
330
71
20
0.01
1
2
14400
14400
Use Model
15
SH 14
STR
0.53
1109
4130
200
740
0.14
1
2
14400
14400
Use Count
15
CR 88
SRFCH
0.36
0
300
0
40
0.01
1
2
14400
14400
No Model No Count Derived
15
CR 106
CR 110
1.96
2.7
50
0
0
0.00
8
2
6000
6000
Use Count
15
CR 102
CR 106
1,99
41
70
0
0
0.01
8
2
6000
6000
Use Count
15
CR 112
CR 120
4.00
0
0
0
0
000
8
2
6000
6000
No Model No Count
15
CR 110
CR 112
0.99
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
16
URBDRY
CR21
1.98
350
710
14
30
0.06
6
2
6000
6000
Use Model
16
CL
URBDRY
0.49
374
740
67
40
0.06
6
2
6000
6000
Use Model
16
CR 77
CR 79
0.99
112
260
11
30
0.01
8
2
14400
14400
Use Count
16
CR 49
CR 51
1.01
0
4390
1
0
310
Q15
7
2
14400
14400
Use Model
16
CR 31
CL FT LUPTON
0.78
0
0
0
0
0.00
7
2
1800
1800
No Model No Count
16
CR 31
CR 31
0.17
3167
5910
570
1060
0.21
7
2
14400
14400
Use Count
16
CR 29
CR 31
013
3167
42,80_
510
774
015
7
2
14400
14400
Use Count
16
BGN
CR 41
030
0
0
0
0
Q00
7
2
6000
6000
No Model No Count
16
BGN
CR 47
0.49
0
er
0
{
0
0
0.00
7
2
1800
1800
No Model No Count
16
CR 63
CR 69
3,00
513
1040
117
240
094
7
2
14400
14400
Use Count
16
CR 51
CR 55
1.98
187
4390
52
310
0.37
7
2
6000
6000
Use Model
16
CR 55
CL
0.52
0
.129
a
20
0.01
7
2
6000
6000
Use Model
16
CR 69
CR 73
2.01
323
650
,
65
130
0.02
7
2
14400
14400
Use Count
16
CR 13
CR 77
2.01
184
430
50
120
0.01
8
2
14400
14400
Use Count
16
CR 89
CR 93
1.98
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
16
CR 79
CR 81
1.00
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
17
CR 120
CR 126
3.01
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
17
CR 52
RRX
0.47
6810
13360
613
1110
0.51
3
2
18000
18000
Use Model
17
CR 16
CR 18
0.99
71
160
.
17
40
0.01
6
2
6000
6000
Use Count
17
URBDRY
CR 10
2.00
88
3120
16
170
0.26
6
2
6000
6000
Use Model
17
168TH AV
CR 4
1.00
167
4860
37
370
0.41
6
2
6000
6000
Use Model
17
URBDRY
0.88
102
281,0
32
210
0.23
6
2
6000
6000
Use Model
STR
17
CR 4
STR
0.11
0
2810
0
210
0.23
6
2
6000
6000
Use Model
17
CR 12
CR 12.5
0.50
275
1320
140
670
0.05
6
2
14400
14400
Use Count
17
CR 12.5
SH 52
0.18
0
0
0
0
0.00
6
2
14400
14400
No Model No Count
17
SH 52
CR 14
0.17
0
0
0
0
0.00
6
2
13200
13200
No Model No Count
17
CL
WCR 16
0.50
73
129
28
50
0.00
6
2
13200
13200
Use Count
17
CR 34
CR 36
1.00
2746
r
7470
302
680
0.19
5
2
19200
19200
Use Model
17
STR
CR 24
0.65
106
220
35
70
0.02
6
2
6000
6000
Use Count
17
STR
STR
0.21
106
7,20
35
70
0.02
6
2
6000
6000
Use Count
17
CR 22
STR
0.14
106
220
35
70
0.02
6
2
6000
6000
Use Count
17
SH 66
CR 32
1.20
2137
5120
214
560
0.18
5
2
14400
14400
Use Model
17
CR 28
RRX
Q70
&7
, 910
17
80
0.08
6
2
6000
6000
Use Model
17
RRX
SH 66
0.31
0
910
0
80
0.08
6
2
6000
6000
Use Model
17
CR 32
CR 34
1.00
2107
3680 ..
211
410
0.13
5
2
14400
14400
Use Model
17
CL JOHNSTOWN
CR 44
1.17
0
15040 ,
0
1100
0.42
5
2
18000
18000
Use Model
1
Use Model
17
CR 36.5
CR 38
0.52
253_9
7470
254
680
0.19
9
2
19200
19200
Use Model
17
CR 40
CL JOHNSTOWN
0.13
0
14210 •
0
1110
0.39
5
2
18000
18000
Use Model
17
SH 60
a
0.24
0
16160 .
0
840
Q45
1
2
18000
18000
Use Model
17
STR
CL / CR 4680
0.85
0
20460
0
1070
0.57
5
2
4
18000
18000
Use Model
17
CR44
RRX
073
0
17200
0
930
448
5
2
18000
18000
Use Model
17
RRX
SIR
0.19
0
172.00 °
0
930
0.48
5
2
18000
18000
Use Model
17
CR 4685
SH 60
0.14
0
17260
0
950
048
3
2
18000
18000
Use Model
7
,
17
CR 50
CR 17
0.17
8150
21070 .
963
1140
0.59
1
2
18000
18000
Use Model
17
RRX
STR
0.68
8750
963
1140
0.59
3
2
18000
18000
Use Model
21070
17
CR 17
RRX
0.10
0
21070
0
1144
0,59
3
2
18000
18000
Use Model
7
17
CL
CR 50
0,75
6233
19330 a
623
1030
054
3
2
18000
18000
Use Model
17
CR 54
STR
0,88
4908
17470 -
491
1160
0.49
3
1
18000
18000
Use Model
17
RRX
CR 54
0.52
6810
18360
613
1110
0.51
3
2
18000
18000
Use Model
17
STR
CL GREELEY
0.12
0
17470
0
1160
0.49
3
2
18000
18000
Use Model
17
SH 14
END
0.49
83
. 2179
8
160
0.08
1
2
14400
14400
Use Model
17
CR 100
CR 110
4,96
420
650
71
110
0.05
8
2
6000
6000
Use Count
17
CR 126
GATE
0,56
0
0
0
0.00
8
2
6000
6000
No Model No Count
1775
CR 74
END
0,37
0
0
0
0
0.00
1
2
13200
13200
No Model No Count
18
CR 17
CR 23
3.05
150
1440
38
80
0.12
6
2
6000
6000
Use Model
18
CR 1
PRIVATE RD
0.82
0
0
0
0
0.00
6
2
1800
1800
No Model No Count
18
CR 77
CR 81
1.99
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
18
SRFCH
CR 57
3.94
1026
2020
375
740
0.07
7
2
14400
14400
Use Count
18
CR 33
STR
1.85
0
1690
0
140
0.14
7
2
6000
6000
Use Model
18
CL
CR 31
1.50
0
1330
0
110
0.05
7
2
14400
14400
Use Model
18
CR 23
STR
0.68
558
2770
195
220
0.10
6
2
14400
14400
Use Model
18
CR 31
CR 33
0.99
733
1510
169
130
0.05
7
2
14400
14400
Use Model
18
CR 39
CR 41
1.03
159
220
56
80
0.02
7
2
6000
6000
Use Count
18
CR 37
CR 39
0.93
171
380
56
130
0.03
7
2
6000
6000
Use Count
18
STR
CR 37
0.17
0
1690
0
140
0.14
7
2
6000
6000
Use Model
18
CR 41
GATE
0.49
0
0
0
0
0.00
7
2
6000
6000
No Model No Count
18
CR 49
SRFCH
0.02
1602
3230
545
1100
0.11
7
2
14400
14400
Use Count
18
CR 63
CR 65
1.00
261
350
89
120
0.03
7
2
6000
6000
Use Count
18
CR 59
CL
1.05
0
0
0
0
0.00
7
2
6000
6000
No Model No Count
18
CL
CR 59
0.54
1702
3440
953
1920
0.12
7
2
14400
14400
Use Count
18
CL KEENESBURG
MARKET ST
0.13
1794
3620
753
1520
0.13
7
2
14400
14400
Use Count
18
CR 57
CL KEENESBURG
0,14
0
130
0
10
0.00
7
2
14400
14400
Use Model
18
CL KEENESBURG
CL KEENESBURG
0.09
1794
3620
753
1520
0,13
7
2
14400
14400
Use Count
18
MARKET ST
CL
0.13
1702
3440
953
1920
0.12
7
2
14400
14400
Use Count
18
CL KEENESBURG
CR 63
1.03
0
0
0
0
0.00
7
2
6000
6000
No Model No Count
18
CR 69
STR
1,71
133
180
28
40
0.02
7
2
6000
6000
Use Count
18
CR 67
CR 69
1.01
133
180
27
40
0,02
7
2
6000
6000
Use Count
18
CR 65
CR 65.5
0,49
182
250
47
60
0.02
7
2
6000
6000
Use Count
18
CR 65,5
CR 67
0.51
182
250
47
60
0.02
7
2
6000
6000
Use Count
18
CR 73
CR 77
2.01
0
0
0
0
0,00
8
2
6000
6000
No Model No Count
18
STR
CR 73
0.33
0
180
0
40
0.02
7
2
6000
6000
No Model No Count Derived
18
CR 91
COLI
1.99
30
50
0
0
0.00
8
2
6000
6000
Use Count
19
CR 16
CR 18
1.07
1949
8020
429
1760
0.28
6
2
14400
14400
Use Count
19
CR 8
CR 8
0.14
0
955.0
0
740
0.25
6
2
19200
19200
Use Model
19
168TH AV
CR 4
1.00
905
2400
217
170
0,08
6
2
14400
14400
Use Model
19
CR 4
STR
0,97
977
2260
274
170
0,08
6
2
14400
14400
Use Model
19
CR 6
CR 8
0.92
1148
299Q
413
210
0.10
6
2
14400
14400
Use Model
19
STR
CR 6
0.04
0
2260
0
170
0,08
6
2
14400
14400
Use Model
19
CR 12
SH 52
0,51
992
2000
298
120
0.07
6
2
14400
14400
Use Model
19
CR 10
CL DACONO
0.25
0
2310
0
130
0.08
6
2
14400
14400
Use Model
19
WIDCH
CR 10
0,97
1068
1580
470
90
0.05
6
2
14400
14400
Use Model
19
CR 8
WIDCH
0.03
0
1580
0
90
0.05
6
2
14400
14400
Use Model
19
CR 10
CR 12
0.75
0
310
0
20
0.01
6
2
14400
14400
Use Model
19
CL FORT LUPTON
CL FORT LUPTON
0.25
1782
7330
392
1610
0.28
6
2
13200
13200
Use Count
19
SH 52
CR 14
0.52
1872
7700
449
1850
0.29
6
2
13200
13200
Use Count
19
CR 14
CL FORT LUPTON
0,25
1782
7330
392
1610
0.25
6
2
14400
14400
Use Count
19
CL FORT LUPTON
CR 16
0.50
1782
7330
392
1610
0.28
6
2
13200
13200
Use Count
19
CR 20
CR 22
1.00
2479
3290
570
210
0.12
6
2
13200
13200
Use Model
19
CR 18
CR 20
1.00
2077
8540
457
1880
0.30
6
2
14400
14400
Use Count
19
STR
CR 24
0.40
2369
9740
569
2340
0.34
6
2
14400
14400
Use Count
19
CR 22
STR
0.53
2369
9740
569
2340
0.37
6
2
13200
13200
Use Count
19
SH 66
CR 34
2.00
572
.1630
143
160
0.06
5
2
14400
14400
Use Model
19
CR 28
SH 66
1.00
2689
.11060
565
2320
0.38
6
2
14400
14400
Use Count
19
CR 26
CR 28
1.01
2767
4420
609
280
0.15
6
2
14400
14400
Use Model
19
CR 38
:R 40 SL
1.00
1810
9040
199
990
0.31
5
2
14400
14400
Use Count
19
CR 40 SL
CR 42
1.0'0
0
9040 '
0
990
0.31
5
2
14400
14400
No Model No Count Derived
19
CR 42
CL
0.75
2186
10920 .
284
1420
0.38
5
2
14400
14400
Use Count
19
CR 44
STR
1.62
2167
10830:
282
1410
0,41
5
2
13200
13200
Use Count
19
SH 60
0.35
1300
5660
15
70
0.21
3
2
13200
13200
Use Count
STR
19
STR
CR 90
3.17
115
2010
17
90
0.17
1
2
6000
6000
Use Model
19
CR 70
CR 72
1.03
6572
22280 -
920
3120
0.77
1
2
14400
14400
Use Count
19
CR 78
SH 14
2.22
115
320
49
130
0.03
1
2
6000
6000
Use Count
19
CR 72
CR 74
0.83
5735
12670
1032
960
0.48
1
2
13200
132.00
Use Model
19
SH 14
CL SEVERANCE
0.51
100
1810
14
90
0.06
1
2
14400
14400
Use Model
19
CL SEVERANCE
STR
0.44
0
1310
0
90
0.15
1
2
6000
6000
Use Model
19
CR 90
CR 100
4.92
90
720
32
30
0,06
1
2
6000
6000
Use Model
19
CR 100
CR 102
1.00
60
140
8
20
0.01
8
2
6000
6000
Use Count
19
CR 122
CR 124
1.00
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
20
STR
CR 23
0.71
730
3820
117
220
0.10
6
2
19200
19200
Use Model
20
CR 7
STR SH 25
0,93
0
9250
0
320
0.26
6
2
18000
18000
Use Model
20
CR 15
SEC LINE
0.99
0
3800
0
210
0.11
6
2
18000
18000
Use Model
20
SEC LINE
CR 19
1.02
0
3290
0
210
0.09
6
2
18000
18000
Use Model
20
CR 19
CR 21
0.99
836
154E
150
280
0.04
6
2
19200
19200
Use Count
20
CR 21
STR
0.29
0
3380
0
190
0.09
6
2
19200
19200
Use Model
20
RRX
CR 37
4,90
229
320
76
110
0.03
7
2
6000
6000
Use Count
20
SH 85
RRX
0,10
229
320
76
110
0.03
7
2
6000
6000
Use Count
20
CR 37
CR 41
1.99
57
11.0
17
30
0.01
7
2
6000
6000
Use Count
20
CR 41
END
0.50
67
90
18
20
0,01
7
2
6000
6000
Use Count
20
CR 53
CR 59
3.00
45
60
9
10
0,01
7
2
6000
6000
Use Count
20
CR 51
CR 53
1.00
42
60
13
20
0.01
7
2
6000
6000
Use Count
20
CR 59
GATE
0.99
0
0
0
0
0.00
7
2
6000
6000
No Model No Count
20
CR 67
CR 69
0.99
13
20
3
0
0,00
7
2
6000
6000
Use Count
20
SRFCH
END
0.15
0
0
0
0
0.00
7
2
1800
1800
No Model No Count
20
CR 69
SRFCH
0.30
0
0
0
0
0.00
7
2
1800
1800
No Model No Count
20
WIDCH
END
0.31
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
20
CR 93
WIDCH
0.63
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
21
CR 118
CR 126
3.90
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
21
CR 16
CR 20
1.99
116
2350
29
120
0.20
6
2
6000
6000
Use Model
21
STR
SRFCH
0.49
0
690
0
50
0.02
6
2
14400
14400
Use Model
21
168TH AV
CR 4
1.00
164
1160
44
80
0.10
6
2
6000
6000
Use Model
21
CR 4
CR 6
1.00
114
1800
34
150
0.15
6
2
6000
6000
Use Model
21
CR 6
STR
0.51
277
690
75
50
0.02
6
2
14400
14400
Use Model
21
CL FORT LUPTON
SH 52
1.50
356
1460
171
700
0.05
6
2
14400
14400
Use Count
21
CR 8
CL FORT LUPTON
1.00
514
980
319
610
0.08
6
2
6000
6000
Use Count
21
SH 52
CL FORT LUPTON
1.25
170
550
34
50
0.02
6
2
14400
14400
Use Model
21
CL FORT LUPTON
CR 16
0.27
189
810
42
60
0.07
6
2
6000
6000
Use Model
21
$H 66
CR 32.5
1.50
1690
3200
304
160
0.10
5
2
14400
14400
Use Model
21
CR 28
SH 66
1.00
548
2690
170
180
0.09
6
2
14400
14400
Use Model
21
CR 32.5
CR 34
Q.49
1434
3000
359
160
0.10
5
2
14400
14400
Use Model
21
CR 34
LG
0.24
0
0
0
0
0.00
5
2
1800
1800
No Model No Count
21
CL MILLIKEN
CR 46
0.50
0
9770
0
700
0.37
5
2
13200
13200
Use Model
21
CL MILLIKEN
CL MILLIKEN
,
0.10
0
9770
0
700
0.81
5
2
6000
6000
Use Model
21
WINDSOR CL
CR 70
0.50
1296
_
15130
130
1350
0.63
1
2
12000
12000
Use Model
21
CR 70
CL SEVERANCE
0.11
1271
14390
102
1180
0.60
1
2
12000
12000
Use Model
21
CR 78
CR 80
1.00
92
260
21
60
0.02
1
2
6000
6000
Use Count
21
CR 72
CL SEVERAN
0.49
0
6590
0
720
0.27
1
2
12000
12000
Use Model
21
CL
CL
0.12
0
24710
0
2210
1.03
1
2
12000
12000
Use Model
21
CR 76.5
CR 78
0.48
157
450
28
80
0.04
1
2
6000
6000
Use Count
21
SH 14
CR 84
0.99
59
170
3
10
0,01
1
2
6000
6000
Use Count
21
CR 102
CR 110
3.98
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
21
SRFCH
CR 96
0.58
0
0
0
0
0,09
1
2
6000
6000
No Model No Count
21
CR 94
SRFCH
0.42
0
0
0
0
0.00
1
2
6000
6000
No Model No Count
21
CR 100
CR 102
0.99
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
21
CR 110
CR 118
4.01
0
a
0
0
0.00
8
2
6000
6000
No Model No Count
22
CR 19
CR 23
198
92
120
28
40
0,01
6
2
6000
6000
Use Count
22
CR 15
SRFCH
0.48
0
7290
0
480
0.28
6
2
13200
13200
Use Model
22
STR
CR 19
232
164
2610
46
140
0.22
6
2
6000
6000
Use Model
22
SRFCH
U_RBDRY
0.49
140
2540
32
140
0.22
6
2
6000
6000
Use Model
22
URBDRY
STR
0.23
0
2610
0
140
012
6
2
6000
6000
Use Model
22
CR 31
CR 37
3.0=
1895
3730
834
1640
0.13
7
2
14400
14400
Use Count
22
RRX
CR 31
2 00
2123
6180
849
810
0,24
1
2
14400
14400
Use Model
22
SH 85
RRX
0 03
0
2
0
0
0.00
7
2
14400
14400
Use Model
22
CR 41
STR
1.50
1519
3110
742
1450
0.11
7
2
14400
14400
Use Count
22
CR 39
CR 41
1.00
1777
3500
835
1640
0.12
7
2
14400
14400
Use Count
22
CR 37
CR 39
293
1826
3590
849
15550
0.12
7
2
14400
14400
Use Count
22
STR
WIDCH
2,37
0
290
0
10
0.01
7
2
14400
14400
Use Model
22
WIDCH
CR 49
0.12
0
0
0
0
0.00
7
2
14400
14400
Removed
22
CR 51
GATE
0 20
29
40
9
10
0.00
7
2
6.000
6000
Use Count
22
CR 73
SRFCH
1A_
0
1050
0
130
0,09
8
2
6000
6000
Use Model
22
CR 93
CR 95
0,99
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
23
CR 14,5
CR 18
1,3:
670
1200
221
220
0.11
_
6
2
_
14400
14400
Use Model
23
STR
STR
0.20
0
920
0
60
0.03
6
2
14400
14400
Use Model
23
168TH AV
CR 2.75
0.75
284
600
139
290
0.05
6
2
6000
6000
U≤e Count
2.3
CR 2.75
CR 4.4
0.88
78
170
8
20
0.01
6
2
6000
6000
We Count
23
CR 4.4
CR 6
0.50
55
120
8
20
0.01
6
2
6000
6000
U≤e Count
23
CR 6
STR
0.71
736
940
221
60
0.03
6
2
14400
14400
Use Model
23
STR
STR
0.11
0
940
0
60
0.03
6
2
14400
14400
Use Model
23
STR
SH 52
2.48
843
1050
270
60
0.04
6
2
14400
14400
Use Model
23
SH 52
CR 14.5
1.02
679
1600
224
140
0.06
6
2
14400
14400
Use Model
23
CR 32.5
CR 36
1.51
171
360
62
130
0.03
5
2
6000
6000
U≤e Count
23
CR 18
CR 22.5
2.56
1560
2250
328
190
0.08
6
2
14400
14400
Use Model
23
CR 22.5
CR 24
0.50
1099
4520
242
1000
016
6
2
14400
14400
Use Count
23
CR 24
CR 24.5
0.49
549
2260
132
540
0.08
6
2
14400
14400
Use Count
23
SH 66
CR 30.5
0.23
0
0
0
0
0.00
5
2
6000
6000
No Model No Count
23
BGN
CR 28
0.53
Q
0
0
0
0.00
6
2
6000
6000
No Model No Count
23
CR 44
CR 44.5
0.50
0
0
0
0
0.00
5
2
6000
6000
No Model No Count
23
CR 38
CR 40.5
1.35
23
6O
4
10
0.01
5
2
6000
6000
Use Count
23
CR 48
END
0.32
0
0
0
0
0.00
3
2
6000
6000
No Model No Count
23
CL
CR 48
0.08
0
0
0
0
0.00
3
2
6000
6000
No Model No Count
23
SH 60
CL
0.17
0
0
0
0
0.00
3
2
6000
6000
No Model No Count
23
CR 62,25
CL
1.08
0
5570
0
440
0.21
3
2
13200
13200
Use Model
23
SH 392
SYSCH
0.40
0
15550
0
980
0.59
1
2
13200
13200
Use Model
23
MAY DR
CL
0,17
0
11840
0
850
0.49
1
2
12000
12000
Use Model
23
SYSCH
CR 2180
0.02
0
0
0
0
0.00
1
2
12000
12000
No Model No Count
23
CR 2180
SYSCH
0.06
0
7110
0
1070
030
1
2
12000
12000
No Model No Count Derived
23
SYSCH
MAY DR
0.09
0
0
0
0
0.00
1
2
12000
12000
No Model No Count
23
SYSCH
SYSCH
0.07
0
15240
0
980
0.64
1
2
12000
12000
No Model No Count Derived
23
SH 14
STR
0.78
48
160
0
0
001
1
2
6000
6000
U≤e Count
23
STR
CR 84
0.22
0
160
0
0
0.01
1
2
6000
6000
No Model No Count Derived
23
C• • •
C' • •
3,•2
_
•
•
0
0
0.00
1
2
6000
6000
No Model No Count
23
CR 100
CR 102
1,00
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
23
CR 110
CR 118
4.01
36
60
6
10
0.01
8
2
6000
6000
Use Count
23
RRX
CR 120
1,03
0
0
0
0
0.00
8
2
6000
6000
No Model No Count
24
CR 19
CR 23
1.98
1195
2250
275
520
0,06
6
2
19200
19200
We Count
24
CR 25,65
SH 85
0.09
0
0
0
0
0,00
7
2
6000
6000
No Model No Count
24
CR 39
CR 41
0,99
35
50
10
10
0,00
7
2
6000
6000
We Count
24
CR 41
END
0.49
0
0
0
0
0.00
7
2
1800
1800
No Model No Count
25
STR
CR 54
0.88
193
6570
52
230
0.55
3
2
6000
6000
Use Model
25
CR 34
CR 36
1.00
87
220
17
40
0.02
5
2
6000
6000
Use Count
25
SRFCH
CL FORT LUPTON
0,37
58
120
5
10
0.01
6
2
6000
6000
Use Count
25
CL FORT LUPTON
CR 20.2
0,99
0
0
0
0
0.00
6
2
6000
6000
No Model No Count
25
CR 20.2
SRFCH
0.38
58
120
5
10
0.01
6
2
6000
6000
Use Count
25
CL FORT LUPTON
CR 22.50
0.65
58
no
5
10
0.01
6
2
6000
6000
Use Count
25
CR 32.5
CR 34
0.50
378
2000
129
680
0.08
5
2
13200
13200
U≤.e Count
25
CR 38
CR 40.5
1.51
70
170
15
40
0.01
5
2
6000
6000
We Count
25
CR 36
CR 38
1.00
111
250
26
60
0.02
5
2
6000
6000
We Count
25
CR 46
SH 60
0.75
0
0
0
0
0.00
5
2
6000
6000
No Model No Count
25
CL
CR 52
1.72
0
0
0
0
0.00
3
2
6000
6000
No Model No Count
25
WCR S2
STR
0.11
0
€570
0
230
0 55
3
2
6000
6000
Use Model
25
SH 392
CR 74
3.04
90
260
17
50
0.02
1
2
6000
6000
U≤e Count
25
CR 58
CL GREELEY
0.26
361
14020
47
1310
0.49
3
2
14400
14400
Use Model
25
US 34
CR 58
0.01
0
28920
0
2940
1.00
3
2
14400
14400
Use Model
25
CR 84
CR 86
1.01
122
360
27
80
0.03
1
2
6000
6000
U≤e Count
25
SH 14
CR 84
1.00
582
2170
262
980
0.08
1
2
14400
14400
U≤e Count
25
CR 86
STR
0.97
50
150
4
10
0.01
1
2
6000
6000
U≤e Count
25
CR 88
0.19
0
150
0
10
0.01
1
2
6000
6000
No Model No Count Derived
STR
25
CR 104
CR 108
2.00
0
0
0
0.00
8
2
6000
6000
No Model No Count
25
CR 90
CR 92
0.99
0
e
0
0
0.00
1
2
6000
6000
No Model No Count
25
CR 102
CR 104
1.00
16
30'
.
2
0
0.00
8
2
6000
6000
Use Count
25
CR 108
CR 110
1.00
9
10
2
0
0.00
8
2
6000
6000
Use Count
26
CR 3.5
RRX
0.46
845
5760
42
220
0.20
6
2
14400
14400
Use Model
26
CL LONGMONT
CR 3.5
0.31
0
5100
0
190
0.18
6
2
14400
14400
Use Model
26
RRX
CL
0.01
0
5760
0
220
0.20
6
2
14400
14400
Use Model
26
CL
CR 7
0.02
675
3820
54
250
0.14
6
2
13200
13200
Use Model
26
CR 1L2
SRFCH
0,25
0
2610
..
0
120
0,22
6
2
6000
6000
Use Model
26
CR 13
CL FIRESTONE
0.24
245
1230
`
0
90
0.04
6
2
14400
14400
Use Model
26
SRFCH
CR 13
0,50
0
261O
0
120
0.10
6
2
13200
13200
Use Model
• •
• • 4
. •.� •
. •_•.�
26
SRFCH
CR 31
2.21
270
390
146
210
0.03
7
2
6000
6000
Use Count
26
CR 25.25
SH 85
0.43
0
0
'
0
0
0.00
7
2
6000
6000
No Model No Count
26
STR
SRFCH
0.06
122
� 250
34
70
0,01
7
2
14400
14400
Use Count
26
RRX
STR
0.05
122
250
34
70
0.01
7
2
14400
14400
Use Count
26
SH 85
RRX
0,02
122
_
310
34
90
0.01
7
2
14400
14400
Use Count
26
CR 31
END
1.00
25
s 40
_
0
0
0.00
7
2
6000
6000
Use Count
26
CR 41
CR 43
1.00
136
r 210
Cl
0
0.02
7
2
6000
6000
Use Count
27
STR
CR 54
0,78
61
5180
'
13
280
0.43
3
2
6000
6000
Use Model
27
CR 52
STR
0,23
0
51310
0
280
0.43
3
2
6000
6000
Use Model
27
CR 88
CR 90
1,01
0
0
0
0
0.00
1
2
6000
6000
No Model No Count
27
SH 392
CR 74
2.97
661
21
89
320
0.09
1
2
13200
13200
Use Count
27
CR 64
CR 25.75
0.66
5635
13520
.
902
850
038
3
2
18000
18000
Us= Model
27
CR 78
CR 80
1.01
56
120
.
0
0
0,02
1
2
6000
6000
Use Count
27
RRX
STR
0.78
52
150
.
6
20
0.01
1
2
6000
6000
Use Count
27
CR 74
RRX
0.50
138
410
30
90
0.03
1
2
6000
6000
Use Count
27
STR
END
0.23
0
150
0
29
0.01
1
2
6000
6000
No Model No Count Derived
27
SH 14
CR 84
0.99
14
• .-
2
10
0.00
1
2
6000
6000
Use Count
27
CR 104
CR 110
2,82
57
18
30
0.01
8
2
6000
6000
Use Count
27
CR 90
CR 100
4.85
39
10
0
0.01
1
2
6000
6000
Us_ Model
27
CR 102
CR 104
1.00
0
I`
0
0
0.00
8
2
6000
6000
No Model No Count
27
CL
CR 102
0.50
0
e,
0
0
0.00
8
2
6000
6000
No Model No Count
27
CR 110
CR 120
5.04
0
0:`
0
0
0.00
8
2
6000
6000
No Model No Count
27
CR 110
RRX
0.02
0
•:
0
0
0.00
8
2
6000
6000
No Model No Count
27
RRX
CR 110
0.33
0
a
0
0
0.00
8
2
6000
6000
No Model No Count
27
0.51
0
I .
0
0
0.00
1
2
6000
6000
No Model No Count
28
CR 21
CR 21.50
0.53
664
526•
193
310
0_18
6
2
14400
14400
Us, Model
28
CR 7
CL
0.84
0
X250
0
150
0.12
6
2
13200
13200
Use Model
28
CR 1
CL LONGMONT
0.18
0
0
0
0
0.00
6
2
6000
6000
No Model No Count
28
CR 3
CL LONGMONT
0.55
233
310
_
28
40
0.03
6
2
6000
6000
Use Count
28
RRX
CR 7
0.90
162
1490
-
49
70
0.12
6
2
6000
6000
Use Model
28
CR 5
RRX
0.11
0
1490
0
70
0.12
6
2
6000
6000
Use Model
28
CR 11
CR 13
1.00
329
6450
89
320
0.22
6
2
14400
14400
Use Model
28
CR 9.5
CR 11
0.50
0
6450
0
320
0.22
6
2
14400
14400
Use Model
28
CR 15.7
CR 19
1.24
70
150
10
20
0.01
6
2
6000
6000
Use Count
28
CR 19
CR 21
1.04
280
3920
.
95
220
0.33
6
2
6000
6000
Use Model
28
RRX
CR 31
2.45
224
310
63
90
0.03
7
2
6000
6000
Use Count
28
SH 85
0.53
0
6610
'
0
404
0.23
6
2
14400
14400
Use Model
i
STR
28
CR 21.5
STR
1.47
913
64 e,
283
400
0.23
6
2
14400
14400
Use Model
28
SH 85
RRX
0.02
0
: {
0
0
0.00
6
2
6000
6000
Use Model
28
CR 31
GATE
2.02
100
.e'--
..,
14
20
0.01
7
2
6000
6000
Use Count
28
CR 41
CR 43
1.01
429
870
223
450
0.03
.7
2
14400
14400
Use Count
28
CR 39
CR 41
0,98
1551
3130
620
1250
0.11
7
2
14400
14400
Use Count
29
168TH AV
CR 2.5
0.50
125
524
"'
13
350
0.44
7
2
6000
6000
Use Model
29
CR 10
CL
0.29
0
2260
0
110
0,19
7
2
6000
6000
Use Model
,
29
BGN
CR 10
0.32
0
2250
0
110
0.19
7
2
6000
6000
Use Model
29
CR 14.5
CR 16
0.50
189
380
28
50
0.03
7
2
6000
6000
Use Count
29
CR 34
SIR
0.57
125
1.44
33
40
0.01
4
2
6000
6000
Use. Count
29
CR 32
CR 34
1.00
137
160
59
70
0.01
4
2
6000
6000
Use Count
29
SH 85
CR 40
Q50
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APPEN DIX B - TYPICAL ROAD CROSS-SECTION DIAGRAMS
The width of a roadway is an important design consideration to ensure that it is
appropriately sized to serve its function. Because of the diversity within the County,
two major roadway categories have been established. The two categories are rural
and urban road standards. Urban road standards will serve areas which tend to be
more developed and need to provide for multiple users (bicyclists, pedestrians,
parallel parking, etc.). Rural roads will typically serve only vehicular traffic, and at
times bicycles. Cross -sections are created to provide a visual guide depicting the
initial, interim, and ultimate phase cross -sections for these road classifications.
Rural Road Standards
The rural roadways will not typically require curb and gutter or sidewalk, although the
County may require either, or both in unique circumstances. Widths of lanes and
shoulders will vary depending upon the specific classification and the potential traffic
volume which the roadway may carry. Roads carryinc fewer than 200 vehicles per
day need not be paved or treated for dust control. The need for paved shoulders is
also dependent upon the level of traffic and safety. Final design and construction
details will be determined by the Public Works Department. Final design and
construction criteria taken into consideration may include but are not limited to; use
of the roadway, density of development, topographical characteristics and nearby
development. For construction in which only a portion of the ultimate cross-section is
intended to be completed, the partial design will need to allow for the eventual
widening to the ultimate cross-section. The design for the partial or interim cross-
section roadway will need to incorporate ultimate design information to ensure that
the first phase of roadway construction is appropriate and would not need to be
removed at a future date when the full width cross-section is completed. The rural
road cross -sections are illustrated on the following pages in this appendix.
Urban Road Standards
Three roadway classifications are identified for those areas that are associated with
the community's urban growth areas. They include arterial, collector, and local street
classifications. Urban road standards will include 12 -foot lanes, sidewalk and curb and
gutter. Arterial and collector roads will also include a striped bike lane. Turn lanes may
be necessary as determined by the County. Since almost all the municipalities have
different ROW cross -sections adopted for their community, it makes it very difficult for
the County to match them. The urban road cross -sections are illustrated on the
following pages in this appendix.
TYPICAL CROSS SECTIONS - RURAL ARTERIAL
ROW
p
36'
BUFFER
ROW
16'
SD
DRAINAGE
6
SHOULDER
12'
140'
36'
ROW
ROADWAY
24'
12'
TRAVEL LANE
TRAVEL LANE
6'
SHOULDER
INITIAL PHASE
16'
36'
DRAINAGE
BUFFER
e74
i_
24'-30'
BUFFER
UTLTY. ESMT.
DRAINAGE
I _
SHOULDER
32' _
ROADWAY
12'
12'
TRAVEL LANE TRAVEL LANE
140'
ROW
16'-28'
MEDIAN
32' _
ROADWAY
24'
12' 12'
TRAVEL LANE TRAVEL LANE
8'
ULTIMATE ROADWAY
INTERSECTION
TRAVEL LANES W/TURNS
1863
4'± DIVIDE
BETWEEN
OPPOSITE
BOUND
LANES
\ \
1 1 1
12'± 12'±
12'
•
12'
i
I
12'
NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY
WELD COUNTY
PUBLIC WORKS DEPARTMENT
1111 H Street/Post Office Box 758
Greeley, Colorado 80632-0758
24'-30'
BUFFER
UTLTY. ESMT.
DRAINAGE
8'±
BIKE LANE/
SHOULDER/
SIDEWALK/
BUFFER
NOTE
BUILDING SETBACKS OF
UNDERLYING ZONING
DISTRICTS ARE MEASURED
FROM THE EDGE OF THE ROW.
TYPICAL CROSS SECTIONS - RURAL COLLECTOR
ROW
26'
DRAINAGE —BUFFER
2'
SHOULDER
a
12'
8
0'
28'
ROW
ROADWAY
24'
Travel Lane
I
12'
Travel Lane
2'
RURAL COLLECTOR- UNPAVED
26'
DRAINAGE —BUFFER
ROW
22'
I _
I 6'
DRAINAGE —BUFFER
ROW
80'
36'
ROADWAY
Travel Lane
S _
Travel Lane
RURAL COLLECTOR- PAVED
TURN LANES AS REQUIRED BY PUBLIC WORKS
i _
80'
52'
22'
DRAINAGE -BUFFER
ROW
4.7
ROW
ROADWAY
14'
6'
12'
16'
TWO WAY
12'
6'
14'
•
DRAINAGE —BUFFER
DRAINAGE —BUFFER
TRAVEL
LANE
LEFT TURN LANE
TRAVEL
LANE
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AUXILIARY LANE SECTION
TRAVEL LANES W/TURNS
NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY
WELD COUNTY
PUBLIC WORKS DEPARTMENT
1111 H Street/Post Office Box 758
Greeley, Colorado 80632-0758
NOTE
BUILDING SETBACKS OF
UNDERLYING ZONING
DISTRICTS ARE MEASURED
FROM THE EDGE OF THE ROW.
TYPICAL CROSS SECTIONS - RURAL LOCAL
ROW
17'
DRAINAGE -BUFFER
�i
ROW
2'
SHOULDER
60'
26'
ROW
ROADWAY
22'
TRAVEL LANE TRAVEL LANE
RURAL LOCAL- UNPAVED
2'
SHOULDER
17'
DRAINAGE -BL FFER
%\/ _
a
191
i
16' I 2'
60'
28'
ROW
ROADWAY
DRAINAGE -BUFFER
24'
12' 12'
411•0 --
TRAVEL LANE TRAVEL LANE
RURAL LOCAL- PAVED
TURN LANES AS REQUIRED BY PUBLIC WORKS
2' 16
DRAINAGE- BU FFER
NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY
WELD COUNTY
PUBLIC WORKS DEPARTMENT
1111 H Street/Post Office Box 758
Greeley, Colorado 80632-0758
NOTE
BUILDING SETBACKS OF
UNDERLYING ZONING
DISTRICTS ARE MEASURED
FROM THE EDGE OF THE ROW.
TYPICAL CROSS SECTIONS - URBAN ARTERIAL
ROW
52'
ROW
I
BUFFER
6'
SHOULDER
12'
140'
36'
ROW
ROADWAY
- 24' _
i i _
12'
TRAVEL LANE TRAVEL LANE
6'
I
SHOULDER
52'
INITIAL PHASE
BUFFER
L 16't
BUFFER
SIDEWALK
CURB
14'±
BIKE LANE
SHOULDER
T
12'
24'
12'
TRAVEL LANE TRAVEL LANE
140'
104'
28'
ROW
MEDIAN OR TURN LANES
I e
12'
24'
12'
TRAVEL LANE' TRAVEL LANE
VARIES -a-
ULTIMATE ROADWAY
14' ±
BIKE LANE
SHOULDER
ULTIMATE PHASE
TRAVEL LANES W/TURNS
MINIMUM 8' SIDEWALKS REQUIRED
4'±
NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY
16'±
BUFFER
SIDEWALK
CURB
VARIES
WELD COUNTY
PUBLIC WORKS DEPARTMENT
1111 H Street/Post Office Box 758
Greeley, Colorado 80632-0758
NOTE.
BUILDING SETBACKS OF
UNDERLYING ZONING
DISTRICTS ARE MEASURED
FROM THE EDGE OF THE ROW.
TYPICAL CROSS SECTIONS - URBAN COLLECTOR
ROW
-40
L 26'
ROW
BUFFER
2'
SHOULDER
80'
28'
ROW
ROADWAY
24' _
12' 12'
Travel Lane
it
es-
-40
.►.
Travel Lane
INITIAL PHASE
$
SHOULDER
26' J
BUFFER
ULTIMATE SECTION
ROW
6'
SHOULDER
80'
36'
ROW
ROADWAY
24'
12' 12'
Travel Lane
Travel Lane
6'
SHOULDER
22'
TURN LANES AS REQUIRED BY PUBUC WORKS
MINIMUM 5' SIDEWALKS REQUIRED
L. 20'
SIDEWALK -CURB -BUFFER
�-
VAR I E S --ass
80'
40'
SIDEWALK -CURB -BUFFER
ROW
ROADWAY
12' 16' TWO WAY 12'
AUXILIARY LANE SECTION
TRAVEL LANES W/TURNS
20' J
SIDEWALK -CURB -BUFFER
-•-- VARIES
NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY
WELD COUNTY
PUBLIC WORKS DEPARTMENT
1111 H Street/Post Office Box 758
Greeley, Colorado 80632-0758
NOTE
BUILDING SETBACKS OF
UNDERLYING ZONING
DISTRICTS ARE MEASURED
FROM THE EDGE OF THE ROW.
TYPICAL CROSS SECTIONS - URBAN LOCAL
ROW
rata _
16'
2' I
60'
ROW
28'
ROAD WAY
ROW
rim
BUFFER -SIDEWALKS
12'
TRAVEL LAN E
24'
2'
16'
12'
TRAVEL LANE
INTERIM SECTION
BUFFER -SIDEWALKS
SIDEWALKS AS REQUIRED BY PUBLIC WORKS
12'
6'
SIDEWALK -CURB -BUFFER
Varies
SHOULDER
ULTIMATE SECTION
60'
36'
ROW
ROAD WAY
24'
12' I 12'
TURN LANES AS REQUIRED BY PUBLIC WORKS
MINIMUM 5' SIDEWALKS REQUIRED
6'
SHOULDER
12' I
SIDEWALK -CURB -BUFFER I
�—Varies
NOT TO SCALE: GRAPHICAL REPRESENTATION ONLY
WELD COUNTY
PUBLIC WORKS DEPARTMENT
1111 H Street/Post Office Box 758
Greeley, Colorado 80632-0758
NOTE.
BUILDING SETBACKS OF
UNDERLYING ZONING
DISTRICTS ARE MEASURED
FROM THE EDGE OF THE ROW.
APPENDIX C - CONCEPTUAL CONSTRUCTION COST ESTIMATE
RURAL ARTERIAL WIDEN 2-4 LANES (RECONSTRUCT FROM INITIAL TO ULTIMATE SECTION)
ITEM DESCRIPTION
UNIT
UNIT COST
QUANTITY
TOTAL COST
Clearing and Grubbing
LS
$90.000
1
$90,000
Removal of Asphalt
Mat
SY
$10
15,254
$152,540
Embankment Material (Complete in Place)
CY
$20
19.350
S387,000
Aggregate Base Course (9 inch thickness)
TON
$30
19.430
$582,912
Hot Mix Asphalt (8 inch thickness)
TON
$95
16,603
S1.577,298
Subtotal Costs
P $2,789,750
Utilities
LS
$900,000
1
$903,000
Traffic Control @ 10% of Subtotal
LS
5278,975
1
$273,975
Signing and Striping @ 4% of Subtotal
LS
S111,590
1
$111.590
Drainage @ 17% of Subtotal
LS
S474.257
1
$474,257
Irrigation @ 20% of Subtotal
LS
$557,950
1
5557,950
Geogrid @ 5% of Subtotal
LS
S139,487
1
5133,487
Right of Way 17% of Subtotal
LS
$474,257
1
$474,257
Subsurface Utility Engineering @ 8% of Subtotal
LS
$223,180
1
$223,180
Design and Construction Engineering @ 15% of
Subtotal
LS
$418.462
1
541 3,462
Mobilization @
10% of Subtotal
LS
$278.975
1
S273,975
TOTAL ESTIMATED CONSTRUCTION COSTS
$6,646,885
RURAL COLLECTOR (RECONSTRUCT FROM INITIAL TO ULTIMATE SECTION W/ AUXILIARY
ITEM DESCRIPTION
UNIT
UNIT COST
QUANTITY
TOTAL COST
Clearing and Grubbing
LS
580.000
1
$83,000
Removal
of Asphalt Mat
SY
$10
16,427
$164,270
Embankment Material (Complete
in Place)
CY
$20
15,000
$301000
Aggregate Base Course (9 inch thickness)
TON
$30
15.787
S473.616
Hot
Mix Asphalt (8 inch thickness)
TON
S95
13,490
$1.281,555
Subtotal Costs
$2,299,441
Utilities
LS
$700,000
1
$703,000
Traffic Control @ 9% of Subtotal
LS
$206,950
1
$203,950
Signing and Striping @ 2% of Subtotal
LS
$45.989
1
$45,989
Drainage @ 13% of Subtotal
LS
5298.927
1
5293,927
Irrigation @ 18% of Subtotal
LS
$413,899
1
$413,899
Geogrid @ 3%
LS
S68,983
Right of Way 13% of Subtotal
LS
$298,927
1
5293,927
Subsurface Utility Engineering @ 8% of Subtotal
LS
$183,955
1
$183,955
Design
Subtotal
and Construction Engineering @ 13%
of
LS
$298,927
1
$293,927
Mobilization @ 8% of Subtotal
LS
$183,955
1
5183.955
TOTAL ESTIMATED CONSTRUCTION COSTS
$4,930,971
RURAL COLLECTOR TYPICAL SECTION (RECONSTRUCT FROM INITIAL TO ULTIMATE SECTION)
ITEM DESCRIPTION
UNIT
UNIT COST
QUANTITY
TOTAL COST
Clearing and Grubbing
LS
$80,000
1
$80,000
Removal of Asphalt Mat
SY
$10
16,427
$164,270
Embankment Material (Complete in Place)
CY
$20
9.900
$198,000
Aggregate Base Course (9 inch thickness)
TON
$30
10,930
$327,888
Hot Mix Asphalt (8 inch
thickness)
TON
$95
9,339
$887,230
Subtotal Costs
P
$1,657,388
Utilities
LS
$700,000
1
$700.000
Traffic Control @ 9% of Subtotal
LS
$149,165
1
$149,165
Signing and Striping @ 2% of Subtotal
LS
S33,148
1
$33,148
Drainage @ 13% of Subtotal
LS
$215,460
1
$215,460
Irrigation @ 18% of Subtotal
LS
$298,330
1
$298,330
Geogrid @ 3%
LS
$49,722
Right of Way 13% of Subtotal
LS
$215,460
1
$215,460
Subsurface Utility Engineering @ 8% of Subtotal
LS
$132,591
1
$132,591
Design and Construction Engineering @ 13% of
Subtotal
LS
$215,460
1
$215.460
Mobilization @ 8% of Subtotal
LS
$132,591
1
$132,591
TOTAL ESTIMATED CONSTRUCTION COSTS
$3,749,594
RURAL COLLECTOR -AUXILIARY LANES ( RECONSTRUCT FROM INITIAL TO ULTIMATE SECTION
W/ AUXILIARY)
ITEM DESCRIPTION
UNIT
UNIT COST
QUANTITY
TOTAL COST
Clearing and Grubbing
LS
S80.000
1
$80,000
Removal of Asphalt
Mat
SY
$10
16,427
$164,270
Embankment Material (Complete
in Place)
CY
$20
15,000
$300,000
Aggregate Base Course (9 inch thickness)
TON
$30
15,787
$473,616
Hot
Mix Asphalt (8 inch thickness)
TON
$95
13,490
$1,281,555
Subtotal Costs
$2,299,441
Utilities
LS
$700,000
1
$700,000
Traffic Control @ 9% of Subtotal
LS
$206.950
1
$206,950
Signing and Striping
@ 2% of Subtotal
LS
$45,989
1
$45,989
Drainage @ 13% of Subtotal
LS
$298,927
1
$298,927
Irrigation
@ 18%
of Subtotal
LS
$413,899
1
$413,899
Geogrid @ 3%
LS
$68,983
Right of Way 13% of Subtotal
LS
$298.927
1
$298,927
Subsurface Utility Engineering @ 8% of Subtotal
LS
$183,955
1
$183,955
Design and Construction Engineering @ 13% of
Subtotal
LS
$298,927
1
$298,927
Mobilization @ 8% of Suototal
LS
$183,955
1
$183,955
TOTAL ESTIMATED CONSTRUCTION COSTS
$4,930,971
RURAL COLLECTOR - LANE/SHOULDER WIDENING (WIDEN FROM INITIAL TO ULTIMATE
SECTION)
ITEM DESCRIPTION
UNIT
UNIT COST
QUANTITY
TOTAL COST
Clearing and Grubbing
LS
$80.000
1
$813,000
Removal
of Asphalt
Mat
SY
$10
7,040
$70,400
Embankment Material (Complete
in Place)
CY
$20
7,500
$150,000
Aggregate Base Course (9 inch thickness)
TON
$30
8,501
$255,024
Hot Mix Asphalt (8 inch thickness)
TON
$95
7.264
$699,068
Subtotal Costs
p $1,245,492
Utilities
LS
$700,000
1
5709,000
Traffic Control @ 7% of Subtotal
LS
$87,184
1
$87,184
Signing and Striping @ 2% of Subtotal
LS
$24,910
1
$24,910
Drainage @ 10% of Subtotal
LS
$124,549
1
$124,549
Irrigation @ 10% of Subtotal
LS
$124,549
1
$124,549
Geogrid @ 2`)/0
LS
$24,910
Right of Way 10% of Subtotal
LS
$124.549
1
5124,549
Subsurface Utility Engineering @ 8% of Subtotal
LS
599,639
1
599,639
Design and Construction Engineering @ 10% of
Subtotal
LS
$124,549
1
$124,549
Mobilization
@ 7% of Subtotal
LS
$87,184
1
$87,184
TOTAL ESTIMATED CONSTRUCTION COSTS
$2,742,607
RURAL LOCAL - GRAVEL TO PAVED (RECONSTRUCT FROM INITIAL TO ULTIMATE SECTION)
ITEM DESCRIPTION
UNIT
UNIT COST
QUANTITY
TOTAL COST
Clearing and Grubbing
LS
S70,000
1
570,000
Removal of Asphalt
Mat
SY
$10
-
$0
Embankment Material (Complete in Place)
CY
$20
7,280
$145,600
Aggregate Base Course (8 inch thickness)
TON
530
7,594
$227.821
Hot Mix Asphalt (6 inch thickness)
TON
$95
5,421
$514,976
Subtotal Costs
$958,397
Utilities
LS
S250.000
1
$250.000
Traffic
Control
@ 5% of
Subtotal
LS
$47,920
1
$47,920
Signing and
Striping
@ 1%
of
Subtotal
LS
$9,584
1
$9,584
Drainage @ 13%
of
Subtotal
LS
$124,592
1
$124,592
Irrigation @ 5% of Subtotal
LS
$47,920
1
547,920
Geogrid @ 3%
LS
528.752
Right of Way 5% of Subtotal
LS
547.920
1
$47,920
Subsurface Utility Engineering @ 8% of Subtotal
LS
576.672
1
$76,672
Design and Construction Engineering @ 10% of
Subtotal
LS
$95,840
1
$95,840
Mobilization @ 6% of Subtotal
LS
$57,504
1
$57,504
TOTAL ESTIMATED CONSTRUCTION COSTS
$1,716,348
RURAL LOCAL - LANE/SHOULDER WIDENING (WIDEN LANE AND SHOULDERS FROM INITIAL
TO ULTIMATE SECTION)
ITEM DESCRIPTION
UNIT
UNIT COST
QUANTITY
TOTAL COST
Clearing and Grubbing
LS
$60,000
1
$60,000
Removal of Asphalt
Mat
SY
$10
2.500
$25,000
Embankment Material (Complete
in Place)
CY
$20
7,280
$145,600
Aggregate Base Course (8 inch thickness)
TON
$30
3,255
$97,638
Hot Mix Asphalt (6 inch thickness)
TON
$95
2,323
$220,704
Subtotal Costs
' $548,942
Utilities
LS
$200.000
1
$200.000
Traffic Control @ 5% of Subtotal
LS
$27,447
1
$27,447
Signing and Striping @ -1D/0 of Subtota
LS
$5,489
1
$5,489
Drainage @ 10% of Subtotal
LS
$54,894
1
$54.894
Irrigation @ 4% of Subtotal
LS
$21,958
1
$21,958
Geogrid @ 2`)/0
LS
$10,979
Right of Way 3% of Subtotal
LS
$16,468
1
$16,468
Subsurface Utility Engineering @ 8% of Subtotal
LS
$43,915
1
$43,915
Design and Construction Engineering a 9% of
Subtotal
LS
$49,405
1
$49,405
Mobilization @
5% of Subtotal
LS
$27,447
1
$27,447
TOTAL ESTIMATED CONSTRUCTION COSTS
$995,966
APPENDIX D - REFERENCES AND SOURCES
Berthoud (2016) Town of Berthoud
Master Street Plan
Boulder County (2019) Boulder County Transportation Master Plan
CDOT (2020) CO 52 Planning and Environmental Linkages Study Existing Conditions
Report
Ch2m (2018) US 34 Planning and Environmental Linkages Study
Charlier Associates, Inc. (2016) City of Brighton Transportation Master Plan
City and County of Broomfield (2016) Broomfield 2016 Transportation Plan
City of Greeley (2011) Greeley Transportation Plan
Civil Resources (2016) Ault Comprehensive Plan
Civil Resources (2016) Nunn Comprehensive Plan
Clarion Associates (2016) Longmont Multimodal and Comprehensive Plan
CDOT (2019) Colorado Highway 71 Truck Freight Diversion Feasibility Study
Coppola, E.G., P.E., PTOE,. (July 2008) Town of Severance Transportation Plan
Denver Regional Council of Governments (May 2019). 2040 Metro Vision Regional
Transportation Plan
Fehr & Peers (2020) Town of Windsor Master Transportation Plan
Felsburg, Holt & Ullevig. (May 2020) 2045 Statewide Transportation Plan (Draft)
Felsburg, Holt & Ullevig. (May 2020) 2045 Statewide Transit Plan (Draft)
Felsburg, Holt & Ullevig. (December 2012) Adams County Transportation Plan
Felsburg, Holt & Ullevig. (June 2003) City of Dacono Transportation Plan
Felsburg, Holt & Ullevig. (March 2004) City of Evans Transportation Plan
Felsburg, Holt & Ullevig. (2019) State Highway 66 Planning and Environmental Linkages
Study
Felsburg, Holt & Ullevig. (November 2013) Town of Eaton Transportation Plan
Felsburg, Holt & Ullevig. (January 2018) Town of Eric Transportation Master Plan
Felsburg, Holt & Ullevig. (February 2008) Town of Johnstown Transportation Plan
Felsburg, Holt & Ullevig. (August 2O1O) Town of LaSalle Transportation Plan
Felsburg, Hoit & Ullevig. (2018) Town of Mead Transportation Plan
Felsburg, Holt & Ullevig. (November 2008) down of Milliken Transportation Master Plan
Felsburg, Holt & Ullevig. (2015) Town of Timnath Transportation Plan
Felsburg, Holt & Ullevig. (May 2020) Upper Front Range 2045 Regional Transportation
Plan (Draft)
Felsburg, Holt & Ullevig. (2017) US 85 Planning and Environmental Linkages Study
HDR (August 2017) Larimer County Transportation Plan
JR Engineering (2018) City of Fort Lupton Transportation Plan
Matrix Design Group (October 2017) Town of Lochbuie Comprehensive Plan
North Front Range Metropolitan Planning Organization (September 2019) North Front
Range 2045 Regional Transportation Plan
Resource Conservation Partners, LLC (2016) Town of Kersey Comprehensive Plan
Stolfus (November 2019) Transportation Plan Town of Hudson, CO
Town of Platteville (20" 7) Comprehensive Plan Town of Platteville
Weld County Planning Department (November 2020) Weld County Comprehensive
Plan
AMEND APPENDIX 8-O - FUNCTIONAL CLASSIFICATION MAP [Hyperlink]
https://www.weldgov.com/departments/public works/transportation planning/2045 transportation plan
PAGE 5
2020-2989
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