HomeMy WebLinkAbout20203557.tiffRESOLUTION
RE: APPROVE INTERGOVERNMENTAL AGREEMENT REGARDING ACCESS CONTROL
PLAN FOR COUNTY ROAD 74 BETWEEN STATE HIGHWAY 257 AND COUNTY
ROAD 39 AND AUTHORIZE CHAIR TO SIGN - TOWNS OF SEVERANCE AND EATON
WHEREAS, the Board of County Commissioners of Weld County, 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 has been presented with an Intergovernmental Agreement for an
Access Control Plan regarding County Road 74 between State Highway 257 and County Road 39
among the County of Weld, State of Colorado, by and through the Board of County
Commissioners of Weld County, on behalf of the Department of Public Works, and the Towns of
Severance and Eaton, commencing upon full execution of signatures, with further terms and
conditions being as stated in said agreement, and
WHEREAS, after review, the Board deems it advisable to approve said agreement, a copy
of which is attached hereto and incorporated herein by reference.
NOW, THEREFORE, BE IT RESOLVED by the Board of County Commissioners of Weld
County, Colorado, that the Intergovernmental Agreement regarding an Access Control Plan for
County Road 74 between State Highway 257 and County Road 39 among the County of Weld,
State of Colorado, by and through the Board of County Commissioners of Weld County, on behalf
of the Department of Public Works, and the Towns Severance and Eaton, be, and hereby is,
approved.
BE IT FURTHER RESOLVED by the Board that the Chair be, and hereby is, authorized
to sign said agreement.
The above and foregoing Resolution was, on motion duly made and seconded, adopted
by the following vote on the 2nd day of December, A.D., 2020.
BOARD OF COUNTY COMMISSIONERS
WELD COUNTY, COLORADO
ATTEST: da,„v
Weld County Clerk to the Board
BY:
APP' •s ED AS
ounty 1 ttorney
Date of signature: Ia../O`d/
triet:Ila„k_c_e_„„
Mike Freeman, Chair
/ A Steve
Kevin D. Ross
2020-3557
EG0078
CC',PW (LP/ER/GM)
12/off/2o
Con.-E-ra.c j12 4 7
MEMORANDUM
TO: Board of County Commissioners
DATE: November 12, 2020
FROM: Evan Pinkham, Transportation Planner
SUBJECT: Resolution Adopting the County Road 74 ACP
and IGA
This is a request from the Public Works Department for the Board of County Commissioners
(BOCC) to 1) approve a resolution adopting the County Road 74 Access Control Plan (ACP) and
2) enter into an Intergovernmental Agreement (IGA) with the Towns of Severance and Eaton
regarding the ACP.
The County Road 74 ACP includes the segment of County Road 74 between State Highway 257
and County Road 39. The segment of County Road 74 in this study is approximately 11 miles
long. The study to prepare the County Road 74 ACP was a yearlong process through which the
participating local governments worked cooperatively to establish a vision, access
recommendations, and policies for guiding the development of the corridor.
The IGA specifies that the three local governments agree to regulate access to portions of County
Road 74 under their respective jurisdictions in compliance with the ACP. This includes
communicating land use development proposals and roadway improvement issues with the other
participating local governments. The participating jurisdictions will communicate regularly
regarding issues along the corridor.
Each of the participating jurisdictions has adopted the ACP and IGA. I will be available to
provide a presentation and address questions on the County Road 74 ACP.
2020-3557
12/0
&OO 7$
AN INTERGOVERNMENTAL AGREEMENT REGARDING AN ACCESS CONTROL
PLAN FOR WELD COUNTY ROAD 74 BETWEEN STATE HIGHWAY 257 AND WELD
COUNTY ROAD 39 AMONG THE TOWN OF SEVERANCE, TOWN OF EATON, AND
WELD COUNTY
THIS INTERGOVERNMENTAL AGREEMENT ("Agreement") is entered into by and
among the Town of Severance, a municipal corporation of the State of Colorado, whose address
is PO Box 339, Severance, Colorado 80546, the Town of Eaton, a municipal corporation of the
State of Colorado, whose address is 223 1st Street, Eaton, Colorado 80615, and the County of
Weld, a political subdivision of the State of Colorado, by and through the Board of County
Commissioners of the County of Weld, whose address is PO Box 758, Greeley, Colorado 80632.
The parties hereto may be referred to herein collectively as "the Parties."
WITNESSETH:
WHEREAS, the Parties are authorized by the provisions of Article XIV, Section 18(2)(a),
Colorado Constitution, and Sections 29-1-201, et. seq., C.R.S., to enter into contracts with each
other for the performance of functions which they are authorized by law to perform on their own;
and
WHEREAS, Weld County has prepared an Access Control Plan for Weld County Road
(WCR) 74 between State Highway 257 and WCR 39 with assistance from representatives from
the Town of Severance and the Town of Eaton (the "WCR 74 Access Control Plan"), attached
hereto and incorporated herein by reference, which each party hereto has adopted by resolution,
and
WHEREAS, the coordinated regulation of vehicular access to public roadways is necessary
to maintain the efficient and smooth flow of traffic, to reduce the potential for traffic accidents, to
protect the functional level and optimal traffic capacity, to provide an efficient spacing of traffic
signals, and to protect the public health, safety and welfare; and
WHEREAS, the Parties desire to provide for the coordinated regulation of vehicular access
and other matters relating to WCR 74.
NOW, THEREFORE, in consideration of the mutual promises and covenants stated herein,
the parties hereto agree as follows:
1. ACCESS CONTROL PLAN: The Parties hereto shall regulate access to any portion of
WCR 74 located within their respective jurisdictions in compliance with the attached
Access Control Plan, as amended. New vehicular access to WCR 74 shall be permitted
only when such access complies with the technical standards set forth in the attached
Access Control Plan technical memo and the access control plan exhibit.
2. POLICY COMMITTEE: Should a dispute arise between any of the Parties hereto as to
the interpretation of a provision of the Access Control Plan, the dispute shall be resolved
by the determination of a majority vote of a committee to be known as the WCR 74 ACP
Page 1 of 5 Pages
Policy Committee. Such committee shall be made up of one representative appointed by
each of the Parties hereto. In the alternative, the dispute may be resolved by the filing of
an action in the appropriate district court.
3. POLICE POWER: This Agreement is intended to be in furtherance of the exercise of
the general police power of each Party hereto, and nothing herein shall be construed to
be a waiver by the Parties of their respective police power.
4. AUTHORIZATION: By signing this Agreement, the Parties acknowledge and represent
to one another that all procedures necessary to contract and execute this Agreement have
been performed, and that the persons signing for each Party have been duly authorized
by his or her governing body to do so.
5. SEVERABILITY: If any term or condition of this Agreement shall be held to be invalid,
illegal, or unenforceable, this Agreement shall be construed and enforced without such
provision to the extent that this Agreement is then capable of execution within the
original intent of the Parties hereto.
6. GOVERNMENTAL IMMUNITY: No portion of this Agreement shall be deemed to
constitute a waiver of any immunities the Parties or their officers or employees may
possess under federal or state constitutional, statutory, or common law.
7. NO THIRD PARTY BENEFICIARY ENFORCEMENT: It is expressly understood and
agreed that the enforcement of the terms and conditions of this Agreement, and all rights
of action relating to such enforcement, shall be strictly reserved to the undersigned
Parties and nothing in this Agreement shall give or allow any claim or right of action
whatsoever by any other person not included in this Agreement. It is the express
intention of the undersigned Parties that any entity other than the undersigned Parties
receiving services or benefits under this Agreement shall be an incidental beneficiary
only.
8. ENTIRE AGREEMENT: This Agreement contains the entire agreement and
understanding between the Parties to this Agreement and supersedes any other
agreements, whether oral or written, concerning WCR 74.
9. MODIFICATION AND BREACH: No modification, amendment, novation, renewal, or
other alteration of or to this Agreement shall be deemed valid or of any force or effect
whatsoever, unless mutually agreed upon in writing by the undersigned Parties. No
breach of any term, provision, or clause of this Agreement shall be deemed waived or
excused, unless such waiver or consent shall be in writing and signed by the Party that
has waived or consented to such breach. Any consent by any Party hereto, or waiver of,
a breach by any other Party, whether express or implied, shall not constitute a consent to,
waiver of, or excuse for any other different or subsequent breach.
[SIGNATURE PAGES TO FOLLOW]
Page 2 of 5 Pages
IN WITNESS WHEREOF, the parties hereto have signed this Agreement this O2 day of
Ad -e--7211-1-22, 2020.
ATTEST: dderhA) .eto41
Weld Co ty Clerk to the : oard
COUNTY OF WELD, a political
subdivision of the State of Colorado
By: �i✓� �/� /•►By:
Deputy C r k to t e B
Mike Freeman, Chair
Board of County Commissioners
of the County of Weld
Page3 of 5 Pages
GZ 0 2 2020
ATTEST:
By:
Michael Je
Date: /0"
TOWN OF SEVERANCE, a municipal
corporation of the State of Colorado
„By: ,,,,..„(///(//,
onald M. McLeod, Mayor
Page 4?f 5 rages
ATTEST:
)fthkj
By:
Margarctjane Winter, Town Clerk
Date:
TOWN OF EATON, a municipal
corporation of the State of Colorado
By:
Scott Moser, Mayor
Page 5 of 5 Pages
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ACCESS CONTROL
PLAN
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Prepared in cooperation with:
Town of Eaton
'nor T°
Town of Severance
a‘tit-dia
SEVERA}4C
O mil. an
*E S„1 >t
Weld County
North Front Range MPO
iOr _C
North Front Range
Metropolitan
Planning
Organization
Prepared by:
Weld County Department of Public Works
1111 H Street
Greeley, Colorado 80631
Table of Contents
I. Introduction...6
Project Background and Study Area 6
Purpose 7
Process 8
Corridor Vision 9
Goals and Objectives 11
Access Control Strategies 11
II. Existing Conditions ...12
Growth Management Areas (GMA) 12
Land Use ...12
Roadway Characteristics15
Connectivity.........16
Traffic Counts and Roadway Level of Service (LOS) 18
Intersection Type and Spacing ...19
Traffic Signals and Roundabouts 21
Right -of -Way...........22
Speed Limits22
Accident History 23
III. Access 25
Access Configuration and Operation 25
Access Classification 27
Access ControlTechniques 28
Access Inventory 30
Access Requirements 32
IV. Access Recommendations 34
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V. Policies 35
New Access Policy 35
Access with Safety Concerns Policy 35
Change of Use Policy 35
Road Spacing Policy 35
Right -of -Way Policy 36
Speed Limit Policy 36
Weight Limits /Truck Route Policy 37
Functional Classification Policy 37
Road Cut and Boring Policy 37
Level of Service (LOS) Policy 38
Full Intersection Control (Traffic Signal/Roundabout) Policy 38
VI. Referrals and ACP Amendments .........40
Referrals 40
ACP Amendments 40
Page 13
Figures
Figure 1 -County Road 74 Corridor Study Area 6
Figure 2 - Access vs. Mobility ...............................7
Figure3 - ACP Process .......................................................8
Figure 4 - Ultimate Cross -Section (Rural) ......................................10
Figure 5 - Ultimate Cross -Section (Urban) ............................................10
Figure 6 - GMAs (2020) ..............................12
Figure 7 - Excerpt from Town of Severance Zoning Map .........................13
Figure 8 - Excerpt from Town of Severance Future Land Use Map ...............................13
Figure 9 - Excerpt from Town of Eaton Current Land Use Map .......................14
Figure 10 - Excerpt from Town of Eaton Zoning Map ......................................14
Figure 11 - Excerpt from 2015 Severance Transportation Plan ..................15
Figure 12 - Excerpt from 2013 Eaton Transportation Plan .........................................16
Figure 13 - Local Connectivity ..........................................................17
Figure 14 - Regional Connectivity ......................................................................................................17
Figure 15 - 2015 Traffic Volumes ......................... ..................................19
..............................
Figure 16 - 2045 Traffic Projections ......................................20
Figure 17 - Access Inventory Map (Example) .................21
Figure 18 - Existing and Proposed Traffic Signals and Roundabouts ...........21
Figure 19 - 2020 Speed Limits ..............................................................22
Figure 20 - Severity of Crash ......................................................23
Figure 21- Type of Crash .............................................................23
Figure 22 - Approximate Location of Crashes ...................................................24
Figure 23 - Full Movement Intersection .........................................26
Figure 24 - 3/4 Movement Access ....................26
Figure 25 - Right-in/Right-out Access ..............................27
Figure 26 - Access Elimination ........................................................29
Figure 27 - Access Relocation ........................29
Figure 28 - Access Consolidation ....................................30
Figure 29 - Access Photo Inventory (Example) ...31
Figure 30 - Access Inventory Database (Example) .................................................31
Figure 31 - Auxiliary Lanes for Access Locations ..................................................32
Figure 32 - Subdivision Connections ............................36
Figure 33 - Depth Requirement for Utility Crossings ......................37
Figure 34 - Vehicle Conflict Point Comparison (Source: NCHRP Report 672) .......39
Figure 35 - Pedestrian -Vehicle Conflict Point Comparison (Source: NCHRP Report 672) ....39
Tables
Table 1 -Roadway LOS Definitions 18
Table 2 - Existing Traffic Volumes ..................................19
Table 3 - CDOT Roadway Design Guide (Table 3-1) ...................................................................29
Table 4 - Accesses by Use Category ..........................30
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Appendices
Appendix A - Study Area
Appendix B - Ultimate Cross -Section
Appendix C - Access Inventory Maps
Appendix D - Access Photo Inventory
Appendix E - Access Inventory Database and Recommendations
Appendix F - Potential Future Traffic Signals and Roundabouts
Appendix G - Proposed Improvements
Appendix H - Speed Limits
Appendix I - Intergovernmental Agreement
Page 15
I Introduction
Project Background and Study Area
Weld County Road 74/East Harmony Road/Collins Street is a key east -west corridor connecting
Interstate 1-25 to the west, to State Highway 392 to the east. In Weld County, the corridor travels
through the incorporated municipalities of Windsor, Severance, and Eaton. This plan will focus on
the approximately 11 -mile section of County Road 74/East Harmony Road/Collins Street between
State Highway 257 to the west, and County Road 39 to the east. This section of the corridor is split
between three jurisdictions; Eaton, Severance and Weld County.
Figure 1 shows the corridor and study area for the County Road 74 Access Control Plan (ACP). The
corridor includes East Harmony Road in Severance, Collins Street in Eaton, and County Road 74 in-
between. This study will look at the County Road 74 Corridor in two segments. Segment 1 includes
the roadway between State Highway 257 to the west and County Road 29 to the east. Segment 2
includes the roadway between County Road 29 to the west and County Road 39 to the east. These
segments have been divided in conjunction with the Growth Management Areas (GMA) of the
municipalities of Severance and Eaton, which meet at County Road 29.
Figure 1 County Road 74 Corridor Study Area
The municipalities of Eaton and Severance have seen relatively large net migration into their
municipal boundaries. According to the Colorado State Demographer's Office, between 2010 and
2018, Eaton and Severance have grown at a rate of 2.9% and 5.8% respectively. Weld County as a
whole, saw a 2.7% growth rate during the same time frame. Recent growth along the corridor has
resulted in an increase in traffic on County Road 74. Looking into the future, traffic volumes are
expected to increase from 100 percent to 600 percent along the corridor by 2045 according to North
Front Range Metropolitan Planning Organization (NFRMPO) modeling data. The additional traffic
will require improvements be made to the corridor in order to ensure that the functional integrity
of the corridor is preserved. A cooperative effort is needed between Weld County, Severance and
Eaton, so that improvements to the corridor are completed in an efficient, cost effective way. Also,
the jurisdictions will need to allow development to occur along the corridor in a manner that will
preserve the roadway and allow for the LOS to be maintained. In order to maintain the functional
integrity of the corridor, Weld County, Severance, and Eaton have adopted this plan, and will follow
the recommendations described within the document.
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Purpose
Access management is a key tool in reducing congestion, preventing crashes and preserving road
capacity. The purpose of this ACP is to maintain and enhance the safety and mobility of the County
Road 74 corridor while also providing reasonable access to adjoining properties. Safety is the main
purpose for evaluating access and developing an ACP, although mobility and access are also
important.
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 on 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
low speeds and a higher 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. One of
the main purposes of this plan is to manage
accesses along County Road 74 in a responsible
way, in order to maintain mobility and safety.
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.
Figure 2Access vs. Mobility
Another important characteristic of the roadway system is reliability, which can be affected by
traffic incidents/accidents, flooding, wind e.g., downed trees, downed powerlines, underground
u tility issues, and other factors. Since County Road 74 runs parallel to State Highway 392 and State
Highway 14, these facilities can serve as an alternative reliever route to the other when reliability
is impacted. The recommended policies and standards established bythis ACP will be implemented
o vertime as development continues, in order to meet the desired safety and mobility outcomes for
the County Road 74 corridor.
In order to achieve the ultimate goals outlined by this plan, a phased approach is necessary. As
growth continues along the corridor, this plan will be utilized to ensure a consistent approach is
u sed throughout the corridor.
Page 17
Process
The County Road 74 ACP was adopted through following efforts:
K -
Vision, Goals,
Purpose, and
Objectives
Draft ACP
Policies
Collect and
Analyze Data
Draft ACP
Public
Involvement
Finalize ACP
K -
Adopt ACP and 2
Finalize IGA
Figure 3 ACP Process
• During this initial phase the ' o icy Advisory Committee
develops the vision. goals. purpose and objectives of
the plan. with the assistance of the Technical Advisory
Committee (TAC).
• The TAC provides technical expertise and will facilitate
the Access Control Plan's (ACP) implementation.
• The TAC prepares draft policies based on the vision.
goals. purpose. and objectives outlined by the Policy
Advisory Committee.
• The TAC collects data and documents existing
conditions along the corridor.
• The TAC analyzes current and future land uses.
current and future traffic volumes. current and
planned infrastructure, traffic accident data. and any
other related data that wilt assist in developing the
ACP.
• The TAC evaluates issues along the corridor and
provides solutions. which will be presented to the
public.
• Public involvement is the way that the project team
interacts with citizens who have an interest in the plan.
• Open house events in Eaton and Severance.
• Input from property owners. business owners.
developers. and other interested parties play a crucial
rote in the successful implementation of the plan.
• During this phase. the TAC takes the public feedback
and incorporates it into the plan.
• The Towns of Eaton and Severance. and Weld County
adopt the ACP and enter into an Intergovernmental
Agreement.
Representatives from the municipalities of Eaton and Severance, and Weld County were
responsible for guiding the study and establishing final recommendations based on the technical
analysis and public input. The group was made up of both elected officials and technical staff. The
elected officials comprised the Policy Advisory Committee that approved the plan's
recommendations. Staff made up the Technical Advisory Committee (TAC), who reviewed and
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analyzed data and input to make recommendations to the Policy Advisory Committee. The group
first met on September 19th, 2019 and continued to meet monthly to develop this plan.
Two public meetings were held during the development of the plan. The two meetings, held in Eaton
and Severance in August of 2020, introduced the ACP and sought input on the corridor vision,
project goals, existing conditions, access location inventory, issues/concerns, and potential
solutions.
The County Road 74 ACP, along with Intergovernmental Agreements (IGA) among the various local
governments were adopted in September of 2020. The IGA binds each jurisdiction into an
agreement to regulate access to portions of the County Road 74 corridor under their jurisdiction in
compliance with this ACP. The IGA is discussed in more detail in Chapter VI, Referrals and ACP
Amendments.
Corridor Vision
The first major step in preparing the ACP was a visioning process to establish a target framework
for the analysis and subsequent policies. Each section of County Road 74 is expected to develop in
a distinct manner regarding the type of development and timing of its implementation. Local
governments are expected to make improvements to County Road 74 to correspond to
development pressure. In many cases, this may include interim improvements that will
accommodate the ultimate cross-section in the future. Interim improvements will be completed
when traffic levels warrant the improvement, but don't yet warrant the ultimate cross-section.
Interim improvements may stay in place for a significant length of time before a section of road is
improved to the ultimate cross-section. Development of the corridor will occur at different levels
as land development and traffic increase.
In order to provide a flexible solution that will accommodate the needs of Weld County, and the
municipalities, two cross -sections have been selected for the corridor. A rural corridor cross-
section, shown in Figure 4, serves as the ultimate configuration for the areas maintained by Weld
County. An urban corridor cross-section, shown in Figure 5, serves as the ultimate configuration
for the areas maintained by the municipalities of Severance and Eaton. As the municipalities
increase their boundaries and take over maintenance of the County's portion of the corridor, the
ultimate cross-section of these areas will change from rural to urban.
The ultimate cross -sections do not set a design standard for County Road 74. Rather, it serves as a
framework for local governments to consider as future roadway improvements occur. The ACP
recognizes that each jurisdiction may have an arterial street standard that differs to some degree
from the corridor vision ultimate cross-section. Implementation policies, discussed in Chapter VI,
provide jurisdictions with the flexibility to improve County Road 74 to their local design standards
along with the responsibility to adhere to the tenants of the corridor vision, which is the urban
cross-section with four travel lanes, median (Center turn lane or median ditch), turn lanes, and
detached sidewalks.
Rural Cross -Section
The rural cross-section serves as the ultimate buildout for the area of County Road 74 between
Severance and Eaton. This configuration includes four travel lanes, two bike lanes, turn lanes, and
detached sidewalks.
ROW
24'-30'
BUFFER
UTLTY. ES MT.
DRAINAGE
I _
SHOULDER
32'
ROADWAY
12' Di_ `as. 12'
TRAVEL LANEITRAVEL LANE
i
Figure 4 Ultimate Cross -Section (Rural)
140'
ROW
16'-28'
MEDIAN
32' _
ROADWAY
24'
12' 12'
TRAVEL LANE TRAVEL LANE
SHOULDER
24'-30'
BUFFER
UTLTY. ES MT.
DRAINAGE
Urban Cross -Section
The urban cross-section serves as the ultimate buildout in the municipalities of Severance and
Eaton. This configuration includes four travel lanes, two bike lanes, turn lanes, streetscape, and
sidewalks. The urban cross-section is to be implemented by the municipalities as new
development occurs along the CR 74 corridor.
14
ADDITIONAL
ROW/
GREENWAY"
1 es
6%8'
SIDE
WALK
101 -
PARKWAY
7' 12'-
5'-7'
BIKE
LANE
12'
TRAVEL
LANE
Figure 5 Ultimate Cross -Section (Urban)
12'—!
1'
IRAvEL
LAN
140'
ROW
16'
LANDCAP
CENTER
MEDIAN
1
'
-1/--1
ED
2'
1'
1 2'
TRAVEL
LANE
/ 17
12'
TRAVEL
LANE
/
T
5'-7'
BIKE
LANE
' 10'
PARKWAY
fi
6'-8'
SIDE
WALK
14'
ADDITIONAL
ROW /
GREENWAY
ti
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COUNTY ROAD
W(it
ACCFS' CONTROL
PLAN
Goats and Objectives
The County Road 74 Coalition coordinated the development of the study's goals and objectives with
the corridor vision and to establish a foundation for recommending the plan implementation
policies discussed in Chapter V, Policies. They include:
Provide safe, effective, and efficient access to County Road 74.
Maintain the functional integrity of the corridor by reducing traffic conflicts and improving
traffic flow.
Promote economic vitality along the corridor by promoting the efficient movement of goods
and people.
Protect infrastructure investments along the corridor.
Coordinate development, improvements, access, design standards, and other issues
among jurisdictions.
Develop a plan that preserves the safety of the corridor by eliminating, relocating,
consolidating, or reconfiguring unsafe accesses.
Limit direct access to the corridor by locating accesses on local and collector roadways
where feasible.
r Clarify policies for access and ensure that private property is entitled to reasonable access
to the corridor.
Identify where future traffic signals/roundabouts may be located.
Provide a plan that can be implemented in phases as funding allows.
Coordinate community project priorities along the corridor.
Support development of alternative modes of transportation and improve safety for
pedestrians and bicyclists who use the corridor.
r
Access Control Strategies
As previously presented, the purpose of an ACP is to improve safety, mobility, and reliability by
managing the number, location, and configuration of access points along a corridor. The reduction
and refinement of access points helps to achieve these objectives while maintaining reasonable
access to adjoining properties. The following access control strategies were considered in the
development of the ACP and are discussed in detail in Chapter IV, Access Recommendations.
r
Elimination - Access points may be removed at unsafe locations, where there are more
than two existing access points for a parcel, or where spacing requirements are not met.
Relocation - Access points may be relocated to meet spacing requirements or align with
other access points. This could include moving access from County Road 74 to an
intersecting side street.
Consolidation /Shared Access - Access points in close proximity may be consolidated into
a single location and/or shared between adjoining developments. This often requires
cooperation between neighboring property owners.
Movement Conversion / Reconfiguration - Allowable vehicular movements at some
existing access points may be reduced to meet safety and mobility objectives. One example
might be a location with full access into and out of a driveway that is reduced to a right -in,
right -out configuration.
111
Existing Condition,
Data Collection, analysis, and documentation of existing conditions is the logical next step in
preparing an ACP. This includes information on land uses, roadway characteristics, access
locations and type/function, environmental considerations, and others.
Growth Management Areas
The GMAs of Eaton and Severance, shown in Figure 6, represents the future limits of development
within each jurisdiction. Eaton and Severance will manage the type, amount, location, density and
other aspects of growth within their GMA as they annex the land areas. The GMA boundaries
represent the future city/town limits after all future annexations are complete. Currently the GMA
boundary for Severance goes from County Road 31 to State Highway 257, along the County Road 74
corridor. The GMA boundary for Eaton goes from County Road 29 to County Road 43 along the
corridor. The area between County Road 29 and County Road 31 is within both GMA boundaries. The
GMA boundaries are subject to change, and until the annexations are completed Weld County will
have jurisdiction.
DMA
Eaton
c prance
15
A
Files
Figure 6 GMAs (2020
Land Use
A key issue for the sustainable development of the County Road 74 corridor is the relationship
between land use and transportation. Just as the amount and location of land development impact
traffic volumes and roadway performance, the transportation system has a strong influence on
how and where land development occurs. Access management is a necessary and important
component in planning for development and transportation improvements on County Road 74.
Understanding the existing types, quantity, and location of land uses along the corridor is a key part
of the ACP preparation process. This plan separates the corridor into two segments based on the
projected future growth areas of Severance and Eaton. The two segments meet at County Road 29
as depicted in Figure 1.
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Segment 1: State Highway 257 to County Road 29
Currently development along the County Road 74 corridor for segment 1 is concentrated to the
Town of Severance. As seen in Figure 7 the corridor in segment 1 falls under the Town of Severance
GMA, with most of the surrounding land annexed bytheTown. Along the corridor the zoning that the
Town shows in their zoning map are Suburban Perimeter, Rural Residential, Town Core, and
Development Nodes.
Legend
� iilte;ia�
EistipC-rOvirti Ma^agemert Area I _
SeaTown Limit
Pa reels
Vlfater Tank I
Streams
Lakes
Schools
Figure 7 Excerpt from Town of Severance Zoning Map
Parcels
Rcads
Latimer County Roads
Developement Node
Rural Residential
Suburban Penmeter
Town Core
A large percentage of the developable land along County Road 74 in segment 1 are either currently
being developed or development has already occurred. Figure 8 show the future land uses along
the County Road 74 corridor in segment 1.
E HARMONY RD
LEGEND
Growth Management Area
Streams
Lakes
Schoots
Parcel
Roads
Town Boundary
Rural Residential
Cons ervation/Agriculture
Suburban Perimeter
Deveiopmert Node
acid Restricted Industrial
Severance
Greenway
Corridor
E Harmony Road an c t st
Street
Corridor Piannmg Areas
Transtt.on
Area Between
Zoning D'stncts
Figure 8Excerpt from Town of Severance Future Land Use Mar
Page 113
Figure 9Excerpt from Town of Eaton Current Land Use Map
Segment 2: County Road 29 to County Road 39
Development along the County Road 74 corridor for segment 2 is concentrated to the Town of Eaton,
with some development falling within unincorporated Weld County. Segment 2 falls within the GMA
of Eaton, however much of the west side of the segment remains unincorporated. Within the Town
of Eaton, which currently extends from County Road 35 to County Road 39 along the County Road
74 corridor, there are several existing land uses outline in Figure 9 below. The town's land use map
shows Residential, Commercial, Industrial, Parks, Public Areas, Agricultural, and Schools along
the County Road 74 corridor.
EX IST ING LAND USE
Residential
Commercial
Industnai
Pubic 8 SenmPub;ic
Agriculture
Yacart Land
Detention Pond E. Park
Goff Course
In Figure 10 you can see that the zoning along the corridor is a mix between Planned Unit
Development, Agricultural, Single Family Residential, Light Density Residential, Medium Density
Residential, Downtown Commercial, and Outdoor Industrial.
R-1
R-2
R-3
R -MU
Residential Districts
R4 Single Family Reddential
R-2 light Density Residential
R-3 Medium Density Residential
R-MtU Reckfenhei Mixed lice
Commercial Districts
C-1
• RUC
C-1 Neighborhood Crxnrnerctai
C•2 Downtown Commercial
Highway Corrvnerc,el
Industrial Districts
I. 1 ',tau Sinai - Indoor•.
I-: Industrial - Ouidcnr . b Scrs-en.-
PUD Planned Unit Develocment
AG Aprtculturei
Figure 10 Excerpt from Town of Eaton Zoning Map
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Roadway Characteristics
As noted previously, roads provide both access to adjoining properties and mobility for people and
goods. The County Road 74 Corridor is a major east -west thorofare, that bisects the municipalities
of Severance and Eaton. County Road 74 is designated by the NFRMPO as a Regionally Significant
Corridor. The municipalities of Severance and Eaton, as well as Weld County recognize the
importance of the corridor, and have classified the road as an Arterial Road on all relevant
transportation documents. For many residents, the corridor serves as a key connection to/from
Interstate 1-25 and Fort Collins/ Timnath to the west, and US Highway 85 to the east. Density
patterns, land use and development trends along the corridor represent several decades of growth
and a variety of development patterns ranging from downtown environments, to sparsely
populated areas, to commercial centers, to suburban development. This growth has resulted in
inconsistently managed access along the corridor.
Segment 1: State Highway 257 to County Road 24
Segment 1 is generally straight with the exception of the two curves that navigate drivers around
Windsor Reservoir, and Woods Lake. The two curved sections of the road have moderate grade
changes, which decreases visibility for drivers. The section of this corridor between County Road
21 and County Road 23 has a somewhat drastic grade change. Sidewalks and bike paths are located
in portions of segment 1 in the Town of Severance.
In segment 1, the majority of the County Road 74 Corridor is within the Town of Severance limits. The
municipalities call out this section of County Road 74 as a Suburban Arterial as well as a Rural
Arterial in their 2015 Transportation Plan. The Plan calls for 100 feet of right-of-way for the roadway
due to its classification. In order to meet the classification standards of the County Road 74 ACP,
this section of the corridor will have 140 feet of future right-of-way. The Town has agreed to
increase this right-of-way classification on County Road 74 for the purpose of consistency.
Legend
Figure 11 Excerpt from 2015 Severance Transportation Plan
S EVE ' Nt
Frarkice
a ri
Rovietti
Lake
St, h e.:da
Roden!
Lcxcr ai
State Highway Rural Arterial '" Proposed / Planned Connection
Suburban Arterial Suburban Connector Growth Management Area
Wee&
Lace
A small section of County Road 74 in segment 1 is under the jurisdiction of Weld County. The County
classifies this section of County Road 74 as Arterial, which requires 140 feet of future right-of-way.
Currently County Road 74 in segment 1 is a 2 -lane interim rural arterial roadway that has several
accesses through the Town of Severance. As development occurs along this corridor, additional
lanes will be required. The ultimate cross-section is a 4 -lane urban arterial.
Page 115
Segment 2: State Highway 257 to County Road 29
Segment 2 is generally straight with a moderate grade changes from just west of County Road 31 to
County Road 35. Sight distance is a concern in this section of the corridor. Sidewalks and bike paths
are located in portions of this section of the corridor, in the Town of Eaton.
In segment 2, a section of the County Road 74 Corridor is within the Town of Eaton limits. The Town
calls out this section of County Road 74 as a Major Arterial in their 2013 Transportation Plan. The
plan calls for 100 feet of right-of-way for the roadway due to its classification. In order to meet the
classification standards of the County Road 74 ACP, this section of the corridor will have 140 feet of
future right-of-way. As with Severance, the Town of Eaton has agreed to increase this right-of-way
classification on County Road 74 for the purpose of consistency.
US Highway anus Collector (2 lanes)
Major Arterial (2 lanes) Local Street (2 lanes)
Minor Arterial (2 lanes) eii...... Future Collector
Figure 12 Excerpt from 2013 Eaton Transportation Plan
A section of County Road 74 in segment 2 is currently under the jurisdiction of Weld County. The
County classifies this section of County Road 74 as Arterial, which requires 140 feet of future right-
of-way.
Connectivity
One of the main considerations when implementing this ACP is the desire to preserve connectivity
in the region. When looking at key east/west roadways in this region, County Road 74 certainly
comes to mind. As stated previously, County Road 74 has been named a Regionally Significant
Corridor by the NFRMPO, which certainly underlines the importance of preserving the functionality
of the road. The need for this corridor is very high now, but in the future as population increases,
this corridor will be crucial to transportation in the region.
Figure 13 shows the importance that this corridor has regarding connectivity. The number and
quality of current east/west roadways in the local area is not ideal. The two closest east/west roads
are County Road 72 and County Road 76. Both of these roads are classified as local, and the surface
type is primarily gravel. These roads do not connect to other roads well, and are not highly
travelled, except by residents that access their homes via these roads. The lack of redundancy in
the east/west road network reduces the ability for traffic to be dispersed as needed. This means
that County Road 74 is extremely important for regional connectivity.
Looking at the north/south connections, there are several high -quality corridors that allow for
redundancy in the road system. It is important to understand that the high number of north/ south
16P age
roads along the corridor can reduce safety. High traffic volumes on these north/south roads makes
intersection safety paramount on County Road 74. Traffic signals or roundabouts at intersections
will need to be installed as traffic increases in order to mitigate the safety concerns.
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Figure 14 show the regional connectivity on the CDOT system. State Highways 14 and 392 provide
alternatives for east/west travel.
Figure 14 Regional Connectivity
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Traffic Counts and Roadway Level of Service (LOS)
Traffic counts were obtained from the 2015 to 2020 timeframe to support the analysis of existing
conditions along the corridor. Traffic volumes are a good indication of roadway LOS on County Road
74. LOS is a concept that assigns a letter grade from A to F to a section of road as shown in Table 1.
It is based on the carrying capacity of a road, which is affected by the number of lanes, presence of
medians and turn lanes, quality of access control, and other factors. Similar to the grading scale
used in classrooms, LOS A indicates free -flow travel speeds in very good operational conditions.
As traffic volumes build, speeds deteriorate, and travel times increase. LOS F indicates failure or
stop -and -go travel at best. Most jurisdictions adopt LOS C or D as the threshold for improving a
facility.
A
DRIVER COMFORT
AVERAGE TRAVEL
SPEED
MANEUVERABILITY
INTERSECTION
DELAY (CONTROL
DELAY PER
VEHICLE, SEC)
ARTERIAL
VOLUME/
CAPACITY RATIO
High
B
High
C F
Some
Tension
Speed Limit Close to Close to
Speed Limit Speed Limit
Almost Only Slightly
Completely Restricted
Unimpeded
Growing
Tension
Some
Slowing
Somewhat Noticeable
Restricted Limited
<10 >10and<20 >20and<35 >35and<55
< 0.6 0.6 - 0.7 0.7 - 0.8
Table 1 Roadway LDS Definitions
0.8 - 0.9
Uncomfortable
Significantly
Slower than
Speed Limit
Extremely
Unstable
>55and<80
0.9 -1.0
Distressed
Significantly
Slower than
Speed Limit
Almost None
> 80
>1.0
On the County Road 74 corridor, existing traffic volumes are highest west of County Road 21. Table
2 summarizes available traffic count data for the corridor and provides an estimate of capacity and
LOS. Traffic volumes are reported in vehicles per day (VPD) for both directions.
18IPage
SECTION OF CR 74
SH 257 - CR 19
CR19-CR21
CR25-CR27
CR27-CR29
CR29-CR31
CR31-CR33
CR33-CR35
ADT
(VPD 2 -WAY)
13,000 -14,000
8,500 - 9,000
4,000 - 4,500
3,500 - 4,000
4,000 - 4,500
5,000 - 5,500
5,000 - 5,500
Table 2 Existing Traffic Volumes
SECTION DESCRIPTION
2 -Lane Rural Arterial
2 -Lane Rural Arterial
2 -Lane Rural Arterial
2 -Lane Rural Arterial
2 -Lane Rural Arterial
2 -Lane Rural Arterial
2 -Lane Rural Arterial
CAPACITY
(VPD 2 -WAY)
12,000
12,000
12,000
12,000
12,000
12,000
12,000
The capacity and LOS information in Table 2 is based on a planning level analysis that is not suitable
for engineering/design level work. As roadway improvements are planned and designed, a
detailed LOS analysis will be conducted based on detailed operations at each intersection and
other factors.
Traffic volumes from a base year of 2015 and future traffic projections from 2045 are represented
in Figures 15 and 16. Traffic volumes along the corridor are expected to increase greatly within this
time frame.
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Figure 152015 Traffic Volumes
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Vehicles Per Day (Approx)
_ <3000 _ <6000 <12000
_ X4000 amb <7500
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Figure 162045 Traffic Projections
Vehicles Per Day (Approx)
≤12000 ain ≤16000 ≤27000
-15000 _ ≤22000
A
2
Miles
Intersection Type and Spacing
The County Road 74 Corridor outlined in this study has over 146 access locations, which are
categorized as follows:
Public Road (Signalized Intersection) - These intersections are at -grade, full movement
public road intersections with a traffic signal. There are three existing signalized
intersections on the corridor.
Public Road (Unsignalized Intersection) - These intersections are full movement, at -grade
intersections with stop control on the side street approaches. These intersections typically
do not have existing acceleration or deceleration lanes.
r Private Accesses - The majority of access locations along the corridor are privately owned
and provide direct access to residences, oil and gas facilities, irrigation ditches, farms, and
other commercial/industrial uses.
Appendix D contains 11 maps showing the types and locations of access points along the County
Road 74 corridor. Figure 17 shows an example of these maps for reference. Appendix E includes
photos taken in 2020 of each access location along the corridor. Figure 30 provides an example of
the photo inventory.
20IPage
vNa t._t moot
0.03 0 05
Figure 17 Access Inventory Map (Example)
County Road 74 Access Control Ran Inventory
Segment 10 of 22
Parcels
EATON
SEtERAVCE
COUNTY ROAD
Acct!. co*Tlloe
►lAM
A
"'EATON
Traffic Signals and Roundabouts
The County Road 74 corridor currently has 3 traffic signals within the study area. Weld County is
constructing two roundabouts on the corridor. These roundabouts will be located at County Roads
31 and 33. Figure 18 shows the locations of the existing signalized intersections, proposed
roundabouts, and locations for future signals or roundabouts. Appendix G includes more detailed
maps regarding traffic signals and roundabouts. Chapter V discusses traffic signal, and
roundabout policy on the corridor in more depth.
ima
0 Future Signal or
Roundabout
ref Manned Roundabout
15
A
Mies
Figure 18 Existing and Proposed Traffic Signals and Roundabouts
Right -of -Way
The term right-of-way has several definitions. In this context, it represents the width of land owned
by the agency or jurisdiction responsible for a given section of road. Right-of-way contains the
road, turn lanes, medians, sidewalks, roadside ditches, landscaped areas, clear zones, and
sometimes land preserved for future roadway expansion. It is often delineated with fences along
each side of the road, which is usually in the middle of the right-of-way.
Existing survey plats and right-of-way records were examined to determine that the existing
right-of-way for most of the corridor outside of the municipalities of Eaton and Severance is 60
feet. Within the two municipalities, the right-of-way varies from approximately 80 to 100 feet.
For future roadway improvements, the right-of-way is specified as 140 feet as shown on the
Corridor Vision ultimate cross-section in Figures 4 and 5 and Appendix B. Future right-of-way
guidelines are discussed in Chapter V, Policies. Local governments are encouraged to begin
acquiring right-of-way along the corridor for preservation.
Speed Limits
Current speed limits on the corridor are between 25 MPH and 55 MPH. Unincorporated portions of
the corridor are set at 55 MPH, whereas the municipalities generally set lower speed limits. Speed
limits are typically set based on a speed study for the speed at which 85 percent of the traffic is
traveling at or below. The methodology assumes that 85 percent of drivers are traveling at a
reasonable and prudent speed. Figure 19 summarizes speed limits on the corridor, and Appendix H
repeats this information in greater detail. Chapter V contains guidance on the application of speed
limits when roadway improvements are made.
Figure 192020 Speed Limits
ad 25 MPH
35 MPH
40 MR -
III 45 MPH
55 MPH
Miles
22IPage
Accident History
Historical accident data is perhaps the best indicator of the location and severity of safety concerns
on the corridor. Crashes are classified as property damage only (PDO), injury accidents, and
fatalities. Crash data allows for a detailed analysis of the number, type, severity, causality, and
other factors. The crash analysis focuses on reducing the injury and fatal accidents first but also
address the causes of accidents at concentrations of PDO crashes.
Based on accident reports for County Road 74 between Highway 257 and County Road 39, between
1/1/2014 and 12/31/2018, there were 113 crashes. A total of 7 fatalities and 56 injuries were reported
in the accident reports for the corridor.
Property Damage Only
Injuries Reported
Fatalities Reported
Figure 20 Se verity of Crash
Weld County plans to install a roundabout on the corridor at the intersections of County Road 31 and
33. The County Road 31 roundabout is planned for construction in the 2024 construction season. The
County Road 33 roundabout is planned for construction in the 2022 construction season.
26%
Figure 21 Type of Crash
Page 123
Overturning (5)
Broadside (20)
Head On (6)
Rear End (29)
Sideswipe (9)
Approach Turn (5)
" Overtaking Turn (2)
Domestic Animal (2)
" Wild Animal (1)
Fixed Object (34)
Figure 22 Approximate Location of Crashes
Fatalities Reported
Injuries Reported
Property Damage Only
Figure 22 shows the approximate location for the crashes that have occurred on the corridor
between 1/1/2014 and 12/31/2018. Property damage only crashes occurred throughout the corridor,
with most of them occurring on the west side of the corridor. Crashes that include an injury
reported occurred throughout the corridor, with most of them at the happening near the
intersections of County Road 74 and County Roads 19, 31 and 35. Also, at the intersection of State
Highway 257 and County Road 74. Most accidents including at least one fatality occurred near the
intersections of County Road 74 and County Road 27 as well as County Road 74 and County Road 29.
Other fatalities on the corridor occurred near the intersection of County Road 33 and County Road
74, as well as two within the Town of Severance.
24IPa g e
III. Access
The County Road 74 corridor has both public and private accesses serving various land uses. Public
accesses include state highways, county roads, and local streets. Private accesses are typically
driveways serving residences, businesses, farms, commercial/industrial operations, and utilities.
This chapter discusses the configuration, operation, and type of access along the corridor; access
control techniques: and an inventory of existing access locations.
Access Configuration and Operation
For the purpose of this ACP, access configurations for intersections are defined as follows:
Full Movement Access Signalized/Roundabout - All potential movements for the access
are allowed, including left -in, left -out, right -in, right out, and through movements if there is
another facility to accept traffic on the opposite side of County Road 74.
Full Movement Access Unsignalized - All potential movements for the access are allowed,
including left -in, left -out, right -in, right out, and through movements if there is another
facility to accept traffic on the opposite side of County Road 74. No signal or roundabout is
feasible in this location.
Three quarter (3/4) Access - This configuration indicates a restrictive movement access
onto County Road 74. Three of the four movements in and out of the access are permitted.
Allowed movements include the left -in, right -in, and the right -out. Prohibited movements
include the left -out and through movements. A raised median would be the ultimate means
of enforcing these restrictions, but an interim measure may involve a raised island at the
driveway.
Right-in/Right-out (RI/R0) Access - This configuration indicates restricted movement
access at County Road 74. Right turn movements in and out of the access are permitted.
Prohibited movements include left -in, left -out, and through movements. A raised median
would be the most appropriate means of enforcing these restrictions, but an interim
measure may involve a raised island at the driveway.
Figure 23 shows a typical full -movement intersection. Figures 24 and 25 present typical
configurations for % movement with restricted north/south left turns and RIRO access with no left
turns allowed, respectively.
Page 125
amt
IIIn
L
Figure 23 Full Movement Intersection
f
/ / i / /1 j-
-J
I
MINNS
7///i
Figure 24 3/4 Movement Access
26IPage
COUNTY ROAD
W(93
ACCESS CONTROL
PLAN
L
/ / /
/ 7
/ /
/ / / / / / 1 / /
/ l
Figure 25 Right-in/Right-out Access
Access Classification
Access classification refers to the land use on the adjoining property that the access serves. The
colored arrow symbols are used on the access inventory maps presented later in this chapter. They
are defined as follows:
•
•
•
X
•
Page 127
Agricultural/Field/Ditch Access -These support farm and ranch operations and are
generally used seasonally during planting and harvesting seasons.
Residential Access - These are typically driveways to residences and multifamily
developments.
Commercial Access - These access locations serve businesses, schools,
government buildings, and utilities such as electric substations.
Oil and Gas/Industrial Access - Oil and gas facilities, including wells, tanks, valve
sites, etc., and industrial buildings are served by this access type.
Multiple Use Access - Shared access occurs where two properties or uses utilize
the same access.
Future Access - Existing parcels with no frontage on a side road and no existing
access on County Road 74 are considered landlocked and will be allowed access in
the future as appropriate and consistent with the ACP. This access type also
includes locations that have been previously approved but not yet constructed.
To Be Closed - Accesses that have been determined to be unnecessary and should
be closed and reclaimed when feasible.
Safety Concern - These accesses have been determined to either have a spacing or
sight distance safety concern. These accesses should be reconfigured or closed as
development occurs.
Accesses with a Sight Distance Safety Concern
The methodology used to determine accesses with a sight distance safety concern is using entering
sight distance calculations. Adequate sight distance is one of the most critical factors when
designing roadways, accesses, and intersections. Limited or obstructed sight distance can lead to
accidents. There are several sight distances to consider when designing a roadway, access, or
intersection. Stopping sight distance is the length of roadway it takes for a driver to bring a vehicle
to a complete stop. Stopping sight distance is measured from the driver's point of view, which is
considered to be 3.5 feet above the road surface, to an object's height of 2 feet. Stopping sight
distance includes the reaction time of the driver and braking distance of the vehicle as well as
roadway grades as seen in Table 3. Additional information regarding reaction time and braking
distance can be found in AASHTO - A Policy on Geometric Design of Highways and Roadways.
DESIGN
SPEED
(MPH)
25
30
35
40
45
50
55
60
65
STOPPING SIGHT DISTANCE PASSING SD
No
Grade
(ft)
155
200
250
305
360
425
495
570
645
% Down Grade
%Up Grade
3 6 9 3 6 9
158 165 173 147 143 140
205 215 227 200 184 179
257 271 287 237 229 222
315 333 354 289 278 269
378 400 427 344 331 320
446 474 507 405 388 375
520 553 593 469 450 433
598 638 686 538 515 495
682 728 785 612 584 561
Table 3 COO TRoadway Design Guide (Table 3-1)
Crest Sag Crest Curve
K K (ft) K
12 26 900 289
19 37 1090 424
29 49 1280 585
44 64 1470 772
61 79 1625 943
84 96 1835 1203
114 115 1985 1407
151 136 2135 1628
193 157 2285 1865
Existing accesses that have been noted as a sight distance safety concern should be addresses
with development, with roadway improvements, or when otherwise feasible.
Accesses with a Snacino Safety Concern
On the County Road 74 Corridor, 660 feet between accesses is a requirement for new accesses.
Existing accesses that do not meet this spacing requirement have been noted as a spacing safety
concern. Existing accesses with this notation should be addressed with development, with
roadway improvements, or when otherwise feasible.
Access Control Techniques
There are several areas along the County Road 74 corridor where existing accesses can be
modified through elimination, reconfiguration, consolidation, and relocation to improve operations
on the corridor. These techniques have unique benefits to improve traffic flow, safety, and reliability
while maintaining adequate access to the adjacent land uses.
Elimination
Access elimination is typically used at locations where a property has more than one access point.
If possible, access to an adjoining property should occur on a side street that intersects County
Road 74. If that is not feasible, each property should have only one access location on County Road
74. Figure 26 provides a graphic representation of the access elimination technique.
28IPage
-
J
EA LB L3
I
0 0 O 0 0 0 O 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0
-*
I
I
I
Figure 26 Access Elimination
Movement Conversion/Reconfiguration
The purpose of access movement conversion, or reconfiguration using raised islands and median
treatments is to eliminate one or more turning movements in order to reduce the number of
conflicts. Examples of restricted movement access include a % movement access or a right-
in/right-out access, shown in Figures 24 and 25 respectively.
Relocatioi
Access relocation is a method that would either align opposite side approaches to create a more
familiar intersection design or move an existing access point to a new location. As development
occurs or as new roads are constructed, many of these direct connection driveways can be closed
at County Road 74 and moved to new roads. This will create better spacing of intersections and
reduce the number of conflict points on the corridor. Figure 27 shows a before and after example of
access relocation.
Figure 27 Access Relocation
Pagt 129
4
eJj L
elr
0
0
0
0
4
4
Consolidation
Access consolidation is used to reduce the number of access points along the corridor. These
locations may exist where adjacent property owners have individual driveways in close proximity
that could be consolidated into a single point to reduce conflicts, improve operations, and maintain
adequate access to all properties. Figure 28 shows a before and after example of an access
consolidation.
her
0
4_1L4 .J L
♦-I
r
= SCI
0 00 0 0 0 0 0 0 0 0 0
-4-
r
0 0 0 0 0 0 0 cit
tom►
1
I
I
I
I
I
I
I
I
Figure 28 Access Consolidation
0
a
a
a
a
a
0
0
eJ t _
4
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
M
0
0
a
a
a
a
a
Access Inventory
The existing access inventory for the County Road 74 corridor consists of three components:
Map -based inventory (Appendix D) that shows the specific locations of existing access
points, their function, where safety concerns exist, and locations recommended for future
closure.
Photo inventory (Appendix E) of each access point as they exist in 2020, and
Access inventory database (Appendix F) with location, description, use, jurisdiction, safety
concerns, recommendations, and other data.
y
The maps and database tables provide guidance for local jurisdictions in planning and designing
future roadway improvements; and the photos serve as a baseline to inform the decision -making
process during future access management efforts. Figures 17, 29, and 30 show examples of the
access maps, photo inventory, and database.
AGRICULTURAL
RESIDENTIAL
COMMERCIAL
OIL AND GAS
MULTIPLE USE
TOTAL
Table 4 Accesses by Use Category
SEVERANCE
7
44
9
2
3
bb
EATON WELD COUNTY
1 17
17 27
22
40
3
4
30'Page
Table 4 summarizes the accesses on County Road 74 by use category, or function. Residential
connections are the most prevalent and are expected to increase as future development occurs
throughout the corridor. As expected, agricultural and commercial uses are high as well.
Anticipated new access locations are indicated on the access inventory maps and database tables
in Appendices D and F. The future roads shown connecting to County Road 74 were identified from
the communities' transportation plans or indicated by Coalition members. They may not be
constructed at the exact location shown on the map, and some may not be built at all depending on
future development patterns and other factors. On the other hand, some of these new accesses are
in the planning stages or already approved. Planning for future roads is important because they
represent opportunities to move driveway access from County Road 74 to the side streets.
Residential and
Agriculture (Field)
Access W-14
Mixed Use
Agriculture (Field) and Oil
& Gas
Figure 29Access Photo Inventory (Example)
ID
IMap#
Address
'Jurisdiction, Usefrype !
Description
Safety Concern
I Recommendations
s-i
i
weld Lount f
Residential
Figure access Access is shown on Rt-3568 plat
Spacing
Itit s is only access to Lot A of RE -3568 Cansctidale with 5-1d constructed Future Access
5-2
1
S236 CR 74
Weld County
Residential
Gated residential access.
Shared access with RE -3568
N-1
2
Weia County
Asirxulttarat
Low use field access-
Spacing
Relocate S-3 to meet spacing requirements
5-3
2
WeldCounty
Agriculturist
Low use ditch/held access
Spacing
Relocate to meet spacing requirements
5-4
2
8612 CR 74 1
WIN County
Residential
Shared residential aoass. Shown on 3rdAmRECX- 326 plat
Spacina/Sigitt Distance
Relocate to tine up with lit/CR Tf 3/4.
N-2
3
Severance
Commercial
Seasonal use sans for reservoir
Sight Distance
S -S
3
Severance
Muth pie Use
Low use access
Sight Distance
5-4
4
9672 CR 74
Senrarco
Residential
Single residence.
Spacing
Consolidate when feasible.
N-3
4
Severance
To 8e Closed
Low use field access
Spacing
Working with Fox Ridge to vacate this access,
N-4
4
9847 CR 74
Severance
Commercial
Heavy use commercial access
Spacing
Commercial access.
N-5
4
9847 CR 74
Severance
Commercial
Heavy use commercial access.
Spacing
Commerial access.
S-7
4
3 Timber Ridge Parkway
Severance
Commercial
Right in access with no exibng traffic
Spacing
N-6
S
10435 CR 74
Severance
Residential
Shared residential access
Spatting
Relocate to meet spacing requirements
5-8
5
10550 CR 74
Severance
Residential
Single residence.
Spacing
Consolidate when feasible -
5 -9
5
10564 CR 74
Severance
Residential
Single residence.
Spacing
Consolidate when feasible
N-7
6
Severance
Agricultural
Low used field access.ShowonRECX18-0146 plat
Spacing
N-8
6
10609 CR 74
Severance
Residential
Single residence
- --
Spacing
Consolidate when feasible.
N-9
6
10621 CR 74
Severance
Residential
Single residence.
Spacing
Consolidate when feasible
N -l0
6
10845 CR 74
Severance
Commercial
Low use cottmmercial access.
Spacing
Consolidate with N all when feasible
Figure 30Access Inventory Database (Example)
Pays 131
Access Requirements
Access Spacing
On arterial roads, 660 feet between accesses is a commonly accepted distance between access
points to maintain safety. Where driveways onto County Road 74 are permitted, the Coalition
therefore agreed they should be separated by a minimum of 660 feet (one -eighth mile) from the
n earest driveway or intersection. This distance is measured from the centerline of the access to
the centerline of the nearest access or intersection.
New road connections should be spaced 1,320 feet (one -quarter mile). This reduces the number of
potential future accesses onto County Road 74 and allows room for future installation of auxiliary
lanes (acceleration and deceleration), if necessary. New road connections should be located on
lower classified roads when possible. More information on access spacing is presented in Chapter
V, Policies.
Sight Distance
There are existing accesses on the corridor that are a safety concern due to sight distance
o bstructions. Accesses should be located so the view of oncoming traffic is not obstructed by hills
o r curves in the road. These accesses can be made safer either by relocating the access or by
addressing the curvature of the road when it is reconstructed, which often requires more right-of-
way than would typically be required. More information is available in the "Access type" section of
this chapter.
Backing onto the Road
Driveways that require motorists to back onto the road to exit their property are a safety concern
as well. Where these accesses cannot be eliminated, they should be redesigned to allow motorists
to turn around on -site.
Gated Accesses
Gated accesses should have the gate located far enough off the roadway so that the longest vehicle
u sing the access, including trailers, can completely clear the roadway when the gate is closed. A
minimum distance of 35 feet from the gate to the edge of the road surface is recommended. Future
e xpansion of the road should also be taken into account when installing gates so they will not need
to be relocated when the widening occurs.
Auxiliary Lanec
New developments projected to add more traffic onto County Road 74 may be required to install
auxiliary lanes to allow turning vehicles to slow down or accelerate without impeding the flow of
traffic in the travel lanes. Depending on the projected turning movement numbers, one, two, or all
three of the auxiliary lanes shown in Figure 31 may be required. In some cases, an acceleration lane
for vehicles turning left from the access onto the primary road may also be necessary, especially
at locations with truck traffic.
REDIRECT TAPERS
oss
REDIRECT
DECELERATION LANE
DECELERATION LANE u;CE: EPAPAN LANE
TRANSITION TAPERS
TRANSITION TAPERS.f
Figure 31 Auxiliary Lanes for Access Locations
32IPage
Auxiliary lanes maintain the safety, traffic flow, and operation of a roadway or access. Auxiliary
lanes are required when unique location factors exist such as roadway speed and traffic density,
access volume, the volume of commercial trucks, the influence of nearby accesses, existing
auxiliary lanes close to the proposed access, nearby traffic control devices, available stopping
sight distance, and other topographic or roadway design factors. When applicable, the access
permit holder is responsible for design, installation, any right-of-way acquisition needed to
accommodate the required lane width. Required auxiliary turn lanes must be installed according
to the following traffic triggers:
1. A left deceleration lane with storage length plus taper length is required for any access with a
projected peak hour left ingress turning volume greater than ten (10) vehicles per hour (vph). The
design elements for a left turn lane are the taper length, lane length, and storage length which in
combination make up the left turn lane.
2. A right deceleration lane with storage length plus taper length is required for any access with a
projected peak hour right ingress turning volume greater than twenty-five (25) vph. The design
elements for right turn and deceleration lanes are the approach taper, lane length, and storage
length —which in combination make up the right turn lane.
3. A right turn acceleration lane with taper is required for any access with a projected peak hour
right turning volume greater than fifty (50) vph and a single through lane in the direction of the right
turn. The design elements for a right acceleration lane are the transition taper and acceleration
length
4. A left turn acceleration lane with transition taper may be required if it would benefit the safety
and operation of the roadway. A left turn acceleration lane is generally not required when the
acceleration lane would interfere with the left turn ingress movements to any other access.
Further auxiliary lane design criteria can be found in the Weld County Engineering and
Construction Guidelines.
Auxiliary lanes must be designed using the CDOT Highway Access Code. Auxiliary lane lengths
must meet the minimum requirements outlined in the CDOT Highway Access Code. The category
for County Road 74 is R -B Rural Highway.
Page 133
IV. Access Recommendations
The access inventory database previously introduced as Appendix F contains recommendations
for future access management efforts in addition to the existing conditions data and safety
concerns. The recommendations are based on concerns identified in the safety analysis and
current lot configurations. If adjacent lots are consolidated or re -platted for redevelopment,
access control techniques should be applied where necessary to meet spacing and sight distance
requirements.
It is important to note that the access recommendations are guidelines for future consideration and
not a definitive set of requirements. They are intended to be used by developers, landowners, staff,
and elected officials as a guide for future actions to reduce the number of access locations on the
corridor and to ensure each access meets safety spacing and sight distance criteria. In many cases,
there may be more than one potential action that could be taken. Changes to the access on one
property can affect the possible changes on adjacent properties, making the process of
determining a best course of action more complicated.
34IPa g e
V. Policies
The following policies were established by the County Road 74 Coalition for the ACP. If there is a
conflict between these policies and those of an agency or local government, the more restrictive
shall apply.
New Access Policy
Additional Access - Only new accesses that comply with the ACP criteria shall be permitted.
No new accesses to County Road 74 that do not comply with the ACP criteria shall be
permitted from existing legal parcels unless approved through the ACP amendment
process in accordance with provisions in Chapter VI, Referrals and ACP Amendments. New
lots shall share accesses where feasible in order to minimize the number of additional
accesses. New access locations must meet spacing requirements and should not interfere
with the location, planning, and operation of the general street system or access to nearby
properties.
New Accesses to be located on Side Roads - New access onto County Road 74 shall not be
permitted if access to a lower classified road is feasible. The proposed new access must
meet spacing requirements and should not interfere with the location, planning, and
o peration of the general street system or access to nearby properties. For example, if a
proposed access to County Road 74 could meet spacing requirements but access to a lower
classified road is feasible, then the new access is to be located on the lower classified road.
Access Spacing - No new full -movement access shall be permitted within 660 feet of an
e xisting access or intersection, as measured from the centerline of accesses and/or
streets. Minimum spacing shall not apply to gated accesses for emergency vehicles,
restricted accesses (for example, right-in/right-out), or future accesses depicted on the
access inventory maps.
Access with Safety Concerns Policy
Accesses with safety concerns, as indicated on the access inventory maps in Appendix D and the
access inventory tables with recommendations in Appendix F, shall be eliminated, relocated,
consolidated, or reconfigured when development occurs, with change of use, or when the road is
widened: whichever occurs first.
Change of Use Policy
Existing accesses shall be restricted to the current use category identified in the access inventory
maps and database in Appendices D and F, respectively. Change of use of the property/access will
require the existing access to be brought into compliance with spacing and sight distance criteria
o r eliminated. Change of use is defined as a use substantially different from the previous use of a
building or land.
Road Spacing Policy
No new public road shall intersect with County Road 74 unless the new road is constructed to the
applicable jurisdiction's road standard and it is located at least one -quarter mile from any other
e xisting public road(s) intersecting County Road 74. However, where there are existing roads on
Page 135
one side of the street, it is more important for streets on the other side to align with existing roads
than to meet the minimum spacing.
If accesses exist within 660 feet of a new road, such existing accesses shall be eliminated,
relocated, or converted to right-in/right-out movement by installation of a median or similar type
of improvement to ensure the safety and integrity of the corridor is maintained.
Jurisdictions should require new subdivisions to include street connections to existing and future
abutting developments where possible as shown in Figure 32. This will keep some traffic on local
roads and reduce traffic on County Road 74.
Figure 32 Subdivision Connections
Right -of -Way Policy
The ultimate future right-of-way width of County Road 74 shall generally be 140 feet along the
corridor. The municipalities of Severance and Eaton have identified constraints along the corridor
that make road expansion difficult. The right-of-way in these areas shall still be acquired as
development occurs.
For new developments, redevelopment, or changes in land use, the appropriate jurisdiction shall
obtain additional right-of-way as necessary to meet the 140 -foot requirements identified on the
ultimate cross-section of the Corridor Vision (see Appendix B). New developments and
redevelopment projects shall dedicate additional right-of-way as necessary to meet these width
requirements as long as the dedication is in proportion to the development. Exceptions may be
made for smaller scale development such as recorded exemptions, which may reserve rather than
dedicate future right-of-way.
Setbacks for new structures should be measured from the ultimate future right-of-way to ensure
buildings will be an appropriate distance from the widened road.
Speed Limit Policy
Posted speed limits on County Road 74 should remain as they are now unless a jurisdiction
provides a valid safety reason for speed limits to be altered in accordance with the Manual on
Uniform Traffic Control Devices (MUTCD), Colorado Revised Statutes (CRS) 42-4-1102 with a traffic
investigation, and/or a speed study. Generally, speed limits in unincorporated and undeveloped
areas should be 55 mph. Speed limits may be lower within city limits, but jurisdictions should
maintain consistency throughout the corridor to the extent possible to reduce driver confusion.
36IPa g e
Weight Limits /Truck Route Policy
Local jurisdictions along the corridor have the authority to prohibit trucks and commercial vehicles
from the portion of the corridor under their authority per CRS 42-4-106(3). Local deliveries shall be
e xempt from any such weight limits. During a declared emergency or closure of SH 392 or SH 14,
weight limits may be suspended.
Where weight limits or truck restrictions are enacted along the corridor, it is the policy of the
County Road 74 ACP that an alternative truck/haul route be established and approved by the
agency having jurisdiction in accordance with CRS 42-4-106(3). Future alternative haul routes
must be approved by at least two of the three entities that make up the County Road 74 Coalition.
Functional Classification Policy
County Road 74 is considered to be an arterial road. If an entity wishes to change the functional
classification of any portion of County Road 74 to a classification other than arterial, it must first be
approved through the ACP amendment process described in Chapter VI: Referrals and ACP
Amendments.
Road Cut and Boring Policy
In order to preserve the integrity of the road surface, the general policy of the entities is that road
cuts will not be allowed in any section of road that has been reconstructed with concrete pavement
after adoption of this ACP. Any road cut that may be allowed must include the reconstruction of the
affected roadway section to meet design standard to which the road was constructed.
All utility crossings shall be bored under the road to the extents of the future County Road 74 right-
o f-way limits. The zone for typical dry utilities (e.g., electric, phone, fiber, cable) is 3 to 5 feet below
the lowest point in the right-of-way (e.g., roadside ditch flowline elevation). The zone for wet
u tilities (e.g., water, sewer) is 7 to 10 feet deep. Oil and gas lines must be at least 10 feet below the
lowest point in the right-of-way. Figure 33 shows these depth requirements graphically. Municipal
u tilities may deviate from these requirements per the standards and regulations of the applicable
jurisdiction.
ROADWAY
10'
>10'
LOWEST POINT
IN ROW
WET UTILITY
ZONE (7' - 10')
DRY UTILITY
ZONE (3' - 5')
TYPICAL ROADWAY SECTION
NOT TO $CAll
Tht
OIL AND GAS
ZONE (>10')
Figure 33 Depth Requirement for Utility Crossings
Page 137
Level of Service (LOS) Policy
Weld County will endeavor to maintain the unincorporated section of County Road 74 at a LOS "C"
or better. Within the municipalities, jurisdictions shall endeavor to maintain their respective
sections of County Road 74 at a LOS "D" or better. Developments projected to result in traffic
generation that would reduce the existing LOS below these standards should be required to install
improvements to mitigate the impacts and ensure the minimum LOS is maintained. Road impact
fees may be paid by the development in lieu of construction of mitigating improvements. LOS
categories were presented previously in Table 1.
Full Intersection Control (Traffic Signal/Roundabout) Policy
Future traffic signals or roundabouts should only be installed at major intersections shown on the
maps in Appendix G, Potential Future Traffic Signals and Roundabouts. If a signal or roundabout is
warranted outside of the 1 -mile spacing, a modification to this ACP is required. New signal or
roundabout installations must meet warrants in accordance with the MUTCD. The local
jurisdictions will work together to coordinate signal location and timing.
When a signalized
intersection is warranted
on County Road 74, a
cost -benefit analysis is
recommended to
determine if a
roundabout would be
more suitable than a
traffic signal in
maintaining/enhancing
mobility and safety on the
MCJc
---
pr-ROW
AW2i MOW +C --*0a' 4:ry •AW2}
I'37
rw
Pr -ROW
pr -ROB
PROPOSED ROW
AREA - 1.46 ACRES
pr -ROW
corridor. The analysis should include future maintenance and life expectancy considerations for
the potential improvements. The decision to implement one or the other may be based on several
factors in addition to a cost -benefit analysis. Where roundabouts are installed, they should be
lighted and include roll-over truck aprons on the center circle and should be sized to accommodate
trucks and farm equipment. A minimum radius of 65 feet to the inside of the travel way and 16 -foot
travel lanes are recommended. As seen in Figures 35 and 36, roundabouts provide fewer conflict
points, and are recommended over traffic signals in locations where they are determined to be a
feasible solution.
38IPa g e
Figure 34 Vehicle Conflict Point Comparison (Source: NCHRP Report 672)
f•
Right turn on green conflict
Red light running conflict
Left turn on green conflict
Red light running or right turn on red conflict
Figure 34 Pedestrian -Vehicle Conflict Point Comparison (Source.' NCHRP Report 672)
Page 139
VI. Referrals and ACP Amendments
Referrals
As part of the County Road 74 ACP adoption, each participating jurisdiction has signed onto an
Intergovernmental Agreement (IGA) governing the implementation of and amendments to the plan.
The IGA is included as Appendix I.
The parties will be responsible for enforcing the ACP in their respective jurisdictions. However, in
o rder to continue the cooperative spirit of the ACP process after its adoption, each entity will notify
the others, by email, of proposed developments adjacent to County Road 74 within its jurisdiction,
such as re -zonings, subdivisions, special use permits, site plan reviews, and access permits. Each
e ntity will also notify the other ACP members of planned road improvements, such as road
widenings and installation of traffic signals and/or roundabouts. Such notifications should provide
the other entities an opportunity to comment, usually within a ten -working -day timeframe, but do
n ot transfer any responsibility for approvals from the entity with jurisdiction.
Where a question of interpretation of the ACP arises, the parties may wish to meet to discuss the
provision in question to maintain consistency. The entities should also hold a meeting at least
annually to update the others on upcoming and recent actions relating to County Road 74.
ACP Amendments
The following process shall be followed for amending the ACP:
1. Proposed amendments shall be submitted to Weld County Public Works by one of the
e ntities participating in this ACP. The submittal request shall include a written description
o f the proposed amendment to the ACP, justification for the amendment, and supporting
traffic analysis performed by a licensed Colorado Professional Engineer.
2. Weld County Public Works will schedule a County Road 74 Policy Committee meeting during
which proposed amendments shall be considered. The Policy Committee shall consist of
o ne representative from each entity with each entity receiving one vote. Each
representative will provide a vote of support or denial on behalf of their entity. The
submitting entity will be given an opportunity to present its request and answer questions.
3. The Policy Committee will review the submittal for consistency with the ACP.
4. At least two of the three entities must vote in favor of the proposed amendment for it to take
effect. Proxy votes will not be allowed.
401 Page
New, Contract „Request .r
`, Entity Intatanatiort
! Entity Name*
I WELD COUNTY PUBLIC WORKS
1
Contract Name*
COUNTY ROAD 74 ACP AND IGA
Contract Status
CTB REVIEW
Entity ID*
@00022699
❑ New Entity?
Contract ID
4267
Contract Lead*
EPI NKHAM
Contract Lead Email
epinkham@co.weld co us
Parent Contract ID
Requires Board Approval
YES
Department Project #
Contract Description*
COUNTY ROAD 74 ACCESS CONTROL PLAN WITH IGA WITH TOWNS OF SEVERANCE AND EATON.
Contract Description 2
Contract Type*
AGREEMENT
Amount*
5000
Renewable*
NO
Automatic Renewal
Grant
IGA
Department
PUBLIC WORKS
Department Email
CM-
PublicWorks@weldgov corn
Department Head Email
CM-PublicWorks-
DeptHead@weldgov.com
County Attorney
GENERAL COUNTY
ATTORNEY EMAIL
County Attorney Email
CM-
COUNTYATTO RN EY@WELDG
OV.COM
If this is a renewal enter previous Contract ID
If this is part of a MSA enter MSA Contract ID
Requested BOCC Agenda
Date*
11/25/2020
Due Date
11/21/2020
Will a work session with BOCC be required?*
NO
Does Contract require Purchasing Dept. to be included?
Note the Previous Contract Number and Master Services Agreement Number should be left blank if those contracts are not in
On Base
Effective Date
Renewal Date
Review Date*
11/14/2031
{
Termination Notice Period
Committed Delivery Date
Expiration Date*
11/22/2028
Contact Information
Contact Info
Contact Name Contact Type
Purchasing _
Contact Email
Contact Phone 1
Purchasing Approver Purchasing Approved Date
Approval Process,
Department Head
JAY MCDONALD
DH Approved Date
111/23/2020
,Final Approval
BOCC Approved
BOCC Signed Date
BOCC Agenda Date
12/02/2020
Originator
EPINKHAM
Finance Approver
CHRIS D'OV1D1O
Legal Counsel
BOB CHOATE
Contact Phone 2
Finance Approved Date Legal Counsel Approved Date
11/23/2020 11/24/2020
Tyler Ref #
AG 120220
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