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HomeMy WebLinkAbout09/15/201111 1( City of W heat Midge PLANNING COMMISSION AGENDA September 15, 2011 Notice is hereby given of a Public Meeting to be held before the City of Wheat Ridge Planning Commission on September 15, 2011, at 7:00 p.m., in the City Council Chambers of the Municipal Building, 7500 West 29th Avenue, Wheat Ridge, Colorado. Individuals with disabilities are encouraged to participate in all public meetings sponsored by the City of Wheat Ridge. Call Heather Geyer, Public Information Officer at 303 -235 -2826 at least one week in advance of a meeting if you are interested in participating and need inclusion assistance. 1. CALL THE MEETING TO ORDER 2. ROLL CALL OF MEMBERS 3. PLEDGE OF ALLEGIANCE 4. APPROVE THE ORDER OF THE AGENDA (Items of new and old business may be recommended for placement on the agenda.) 5. APPROVAL OF MINUTES — September 1, 2011 6. PUBLIC FORUM (This is the time for any person to speak on any subject not appearing on the agenda. Public comments may be limited to 3 minutes.) 7. PUBLIC HEARINGS A. Case No. WPA- 11 -01 A resolution recommending adoption of the 38 Avenue Corridor Plan and by such adoption, amending the Wheat Ridge Comprehensive Plan. 8. ADJOURNMENT X 4 1( City of i�9� Wh6atRjdge PLANNING COMMISSION Minutes of Meeting September 1, 2011 1 2. 3. 4. 5. CALL THE MEETING TO ORDER The meeting was called to order by Chair BUCKNAM at 7:00 p.m. in the City Council Chambers of the Municipal Building, 7500 West 29` Avenue, Wheat Ridge, Colorado. ROLL CALL OF MEMBERS Commission Members Present: Commission Members Absent: Alan Bucknam Tracy Guildner Dick Matthews Scott Ohm George Pond Anne Brinkman Marc >Dietrick Steve Timms Staff Members Present: Ken Johnstone, Community Development Director Tim Paranto, Public Works Director Ann Lazzeri, Recording Secretary PLEDGE OF ALLEGIANCE APPROVE THE ORDER OF THE AGENDA It was moved by Commissioner MATTHEWS and seconded by Commissioner OHM to approve the order of the agenda. The motion carried 5 -0. APPROVAL OF MINUTES — August 4, 2011 It was moved by Commissioner MATTHEWS and seconded by Commissioner GUILDNER to approve the minutes of August 4, 2011 as presented. The motion carried 5 -0. Planning Commission Minutes 1 September 1, 2011 6. PUBLIC FORUM No members of the public were present. 7. PUBLIC HEARINGS A. Case No. ZOA -11 -08 — An ordinance amending the Wheat Ridge Code of Laws Ken Johnstone reviewed the staff report for this case. The proposed ordinance requires that all requests for disconnection (de- annexation) of real property from the City shall follow all required statutory rules and additionally, no such disconnection can be initiated or completed unless City Council first adopts an ordinance approving such disconnection. Following questions and discussion by the Commission, it was moved by Commissioner POND and seconded by Commissioner MATTHEWS to recommend approval of Case No. ZOA- 11-08, an ordinance amending the Wheat Ridge Code of Laws concerning annexation of real property into the city. The motion carried 5 -0 B. Case No. ZOA -11 -07 - An ordinance concerning appeals from decisions of the Director of Public Works. Ken Johnstone reviewed the staff report for this case. The intent of the ordinance is to give private property owners the right to appeal decisions of the Public Works Director which are made after a'project has been through any required Planning Commission and City Council approval. Those appeals would be made to the Board of Adjustment. Following questions and discussion by the Commission, it was moved by Commissioner MATTHEWS and seconded by Commissioner OHM to recommend approval of Case No. ZOA- 11 -07, an ordinance amending Code Section 26-115 concerning appeals of decisions of the Director of Public Works. The motion carried 5 -0. C. Case No. ZOA -11 -09 — An ordinance concerning grading and fill permits. Tim Paranto reviewed the staff report for this case. This is one of four proposed code amendments prepared by the City Attorney and Public Works Department. The proposed amendment deals with grading and fill requirements. Commissioner POND noted that subsection 3 (Bond) should be corrected to reflect twenty thousand dollars rather than five thousand dollars. Planning Commission Minutes 2 September 1, 2011 Commissioner MATTHEWS complimented staff for streamlining the process to make it possible for people to more easily invest in their properties. Commissioner BUCKNAM agreed with Commissioner MATTHEWS. The streamlining makes things easier for property owners and still maintains standards regarding erosion control, etc. It was moved by Commissioner MATTHEWS and seconded by Commissioner GUILDNER to recommend approval of Case No. ZOA- 11 -09, an ordinance amending Code Section 26 -623 concerning grading and fill permits with the correction offered by Commissioner POND. The motion carried 5 -0. D. Case No. ZOA -11 -10 — An ordinance concerning land use document submittals. Tim Paranto reviewed the staff report for this case. The proposed amendment concerns land use document submittals. It was moved by Commissioner OHM and seconded by Commissioner MATTHEWS to recommend approval of Case No. ZOA- 11 -10, an ordinance amending Code Section 26 -111, Section 26 -403 and - Section 26 -407 concerning land use document submittals. The motion carried 5 -0. E. Case No. ZOA- 11 -11 An ordinance concerning required public improvements associated with subdivisions. Tim Paranto reviewed the staff report for this case. The proposed amendment concerns required public improvements associated with subdivisions. Commissioner MATTHEWS suggested that language in Section 8 be reworded to make it read more easily. Mr. Paranto agreed and will re -craft the language. It was moved by Commissioner MATTHEWS and seconded by Commissioner POND to recommend approval of Case No. ZOA- 11 -11, an ordinance amending Code Section 26 -412 concerning required public improvements' associated with subdivisions, subject to word crafting as suggested. The motion carried 5 -0. 8. OTHER MATTERS A. 38 Avenue Corridor Plan Update — Ken Johnstone reported the draft plan will be ready for public hearing on September 15. Planning Commission Minutes 3 September 1, 2011 9. ADJOURNMENT It was moved by Commissioner MATTHEWS and seconded by Commissioner POND to adjourn the meeting at 7:56 p.m. The motion carried 5 -0. Alan Bucknam, Chair Planning Commission Minutes 4 September 1, 2011 , I City of 0 Wheatlidge PLANNING COMMISSION COMMUNrry DEVELOPMENT LEGISLATIVE ITEM STAFF REPORT MEETING DATE: September 15, 2011 TITLE: RESOLUTION 02 -2011, A RESOLUTION RECOMMENDING ADOPTION OF THE 38 AVENUE CORRIDOR PLAN AS AN AMENDMENT TO THE WHEAT RIDGE COMPREHENSIVE PLAN AND FORWARDING SAID RECOMMENDATION TO THE WHEAT RIDGE CITY COUNCIL CASE NO. WPA -11 -o1 ® PUBLIC HEARING ❑ CODE CHANGE ORDINANCE ® RESOLUTION Case Managers: Sally Payne and Sarah Showalter Date of Preparation: September 8, 2011 SUMMARY: 38 Avenue between Wadsworth and Sheridan is one of five priority areas for reinvestment and revitalization in the City's Comprehensive Plan, Envision Wheat Ridge, and the City's Economic Development Strategic Plan. Envision Wheat Ridge recommended the City develop a specific corridor plan for 38 Avenue. The attached resolution recommends adoption of the 38 Avenue Corridor Plan. The corridor plan establishes a vision for the future of the street and includes specific recommendations and implementation steps to guide its revitalization in the following two decades. The plan was developed based on extensive public outreach, including input from a stakeholder committee and three community input sessions. Notice for this public hearing was provided as required by the Code of Laws. BACKGROUND 38 Avenue between Wadsworth and Sheridan is identified in the City's adopted plans as one of five priority areas for reinvestment and revitalization. Envision Wheat Ridge recommended the City develop a specific corridor plan for 38 Avenue. Wheat Ridge 2020 (WR2020) has a strategic plan that also places a high priority on 38 Avenue. In late 2009 they commissioned a market study and revitalization assessment of 38 Avenue from the Department of Local Affairs (DOLA) and Downtown Colorado Inc. (DCI). The final Community Revitalization Report (CRP) recommended developing a more detailed vision for the street through a corridor plan. The CRP report also suggested that the City consider the potential reduction of thru- lanes in order to improve pedestrian and bicycle access and safety. In August 2010 City Council approved a supplemental budget appropriation for the purpose of hiring consultants with expertise in conducting traffic and roadway design analysis in conjunction with WPA- 11 -01/ 38`" Avenue Corridor Plan development of a 38' Avenue Corridor Plan. In December 2010, Entelechy Design was hired to assist the City with the necessary studies and analysis for a corridor plan. Since that time, City staff has worked closely with the consultant team on the development of the plan. Planning Process and Public Outreach Participation from property and business owners as well as residents in close proximity to the corridor was critical throughout the planning process. To ensure participation from these groups, a Mayoral- appointed Stakeholder Committee was formed. In addition to property owners, businesses and residents, the Stakeholder Committee included members of City Council and Planning Commission as well as other partners in the community such as WR2020, Exempla Lutheran Hospital, Jefferson County School District and LiveWell Wheat Ridge. The stakeholder committee met four times throughout the planning process and provided input on each phase of the plan formation, including visioning, evaluation of alternative roadway designs, and the identification of implementation strategies. In addition to the Stakeholder Committee meetings, there were three public meetings during the planning process. The first public meeting was held on March 15'' with approximately 70 people attending. The focus of this meeting was to seek input on what the future character of 38 Avenue should be and to form a vision for the corridor. At the second public meeting, held in May, participants evaluated different options for a potential road diet, in which two lanes of thru - traffic (one in each direction) would be removed from the street. Participants voted on how they would like to use the extra room created by the removal of the two lanes. Three options were presented: (1) enhanced sidewalks /amenity zones, (2) on- street parking, or (3) bike lanes. Because there is not enough room within the public right -of -way to gain all three features, participants ranked what they most preferred. Sidewalks and amenity zones were ranked the highest. On- street parking ranked second, and bike lanes ranked third. Overall, meeting attendees expressed support for the road diet concept. While some participants expressed concerns about maintaining adequate vehicular flow and enough parking on the corridor, most participants liked the idea since it could bring many benefits to the street, including greater safety and an enhanced pedestrian environment. City staff and the consultant team used the input from the second public meeting to create the recommendations for a road diet that are found in the plan. At the final public meeting, which was held in August, there was a presentation on the draft plan. After the presentation, city staff and the consultant team hosted an open house in which attendees could learn more about important topics in the plan, including the road diet and implementation strategies. Public outreach for the plan included a mailing list of over 600 properties, composed of all owners on the street as well as any property owner /resident within roughly 300 feet of the corridor. In addition to a mailing prior to each public meeting, the City announced the meetings on the City website and on Channel 8. City staff also maintained a webpage specific to the plan. This webpage, part of the City's website, had meeting dates and information on the plan, including presentations and notes from the public meetings. STATEMENT OF THE ISSUES: The final draft of the 38"' Avenue Corridor Plan contains the following vision for 38 Avenue: "West 38th Avenue between Sheridan and Wadsworth is a safe, vibrant and diverse corridor in Wheat Ridge with a strong identity and robust commercial and residential markets. The corridor has identifiable sub - districts with its Main Street being a source of community pride and a primary destination for city WPA -I 1- 01/38"' Avenue Corridor Plan 2 residents and visitors. In the year 2030, people of all ages and abilities live, work, learn, shop, and play along 38th Avenue." This vision for the corridor also entails dividing the 1.5 -mile stretch of the street into four sub - districts: Main Street, the Residential District, the Sheridan Commercial District, and Wadsworth Town Center. Please see pages 31 -33 of the plan document for a map and more information on the four proposed sub - districts. The vision statement, created from the input of the stakeholder committee and the public, led to four guiding principles that form the basis for the plan's recommendations: (1) Identity: Redevelop 38 Avenue with a strong identity as Wheat Ridge's Main Street. (2) Vitality: Promote economic and real estate vitality and healthy living. (3) Appeal: Create an attractive, comfortable, inviting atmosphere. (4) Mobility: Develop a complete street that better accommodates pedestrians, cyclists, and transit riders while maintaining adequate vehicular access and parking. The vision and four guiding principles inform the many recommendations contained in the plan. A brief summary of the major recommendations follows. Road Diet The term "road diet" is used to describe the removal of one or more traffic lanes from a street. The CRP report commissioned by WR2020 recommended a possible road diet for 38 Avenue since the street is built to carry more cars than it currently does. The report noted that the room gained from removal of one traffic lane in each direction could be utilized to improve the image and safety of the street, making it more pedestrian- friendly. A road diet traffic analysis conducted early in the planning process found that removal of one thru -lane in each direction, resulting in a 3 -lane section with one center turn lane, would have little effect on traffic flow. The analysis found minimal impact on travel time, level of service (a common measurement of traffic flow /operation), or potential diversion to other routes, even after increasing the number of cars on the street by 15% higher than what it is today. Because the traffic analysis yielded a positive outcome, a road diet is recommended for the street since it is anticipated to bring many benefits to 38 Avenue, including: • Increased pedestrian safety • An enhanced image and identity for the corridor, especially in the Main Street sub - district • Slower traffic speeds • The ability to add on- street parking • Increased sales revenue and/or property values for properties along the street In the short term, the proposed strategy is to pursue a "retrofit" road diet for the Main Street and Residential Sub - districts, which would entail restriping the street to a 3 -lane section, but not relocating any curbs. In the longer term, Main Street would be fully reconstructed to a permanent 3 -lane section. For more detailed information on the proposed road diet, please see pages 39 -52 of the plan document. Land Use and Urban Design While changes to the roadway design are important, the successful revitalization of 38 Avenue also depends on improvements to the design and uses along the street. The land use and urban design recommendations, detailed on pages 53 -59, focus on promoting high - quality, mixed use redevelopment and WPA- 11- 01/38` Avenue Corridor Plan enhancing the image of the street with comprehensive streetscape improvements. The Main Street sub- district is proposed to be the heart of the corridor and thus has the most recommendations. Key recommendations for land use and urban design include: • Implementing new mixed use zoning for the entire corridor • Developing and implementing a comprehensive streetscape design for the corridor that unites the street but also emphasizes the different sub - districts. The streetscape improvements (built in 2001 by the City) between Harlan and Sheridan would remain. • Encouraging location of a civic center on 38` Avenue within the Main Street sub - district Economic Development The plan also contains recommendations that are intended to guide the economic revitalization of the street. These recommendations, contained on pages 61 -63, hinge on improving existing businesses while also attracting new businesses and reinvestment to the corridor. Developing a specific brand, or image, for 38 th Avenue and then aggressively marketing the corridor with that brand is one of the key recommendations. Other important recommendations include: • Creating a land assembly strategy to aid in the development of catalyst sites • Developing a business retention plan • Creating promotional materials for the corridor and conducting outreach to the developerlbrokerage community Implementation Implementing the plan's recommendations depends on several parties, including the City, WR2020, and the property/business owners on the street. In the short-term, a vital step is the formation of a Leadership Committee, composed primarily of stakeholders on 38` Avenue (as well as representation from WR2020 and the City), that can oversee some of the important plan recommendations — especially those related to the development of a branding /marketing strategy for the corridor. Ideally, the Leadership Committee will also explore and identify the best option for a longer -term organizational structure, such as a merchants association or business improvement district, to aggressively market 38 th Avenue and to potentially help with the financing and/or maintenance of physical improvements to the street. Pages 65 -76 of the plan detail the implementation strategies for the plan. Important implementation items are grouped into six categories: organization, funding, and action items related to each of the four guiding principles. RECOMMENDED MOTION: "I move to adopt Resolution 02 -2011, a resolution recommending adoption of the 38 th Avenue Corridor Plan as an amendment to the Wheat Ridge Comprehensive Plan, Envision Wheat Ridge, and forwarding said recommendation to the Wheat Ridge City Council." Exhibits: 1. Resolution 02 -2011 2. 38 th Avenue Corridor Plan — Draft for Planning Commission adoption WPA -11 -01/38 h Avenue Corridor Plan 4 CITY OF WHEAT RIDGE PLANNING COMMISSION RESOLUTION NO. 02 Series of 2011 A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF WHEAT RIDGE, COLORADO, RECOMMENDING ADOPTION OF THE 38 AVENUE CORRIDOR PLAN AND BY SUCH ADOPTION, AMENDING THE WHEAT RIDGE COMPREHENSIVE PLAN WHEREAS, the City Council of the City of Wheat Ridge adopted a Comprehensive Plan, Envision Wheat Ridge, on October 12, 2009; and WHEREAS, the Comprehensive plan identifies 38 Ave. between Sheridan Blvd. and Wadsworth Blvd. as a priority redevelopment area to revitalize the corridor into a Main Street to stimulate economic development and create a downtown for the City; and WHEREAS, a priority implementation action in the Comprehensive Plan is development of a corridor plan specific to 38 Ave. to provide direction on achieving the desired vision for the corridor; and WHEREAS, the City Council directed staff and its consultants to prepare a corridor plan for 38 Ave. between Sheridan Blvd. and Wadsworth Blvd. in fulfillment of one of Council's strategic goals; and WHEREAS, C.R.S. 31 -23 -206 (2) provides that the Comprehensive Plan may be amended by the City from time to time; and WHEREAS, City Council desires to amend the Comprehensive Plan to provide direction for the revitalization of 38 Ave. as identified in the 38 Ave. Corridor Plan; and WHEREAS, Planning Commission has held a public hearing as provided by C.R.S. 31- 23 -208 and Section 2 -60 (b) of the Wheat Ridge Code of Laws; legal notice thereof duly published in the Wheat Ridge Transcript on September 8, 2011. NOW, THEREFORE, BE IT RESOLVED by the Planning Commission of the City of Wheat Ridge, Colorado, as follows: The Planning Commission of the City of Wheat Ridge hereby recommends adoption of the 38 Avenue Corridor Plan attached as Exhibit A. 2. The Planning Commission recommends that the 38 Avenue Corridor Plan supercede the Comprehensive Plan for the portion of the City covered by the Subarea Plan. 3. A copy of this resolution shall be forwarded to the City Council. CADocurnents and Settings\kfield \Local Settings \Temporary Internet Files`1DLK27\38th Ave PC Resolution.doc DONE AND RESOLVED THIS day of , 2011. 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The technical memo was written by Muller Engineering Company in response to City comments on the Traffic Analysis. In particular, the memo addresses potential safety benefits that could occur if the road diet is implemented. APPENDIX A 38 Avenue Corridor Study Road Diet Traffic Analysis Prepared for: City of Wheat Ridge Department of Community Development 7500 West 29 Avenue Wheat Ridge, Colorado 80333 Prepared by: Muller Engineering Company 777 South Wadsworth Boulevard Suite 4 -100 Lakewood, Colorado 80226 In association with: Entelechy, LLC Denver, Colorado Report June 2011 City of W heat F.idge COMMUNnY DEVELOPMENT 38` Avenue Corridor Study Road Diet Traffic Analysis Acknowledgements City of Wheat Ridge Ken Johnstone, AICP Community Development Director Sally Payne, AICP Senior Planner Sarah Showalter, AICP, LEED AP Planner II Steve Nguyen, PE Engineering Manager Entelechy Deana Swetlik, AICP, LEED AP Project Manager Libby Kaiser Urban Planner Muller Engineering Company Karl Buchholz, PE, PTOE Project Engineer Kenneth Ryan, PE Traffic Engineer Muller Engineering Company Wheatlidge COMMUNITY DEVELOPMENT 38 t Avenue Corridor Study Road Diet Traffic Analysis Table of Contents I . INTRODUCTION .......................................................................................................... ............................... 1 A . STUDYAREA ........................................................................................................................... ..............................1 B . OTHER STUDIES ....................................................................................................................... ..............................2 11 . EXISTING CONDITIONS ................................................................................................ ............................... 3 A . ROADWAY NETWORK ............................................................................................................... ..............................3 B . DATA COLLECTION ................................................................................................................... ..............................4 C. EXISTING CONDITIONS TRAFFIC ANALYSIS .................................................................................... ............................... 7 III. TRAFFIC PROJECTIONS ................................................................................................. .............................10 A . TRAFFIC GROWTH ................................................................................................................... .............................10 IV. ALTERNATIVES ANALYSIS ............................................................................................. .............................12 A . ROAD DIET GEOMETRY ............................................................................................................ .............................12 B. ROAD DIET ALTERNATIVES ........................................................................................................ .............................16 C. ROAD DIET OPERATIONAL ANALYSIS ........................................................................................ ............................... 17 V. TRAVEL TIME / DIVERSION ANALYSIS ........................................................................... .............................23 A. TRAVEL TIME ANALYSIS ON 38"' AVENUE .................................................................................... .............................23 B. DIVERSION ANALYSIS ............................................................................................................... .............................24 VI. CONCLUSIONS AND RECOMMENDATIONS ................................................................... .............................28 APPENDIX A — MEMORANDUM: ENTELECHY REVIEW OF EXISTING PLANS AND ANALYSIS APPENDIX B — TURNING MOVEMENT COUNTS APPENDIX C — TECHNICAL MEMORANDUM: TRAFFIC GROWTH RATE FINDINGS AND RECOMMENDATIONS APPENDIX D — LEVEL OF SERVICE WORKSHEETS Muller Engineering Company Wheat�idge 38 Avenue Corridor Study COMMUNITY DEVELOPMENT Rood Diet Traffic Analysis List of Figures FIGURE - VICINITY MAP ....................................................................................................................... ..............................1 FIGURE 2 - 2011 EXISTING CONDITIONS: TRAFFIC VOLUMES ........................................................................ ..............................8 FIGURE 3 - 2011 EXISTING CONDITIONS LANE GEOMETRY, LEVELS OF SERVICE AND V/C RATIOS ......................... ..............................9 FIGURE 4 - 2035 PROJECTED CONDITIONS, TRAFFIC VOLUMES .................................................................. ............................... 11 FIGURE 5 - ROAD DIET TRANSITION ......................................................................................................... .............................12 FIGURE 6 - BUS STOP LOCATIONS .......................................................................................................... .............................14 FIGURE 7 - 2035 PROJECTED CONDITIONS: NO ACTION LANE GEOMETRY, LOS AND V/C RATIOS ....................... .............................18 FIGURE 8 - 2035 PROJECTED CONDITIONS: ALTERNATIVE 1 LANE GEOMETRY, LOS AND V/C RATIOS .................. .............................20 FIGURE 9 2035 PROJECTED CONDITIONS: ALTERNATIVE 2 LANE GEOMETRY, LOS AND V/C RATIOS ................. .............................21 FIGURE 10 - 2035 PROJECTED CONDITIONS: ALTERNATIVE 3 LANE GEOMETRY, LOS AND V/C RATIOS ............... .............................22 FIGURE 11 - TRAVEL TIME DETAIL ........................................................................................................... .............................23 List of Tables TABLE 1 - PEAK PERIOD PEDESTRIAN COUNT ............................................................................................. ..............................5 TABLE 2 - SUMMARY OF ACCIDENT DATA (1/1/2008 TO 12/31/2010) ....................................................... ..............................6 TABLE 3 - RTD ROUTE ##38 RIDERSHIP DATA ............................................................................................ .............................15 TABLE 4 - INTERSECTION LEVEL OF SERVICE AND DELAY SUMMARY ............................................................... .............................17 TABLE 5 - 38TH AVENUE TRAVEL TIME SUMMARY ..................................................................................... .............................24 TABLE 6 - EASTBOUND DIVERSION ANALYSIS (ALTERNATIVE 3, PM PEAK HOUR) ............................................. .............................26 TABLE 7 - WESTBOUND DIVERSION ANALYSIS RESULTS (ALTERNATIVE 3, PM PEAK HOUR) ............................... .............................27 Muller Engineering Company Wheat Idge 38 Avenue Corridor Study COMMUNITY DEVELOPMENT Road Diet Traffic Analysis I. INTRODUCTION The 38 Avenue corridor between Wadsworth Boulevard and Sheridan Boulevard is identified as a "priority area for redevelopment" in the City of Wheat Ridge updated comprehensive plan, Envision Wheat Ridge (October 2009). This area is considered a key implementation corridor where steps should be taken to create a place in the community for residents to gather and for businesses to thrive. The future of the diverse 38 Avenue corridor will feature a Main Street area with the distinct character of the City of Wheat Ridge and provide a primary destination for city residents and visitors. One of the recommendations toward the goal of creating the desired Main Street atmosphere along the corridor is to perform a "road diet" on 38 Avenue between Wadsworth Boulevard and Sheridan Boulevard. A road diet is a technique which reduces the number of lanes on a roadway cross section. The purpose of this study is to assess in detail the potential traffic impacts of the proposed road diet in the vicinity of the 38 Avenue Corridor. A. Study Area The study area focuses on 38 Avenue between the intersections of Wadsworth Boulevard (State Highway 121) at the west end and Sheridan Boulevard (State Highway 95) on the east end. Data collection and analysis included several additional locations along adjacent roadways; specifically along 44 Avenue to the north and 32 Avenue to the south. However, the primary analysis and results for this report are provided for the intersections along 38 Avenue itself. The 38 Avenue study limits are shown on Figure 1. Muller Engineering Company Figure 1- Vicinity Map City of Wheat jdde COMMUNITY DEVELOPMENT 38 Avenue Corridor Study Road Diet Traffic Analysis B. Other Studies Entelechy Design, the prime consultant for the 38 Avenue Corridor Study, reviewed the existing plans and policies which the City of Wheat Ridge has drafted and commissioned over the past 10 years that express the City's desire to redevelop the 38 Avenue Corridor. The Main Street theme with mixed uses and pedestrian - friendly urban design is a common desire expressed within these studies. The Entelechy review of the following documents is provided in Appendix A. • 38 Avenue Corridor Blight Study (April 2001, City of Wheat Ridge) The 38th Avenue Corridor Redevelopment Plan —An Urban Renewal Plan (October 2001, Clarion and HNTB) Repositioning Wheat Ridge: Neighborhood Revitalization Strategy (July 2005, Winston Associates, et al.) Feasibility of On- Street Parking (April 2007,• ChorlierAssociates) Architectural and Site Design Manual (June 2007, City of Wheat Ridge) Comprehensive Plan — Envision Wheat Ridge (October 2009, City of Wheat Ridge) • 38 and high Courte Node Market Study — Site and Trade Area (Leland) W. 38 Avenue Community Revitalization Partnership Report (December 2009, Department of Local Affairs and Downtown Colorado, Inc.) Zoning Code (Adopted February 2001) Visual Preference Survey Results (May 2009 and April 2010, City of Wheat Ridge) Bicycle and Pedestrian Master Plan (July 2010, Felsburg Holt and Ullevig) • Streetscape Design Manual Final Draft (February 2011, City of Wheat Ridge) Muller Engineering Company Cary or 381h Avenue Corridor Study Wheat Rglge COMMUNITY DEVELOPMENT Road Diet Traffic Analysis II. EXISTING CONDITIONS Existing conditions were evaluated to assess baseline operational characteristics of the corridor, which served as a point of reference for comparison to future traffic conditions and proposed alternatives. A. Roadway Network The current roadway geometry along the 38 Avenue corridor varies by location. For the purpose of this analysis the corridor can be separated into four distinct segments: • Wadsworth Boulevard to Vance Street — The cross section of this segment is dominated by the intersection approach laneage at Wadsworth Boulevard. There are 2 through lanes in each direction, two westbound left -turn lanes at Wadsworth Boulevard which are back to back with 1 eastbound left -turn lane at Depew Street. There is a westbound right -turn lane and a wide eastbound right -turn acceleration lane at Wadsworth Boulevard. • Vance Street to Pierce Street —This segment has a 5 -lane cross section including 2 through lanes in each direction with a Two -Way Left -Turn Lane (TWLTL) median between intersections. Striped left- turn lanes are provided at the signalized intersections along this segment. • Pierce Street to Depew Street — This segment has a 4 -lane cross section including 2 through lanes in each direction with no median. However, left -turn lanes are provided at Harlan and Pierce Streets. • Depew Street to Sheridan Boulevard —This segment has a 5 -lane cross section including 2 through lanes in each direction and a TWLTL median. Striped left -turn lanes are provided at several unsignalized intersections along this section. Several other amenities, such as landscaping, specialized crosswalk striping, and detached sidewalks are also provided along this segment. The roadway network proximate to the 38 Avenue study corridor includes: • Wadsworth Boulevard (State Highway 121) —This is a 4 -lane arterial with auxiliary lanes provided at intersections and some access points. Access is provided at both signalized and unsignalized full - movement intersections with median treatment (raised curb or striping) restricting turning movements at mid -block access points. • Sheridan Boulevard (State Highway 95) — This is a 4 -lane arterial with a TWLTL median throughout. Left -turn lanes are provided at several mid -block intersections and right -turn lanes are provided at the 38 Avenue intersection. • 32 Avenue — This is a 2 -lane residential collector roadway which provides access to the local roadways on either side. Intersections are unsignalized with the exception of the signal at the Pierce Street intersection. Auxiliary left -turn lanes are provided at some intersections; the remainder of the roadway does not have left turn lanes. • 44 Avenue — This is a 4 -lane arterial roadway with auxiliary lanes provided at some intersections. There are several signalized intersections though most cross street intersections are unsignalized. There is a relatively short section with a TWLTL but there is no median through most of the section. • 35 Avenue, 41 Avenue —These are 2 -lane local roadways with direct residential access. Muller Engineering Company City of Wheat . dge COMMUMIY DEVELOPMENT 38 Avenue Corridor Study Road Diet Traffic Analysis B. Data Collection Traffic Volumes Turning movement counts were collected in January 2011 (data attached in Appendix B) for the AM and PM peak periods at the following signalized intersections within the study corridor: • 38 Avenue at Vance Street • 38 Avenue at High Court • 38 Avenue at Pierce Street • 38 Avenue at Harlan Street • 38 Avenue at Depew Street • Sheridan Boulevard at 32 Avenue • Sheridan Boulevard at 38 Avenue • Sheridan Boulevard at 44 Avenue The City of Wheat Ridge provided traffic analysis data for Wadsworth Boulevard, including traffic volume data, at the following intersections: • Wadsworth Boulevard at 32 Avenue • Wadsworth Boulevard at 38 Avenue • Wadsworth Boulevard at 44 Avenue Daily traffic volumes used in this analysis were provided by the City of Wheat Ridge. Muller Engineering Company City of W heat Ijdge COMMUNITY DEVELOPMENT 38 Avenue Corridor Study Road Diet Traffic Analysis Pedestrian Volumes In addition to vehicle counts, pedestrian traffic was counted at the signalized intersections along 38 Avenue and Sheridan Boulevard. Pedestrian traffic, however, is typically far more volatile than vehicle traffic due to a variety of factors. For example, the average temperature on the day the counts were taken was 26 °F with a chance of snow in the forecast. This may have reduced the number of people who chose to walk that day, yet have little impact on those who commute via bus on a daily basis and must walk to or from the stop regardless of the weather. The following table presents the total pedestrian counts collected along with the turning movement counts during the 2 hour AM and PM peak periods (Table 1). Table 1- Peak Period Pedestrian Count AM / PM Pedestrian Counts' North Approach East Approach South Approach West Approach Sheridan Boulevard & 38th Avenue 0/1 4/4 0/0 0/3 Depew Street & 38th Avenue 0 0/0 0/0 0/0 Harlan Street & 38th Avenue 0/2 1/7 2/5 2/5 Pierce Street & 38th Avenue 5/8 0 / 12 8/5 6 / 3 High Court & 38th Avenue 1/0 0/0 0/0 0/0 Vance Street & 38th Avenue 0/0 0/0 0/0 0/0 Sheridan Boulevard & 44th Avenue 0/0 0/2 0/0 1/3 Sheridan Boulevard & 32nd Avenue 1/3 7/8 1/ 1 4/1 ' The peak period pedestrian volumes were provided along with the vehicle counts from 6:45AM to 8:45AM and from 4:15PM to 6:15PM. The lack of pedestrian activity over a total of 4 hours data collection at the Depew Street and Vance Street intersections was contrary to expectations. However, it is possibly due to the aforementioned volatility in pedestrian traffic. Muller Engineering Company Wheat City or 38th Avenue Corridor Study j - COMMUNITY DEVELOPMENT Road Diet Traffic Analysis Accident History The City of Wheat Ridge provided accident history data for the three year period from 2008 through 2010. Over this period there were 144 reported accidents along 38 Avenue between Wadsworth Boulevard and Sheridan Boulevard. A brief review of the accident data indicated that the majority of the accidents along the corridor (102 of 144) occurred at or very near the signalized intersections. This is to be expected along an arterial corridor, including the higher concentrations of accidents at the intersections with Wadsworth Boulevard and Sheridan Boulevard. The following table (Table 2) provides a summary of the accident data at and between the signalized intersections along 38 Avenue, detailed by accident type. Table 2 - Summary of Accident Data (1/1/2008 to 12/31/2010) Intersection Pedestrian Bicycle Collision Fixed Objects Multi - Vehicle Unknown Total WADSWORTH BLVD 3 26 10 39 VANCE ST 1 1 9 3 14 Vance to Pierce 5 4 9 PIERCE ST 1 3 11 1 16 Pierce to Harlan 1 2 12 3 18 HARLAN ST 1 1 1 3 6 Harlan to Depew 5 5 DEPEW ST 4 2 6 Depew to Sheridan 8 2 10 SHERIDAN BLVD 2 14 5 21 Total 5 4 8 97 30 144 This table was developed based on a cursory review of the accident data table provided by the City of Wheat Ridge. The accident locations are approximate, at best, and are only meant to provide a general picture of the traffic accidents along the corridor. Muller Engineering Company City or 38` Avenue Corridor Study y W heat l /MUMTY DEVELOPMENT Road Diet Traffic Analysis C. Existing Conditions Traffic Analysis The traffic operational analysis focuses on the signalized intersections along the 38 Avenue study corridor (7 total) for which specific traffic volumes and operational analysis results are reported. Traffic Volumes The traffic volume data was obtained from several sources, thus it was necessary to adjust the traffic volumes in order to provide a reasonable balance of traffic between intersections. These adjustments primarily affect the intersection of 38 Avenue and Wadsworth Boulevard, with only minor rounding adjustments made at other locations. The resulting traffic volumes used for the 2011 Existing Conditions scenario are presented graphically-on Figure 2. Operational Analysis Traffic operations were evaluated using the methodology described in the Highway Capacity Manual by the Transportation Research Board (TRB), 2000. Level of Service (LOS) is a qualitative measure of traffic operational conditions based on capacity and motorist delay. Each level of service is designated with a letter, from A to F, with LOS A representing the best operating conditions and LOS F representing over capacity or congested conditions. For signalized intersections, LOS is related to the amount of delay per vehicle experienced as a result of signal operations. Volume to capacity (v /c) ratios are another common measure of effectiveness used, where operations decrease as the v/c ratio approaches, or exceeds a value of 1.0 (at which point the volume equals the capacity of the roadway). Traffic signal timing data was provided by the City of Wheat Ridge for Wadsworth Boulevard and 38 Avenue, the Denver Regional Council of Governments (DRCOG) provided data for Sheridan Boulevard. Figure 3 graphically presents the results of the 2011 Existing Conditions operational analysis along with the associated lane geometry. The corridor's seven signalized intersections operate at LOS D or better during the AM and PM peak hours. There is some congestion at the intersection of 38 Avenue with Wadsworth Boulevard, as indicated by high v/c ratios on certain movements. This is not unexpected due to the high volume of peak hour traffic on Wadsworth Boulevard. The interior intersections along the study corridor (Vance Street through Depew Street) all operate at LOS C or better during the peak periods with individual movement group v/c ratios of 0.7 or less. Muller Engineering Company City of W heat Ijdge COMMUNITY DEVELOPMENT Figure 2 - 2011 Existing Conditions: Traffic Volumes 7 o 7 130 [135] ovm 870 [995] Sheridan Blvd �, , 85 [220] 215 [170] " T 1050 [895] - o 95 [1101 m a 0 .� m - v o o M cao oc) 20[251 oo V1 -N +-5(51 Depew St ) 1 L 15 [151 10 [51 - T r 5 [51- 70 vi 5 [ " ,n � o c) Ln Ln �o nIDm moo � o `10[151 X55[901 Harlan St �, , 10 [251 105[160]- T p 75 [901 --> u n 45 0 0 rn r o�� vin 0 v Q s Y rn m 0 0 o m Ln 65 [801 N m o F- 90 [2001 Pierce St ) y � r 95 [951 25 [251 80 [120] —> o 50[301 , nm2 �ti Ln moo Ln m o � no X10 Fs [5] High Ct �, , 10 [51 10 [is] T r 5[51- o00 10 [201 NLnN lD '� O �V N Ln o O l0 oo�ovi 10[101 vv F 5[51 Vance St ) 1 r 15 [15] 65 [145] a T r 5 [5] - Z; n 25 [100] --A Soo- vn`r o ,-,in o v � m O N N m Ln 0 `125[150] 1070 [1485] Wadsworth Blvd 1 �, ,� 60 [1001 70[155]- T r 1550[1440] - o , o 270 [155] --A o N - m M- Ln O ui oon Sheridan Blvd Depew St Harlan St Pierce St High Ct Vance St 38` Avenue Corridor Study Road Diet Traffic Analysis 37,960 ; v Q t Y rn m tv I_ 2 O U L L N O =3 Y O co > CU U d d ~ L •� Q 0 Wadsworth Blvd ' X X C x X X x X 4J x X J Muller Engineering Company City of W heat Ridge COMMUNITY DEVELOPMENT 38 Avenue Corridor Study Road Diet Traffic Analysis Figure 3 - 2011 Existing Conditions Lane Geometry, Levels of Service and v/c Ratios -i in 1n 0 0 0 0 0 0 0.8 / 0.9 Sheridan Blvd 1 11 - o.s/0.9 0.9 / 0.9 1 I I I 0.7/0.7 �9 In - 1 0.1/0.1 0 0 0 0 N O DepewSt 0.2/0.2 0.2 / 0.1 M 0 N O O O M O Harlan St 0.4 / 0.6 --- 0.3 / 0.3 0.0 / 0.1 -- 5-- 0.4 / 0.4 ,r 0.1 / 0.1 N M O O 00 v a t 00 M M V N O O � 6 6 �- 0.4 / 0.7 Pierce St ,jj � - 0.4/0.4 0.1 / 0.1 1 i 0.4 / 0.4 M o - 00 00 O O High Ct , j L X0.210.1 0z/o.2- tr O M O O O N O O M O O O N O Vance St �� X0.2/0.1 0.6/0.8-4 T 0.0 / 0.1 N N O O d; eo 00 000 00 1 0.1/0.2 o 0.7 / 1.0 Wadsworth Blvd 0.7/0.6 0.7/0.9 ' 1r 1.0 / 0.9 =: 4 ^ 0.2 / 0.1 - - M C. Muller Engineering Company ; O p u V \ \ \ \ ��0 Sheridan Blvd �� �, .-c /c �b /d U ; e /ems iT b /b- u u.s b /ate, u a Depew St �, d / d Q d /dam O 0 (9 m �-d /d \ Harlan St -d /d m c /dam' � pn d /d -> ° D c /cam. v a 00 m co cn m v \ M M rA d d \ u Pierce St ,� �, ,� c / c m L c/ c CC in �n 0 d /dam > - 0 \\ u > ai Q v \\ J High Ct �, �- d/ d Q o o ,� d /dam Tr cu - m ca p � \ \ f0 (O O > C C L L L \\ \ O O O fD fD Vance St �� �, �d /d Q co co cB d /d- Tr a a a d /d -� a a a -° -0 a /a \ \ \ a -a /d \ Q a a Wadsworth Blvd f /e X e � �'�TT" x X X /c, c \ X X a /b v J X Muller Engineering Company ; Wheat j�idge 38 Avenue Corridor Study COMMUNITY DEVELOPMENT Road Diet Traffic Analysis III. TRAFFIC PROJECTIONS A. Traffic Growth Traffic growth projections along the corridor were reviewed using several methodologies; the final result is a 15% growth rate used throughout the study corridor. Historic growth rates based on several decades of traffic count data, and a review of the land use growth and other planning documents, showed relatively flat growth of between 5% and 15 %. However, the DRCOG 2035 regional traffic model showed a large amount of growth with more than double the traffic at several locations. It was concluded that the unexpected growth on 38 Avenue was at least in part due to the roadway's location and designation as a principal arterial in the DRCOG model, allowing the model to use 38 Avenue as an outlet for excess 1 -70 traffic. DRCOG staff agreed that a growth rate in the 10% to 15% range would be more appropriate given the nature and purpose of 38 Avenue. The traffic growth rate findings and recommendations were summarized in an earlier Technical Memorandum dated March 1, 2011 (attached as Appendix C). Traffic Volumes The 2035 projected traffic volumes were calculated by applying the flat 15% growth throughout the corridor, with minor adjustments made as necessary. Figure 4 shows the resulting traffic volumes used for all 2035 Projected Conditions scenarios. Muller Engineering Company ; City of Wheat j�idge COMMUNITY DEVELOPMENT 38 "' Avenue Corridor Study Road Diet Traffic Analysis Figure 4 - 2035 Projected Conditions, Traffic Volumes 0 o v, N ° ^ ^ `� 150 [155] N 1000 [1145] Sheridan Blvd , 100 [255] 245[195]- 1210[1030] 110[125] rvrnN Oui0 n o v rn rn In o'—'m 0 Ln Ln Ln Ln N X5[51 Depew St d � 15 [151 10[5]x' � T r 5 [5 u, u, u, 5[51 —M. �rvo O Ln i m M U1 O V1 lD .� ° n 10 [151 o Na- X65[105] Harlan St d �, ,x10[30] 120 [185] T r 85 [1051 o o 50 [80] ° - m E Ln Ln vM ut 41 Q L 00 M M 0 7 m m oo 75 [90] ry F 105 [230] Pierce St �, 110 [110] 30 [301 90 [1401 ono 60 [35] N coo LD oo zj- 0 " n^ `10 High Ct u F 5[51 10 [5] 10[151 T 5 [51 - ► uiu n 10 [251 LL ui � vi 0 Ln o o Ln in Ln 'o� X10[10] Vance St rLn X5[5] x15[15] 75 [165] - 5 [ 5 ]- ooin 30 [115] -, O n o u-, n on LnoM oo mLn o V N ul 145 [175] X1230[1710] Wadsworth Blvd �, , 70 [115] 80 [180] — ? r 1780 [1655] n ,n u , 310 [1801 r - , . "_ O In In rnvoo Sheridan Blvd Depew St Harlan St Pierce St High Ct Vance St O O LA G1 r-I Wadsworth Blvd 43.650 N Q L Y m 0 N E 0 U ro i H E O Y o > N U G M d ~ M 61.470 s x x = x x X x X a x X J Muller Engineering Company City of 381h Avenue Corridor Study W heat Ijdge COMMUNITY DF.vEEOPMENT Road Diet Traffic Analysis IV. ALTERNATIVES ANALYSIS There were 4 alternatives reviewed in this analysis: the no action alternative and three "road diet" alternatives. The no action alternative maintains the existing lane geometry and is used as the baseline for comparative analyses. A. Road Diet Geometry The primary changes made in the road diet alternatives are the removal of one through lane in each direction and the addition (where applicable) of a Two -Way Left -Turn Lane ( TWLTL) median. Thus the road diet cross sections are best described as 3 -lane roadways; one thru lane in each direction and a TWLTL median. Striped left -turn bays will be provided at signalized intersection approaches and unsignalized intersections where proper. On the west side of the corridor, the existing 5 -lane cross section on 38` Avenue will be maintained through Vance Street to North Upham Street. The transition is expected to occur in the vicinity of North Upham Street, with auxiliary lanes provided as necessary to accommodate the Fire Station located north of 38` Avenue on North Upham Street. On the east side of the corridor the transition is expected to occur at Depew Street with the 3 -lane cross section on the west approach and the existing 5 -lane cross section on the east approach. As shown on Figure 5, the road diet will extend approximately 1 mile in length (not including the transition area). Muller Engineering Company Figure 5 - Road Diet Transition Whea tf?, 38 Avenue Corridor Study COMMUNITY DEVELOPMENT Road Diet Traffic Analysis The proposed road diet roadway geometry can be summarized by segment as follows: • Wadsworth Boulevard to North Upham Street — This segment will retain the current 5 -lane cross section with auxiliary lanes at the Wadsworth Boulevard intersection with 38 Avenue. • North Upham Street Transition — The transition from 5 -lane cross section to the 3 -lane cross section is expected to occur in the vicinity of North Upham Street. The outside (right) through lane in the eastbound direction should taper down to one lane such that the transition does not interfere with either the South or North Upham Street intersections. The outside through lane in the westbound direction is expected to be added at the North Upham Street intersection opposite a right -turn only lane such that emergency vehicles have an eastbound acceleration lane. • North Upham Street to Depew Street — This segment will have a consistent 3 -lane cross section; one through lane in each direction and a TWLTL median. • Depew Street Transition — The transition from 3 -lane to 5 -lane cross sections is expected to take place at the Depew Street /38 Avenue intersection. The outside (right) through lane in the eastbound direction will begin on the east side of the intersection. The outside through lane in the westbound direction will be converted to a right -turn only lane and not continue beyond the intersection. • Depew to Sheridan —This segment will retain the current 5 -lane cross section. Wadsworth Boulevard Lane Configuration Special consideration was given to the intersection of Wadsworth Boulevard and 38 Avenue regarding the lane geometry on the eastbound approach. Currently there are two left -turn lanes, one through lane and a shared through /right -turn lane on the eastbound approach. Between 20% and 25% of the traffic in the through and through /right -turn lane are projected to turn right, which indicates that a higher proportion of the through traffic may use the inside through lane. This condition, called lane utilization, may be exacerbated by the road diet alternative where the outside through lane will drop as the road transitions to the 3 -lane cross section. Placing the transition east of the Vance Street intersection, providing an additional 1,000 feet beyond the stop -bar, should help mitigate this issue. The addition of a separate eastbound right -turn lane would also help improve the operation on this approach. City of Wheat Ridge long term plans for the Wadsworth Boulevard /38 Avenue intersection include the eastbound right -turn lane -in addition to other improvements at this intersection. For the purpose of this analysis, the eastbound right -turn lane is included for all future traffic conditions. (Note: In addition, the lane utilization factor for the eastbound approach at Wadsworth was reduced to from 0.95 to 0.81 to account for the imbalonced lane utilization). Parking The potential for on- street parking was also considered as an element in the road diet alternatives. On- street parking can negatively impact traffic flow depending on the location and frequency of parking maneuvers. Parking maneuvers near signalized intersections can decrease the capacity of adjacent travel lanes by 10 -20 %. For the alternatives that included on- street parking, it was assumed that 10 maneuvers would occur per hour /per block, which is slightly higher (more conservative) than the HCM's recommended default rate of 8 maneuvers per hour for 2 -hour parking zones. Muller Engineering Company City of Wheat jdge COMMUNITY DEVELOPMENT 38 Avenue Corridor Study Road Diet Traffic Analysis Bus Stops Bus stop locations along 38 Avenue were also evaluated for their potential impact on the road diet alternatives. Currently, the Regional Transportation District's (RTD) bus stops are located such that buses stop in the outside (right) travel lane, which requires through traffic to bypass stopped buses by using the left travel lane. Under road diet alternatives, buses could potentially block through traffic at each bus stop because there is only one through lane in each direction. To assess this potential impact and to also determine where bus turnouts may be required, bus stop ridership data was collected for RTD's #38 bus route. The #38 bus route is the only route on 38 Avenue through Wheat Ridge. The #38 bus operates on the following headways: • Eastbound #38: AM Peak— 15 minute headways, PM Peak— 30 minute headways. • Westbound #38: AM Peak — 30 minute headways, PM Peak— 12 minute headways. Figure 6 and Table 3 show the locations of the bus stops and the boarding and alighting activity for those stops within the proposed road diet segment. Muller Engineering Company Figure 6 - Bus Stop Locations City or 38` Avenue Corridor Study W heat ]�iclge COMMUNITY DEVELOPMENT Road Diet Traffic Analysis Table 3 - RTD Route #38 Ridership Data Location Bus Boarding and Alighting (combined) Eastbound Westbound AM' 9 Buses PM 6 Buses All Day 40 Buses AM' 6 Buses PM 9 Buses All Day 40 Buses High Court 4 4 18 5 4 21 Reed Street (EB Only) 5 2 16 - - - Pierce Street 8 5 26 6 8 33 Newland Street / Marshall Street 2 1 8 1 2 8 Kendall Street 4 6 25 4 4 24 Harlan Street 6 4 28 3 7 27 Fenton Street / Eaton Street 1 2 7 0 1 6 Depew Street S 3 19 4 5 17 1 RTD AM peak data compiled from 6:00 AM to 8:59 AM (3 hours) Z RTD PM peak data compiled from 3:00 PM to 5:59 PM (3 hours) The bus stops at Pierce and Harlan Streets have the highest amount of activity and also have the greatest potential of disrupting traffic operations. The Kendall Street stop also has a moderate amount of activity; however, bus stop usage is not as pronounced during peak traffic hours as the Harlan or Pierce Street stops. This is likely due to the proximity of the Kendall stop to the senior housing building, where patrons are more likely to use the bus during off -peak hours than during peak hours. The remaining stops at High Court, Reed Street, Newland /Marshall Street, Fenton /Eaton Street and Depew Street all have relatively low activity and the impact of buses on through traffic flow would be very minor due to infrequent stops and the distance of these stops away from any major intersections. To mitigate the impact of bus blockage at the Harlan, Kendall and Pierce Street intersections, bus turnouts were considered. The turnouts allow buses to pull out of the through lane and not impede through vehicle traffic. The Transit Cooperative Research Program (TCRP) Report 19 provides guidelines for where bus pullouts may be needed: Bus turnouts should be considered at a location when the following factors are present: 1. Traffic in the curb lane exceeds 250 vehicles during the peak hour, 2. Traffic speed is greater than 40 mph, 3. Bus volumes are 10 or more per peak hour on the roadway, 4. Passenger volumes exceed 20 to 40 boardings an hour, 5. Average peak - period dwell time exceeds 30 seconds per bus, 6. Buses are expected to layover at the end of a trip, 7. Potential for auto /bus conflicts warrants separation of transit and passenger vehicles, 8. History of repeated traffic and /or pedestrian accidents at stop location, 9. Right -of -way width is adequate to construct the bay without adversely affecting sidewalk pedestrian movement, 10. Sight distances (i.e., hills, curves) prevent traffic from stopping safely behind a stopped bus, 11. A right -turn lane is used by buses as a queue jumper lane, Muller Engineering Company Wheat idge 38 th Avenue Corridor Study COMMUNITY DEVELOPMENT Road Diet Traffic Analysis 12. Appropriate bus signal priority treatment exists at an intersection, 13. Bus parking in the curb lane is prohibited, and 14. Improvements, such as widening, are planned for a major roadway. (This provides the opportunity to include the bus bay as part of the reconstruction, resulting in a better - designed and less - costly bus boy.) Source: TCRP Report 19 Guidelines for the Location and Design of Bus Stops, 1996 A review of these guidelines indicates that only the first guideline and possibly the seventh guideline are applicable. Given the low bus stop activity at the Kendall stop during peak traffic periods, a bus turnout is not recommended at this location. Bus turnouts are recommended at Harlan and Pierce Streets, primarily to reduce the impact of stopped buses on the operation of the traffic signals. All other locations should maintain the stops at their present location (at the far side of the intersection). Bus stop activity was not explicitly included in the traffic operational analyses due to the recommended bus turnouts (which remove buses from the traffic flow) and the relatively low activity at the mid -block and secondary intersection locations. B. Road Diet Alternatives For the purpose of this analysis, no significant improvements to the existing roadway geometry are expected in absence of the road diet project for the 2035 Projected Conditions scenarios. No Action Alternative No changes are made to the existing roadway network with the exception of the additional eastbound right -turn lane at the Wadsworth Boulevard / 38` Avenue intersection (consistent in all alternatives). Alternative 1 - 3 -Lane Section: No On- Street Parking, No Right -Turn Lanes This alternative represents the basic road diet geometry which would provide a consistent 3 -lane cross section (with TWLTL) between North Upham Street and Depew Street. On- street parking is not included in this scenario, and separate right -turn lanes are not provided. Alternative 2 - 3 -lane section: On- Street Parking Included, No Right -Turn Lanes This alternative includes the basic road diet geometry (3 -lane cross section with TWLTL) between North Upham Street and Depew Street. On- street parking has been included throughout the 3 -lane section of the roadway. In the analysis, the presence of on- street parking is reflected as a reduction in the capacity of the roadway. Alternative 3 - 3 -lane section: On- Street Parking Included, Right -Turn Lanes at Pierce and Harlan This alternative includes the basic road diet geometry (3 -lane cross section with TWLTL) between North Upham Street and Depew Street. Separate right -turn lanes are provided for the Pierce Street and Harlan Street intersection. On- street parking is still included through most of the 3 -lane section of the roadway except in the vicinity of the Pierce and Harlan intersections. Muller Engineering Company Whea tge 38 Avenue Corridor Study COMMUNITY DEVELOPMENT Road Diet Traffic Analysis C. Road Diet Operational Analysis Roadway operations were reviewed in detail for the signalized intersections along 38 Avenue using HCM methodologies. The traffic signal timings provided by the City of Wheat Ridge and DRCOG were used as a base starting point in each scenario, but were modified as needed to reflect expected changes to traffic flows and geometric conditions. Table 4 provides a summary of the LOS results and associated intersection delay for all scenarios. Table 4 - Intersection Level of Service and Delay Summary Description Wadsworth Vance High Pierce Harlan Depew Sheridan Boulevard Street Court Street Street Street Boulevard D/D A/B A/A B/B B/B A/A C/C 2010 Existing 38.5/45.6 6.3/10.0 3.9/2.8 16.9/20.0 12.8/12.8 3.3/3.2 26.1/28.6 2035 Projection, E/E A/B A/A B/C B/B A/A C/D No Action 61.3/77.2 6.6/10.5 3.8/2.8 17.5/22.0 12.7/13.6 3.2/3.3 32.5/46.9 2035 Projection, Alt 1 E/E A/B A/A B/C B/C A/A C/D 2 -Lane —with Two Way 64.0/77.4 7.1/11.4 5.4/4.2 19.8/29.7 12.9/26.5 4.9/6.5 32.6/48.1 Left Turn Lane (TWLTL) 2035 Projection, Alt 2 E/E A/B A/A C/D B/D A/A C/D 2 -Lane — w /TWLTL: On- LTL: 64.2/77.4 7.4/10.8 6.7/5.4 23.3/43.5 15.5/49.5 5.6/7.5 32.8/48.2 Street Parking 2035 Projection, Alt 3 E/E A/B A/A C/C B/B A/A C/D -Lane T 2 -Lane w /TWLT L: — 64.7/77.4 7.4/10.9 6.9/5.9 20.1/25.8 14.2/18.4 6.2/7.3 32.8/48.0 LL: Some : Note: delay values measured as the average seconds of delay per vehicle for the intersection as a whole. 1 RT Lanes refer to providing eastbound and westbound right -turn lanes at the Pierce and Harlan intersections with 38` The capacity analysis worksheets for all scenarios are attached in Appendix D. The following sections detail the LOS results for each scenario. No Action Alternative Figure 7 provides the lane geometry, levels of service and v/c ratios for the No Action alternative. The intersection of 38 Avenue / Wadsworth Boulevard operates at LOS E during the peak hours, with several movements operating at- or over - capacity. This is not unexpected at this location due to the high volumes along Wadsworth Boulevard. Sheridan Boulevard operates at LOS D or better, though some movements are at- or over - capacity. At the internal intersections, which are the focus of the study, all signals operate at LOS C or better during the peak hours with very good LOS for 38 Avenue movements. Side street movement delays are higher, but generally acceptable for day to day operations. Muller Engineering Company City of W heat jdge COMMUNITY DEVELOPMEN 38 "' Avenue Corridor Study Road Diet Traffic Analysis Figure 7 - 2035 Projected Conditions: No Action Lane Geometry, LOS and v/c Ratios 000 �c /e d / f 0 0 0 1.0 / 1.0 Sheridan Blvd jj X0.7/1.2 1.0/1.0' rr f 0.9 / 0.8 4 0.1 /0.1 aoq -i 000 0 M 0 Depew St J L 0.2 / 0.1 - ( 00 m o Harlan St dl 0.5 / 0.8 --- 0.3 / 0.4 0.0 / 0.1 -, 0.2 / 0.2 'Y Y m 0 0 U� a Sheridan Blvd e /f �c /e d / f TT ( b /by a, u-0 b /ate, 00 �r d /dam' 00 M DepewSt �, �d /d d /dam �d /d ,mod /d a) Q t 00 rn m tll N O O M M 0.4 / 0.5 ,- 0.1/0.1 @ Harlan St 1 it MIn c/d am' 00 �r d /dam' 00 c /dam, a) Q t 00 rn m tll N O O �-d /c m N O o 0.5 / 0.8 Pierce St �J x0.4/0.4 0.1 /0.2- rr 0.5/0.5 rn o ^ ^ O O ti \ a 0 0 66 n o High Ct .dl 0.2/0.2 rr m 00 O r+l 00 Q O O O m o Vance St ,J � >-- 0.2/0.1 0.6/0.8-- � rr 0.0 /0.1 ^1 I^ O O veo 066 N N N 00 X0.1 /0.2 X0.8 /1.1 Wadsworth Blvd - o.8 /o.8 0.8/1.2- ti�rr 1.1 / 1.1 N 0.3/0.1 o �0 TY m \ v Q L 00 rn m (a (9 �-d /c �d /d Pierce St c / c c /cam TP" d /d -� ° � ns M M L High Ct J1 � �- d / d d /dam TY J Ln ns ns M M M M Vance St �� �, d / �-d /c d /cam, 0 -0 0 a /a (D -a /f Wadsworth Blvd ) - f /e f / f-- 1 WT P e /ems a / b D V ; Q Q N. V m O L a"I L aJ CC J Ln N 4 O p Q \ Q _ M U O 4. E > QJ QJ 0 J O O U N 0 J L- 0 O O Q Y Y Y _ M M M O a1 a1 a a a 2 2 2 a a tZ W \ a a a W _ x I X X X x x X x Muller Engineering Company City °f 38` Avenue Corridor Study W heat Ijdge COMMUNITY DEVELOPMENT Road Diet Traffic Analysis Alternative 1 — 3 -Lane Section: No On- Street Parking, No Right -Turn Lanes Figure 8 provides the lane geometry, levels of service and v/c ratios for Alternative 1. The Wadsworth Boulevard and Sheridan Boulevard intersections are unchanged other than minor variations which exist due to differences such as corridor progression factors. At the internal intersections, traffic continues to operate at LOS C or better, although there are some at- or near - capacity movements in the PM peak hour, specifically for westbound 38 Avenue. Alternative 2 — 3 -lane section: On- Street Parking Included, No Right -Turn Lanes Figure 9 provides the lane geometry, levels of service and v/c ratios. The Wadsworth Boulevard and Sheridan Boulevard intersections are again unchanged other than minor, predictable, variations. In this scenario, the LOS suffers at the Pierce Street and Harlan Street intersections, especially during the PM peak hour where they are LOS D. This is primarily due to the capacity reduction that comes from the presence of on- street parking adjacent to the single through /right -turn lanes at these intersections. The at- or over - capacity movements can be seen in the eastbound direction at Pierce Street and the westbound direction at Harlan Street. Alternative 3 — 3 -lane section: On- Street Parking Included, Right -Turn Lanes at Pierce and Harlan Figure 10 provides the lane geometry, levels of service and v/c ratios. The Wadsworth Boulevard and Sheridan Boulevard intersections remain relatively unchanged compared to the No Action alternative. The addition of right -turn lanes at the Pierce Street and Harlan Street intersections, along with the removal of the parking maneuvers adjacent to these approaches, results in improved levels of service over the Alternative 2 scenario. The levels of service along 38 Avenue with the road diet geometry are LOS C or better during both the AM and PM peak periods. The on- street parking continues to have minor impacts at other intersections. Muller Engineering Company Cit of 38 Avenue Corridor Study Wheat Oge COMMUNITY DEVELOPMENT Road Diet Traffic Analysis Figure 8 - 2035 Projected Conditions: Alternative 1 Lane Geometry, LOS and v/c Ratios -i rl:IR 0 0 0 000 1.0 1.0 Sheridan Blvd 11 x0.7 /1.2 0.1 / 0.2 — � r 0.9 / 0.8 4 'R r' o 0 0 0 High Ct 0.0.0. 0 0 0 oIq -i coo oar 0 0 0 Depew St 1 0.2/0.1 o , 0 � 0 0 Harlan St 0.5 / 0.8 --' 0.3 / 0.4 0.0 / 0.1 -- )1- 0.2 / 0.2 1 r oLq o o a � o o �— 0.4 / 0.5 .- 1 r 0 0 0 0 v Q t 00 M M oo a 0 0 io m 0.5/0.8 Pierce St d x0.4/0.4 0.1 / 0.2 — � r 0.5 / 0.5 'Y, � o I^ of 0 0 0 0 0 0 High Ct X0.2 /0.1 0.2 / 0.2 r 0 0 o n 0 0 � 0 0 m� Vance St d1 0.1 0.6/0.8- q �0.2 1 rr 0.0 / 0.1 r! 0 0 voom 0 0 0 o o X0.1/0.2 o-+'+ X0.8/1.1 Wadsworth Blvd d 11� — o.8 /m 0.8/1.2 e /f --* 1.1 / 1.1 N 0.3/0.1 o NN '+ o Muller Engineering Company U -0 U o -- -- -- �— u -0 a, Sheridan Blvd ) 11 � —c /e ,— d / f U ; e /f --* � 1� b/ b b /ate, DepewSt �, �d /d Q d/d U M V �d /d Harlan St �, ,mod /d m c /d —' r d /d— -0 f c /dam, M a, Q 00 M M �d /d U Pierce St �, ,—c/ c m L CC V) c /cam' N ` d /d—� 0 o U 41 Q Q > a1 c9 ra \ M aJ J o a High Ct d/ d a o +- v o d am _ o 'o > a, > MM co 0 0 0 Vance St (�, �- d / c ca m ca � � v d / a a a- d c � m 2 2 2 M M d d d -6 w , — a/ a UJ -a �a /f *- Wadsworth Blvd) �� r f/ e W Q Q Q x f /f � ��TT 1 x x X -� / e x x X a /b --, X Muller Engineering Company City of W heat Ridge COMMUNITY DEVELOPMENT 38` Avenue Corridor Study Road Diet Traffic Analysis Figure 9 - 2035 Projected Conditions: Alternative 2 Lane Geometry, LOS and v/c Ratios 000 0 o O Sheridan Blvd 111 1.0 / 1.0 1.0 / 1.0 x0.7 /1.2 1 11 P 0.9/0.8 4 'q -" 0.1 /0.1 -- ° ° �Iq -i coo 000 oar 0.5/0.5 -a 10 000 Depew St d 1 � X0.2/0.2 0.2 / 0.1 � r oIp 00 C? Ip cc ti0 � Harlan St 0.5 / 0.8 s 0.3 / 0.4 - 0.0 / 0.1 � �- 0.4 / 0.5 ,-0.1/0.1 �r 0 0 00 v a 0 M M 0 0 _o n m 0 0 0.5 / 0.8 Pierce St x0.4/0.4 O.1 / 0.2 - r 0.5/0.5 -a 10 M o 0 O O 00 ui o High Ct d � X0.2 /0.1 0.2/0.2 r cc o ,n cc V O 00 M Vance St ,J 1, 0.2/0.1 0.6/0.$ -4 � i t 0.0 /0.1 r! c O O o N N 00 0.1 / 0.2 ,r d / f 0.8 / 1.1 Wadsworth Blvd d 111E x0.8 /1.1 0.8/1.7 1.1/1.1 � TT ( 0.3/0.1 o ti� �0 U -6 U 0 : u \ o a �c /e \ MA Sheridan Blvd ) 11 � ,r d / f V e /f --' � TT ( b /b- v U- b /a -, u u u Q M M ru Depew St d / d Q d �-d /d Harlan St �, r d m c / dam r d /d- c /dam, v a 00 rn m U ro 0 U \ o �-cl d \ U Pierce St �, ,e c/ c V o � c /c v Ln 4- d /dam f °� > o O V Q > a) \ \ \ U J C ro ra High Ct �, d/ d Q o C O +- ,� aj U d /dam " > o a \\ (0 ra L M L D L =3 \\ \ O O O M M Vance St �-d /c Q rn co ro d /ems TY a a a d /cam, m a a a o �a /f \ Q a a W Wadsworth Blvd �,�, ,r-f/ f x f /f Wt X x X e /e �\\ x x X a /b - -s, J x o Muller Engineering Company City of W heat �de COMMUNITY DEVELOPMENT 38` Avenue Corridor Study Road Diet Traffic Analysis Figure 10 — 2035 Projected Conditions: Alternative 3 Lane Geometry, LOS and v/c Ratios NrlIQ zoo 000 1.0 1.0 Sheridan Blvd ) 11 l X0.7/1.2 1.0 /1.0— It r 0.9/0.8 O Iq '' 0.1 /0.1-- "oo 't09 -! 000 0 0 0 oa c' 0 0 Depew St ) 1 t 0.2 / 0.1 --< N 00 N O O O 0 0 0 Harlan St 1 1 1 0.5 / 0.8 --- 0.3 / 0.4 0.0 / 0.1 --- )-- 0.2 / 0.2 o ,o 0 0 o� 0 0 0.4 / 0.5 0.1 / 0.1 fir ado 0 0 0 �Lrla o 0 0 v Q t 00 M 0 oom 0 0 0 6 6 6 X0.5 /0.8 Pierce St ) 1 � -0.4/0.4 0.1/0.2' } 1 r 0.5 / 0.5 - -t n o ^ 0 0 0 0 0 0 0 0 High Ct J X0.2/0.1 0.2 / 0.2 f 0 0 o � 66 C O O O r+f Vance St J1 � >- 0.2/0.1 0.6/0.8-4 � 1 0.0 / 0.1 - - M 0 0 V oom 666 0 0 X 0.1 /0.2 Wadsworth Blvd -0.8/0.8 0.8/1.2 11it r 1.1/1.1 V 0.3/0.1- ohC? 0 Muller Engineering Company U - o U ♦� \ \ \ �c z �-0 /e Sheridan Blvd ) 11 �, , — d / f V ; e /f TT b /b v "- b /ate, \ \\ MMM a DepewSt ( �, �d /d d /dam \ �d /d Harlan St d / d 00 c / dam T d /d—, -0 m m c /dam, M-0 M v Q s 00 ro M M -0 M V U \ \\ U Pierce St c/ c V o > L }, L 3 d am O o Q Q > ai 0 o \\ U O1 J J M M High Ct �, d/ d Q o 4� v o d / dam a L _ M M Q > M M M co fD (O =3 =5 =3 \\ p p p M M Vance St d / c Q Eo co Eo d /ems TY' a a a d /cam, M M a a a - � � , `a /a 0-- �a /f Wadsworth Blvd f/ e W Q Q Q x f / f '�'� T T (� � X x x e /ems --0-0 w \\ x x X a /b�, --o J x Muller Engineering Company W hea t P, 38 Avenue Corridor Study COMMUNITY DEVELOPMENT Road Diet Traffic Analysis V. TRAVEL TIME / DIVERSION ANALYSIS The travel time and diversion analyses are two distinct methods used to determine the impacts of the road diet alternatives on 38 Avenue traffic. The travel time analysis looks at the travel time on 38 Avenue between Wadsworth Boulevard and Sheridan Boulevard for all scenarios: Existing Conditions and the four Projected Conditions scenarios. The diversion analysis selects one specific alternative (Alternative 3) and looks at the travel time on both 38 Avenue and on several parallel routes. The travel time analysis provides a comparison of the alternatives specific to 38 Avenue, while the diversion analysis provides a comparison of the 38 Avenue travel times versus routing alternatives. A. Travel Time Analysis on 38th Avenue The travel time analysis looks at the amount of time it would take a vehicle to travel from a point just east of Wadsworth Avenue to a point just west of Sheridan Boulevard, as shown on Figure 11. The travel time information is a combination of the link travel times and the thru- movement delays on 38 Avenue between Wadsworth Boulevard and Sheridan Boulevard. Results Table 5 provides a summary of the eastbound and westbound travel time analysis for 38 Avenue. The first part of the table shows the estimated travel time (in seconds) with the existing lane geometry. The second part of the table provides the calculated increase in travel time on 38 Avenue as a result of the road diet for each of the 3 alternatives. Again, the Wadsworth Boulevard and Sheridan Boulevard intersection delays were not included in this analysis. Muller Engineering Company Figure 11- Travel Time Detail City of W heat midge COMMUNITY DEVELOPMENT Table 5 - 38th Avenue Travel Time Summary 38 Avenue Corridor Study Road Diet Traffic Analysis Alternatives 1 and 3 have the least impact to travel time with both options causing only 40 seconds or less of added delay in the corridor. This amount of added delay would typically be within the day -to -day travel time variation that motorists experience, and would likely not be perceptible to the average driver. Alternative 2, however, would increase travel time by as much as 99 seconds in the PM peak hour, which would be more perceptible to the average driver and may result in undesirable congestion. The primary advantage of Alternative 3 over Alternative 1 is that it allows for on- street parking (except in the immediate vicinity of the Harlan and Pierce Street intersections) while creating only a minor increase in overall travel time. B. Diversion Analysis The diversion analysis addresses the possibility that drivers will chose to avoid 38` Avenue (their established route) and instead divert to parallel routes such as 32 Avenue to the south, 44` Avenue to the north or other local streets. This type of diversion will likely occur only if the alternative route would offer an appreciable benefit such as reduced travel time, avoid congestion, or other tangible aspects. This is especially true during the peak periods in this type of environment, where commuters make up the majority of the vehicle traffic. In general, commuters will stick to an established route which minimizes travel time, ideally with the fewest number of turns and higher travel speeds. Arterial roadways are generally favored by commuter traffic, as opposed to collector roadways which tend to have lower speed limits and signals timed to favor the higher volume roadway. In order to illustrate the relative efficiency of alternative routes versus the road diet laneage on 38 Avenue, a diversion analysis was conducted using the 2035 Projected Conditions, PM peak hour traffic volumes and the Alternative 3 road diet scenario. The analysis focuses on the primary eastbound and westbound through movements within the corridor which carry the majority of the traffic volumes. The Muller Engineering Company Eastbound Travel Westbound Travel Description Time in seconds Time in seconds AM/PM AM/PM Travel Time with Existing Lane Geometry (4 -lane cross section typical) 2011 Existing 206 / 223 209 / 205 2035 Projection, No Action 208 / 225 210 / 208 Additional Travel Time after Road Diet (3 -Lane cross section typical) 2035 Projection, Alternative 1 2 -Lane — with Two Way Left Turn Lane (TWLTL) +15 / +15 +15 / +40 2035 Projection, Alternative 2 2 -Lane — w /TWLTL: On- Street Parking (OSP) +27 / +50 +27 / +99 2035 Projection, Alternative 3 2 -Lane — w /TWLTL: Some OSP: Intersection Improvements +19 / +34 +23 / +39 Alternatives 1 and 3 have the least impact to travel time with both options causing only 40 seconds or less of added delay in the corridor. This amount of added delay would typically be within the day -to -day travel time variation that motorists experience, and would likely not be perceptible to the average driver. Alternative 2, however, would increase travel time by as much as 99 seconds in the PM peak hour, which would be more perceptible to the average driver and may result in undesirable congestion. The primary advantage of Alternative 3 over Alternative 1 is that it allows for on- street parking (except in the immediate vicinity of the Harlan and Pierce Street intersections) while creating only a minor increase in overall travel time. B. Diversion Analysis The diversion analysis addresses the possibility that drivers will chose to avoid 38` Avenue (their established route) and instead divert to parallel routes such as 32 Avenue to the south, 44` Avenue to the north or other local streets. This type of diversion will likely occur only if the alternative route would offer an appreciable benefit such as reduced travel time, avoid congestion, or other tangible aspects. This is especially true during the peak periods in this type of environment, where commuters make up the majority of the vehicle traffic. In general, commuters will stick to an established route which minimizes travel time, ideally with the fewest number of turns and higher travel speeds. Arterial roadways are generally favored by commuter traffic, as opposed to collector roadways which tend to have lower speed limits and signals timed to favor the higher volume roadway. In order to illustrate the relative efficiency of alternative routes versus the road diet laneage on 38 Avenue, a diversion analysis was conducted using the 2035 Projected Conditions, PM peak hour traffic volumes and the Alternative 3 road diet scenario. The analysis focuses on the primary eastbound and westbound through movements within the corridor which carry the majority of the traffic volumes. The Muller Engineering Company City or 38 Avenue Corridor Study Wheat �ge COMMUNITY DEVELOPMENT Road Diet Traffic Analysis parallel routes represent paths a typical motorist might try in lieu of continuing eastbound or westbound on 38 Avenue. It is important to note that the travel times included in this diversion analysis include all relevant signal approach delays. In the travel time analysis the approach delays at Wadsworth Boulevard and Sheridan Boulevard were specifically excluded. The diversion analysis includes all turning movements at these bounding intersections as there can be a significant difference in the amount of delay at Wadsworth Boulevard or Sheridan Boulevard when choosing to turn left or right as opposed to continuing through the intersection. Major Roads (32nd Avenue, 44 Avenue) The data collected at the Wadsworth Boulevard and Sheridan Boulevard intersections with 32 Avenue and 44 Avenue were used as a base to estimate the amount of traffic on the major parallel routes. The signalized turning movement delays could then be estimated and combined with the free flow travel times between intersections to calculate the overall travel time for vehicles diverting to 32 Avenue or 44 Avenue. Minor Roads (35th Avenue, 415tAvenue) Travel time was estimated along the minor street diversion routes by assuming vehicles would travel in a free flow manner with the exception of delays incurred at traffic signals, stop signs, dips and turning movements. Standard acceleration and deceleration rates were used to calculate the added delay that would be incurred at such locations. Results The results of the eastbound and westbound diversion analysis are provided in Table 6 and Table 7, respectively. The diversion route for each path is described as a sequence of links from a specific location to a common destination on 38 Avenue. Muller Engineering Company City of W heat jdge COMMUNITY DEVELOPMENT Table 6 - Eastbound Diversion Analysis (Alternative 3, PM Peak Hour) 38 Avenue Corridor Study Road Diet Traffic Analysis Muller Engineering Company Travel Time (in seconds) Route Brief Route Description' Base Route ID Diversion Route th Difference (38 Ave Only) 1E 38" — Wads — 44 — Sheridan — 38 615 330 285 2E 38 — Wads — 32 — Sheridan — 38 500 330 170 3E 44 — Sheridan — 38 455 330 125 4E 32 — Sheridan — 38 400 330 70 5E 38 — Teller — 35 — Benton — 38 265 205 60 6E 38 — Jay — 35 — Benton — 38 175 75 100 Route shown graphically below. z Travel time along 38 Avenue running parallel to the diverted route. Y � — t. kCSIQe Cerller ',a.niuc , `A w oath Pi Amusement Park c n u 3 3E JWMW 44th Am > 0 V1 VI E �q] VI C y C C 3 O m g c E N H y � V1 W 41st AV N W 415t Ave Z W u_ N p b W 41st A p q N N C Ni Y C N Zj W 341h Pt c Q in ti _ Z "_' 9 v' `� W 39th Ave y q X D NA A N W 37th PI 5E a 6E W 37th Ave W 37th Ave W 36th Ave W 36th Ave v ^ c m K V1 �_ Vt y C a o W 35th At JW35> n g 8 m v N W 34th Ave m �� Panorama W 33rd Ave z r W 33rd Ave Park r O W 32na PI t > m - v m W 31st Ave ° M A Muller Engineering Company City of / W heat Midge MUNm DEVELOPMENT 38 Avenue Corridor Study Road Diet Traffic Analysis Table 7 - Westbound Diversion Analysis Results (Alternative 3, PM Peak Hour) In each comparison (eastbound and westbound), the diversion routes would result in a longer travel time than continuing along 38 Avenue in the road diet Alternative 3 scenario. Therefore, there is no clear incentive for motorists to divert away from 38 Avenue, and no decrease in traffic flow on 38 Avenue is expected as a result of the road diet. Muller Engineering Company Travel Time (in seconds) Route Brief Route Description' Base Route ID Diversion Route th Difference (38 Ave Only) 1W 38 — Sheridan — 44 — Wads — 38 485 345 140 2W 38 — Sheridan — 32 — Wads — 38 475 345 130 3W 44 — Wads — 38 395 345 50 4W 41 Reed — 38 305 225 80 5W 35 — High — 38 285 245 40 6W 32 — Wads — 38 430 345 85 7W 38 — Otis — 41 — Reed — 38 145 35 110 8W 38 — Eaton — 41 — Reed — 38 245 140 105 Route shown graphically below. Z Travel time along 38 Avenue running parallel to the diverted route. > 3 - 5 - Lakeside Center LaKesiae A - 0 3 W 44th Pi Amusement Park -0 `u ev VI O N n y C ut C C � A o o E N N ✓r N N — q g O 2 C UN W 41st Ave y _ In W 39th p Pt E 7W 2 ^ 8W °� E Y Q 18th Ave W 38th Ave W V W 37th PI W 37th Ave T3 7 W 36th Ave W 36th Ave E W 35th Ave 5W c 8 N W 34th Ave '° :." Panorama W 33rd Ave Z t W 33rd Ave Park 1 t j W 32nd PI _ i - N _ 6W Z W 31st Ave N In each comparison (eastbound and westbound), the diversion routes would result in a longer travel time than continuing along 38 Avenue in the road diet Alternative 3 scenario. Therefore, there is no clear incentive for motorists to divert away from 38 Avenue, and no decrease in traffic flow on 38 Avenue is expected as a result of the road diet. Muller Engineering Company City of W heat Ridge COMMUNITY DEVELOPMENT 38 Avenue Corridor Study Road Diet Traffic Analysis VI. CONCLUSIONS AND RECOMMENDATIONS The 38 Avenue corridor between Wadsworth Boulevard and Sheridan Boulevard will feature the Main Street environment for the City of Wheat Ridge. To help this area become a primary destination for city residents and visitors, a road diet has been proposed for this area to allow for various landscaping, atmosphere and character improvements on 38 Avenue. The proposed road diet would begin east of Vance Street, in the vicinity of North Upham Street, where the road would transition from the current 5 -lane cross section to a 3 -lane cross section; one through lane in each direction and a Two -Way Left -Turn Lane (TWLTL) median. The 3 -lane cross section would continue for approximately 1 mile to Depew Street where it would transition to the existing 5 -lane cross section. At present, 38 Avenue between Pierce Street and Depew Street is a 4 -lane road with 2- through lanes in each direction. Left -turn lanes are only provided at Pierce Street and Harlan Streets. The three road diet alternatives that were evaluated share the same general 3 -lane cross section with variations in on- street parking along the corridor and the presence of auxiliary lanes at the intersections of Pierce Street and Harlan Street: • Alternative 1— 3 -Lane Section: No On- Street Parking, No Right -Turn Lanes. • Alternative 2 — 3 -Lane Section: On- Street Parking Allowed, No Right -Turn Lanes. • Alternative 3 — 3 -Lane Section: Limited On- Street Parking, Right -Turn Lanes at Pierce and Harlan. Analysis Results Three types of analysis were conducted on the 38 Avenue study corridor: Level of Service (LOS), Travel Time, and Diversion. The results of the LOS analysis show relatively minor decreases in traffic operations in Alternatives 1 and 3, with LOS C or better at the intersections directly affected by the road diet. Alternative 2 shows a greater impact at the Pierce Street and Harlan Street intersections with LOS D during the PM peak hour. The City of Wheat Ridge has adopted LOS D as the minimum acceptable operation level for City streets. The travel time analysis shows an increase in travel time along 38 Avenue between approximately 15 seconds and 100 seconds. However, in Alternative 1 and 3 the increase is less than 40 seconds in any one direction during the peak periods. An increase in travel time of less than 1 minute along the 1.5 mile corridor would not likely be noticeable to the average driver, as this falls within the range of typical daily fluctuation in travel times. The diversion analysis compared travel times along 38 Avenue for Alternative 3 to that of parallel routes that might be selected along 32 Avenue, 35 Avenue, 41 Avenue or 44 Avenue. The results showed that diverting from 38 Avenue to any of these alternative routes in lieu of continuing eastbound or westbound through the road diet section of 38 Avenue would result in an average increase in travel time of 60% to 70% in the westbound and eastbound directions, respectively. Therefore, traffic is not expected to divert away from 38 Avenue as a result of the road diet. Muller Engineering Company City of Wheatl�qdge COMMUNITY DEVELOPMENT 38` Avenue Corridor Study Road Diet Traffic Analysis Recommendations The traffic analysis results indicate that Alternative 3 would provide the flexibility for on- street parking while mitigating the impact of the road diet conversion by providing auxiliary right -turn lanes at Pierce Street and Harlan Street. On- street parking should be omitted at the Harlan Street and Pierce Street intersections to ensure that these intersections continue to operate at an acceptable level. Similarly, bus turnouts should also be provided at these two intersections to minimize the impact of buses blocking the through traffic lanes. The bus turnouts should be located downstream and within 250 -feet of the intersections. Muller Engineering Company TECHNICAL MEMORANDUM City of W heatP idge COMMUNiTy DEVELOPMENT • Client / Owner: Entelechy / City of Wheat Ridge • From: Karl Buchholz, PE, Muller Engineering Company • Date: August 3, 2011 • Project: W. 38 Avenue Corridor Study (MEC 11- 004.01) • Re: Response to City Co mments on Traffic Study Muller Engineering Company, Inc. Consulting Engineers 777 S. Wadsworth Boulevard, #4 -100 Lakewood, Colorado 80226 303/988 -4969 FAX 303/988 -4939 The following information is provided in response to the City's comments dated 7/22/2011. Comment 1: The report needs to include a discussion on safety issues associated with the road diet and any applicable remedial measures. Overall, there will be a number of features that will locate closer to the travel way upon implementation such as on street parking given the a large number of driveways exist in the corridor. Obstruction to view at side streets and driveways will probably be the biggest concern. Response: Previous safety studies on road diet sites have found that crash frequency has decreased by 19 % -43% (Evaluation of Lane Reduction "Road Diet" Measures on Crashes, Turner Fairbanks Highway Research Center, June 2010 http: / /www.fhwa.dot.gov /publications/ research /safety /10053 /index.cfm The lower range (19 %) was found at suburban sites within larger metropolitan areas, similar to Wheat Ridge. While it is true that on- street parking could reduce the sight distance for vehicles exiting driveways, it is also important to note that the road diet section coupled with on- street parking will have a slowing effect on traffic, which should aid motorists entering 38 Avenue from driveways and side streets. Furthermore, on street parking is safely used in many communities and extensively in main street environments similar to 38 Avenue (e.g. Colfax Avenue in west Denver, Main Street in Broomfield, Washington Avenue in Golden, 32 /Lowell area in Denver). The City may wish to consider reducing the speed limit along the corridor where on- street parking is placed. A speed study of the corridor should be completed to determine the most appropriate speed limit, considering all street users (pedestrians, transit users, motorists and bicycles). Additionally, state law requires vehicles to be parked a minimum of 5' from any driveway to aid vehicles entering and exiting driveways. Due to the higher volume of traffic turning on to 38 Avenue from public intersections, we recommend that on- street parking also be prohibited for 30' from each intersection corner (cross street flowline). We also recommend that parking be prohibited for 30' on either side of major commercial /residential driveways (e.g. senior high rise residential building at Kendall Street). Comment 2:1 think that various safety aspects also need to be included: Benefit from the road diet (i.e. left turn improvement from a visibility standpoint), driveway obstruction as mentioned above and driveway consolidation and strategies to implement. Response: As mentioned above, previous studies have shown that road diets typically yield a decrease in the frequency of vehicle crashes. The improvement in safety is typically for the following reasons: Opposing left -turns are aligned (as opposed to being offset) so sight distance to oncoming traffic is improved (see figure below). W. 38 Avenue Corridor Study — Response to City Comments August 3, 2011 Page 2 of 6 2. Left turning vehicles are not stopped in the through traffic lane, thereby reducing the likelihood of rear end and sideswipe collisions 3. Vehicle speeds are typically slightly lower with a three lane roadway section than with a four lane section. 4. The number of conflict points at an intersection is reduced with one fewer through lane in each direction (see figures below). I 1 1 I I I�I I I I I I I I I I I I I I I I I I I I I I Two types of crashes I I I I can be avoided with the 3 -lane I I I I configuration I I I I I I Four -lane undivided Conflict Point Three -lane Muller Engineering Company W. 38 Avenue Corridor Study — Response to City Comments August 3, 2011 Page 3 of 6 I Four -lane undivided Conflict Point Three -lane 5. Pedestrian safety is enhanced because pedestrians have a shorter distance to cross and fewer lanes to negotiate. A driveway consolidation plan was previously submitted to the City for review and comment. Strategies for implementation of the driveway consolidation plan include: 1. As parcels redevelop the City should work with the property owner to reduce access onto 38 Avenue by aggregating redundant driveways, moving access to side streets, reducing the width of driveways in accordance with City standards and promoting joint access with adjacent properties. 2. The above actions should also be considered during capital improvement projects that the City undertakes along 38 Avenue. 3. The City may also encourage property owners to voluntarily consolidate access by offering to reconstruct the access (possibly at a shared cost) if the owner is willing to close an existing or excessive access onto 38 Avenue. The benefit to the property owner is that they may be able to increase their on -site and on- street parking supply by eliminating a driveway or reducing the width of a driveway. Comment 3: Accident locations — pg 6 table 2 - please include discussion on any accident pattern that may reveal at any of the intersections and proposed remedy at the signalized locations through future design? Response: The table below provides a break -out of the crash types at all intersections along 38 Avenue. As would be expected, the Wadsworth and Sheridan intersections have the highest frequency of crashes, most of which are front to rear crashes occurring in the north -south direction and are likely due to congestion on Wadsworth and Sheridan. Pierce and Vance Streets also have noticeably more crashes than the rest of the intersections in the corridor. Six of the crashes at Pierce Street are right angle or head on collisions, but inspection of the collision diagram for this intersection does not reveal a specific pattern of accidents related to any one direction or movement. Approximately two thirds of the crashes Muller Engineering Company W. 38 Avenue Corridor Study — Response to City Comments August 3, 2011 Page 4 of 6 at Vance Street involve westbound vehicles, which could indicate an issue with westbound motorists looking past the Vance Street signal to the Wadsworth signal located just 450' to the west. The City should continue to monitor the accident patterns at Vance Street, however, this intersection is beyond the road diet section of 38 Avenue and will not be impacted by the proposed changes. Table 1: Crashes Types at 38 Avenue Intersections from 1/1/2008 to 12/31/2010 STREET 2 All Other Peds Bicycle Collision Front to Front to Front to Light/Util Curb Front Rear Side Pole Other Harm Obj Other Non- Collision Same Dir Side Side Sin blank Grand Total SHERIDAN BLVD 2 1 7 3 1 2 5 21 AMES ST 3 1 4 BENTON ST 1 1 1 3 CHASE ST - 1 1 1 3 DEPEW ST 1 2 1 2 6 EATON ST 2 2 4 FENTON ST 1 1 HARLAN ST 1 1 1 1 1 1 6 JAY ST 1 1 1 3 KENDALL ST 1 4 1 6 MARSHALL ST 2 1 3 NEWLAND ST 1 1 2 OTIS ST 1 1 2 4 PIERCE ST 1 3 5 3 2 1 1 16 QUAY ST 1 2 3 REED ST 2 2 TELLER ST 2 2 4 VANCE ST 1 1 3 5 1 3 14 WADSWORTH BLVD 1 19 3 3 3 10 39 Grand Total 5 4 1 8 52 26 3 1 2 9 3 30 144 There are six rear end (front to rear) crashes at Kendall and Marshall Street in the eastbound direction. Marshall lies immediately to the west of the pedestrian signal near Kendall Street. It's possible that the rear end collisions are related to motorists unexpectedly stopping for the pedestrian signal at Kendall because the signal is normally green most of the time. Somewhat surprisingly, however, there are no westbound rear end crashes. The signal heads at the Kendall pedestrian signal are standard size 12 -inch signals with back plates, located overhead and with good visibility. During the summer, the eastbound signals may not contrast very well with their back ground due to the tree canopy behind the signals, although, three of the six rear end crashes occurred during the mid to late fall when the trees no longer have leaves. It appears that the signal heads use incandescent bulbs. If so, we would recommend upgrading the signal bulbs to LED, which are more visible and also do not burn out as frequently as incandescent bulbs. Another consideration would be to add a far side left signal head to improve eastbound visibility. The far side right signal head is partially obscured by the pedestrian crossing sign. It's also worth noting that the road diet should reduce the potential for rear end crashes as indicated in page 2 of this memo. There are no other identifiable crash patterns that suggest a safety problem along the 38` Avenue corridor. The overall crash rate in the corridor (excluding the Wadsworth and Sheridan intersections) is 3.26 accidents per million vehicle miles of travel. This compares favorably with CDOT's statewide crash rate of 3.54 for urban minor arterial roads and their rate of 4.37 for urban principal arterials (Source: CDOT Crash Rates on State Highways 2005). Comment 4: Roadway capacity analysis is based current data and the TAZ data used for growth projection in the corridor. How does this data compare to the future planning of the corridor such as civic site, catalyst sites and other redevelopments scenario. The ultimate question to be addressed is how Muller Engineering Company W. 38 Avenue Corridor Study — Response to City Comments August 3, 2011 Page 5 of 6 would the corridor under road diet condition be able to handle traffic volume associated with future plans or development as presented to date. Response: The corridor growth projections assumed 15% traffic growth between 2010 and 2035. With a current ADT of approximately 16,800 vehicles per day in the corridor, the resulting increase in daily trips used for the road diet analysis was approximately 2,500 vpd. The Main Street redevelopment program, which is a long term vision for the corridor, assumed approximately 65,000 SF of ground floor retail, 55 multi - family residential units, 15 single family residential units, 16,000 SF Library and 70,000 SF Civic Center. While it is not in the scope of this traffic study to conduct a traffic impact analysis for the proposed development along the corridor, we did estimate the number of trips that would be generated by the main street program. The table below shows that approximately 4500 daily trips would be generated. Table 2: Estimated Trip Generation and Distribution for Main Street Development Program We estimate that about half of these trips would be oriented to the west on 38 Avenue towards Wadsworth and points west in the City. That section of 38 Avenue (west of the proposed Main Street development) is where the road diet opens up to a 5 lane section and therefore is not constricted by the road diet. For the road diet section to the east of the Main Street District, it's reasonable to assume that approximately 30% of the 4500 daily trips (or about 1350 trips) would be oriented to the east and use 38` Avenue to access the new development. The 1350 trips are within the 2500 additional trips that were used in our growth assumptions and also allows for other ancillary growth in the corridor. Please keep in mind that the above analysis does not reflect a detailed traffic analysis of the main street development program. If the City decides to pursue moving the Civic Center complex, an in -depth traffic study would be required to fully assess traffic operations, circulation and parking needs. However, from a general overview perspective of the corridor, we believe the road diet section has sufficient traffic capacity to accommodate development of a scale that is similar to what is proposed with the main street program. Muller Engineering Company Daily Land Use Unit Qty Trips /Unit Daily Trips Pass By Adjusted Ground Floor (Specialty) Retail KSF 65 44.3 2880 60% 1152 Condo Residential DU 55 7 385 N/A 385 Single Family Residential DU 15 10 150 N/A 150 Government Office Complex KSF 70 1 27.9 1953 N/A 1953 Library KSF 16 56.2 899 10% 809 Source: ITE Trip Generation, 8th Edition Total 4449 Trip Distribution Daily Trips East 30% 1335 (east on 38th) West 50% 2225 (west on 38th) North 15% 667 (North on Upham) South 5% 222 (South on Teller) Total 100% 4449 We estimate that about half of these trips would be oriented to the west on 38 Avenue towards Wadsworth and points west in the City. That section of 38 Avenue (west of the proposed Main Street development) is where the road diet opens up to a 5 lane section and therefore is not constricted by the road diet. For the road diet section to the east of the Main Street District, it's reasonable to assume that approximately 30% of the 4500 daily trips (or about 1350 trips) would be oriented to the east and use 38` Avenue to access the new development. The 1350 trips are within the 2500 additional trips that were used in our growth assumptions and also allows for other ancillary growth in the corridor. Please keep in mind that the above analysis does not reflect a detailed traffic analysis of the main street development program. If the City decides to pursue moving the Civic Center complex, an in -depth traffic study would be required to fully assess traffic operations, circulation and parking needs. However, from a general overview perspective of the corridor, we believe the road diet section has sufficient traffic capacity to accommodate development of a scale that is similar to what is proposed with the main street program. Muller Engineering Company W. 38 Avenue Corridor Study — Response to City Comments August 3, 2011 Page 6 of 6 Comment 5: Bus stop pull out at signalized locations pg 16 — please provide a clearer discussion on placing bus turnout of stop at these locations specifically if there is an intention of using in conjunction with the acceleration lane — Bus stop at Kendall Street serving the WR high rise apartment, we were wondering if a pull out should be considered even though the ridership is not high enough but yet not low enough to ignore either. The question would be what needs to give with respect to space in order to provide a pullout at this location? Response: The bus stops at Pierce and Harlan Street would be located in place of the right turn accel lanes on the downstream side of these intersections. The pull -out areas are 140' in length and include a taper rate of 4:1 per RTD standards. Although the Kendall Street stops do not meet criteria for bus pull outs, bus pull outs could also be added. For the eastbound direction, a bus pull out could be added in place of parking stalls, thereby not requiring curb reconstruction or right of way. For the westbound direction, a bus pull out would be more difficult and would require approximately 10 -12' of additional right of way. The right of way line is currently located near the back of walk. Installation of a bus pull out in the westbound direction would impact adjacent properties by requiring removal of mature trees and /or landscaping, depending on the exact location of the bus pull out. The figure below shows RTD's standard design for a mid block bus pull out that would be used at Kendall Street. u�rW+eawrnR yy TRAVEL DIRECTION _ —NH 2`V ASPHALT PATCH, 17 0111P SAW CI SAW CUT EXIST 8119!71 W LOCAL LOCAL JURISDICTION II CURS ALb OUTTlR CUltll AID 0UTTR REAUR[MBR9.19EE NDIE ]) 33 � z g / ,7 PRSaIEIm b E � A WIPAN 117 P1 WITH SgN MAT 1 CC E MMCI.) 3 W I T H SSPAW / nK aLlcarr srwrt JONr(fVP.) r. RpwLEi wrtN9ucwBEAL.wr l r:, tAPp1 R 4., TAPE ]PILL CURB (TYP) WALKWAY (VAP1B) 1, PRFORMED V7 PROMISED — WANSM MATERIAL WANBgN RAMNAL WITH SBICOM SEALANT WITH S IICOM SEALANT m (UPd FOR ARIICUMED 011015) ! �1 PLAN - TYPICAL BUS PULLOUT FOR A SINGLE 40' BUS SCALE tff. V& MIN. 2•-0' ASPHALT PATCH, IT DEEP 9AVYCUT JOINT EXISTING ASPHALT 211 SLOPE(DESI MATCH EXISTING GUTTER 1W (MN) OR ACCORDING TO EXISTING - LANE WIDTH 2% S LOPE (DE 6� CONSTRUCTION JOINT / Irt EXPANSION MATERM AND SILICONE SEALANT 2% 11' HE& CONCRETE (SEE NOTE 2) SECTION PREPARED SGALE SUBGRADE P: \11- 004.01 38th Ave Corridor Study - Wheat Ridge \Documentation \2011 -08 -02 - Response to City Comments on Traffic Study.doc Muller Engineering Company 38TH AVENUE CORRIDOR PLAN APPENDICES APPENDIX B - LELAND MARKET STUDY This market study, covering 38th Avenue between Wadsworth and Sheridan, was prepared by Leland Consulting Group in 2009 for the City's Urban Renewal Authority, Renewal Wheat Ridge. APPENDIX B 38th & High Court Node Site & Trade Area t4on WC i W 944hAV el'.0AV Corridor Data 3 c�rcL J 3 ■ 123 parcels on 38 Avenue, ranging from 750 to 800,000+ square feet (high school) within Study Parcels, Area Owners ■ Approximately 100 ownership entities ■ Excluding schools & churches, just 6 owners have holdings over one acre Parcel Approximately 85 acres fronting 38t Avenue Acreage Status Mostly occupied, some vacant or for sale Parcels fronting 38t Avenue are primarily zoned Zoning Commercial C -1, with some C -2, N -C (neighborhood comm.'s), R -C (regional comm.'s), PUD, R -3, etc. Though ownership is fragmented, corridor is fairly Notes active / liquid -- 50% of all fronting parcels bought /sold since 2000 hD AV s V7 J r Y - yam 7r � f r J f � r' & ff L IO tlrr AV T LITM AV � S a E � sTM AX f U19 AX 1St AV Vacant /underutilized storefronts near High Court 38th & High Court Node Site & Trade Area Safeway m s v ctra M Burger t Bradley King Staticp 381h Ave generally attractive storefront retail United Methodist II Church v N. a single family ~ neighborhoods ■ The 38th & High Court opportunity node includes one of the metro area's strongest independent regional retail destinations: Wheat Ridge Cyclery. ■ A suburban grocery anchored center at Wadsworth & 38th Avenue, along with single family residential neighborhoods, institutional uses and medical offices border main street -scale retail. ■ This segment of the study area is dominated by Wheat Ridge Middle School and semi- public buildings such as the Grange Hall. ■ Some of the more attractive, and in select cases historical, storefront buildings line the stretch from Upham Street to High Court — several rehabbed as live -work space. Medical/ Wheat Ridge Fire Clinics Dept. single family The lawn fronting High Court, belonging to the Middle School, often serves as an impromptu extension of the Cyclery and the Grange, with events spilling out into the grass. Middle School (� U Wheat N E ,C Ridge M = Grange Hall — �, y CL (school) Wheat Ridge (school) Cyclery INV The lawn fronting High Court, belonging to the Middle School, often serves as an impromptu extension of the Cyclery and the Grange, with events spilling out into the grass. 38 1 h& High Court Node Psychographics Psychographics go beyond basic demographics Top Tr ade Area PRIM-NE Segments to describe characteristics of people and neighborhoods: profiling attitudes, interests, opinions, and lifestyles. Number of Index to all U.S. Trade Area Households Commercial retail developers use a community's Households (100% = average) psychographic profile as an indication of its American Dreams 6,627 658% residents' propensity to spend across selected stores and brands. Residential developers glean Multi -Culti Mosaic 4,869 622% preferences for certain housing products. Old Glories 3,578 786% There are 63 total possible segments in the widely- Close -In Couples 2,797 518% used PRIZM -NE system used by Claritas, Inc. New Beginnings 2,743 393% While in the vicinity of the node there is a Domestic Duos 2,135 379% strong modest working class base, there is Suburban Sprawl 2,052 334% also a significant senior presence. These groups are balanced by younger, well- Big City Blues 2,051 398/0 educated groups along with greater ethnic Urban Elders 2,044 334% diversity in the trade area at- large. Young Influentials 1,903 27 9% Together, these segments represent 213 of all trade area residents Profile of Selected Trade Area Segments 4 J American Dreams Just under half the American Dreams residents are Hispanic, Asian, or African - American. In these multilingual neighborhoods - -one in ten speaks a language other than English--middle - aged immigrants and their children live in upper - middle -class comfort. Product and activity preferences include motivational tapes, Old Navy, Telefutura, and Lexus IS series autos. Old Glories Primarily downscale suburban retirees, Americans aging in place in older apartment complexes. Households in this racially- diverse segment often contain widows and widowers living on fixed incomes who tend to lead home - centered lifestyles. They're among the nation's most ardent television fans, watching game shows, soaps, talk shows, and news magazines at high rates. Domestic Duos A middle -class mix of mainly over -65 singles and married couples living in older suburban homes. With their high - school educations and fixed incomes, segment residents maintain an easy -going lifestyle. Residents like to socialize by going bowling, seeing a play, meeting at the local fraternal order, or going out to eat. Young Influentials Once known as the home of the nation's yuppies, this segment is a now a common address for younger, middle -class singles and couples who are more preoccupied with balancing work and leisure pursuits. Having recently left college dorms, they now live in apartment complexes surrounded by ball fields, health clubs, and casual- dining restaurants. 38 High Court Node Demographics Node locator with trade area boundary u r-� WtMlOiq • 48% of trade area residents reside within the 2 -mi of the node — a percentage that has remained steady since 2000. • Expected growth is moderate (0.6% annually) across the trade area. • The 2 -mile and trade area are both ethnically diverse (at least in terms of Latinos). • Incomes and educational attainment are correspondingly lower when compared to the Denver Metro overall. • With an older population base and higher percentage of non - family households, households are smaller on average. • While a large senior segment tends to drive down income statistics, figures may understate spending power, since these residents tend to have higher wealth /savings than young adults. f 1 . 4 2 -mi Trade Denver Radius Area Metro 2000 Population 54,659 113,879 2,179,296 2009 Population 53,517 112,051 2,528,842 2009 Households 24,058 46,714 976,666 Annual Household Growth Rate (Claritas or DRCOG projections) 0.0% 0.6% 1.5% Average Household Size (2009) 2.15 2.32 2.56 Pct. Non - family Households (2009) 47% 45% 35% Pct. Renters (2009) 48% 48% 32% Pct. Age 65+ 16% 14% 10% Pct. Age 0 -14 18% 20% 21% Median Age 40.6 37.9 36.3 Pct. With Bachelors Degree 23% 23% 34% Pct. Blue Collar (Age 16 +) 25% 26% 20% Median Household Income $43,451 $43,147 $60,902 Per Capita Income $24,439 $22,785 $30,552 Pct. With Income Over $100,000 10% 11% 24% Pct. Hispanic 31% 40% 23% Pct. Black /African- American 2% 2% 5% Node locator with trade area boundary u r-� WtMlOiq • 48% of trade area residents reside within the 2 -mi of the node — a percentage that has remained steady since 2000. • Expected growth is moderate (0.6% annually) across the trade area. • The 2 -mile and trade area are both ethnically diverse (at least in terms of Latinos). • Incomes and educational attainment are correspondingly lower when compared to the Denver Metro overall. • With an older population base and higher percentage of non - family households, households are smaller on average. • While a large senior segment tends to drive down income statistics, figures may understate spending power, since these residents tend to have higher wealth /savings than young adults. f 1 . 4 38th & High Court Node Residential Demand 10 -Year Residential Demand - Attainable Corridor Unit Capture Totals $150K and up W oa $100 -150K cc 47 E $75 -100K . a t 0 550 -75K x $35 -50K $25 -35K $15 -25K Noun rental unit �m 23 Rental /Apartment ■ Condo /Townhome No units likely for this income range over near term, but potential as area revitalizes 3 4 IM 9 6 0 3 is 17 9 Note: i 63 Reflects attainable corridor absorption (not necessarily policy goals) over 10 years With strong activity generators, attractive storefronts and convenient access to Wadsworth, the High Court node could capture almost half of this corridor -wide demand (some assembly required). units • Projected trade area household growth rate is moderate over next 10 years (0.6% annually) • Overall trade area demand for approximately 720 new market - rate rental or attached ownership units by 2020 • 38 Avenue corridor infill development and redevelopment could absorb approximately 85 new units at an attainable 12% market share /capture rate • Strong value proposition for 38' Avenue corridor means potential to capture increasing share of infill development otherwise going to Denver's Highlands or Lakewood / Edgewater area 38 High Court Node Retail Demand Existing Trade Area Surplus /Leakage Clothing & Accessories 537.4 Health & Personal Care $25.0 Furniture & Home Furnishings Misc. Store Retailers ti 3.5 Building Material, Garden Equip -S4 -5 Sporting, bobby, Book, Music -512.7 Electronics & Appliance -514.9 "leakage" (or "void ") _ trade area household spending Foodservice /Dining /Drinking potential minus trade area sales General Merchandise -516.3 Food & Beverage (Grocery) -S20.9 X 1,000,000 '' 10 -Year Attainable Demand (38th Avenue Corridor) Total retail (excl. auto sales) "Other" (banks, storefront medical, cinema, etc.) 11,004 Health & Personal Care 7,350 Food & Beverage (grocery) 6,739 Foodservice /Dining /Drinking 6,609 Building Material, Garden Equip 3.949 Clothing & Accessories 3,926 General Merchandise 3,925 Sporting, Hobby, Book, Music I. 2,637 Misc. Store Retailers M 1,237 Furniture & Horne Furnishings 1,057 Electronics & Appliance 1,030 Leakage, household growth and some replacement of obsolete space could support almost 500,000 square feet of total trade area retail demand by 2020. The chart here summarizes a (fairly aggressive) 10% share for the 38 Avenue — which could be achieved with coordinated design, marketing and policy efforts. As a catalyst area, the High Court node could, with aggressive assembly, see Y to % of this demand. 38th & High Court Node Urban Renewal Considerations C f . S shD W i Times U ; -, -A «iw h M1.1 b Q 38th & High Court Op"jpnity Node 0 .. . .............................g 0.25 Miles 43M Y. Pt err. •v ...................... » .............................. » ........ .. .......................................... ».... • trt�y KI"4v 1{A .. n f r11M 11 S ntll w i 3 � x existing urban renewal areas (in gold) • The 38 Avenue Urban Renewal Area includes primarily commercial properties fronting the street, as well as parcels owned by the Wheat Ridge Middle School. ■ The 38t Avenue & High Court node area also includes a portion of the Times Square URA, covering the Safeway and associated parcels west to Wadsworth . Blighting conditions (a legal term in Colorado Urban Renewal Law) along the corridor are not generally severe, but do include... • deteriorated /deteriorating structures • poor vehicular access (including on High Court itself) • faulty lot shape /layout (including inadequate lot depth and poor separation between commercial and residential parcels) • some site deterioration (neglect, trash, parking surface problems, etc.) • inadequate public improvements (primarily overhead utilities and instances of inadequate pedestrian provisions) • underutilized land (primarily vacant commercial spaces) q�0 ♦Y +�` 3 3 +iND sill AN 0.25 Miles 43M Y. Pt err. •v ...................... » .............................. » ........ .. .......................................... ».... • trt�y KI"4v 1{A .. n f r11M 11 S ntll w i 3 � x existing urban renewal areas (in gold) • The 38 Avenue Urban Renewal Area includes primarily commercial properties fronting the street, as well as parcels owned by the Wheat Ridge Middle School. ■ The 38t Avenue & High Court node area also includes a portion of the Times Square URA, covering the Safeway and associated parcels west to Wadsworth . Blighting conditions (a legal term in Colorado Urban Renewal Law) along the corridor are not generally severe, but do include... • deteriorated /deteriorating structures • poor vehicular access (including on High Court itself) • faulty lot shape /layout (including inadequate lot depth and poor separation between commercial and residential parcels) • some site deterioration (neglect, trash, parking surface problems, etc.) • inadequate public improvements (primarily overhead utilities and instances of inadequate pedestrian provisions) • underutilized land (primarily vacant commercial spaces) 38th & High Court Node Ownership / Utilization Land Utilization (Development Density) in 38 & High Court Node all IIII l 1111 I I I I Iry I J= r! 111111111$$ 1 11111 1 A V$ 111011,- .. - --- �a Cf -' .. a -.-- " 38TH AV s r �n AV — �4rF11� 13 11#411111 Land Utilization 4 Node Acres by Owner's City or rem Ra o V n© mprolrrntn[1 U8:d� 36 a 1001 to 0.2 0."1 to 01 owf 0 1 12.5 Node Parcels by Date of Last Sale 30 17 Number of Parcels Commercial vacancies in combination with site underutilization on several parcels suggests the potential for investment and reinvestment of a magnitude sufficient to impact use and product patterns. ■ Although property ownership in the node is fragmented, properties tend to be controlled locally (Golden's 5.8 acres reflects county ownership of the school property). ■ 17 parcels have changed hands since 2006 (data through the end of 2008), indicating at least moderate market activity and higher basis points. ■ Land utilization, summarized in the map above is spotty, though many underutilized parcels are set back from 38t 17 ■ Vacant buildings (many found 12 across from the school and Cyclery) are not reflected in the shading, but also indicate underutilization. pre -1990 19905 2000 -2006 2006+ 5.8 5.8 1.6 0.1 0.2 0.3 0.3 0.4 0.7 Node Parcels by Date of Last Sale 30 17 Number of Parcels Commercial vacancies in combination with site underutilization on several parcels suggests the potential for investment and reinvestment of a magnitude sufficient to impact use and product patterns. ■ Although property ownership in the node is fragmented, properties tend to be controlled locally (Golden's 5.8 acres reflects county ownership of the school property). ■ 17 parcels have changed hands since 2006 (data through the end of 2008), indicating at least moderate market activity and higher basis points. ■ Land utilization, summarized in the map above is spotty, though many underutilized parcels are set back from 38t 17 ■ Vacant buildings (many found 12 across from the school and Cyclery) are not reflected in the shading, but also indicate underutilization. pre -1990 19905 2000 -2006 2006+ 38 , h& High Court Node Revenue Potential RENEWAL WHEAT RIDGE 38TH & HIGH COURT: TIF POTENTIAL Development Program Net New Units Square Feet Retail /Restaurant 15,000 Offi ce /Employment 5,000 Residential (Rental) 30 24,000 Residential (For-Sale) 10 18,000 Estimated Project Value Stabilized Yr Sq FVUnit Value Total Value Retail /Restaurant $120 $1,800,000 Office /Employment $100 $500,000 Residential (Rental) $80,000 $2,400,000 Residential (For -Sale) $200,000 $2,000,000 Estimated Tax Assessed Value Stabilized Yr Assessment Ratio Assessed Value Retail /Restaurant 29% $522,000 Office /Employment 29% $145,000 Residential (Rental) 8% $191,040 Residential For -Sale 8% $159,200 Estimated Annual Property Tax Revenue Mill Levy Property Tax Retail /Restaurant 0.0800 $41,760 Office /Employment 0.0800 $11,600 Residential (Rental) 0.0800 $15,283 Residential (For -Sale) 0.0800 $12,736 Total Annual Property Tax Revenue $81,379 Total 25 -Year Property Tax Revenue $2,034,480 Estimated Annual Sales Tax Revenue Total Retail Sales* Sales Tax ** Retail /Restaurant $3,750,000 $112,500 Total Annual Sales Tax Revenue $112,500 Total 25 -Year Sales Tax Revenue $2,812,500 * Based on retail sales at $250 per sq ft * *City sales tax rate= 3.0% Source: Leland Consulting Group. Positioning Strategies • Property assemblages • Facade improvement program • Streetscape improvements (place- making_ • Shared public amenities • Signage and design standards that reflect eclectic character • Neighborhood improvement district (pilot program) • "Main street" overlay zone (bring building setbacks / active spaces to the street) • Escrow for undergrounding utilities 38TH AVENUE CORRIDOR PLAN APPENDICES APPENDIX C -VISUAL PREFERENCE SURVEY RESULTS The following pages summarize the results from a visual preference survey that was part of the first public meeting in March 2011. Participants were asked to rate which images they like the most and the least when they envision the future of 38th Avenue. Green dots indicate the number of people who liked the image and red dots indicate the number of people who disliked the image. APPEN C Urban residential homes meeting the street Ground floor retail storefronts f p. _ ■, u- I t yy n 1 .. v� .� 00 o mar f Iii' - y 00 00 00 00 j kr 00 Instructions: 00 1. Mark a maximum 4 green (good) and 4 red (bad) dots per category 2. Mark only 1 green or 1 red dot per image 3. Add a qualifier (a word or two): mark + (for good) or - (for bad) and then "xxx xxxx" next to the picture _1_ __ -- ____J i_ __1___ _11 _.0 _._.... _I �— (� Visual Preference Survey: Public Realm Corridor Plan entelechy A R -LAN D 15 March 201 1 /�2• � - � _ _ — - i+.'r �rr� � �~ r'�~. 3 r ;� I. �I �( �` it ..+^ Pocket Parks/Gathering Spaces Streetscapes, specifically - space between front of building & curb 00 00 ' I go 00 00 00 00 00 • _ III -�,�, . ' • _ - - - - - � .•.tea �— - - nr . III- _ -ic.r -_� "�� � - ,.� '• 1 „�. °'� u �(_ ,,. ,.��`� . .. a . Oinstructi 00 00 1. Mark a maximum 4 green (good) and 4 red (bad) dots per category 2. Mark only I green or I red dot per image 3. Add a qualifier (a word or two): mark + (for good) or - (for bad) and then "xxx xxxx" next to the picture 4. You do not need to place all of your dots MUM 1 1 38TH AVENUE CORRIDOR PLAN APPENDICES APPENDIX D - ROAD DIET COST ESTIMATES These costs represent a planning -level estimate of what the different road diet options recommended in the plan would cost to construct. They are not based on a detailed design and thus they are not final costs. The cost estimates cover the following options: (1) Restriping Only for Main Street (2) Restriping Only for Residential District (3) Retrofit Planters for Residential District (4) Full Build for Residential District: restriping, retrofit planters, and full sidewalk improvements (5) Full Build for Main Street, Option 1: relocate curbs and construct full sidewalk improvements. This option assumes a 42 -foot roadway with one lane of on- street parking (6) Full Build for Main Street, Option 2: relocate curbs and construct full sidewalk improvements. This option assumes a 35 -foot roadway with no on- street parking APPENDIX D 1. Planning Level Cost Estimate - Main Street Restriping Conceptual estimate of probable construction cost Prepared by Muller Engineering Company and Entelechy LLC DESIGN FEE (10% OF TOTAL CONSTRUCTION COST) $3,291 TOTAL UNIT 1 $3,291 lAssumes const. admin by WR staff ITEM UNIT QUANTITY PRICE COST COMMENTS REMOVAL OF PAVEMENT MARKING - UPHAM TO NEWLAND SF 2,728 $2.50 $6,820 MISCELLANEOUS SIGNING EA 14 $260.00 $3,640 Assume 2 signs /bock for 7 blocks EPDXY PAVEMENT MARKING - UPHAM TO NEWLAND GAL 31 $100.00 $3,100 PREFORMED THERMOPLASTIC PAVEMENT MARKING (XWALK) SF 1,680 $6.00 $10,080 MAJOR ITEM TOTAL $23,640 MOBILIZATION LS 1 6.00% $1,418 Mobilization costs doubled due to small project CONSTRUCTION SURVEYING LS 0 1.50% $0 CONSTRUCTION TRAFFIC CONTROL LS 1 10.00% $2,364 MATERIALS SAMPLING AND TESTING LS 0 2.00% $0 UTILITY ADJUSTMENTS LS 0 3.00% $0 EROSION CONTROL LS 0 2.00% $0 CONSTRUCTION ITEM TOTAL $27,422 20% CONTINGENCY $5,484 TOTAL AFTER CONTINGENCY $32,907 DESIGN FEE (10% OF TOTAL CONSTRUCTION COST) $3,291 Assumes design by WR staff CONSTRUCTION ADMINJOBSERVATION FEE (10% OF TOTAL CONSTRUCTION COST) 1 $3,291 lAssumes const. admin by WR staff I TOTAL PROJECT COST $39,000 1. ASSUME THAT LOOP DETECORS WILL STILL FUNCTION AND NOT REQUIRE ANY MODIFICATIONS 2. ASSUME USE OF EPDXY PAVEMENT MARKING FOR LANEAGE STRIPING 3. ASSUMES STRIPING /RESTRIPING OF CROSSWALKS WITH PREFORMED THERMOPLASTIC PAVEMENT 2. Planning Level Cost Estimate - Residential District Restriping Conceptual estimate of probable construction cost Prepared by Muller Engineering Company and Entelechy LLC DESIGN FEE (10% OF TOTAL CONSTRUCTION COST) $2,633 TOTAL UNIT I $2,633 Assumes const. admin by WR staff ITEM UNIT QUANTITY PRICE COST COMMENTS REMOVAL OF PAVEMENT MARKING - NEWLAND TO DEPEW SF 2,895 $2.50 $7,238 MISCELLANEOUS SIGNING EA 20 $260.00 $5,200 Assume 2 signs /back for 10 blocks EPDXY PAVEMENT MARKING - NEWLAND TO DEPEW GAL 42 $100.00 $4,200 PREFORMED THERMOPLASTIC PAVEMENT MARKING (XWALK) SF 380 $6.00 $2,280 MAJOR ITEM TOTAL $18,918 MOBILIZATION LS 1 6.00% $1,135 Mobilization costs doubled due to small project CONSTRUCTION SURVEYING LS 0 1.50% $0 CONSTRUCTION TRAFFIC CONTROL LS 1 10.00% $1,892 MATERIALS SAMPLING AND TESTING LS 0 2.00% $0 UTILITY ADJUSTMENTS ' LS 0 3.00% $0 EROSION CONTROL LS 0 2.00% $0 CONSTRUCTION ITEM TOTAL $21,944 20% CONTINGENCY $4,389 TOTAL AFTER CONTINGENCY $26,333 DESIGN FEE (10% OF TOTAL CONSTRUCTION COST) $2,633 Assumes design by WR staff CONSTRUCTION ADMINJOBSERVATION FEE (10% OF TOTAL CONSTRUCTION COST) I $2,633 Assumes const. admin by WR staff ITOTAL PROJECT COST $32,000 1. ASSUME THAT LOOP DETECORS WILL STILL FUNCTION AND NOT REQUIRE ANY MODIFICATIONS 2. ASSUME USE OF EPDXY PAVEMENT MARKING FOR LANEAGE STRIPING 3. ASSUMES STRIPING /RESTRIPING OF CROSSWALKS WITH PREFORMED THERMOPLASTIC PAVEMENT APPENDIX D 3. Planning Level Cost Estimate - Retrofit Planters for Residential District Conceptual estimate of probable construction cost Prepared by Muller Engineering Company and Entelechy LLC DESIGN FEE (20% OF TOTAL CONSTRUCTION COST) I $7,188 DESIGN COST INCREASED DUE TO SMALL PROJECT CONSTRUCTION ADMINJOBSERVATION FEE (20% OF TOTAL CONSTRUCTION COST $7,188 CONST ADMIN COST INCREASED DUE TO SMALL PROJECT TOTAL PROJECT COST PER UNIT 1 $50,000 TOTAL PROJECT COST 7 UNITS $350,000 1. COST PER UNIT PROVIDED AS WELL AS COST PER ESTIMATED 7 FOR RESIDENTIAL SUB - DISTRICT FROM NEWLAND TO HARLAN, NO RETROFITS EAST OF HARLAN APPENDIX D TOTAL UNIT ITEM UNIT QUANTITY PRICE COST COMMENTS REMOVAL OF ASPHALT MAT SY 47 $8.00 $376 47 SY FOR PLANTER FOOTPRINT, 11 SY FOR WATERLINE EXCAV. WATER TAP EACH 0.286 $18,000.00 $5,143 ASSUME A TOTAL OF 2 WATERLINE TAPS FOR 7 PLANTERS ASSUME WATER UNE ON OPPOSITE CURBLINE FROM PLANTER. TYPE K COPPER PIPE (1 INCH) LF 154 $30.00 $4,620 ALSO ASSUME NEW COPPER PIPE TO ISLANDS W/O TAPS UNCLASSIFIED EXCAVATION (CIP) CY 60 $20.00 $1,200 FOR WATERLINE HOT MIX ASPHALT (PATCHING) TON 8 $87.00 $696 6 FOR WATERLINE, 2 FOR AROUND PLANTER AGGREGATE BASE COURSE TON 4 $20.00 $80 FOR WATERLINE CURB TYPE 2 (SEC B) LF 96 $25.00 $2,400 IRRIGATION SYSTEM SF 273 $1.00 $273 PLANTER PLANTING (GROSS 8X40, NET 7X39,273 SF PER) SF 2,184 $5.00 $10,920 MAJOR ITEM TOTAL $25,708 MOBILIZATION LS 1 100% $771 CONSTRUCTION SURVEYING LS 1 1.50% $386 CONSTRUCTION TRAFFIC CONTROL LS 1 10.00% $2,571 MATERIALS SAMPLING AND TESTING LS 1 2.00% $514 UTILITY ADJUSTMENTS LS 0 100% $0 COVERED BY CONTINGENCY EROSION CONTROL LS 0 2.00% $0 COVERED BY CONTINGENCY CONSTRUCTION ITEM TOTAL $29,950 20% CONTINGENCY $5,990 TOTAL AFTER CONTINGENCY $35,940 DESIGN FEE (20% OF TOTAL CONSTRUCTION COST) I $7,188 DESIGN COST INCREASED DUE TO SMALL PROJECT CONSTRUCTION ADMINJOBSERVATION FEE (20% OF TOTAL CONSTRUCTION COST $7,188 CONST ADMIN COST INCREASED DUE TO SMALL PROJECT TOTAL PROJECT COST PER UNIT 1 $50,000 TOTAL PROJECT COST 7 UNITS $350,000 1. COST PER UNIT PROVIDED AS WELL AS COST PER ESTIMATED 7 FOR RESIDENTIAL SUB - DISTRICT FROM NEWLAND TO HARLAN, NO RETROFITS EAST OF HARLAN APPENDIX D 4. Planning Level Cost Estimate - Full Build Residential District Includes Restriping, Retrofit Planters, and Sidewalks with Amenity Zones* Conceptual estimate of probable construction cost Prepared by Muller Engineering Company and Entelechy LLC DESIGN FEE 10% OF TOTAL CONSTRUCTION COST) 1 $121,065 CONSTRUCTION ADMINJOBSERVATION FEE 10% OF TOTAL CONSTRUCTION COST $121,065 TOTAL PROJECT COST 1 $1,453,000 1. RESTRIPING IS FROM NEWLAND TO DEPEW 2. TOTAL LENGTH IS `1,720LF (FROM NEWLAND TO HARLAN ONLY FOR AMENITIES) 3. PRESUMES FUTURE BUILD OUT OF PREFERRED AMENITY ZONE AND SIDEWALK BACK OF EXISTING CURB 4. NO DEMOLITION COSTS INCLUDED FOR BACK OF CURB IMPROVEMENTS 5. COST FOR HIGH LEVEL LIGHTING BASED ON AVG. CDOT COST DATA FROM 2001 -2010. (HIGH LEVEL LIGHT STANDARD AND LUMINAIRE (DECORATIVE)) COSTS MAY BE DECREASED BY 60% USING STANDARD XCEL FIXTURES. 6. NO IRRIGATION FOR TREE LAWN OR TREES IN THIS AREA. PRESUMES TYPICAL ADJACENT PROPERTY OWNER COST. *No costs included for purchase of easements /right -of -way that may be needed for sidewalks and amenity zones. APPENDIX D TOTAL UNIT ITEM UNIT QUANTITY PRICE COST COMMENTS REMOVAL OF PAVEMENT MARKING - NEWLAND TO DEPEW SF 2,895 $2.50 $7,238 MISCELLANEOUS SIGNING EA 40 $260.00 $10,400 Assume 4 signs /bock for 10 blocks EPDXY PAVEMENT MARKING- NEWLAND TO DEPEW GAL 42 $100.00 $4,200 PREFORMED THERMOPLASTIC PAVEMENT MARKING (XWALK) SF 380 $6,00 $2,280 Kendall Only (Others Already done in non - reflective) HIGH LEVEL STREET LIGHTING (DECORATIVE) EA 42 $6,000.00 $252,000 Assumes 150' Intervals on both sides RETROFIT PLANTERS EA 7 $25,790.00 $180,530 PAVING WALKWAY -STD GRAY CONCRETE SF 25,000 $6.00 $150,000 Retrofit of preferred amenity zone /sidewalk design with amenities section TREE LAWN SF 17,270 $1.50 $25,905 PEDESTRIAN LIGHTS - BANNERS EA 28 $1,800 $50,400 Spacing estimated per WR Streetscape Design Standards TREES EA 68 $550 $37,400 BENCH EA 28 $1,900 $53,200 TRASH EA 28 $1,600 $44,800 BIKE RACKS EA 20 $600 $12,000 MAJOR ITEM TOTAL $830,353 MOBILIZATION LS 1 300% $24,911 CONSTRUCTION SURVEYING LS 1 1.50% $12,455 CONSTRUCTION TRAFFIC CONTROL LS 1 10.00% $83,035 MATERIALS SAMPLING AND TESTING LS 1 2.00% $16,607 UTILITY ADJUSTMENTS LS 1 3.00% $24,911 EROSION CONTROL LS 1 2.00% $16,607 CONSTRUCTION ITEM TOTAL $1,008,878 20% CONTINGENCY $201,776 TOTAL AFTER CONTINGENCY $1,210,654 DESIGN FEE 10% OF TOTAL CONSTRUCTION COST) 1 $121,065 CONSTRUCTION ADMINJOBSERVATION FEE 10% OF TOTAL CONSTRUCTION COST $121,065 TOTAL PROJECT COST 1 $1,453,000 1. RESTRIPING IS FROM NEWLAND TO DEPEW 2. TOTAL LENGTH IS `1,720LF (FROM NEWLAND TO HARLAN ONLY FOR AMENITIES) 3. PRESUMES FUTURE BUILD OUT OF PREFERRED AMENITY ZONE AND SIDEWALK BACK OF EXISTING CURB 4. NO DEMOLITION COSTS INCLUDED FOR BACK OF CURB IMPROVEMENTS 5. COST FOR HIGH LEVEL LIGHTING BASED ON AVG. CDOT COST DATA FROM 2001 -2010. (HIGH LEVEL LIGHT STANDARD AND LUMINAIRE (DECORATIVE)) COSTS MAY BE DECREASED BY 60% USING STANDARD XCEL FIXTURES. 6. NO IRRIGATION FOR TREE LAWN OR TREES IN THIS AREA. PRESUMES TYPICAL ADJACENT PROPERTY OWNER COST. *No costs included for purchase of easements /right -of -way that may be needed for sidewalks and amenity zones. APPENDIX D 5. Planning Level Cost Estimate - Full Build for Main Street Option 1 Includes Relocating Curbs and Sidewalks with Amenity Zones* - 42 -foot Roadway Conceptual estimate of probable construction cost Prepared by Muller Engineering Company and Entelechy LLC I DESIGN FEE (10% OF TOTAL CONSTRUCTION COST) 1 $310,442 CONSTRUCTION ADMIN. /OBSERVATION FEE (10% OF TOTAL CONSTRUCTION COST) 1 $310,442 ITOTAL PROJECT COST $3,725,000 1. ASSUMES 2,740 If FOR COSTING OF BACK OF CURB ELEMENTS 2. ASSUME THAT LOOP DETECORS WILL STILL FUNCTION AND NOT REQUIRE ANY MODIFICATIONS 3. ASSUME USE OF EPDXY PAVEMENT MARKING 4. ASSUMES TYPICAL SECTION WILL BE 42' FROM PANLINE TO PANLINE. S. COST FOR HIGH LEVEL LIGHTING BASED ON AVG. CDOT COST DATA FROM 2001 -2010. (HIGH LEVEL LIGHT STANDARD AND LUMINAIRE (DECORATIVE)) COSTS MAY BE DECREASED BY 60% USING STANDARD XCEL FIXTURES. *No costs included for purchase of easements /right -of -way that may be needed for sidewalks and amenity zones. APPENDIX D TOTAL UNIT ITEM UNIT QUANTITY PRICE COST COMMENTS REMOVAL OF INLET EA 10 $500.00 $5,000 REMOVAL OF CURB AND GUTTER LF 4,120 $4.00 $16,480 3840' FOR MAINLINE, 280' FOR CURB RETURNS REMOVAL OF CONCRETE CURB RAMP SY 180 $19.00 $3,420 UPHAM TO PIERCE ONLY - ASSUME PIERCE TO DEPEW REMAIN REMOVAL OF CONCRETE PAVEMENT SY 361 $9.50 $3,430 361 SY PARKING AREA REM REMOVAL OF ASPHALT MAT SY 3,353 $3.50 $11,736 813 SY GATEWAY INTS AND 12' FROM UPHAM TO PIERCE REMOVAL OF PAVEMENT MARKING - UPHAM TO NEWLAND SF 2,728 $2.50 $6,820 HOT MIX ASPHALT (PATCH ING)(ASPHALT) SY 916 $58.00 $53,128 T ADIACENTTO ALL C &G FROM UPHAM TO PIERCE INLET TYPE R L 5 (5 FOOT) EA 10 $3,500.00 $35,000 CURB AND GUTTER TYPE 2 (SEC II -B) LF 4,120 $13.00 $53,560 CONCRETE CURB RAMP SY 260 $100.00 $26,000 UNI -DIR AT UNSIGNALIZED, DIRECTIONAL AT SIGNALIZED CONCRETE PAVEMENT (9 -1/2 INCH) (SPECIAL) SY 813 $90.00 $73,170 FOR X -WALKS AND INTERSECTIONS AT UPHAM AND NEWLAND EPDXY PAVEMENT MARKING - UPHAM TO NEWLAND GAL 31 $100.00 $3,100 PREFORMED THERMOPLASTIC PAVEMENT MARKING (XWALK) SF 1,680 $6.00 $10,080 MISCELLANEOUS SIGNING EA 28 $260.00 $7,280 Assume 4 signs /bock for 7 blocks HIGH LEVEL STREET LIGHTING (DECORATIVE) EA 38 $6,000.00 $228,000 ASSUMES 150' INTERVALS ON BOTH SIDES PAVING WALKWAY -STD GRAY CONCRETE SF 38,672 $6 $232,032 PAVING AMENITY ZONE -UNIT PAVERS SF 22,800 $12 $273,600 PEDESTRIAN LIGHTS - BANNERS EA 64 $1,800 $115,200 Spacing estimated per WR Streetscape Design Standards TREE GRATES - 5'X5' EA 128 $1,000 $128,000 TREES $70,400 EA 128 $550 TREE IRRIGATION $25,600 EA 128 $200 IRRIGATION CONTROLLER BOX EA 1 $5,000 $5,000 BENCH EA 48 $1,900 $91,200 TRASH EA 48 $1,600 $76,800 BIKE RACKS EA 32 $600 $19,200 ELECTRICAL (GFI) FOR AMENITY ZONE EA 128 $750 $96,000 Includes conduit and meter averaged in $10,000 INFORMATION KIOSKS EA 6 $60,000 GATEWAYS - VERTICAL ELEMENTS EA 4 $100,000 $400,000 Assumes 4 at West gateway intersection generally at Upham MAJOR ITEM TOTAL $2,129,235 MOBILIZATION LS 1 3.00% $63,877 CONSTRUCTION SURVEYING LS 1 1.50% $31,939 CONSTRUCTION TRAFFIC CONTROL LS 1 10.00% $212,924 MATERIALS SAMPLING AND TESTING LS 1 2.00% $42,585 UTILITY ADJUSTMENTS LS 1 3.00% $63,877 EROSION CONTROL LS 1 2.00% $42,585 CONSTRUCTION ITEM TOTAL $2,587,021 20% CONTINGENCY $517,404 TOTAL AFTER CONTINGENCY $3,104,42 I DESIGN FEE (10% OF TOTAL CONSTRUCTION COST) 1 $310,442 CONSTRUCTION ADMIN. /OBSERVATION FEE (10% OF TOTAL CONSTRUCTION COST) 1 $310,442 ITOTAL PROJECT COST $3,725,000 1. ASSUMES 2,740 If FOR COSTING OF BACK OF CURB ELEMENTS 2. ASSUME THAT LOOP DETECORS WILL STILL FUNCTION AND NOT REQUIRE ANY MODIFICATIONS 3. ASSUME USE OF EPDXY PAVEMENT MARKING 4. ASSUMES TYPICAL SECTION WILL BE 42' FROM PANLINE TO PANLINE. S. COST FOR HIGH LEVEL LIGHTING BASED ON AVG. CDOT COST DATA FROM 2001 -2010. (HIGH LEVEL LIGHT STANDARD AND LUMINAIRE (DECORATIVE)) COSTS MAY BE DECREASED BY 60% USING STANDARD XCEL FIXTURES. *No costs included for purchase of easements /right -of -way that may be needed for sidewalks and amenity zones. APPENDIX D 6. Planning Level Cost Estimate - Full Build for Main Street Option 2 Includes Relocating Curbs and Sidewalks with Amenity Zones* - 35 -foot Roadway Conceptual estimate of probable construction cost Prepared by Muller Engineering Company and Entelechy LLC DESIGN FEE (110% OF TOTAL CONSTRUCTION COST) 1 $322,350 CONSTRUCTION ADMINJOBSERVATION FEE (10% OF TOTAL CONSTRUCTION COST) 1 $322,350 I TOTAL PROJECT COST $3,868,000 1. EXCLUDES COST OF RIGHT TURN LANE CONSTRUCTION AT 38TH AND WADSWORTH. THIS IS ASSUMED TO BE DONE AS A PART OF DEVELOPMENT. 2. ASSUME THAT LOOP DETECORS WILL STILL FUNCTION AND NOT REQUIRE ANY MODIFICATIONS 3. ASSUME USE OF EPDXY PAVEMENT MARKING 4. ASSUMES TYPICAL SECTION WILL BE 35' FROM PANLINE TO PANLNE. S. ESTIMATE ACCOUNTS FOR WORK FROM CURBLINE TO CURBLINE ONLY - OTHER WORK TO BE DONE AND ESTIMATED BY OTHERS. 6. COST FOR HIGH LEVEL LIGHTING BASED ON AVG. CDOT COST DATA FROM 21)01 -2010. (HIGH LEVEL LIGHT STANDARD AND LUMINAIRE (DECORATIVE)) COSTS MAY BE DECREASED BY 60% USING STANDARD XCEL FIXTURES. *No costs included for purchase of easements /right -of -way that may be needed for sidewalks and amenity zones. APPENDIX D TOTAL UNIT ITEM UNIT QUANTITY PRICE COST COMMENTS REMOVAL OF INLET - UPHAM TO NEWLAND EA 16 $500.00 $8,000 REMOVAL OF CURB AND GUTTER - UPHAM TO NEWLAND LF 5,980 $4.00 $23,920 5500' FOR MAINLINE, 480' AROUND CURB RETURNS TO PCR REMOVAL OF CONCRETE CURB RAMP - UPHAM TO NEWLAND SY 220 $19.00 $4,180 UPHAM TO PIERCE ONLY - ASSUME PIERCE TO DEPEW REMAIN REMOVAL OF CONCRETE PAVEMENT - UPHAM TO NEWLAND SY 361 $9.50 $3,430 361 SY PARKING AREA REM REMOVAL OF ASPHALT MAT - UPHAM TO NEWLAND SY 5,904 $3.50 $20,664 662 GATEWAY INTS, 19' TO PIERCE, 13' PIERCE TO NEWLAND REMOVAL OF PAVEMENT MARKING - UPHAM TO NEWLAND SF 1 2,728 $2.501 $6,820 HOT MIX ASPHALT (PATCHING)(ASPHALT) - UPHAM TO NEWLAND SY 1,329 $58.00 $77,082 T ADJACENT TO ALL C &G INLET TYPE R L 5 (5 FOOT) - UPHAM TO NEWLAND EA 16 $3,500.00 $56,000 CURB AND GUTTER TYPE 2 (SEC II -B) - UPHAM TO NEWLAND LF 5,980 $13.00 $77,740 CONCRETE CURB RAMP- UPHAM TO NEWLAND SY 320 $100.00 $32,000 UNI -DIR AT UNSIGNALIZED, DIRECTIONAL AT SIGNALIZED CONCRETE PAVEMENT (9 -1/2 INCH) (SPECIAL) SY 662 $90.00 $59,580 FOR X -WALKS AND INTERSECTIONS AT UPHAM AND NEWLAND EPDXY PAVEMENT MARKING - UPHAM TO NEWLAND GAL 31 $100.00 $3,100 PREFORMED THERMOPLASTIC PAVEMENT MARKING (XWALK) SF 1,680 $6.00 $10,080 MISCELLANEOUS SIGNING LS 28 $260.00 $7,280 Assume 4 signs /bock for 7 blocks HIGH LEVEL STREET LIGHTING (DECORATIVE) - TO NEWLAND EA 38 $6,000.00 $228,000 ASSUMES 150' INTERVALS ON BOTH SIDES PAVING WALKWAY -STD GRAY CONCRETE SF 38,672 $6 $232,032 SF 22,800 $12 PAVING AMENITY ZONE -UNIT PAVERS $273,600 PEDESTRIAN LIGHTS - BANNERS EA 64 $1,800 $115,200 Spacing estimated per WR Streetscape Design Standards EA 128 $1,000 TREE GRATES - 5'X5' $128,000 TREES $70,400 EA 128 $550 EA 128 $200 TREE IRRIGATION $25,600 IRRIGATION CONTROLLER BOX $5,000 EA 1 $5,000 EA 48 $1,900 BENCH $91,200 RASH $76,800 EA 48 $1,600 BIKE RACKS $19,200 EA 32 $600 ELECTRICAL (GFI) FOR AMENITY ZONE $96,000 Includes conduit and meter averaged in EA 128 $750 $10,000 INFORMATION KIOSKS EA 6 $60,000 GATEWAYS - VERTICAL ELEMENTS EA 4 $100,000 $400,000 Assumes 4 at West gateway intersection generally at Upham MAJOR ITEM TOTAL $2,210,908 MOBILIZATION LS 1 100% $66,327 CONSTRUCTION SURVEYING LS 1 1.50% $33,164 CONSTRUCTION TRAFFIC CONTROL LS 1 10.00% $221,091 MATERIALS SAMPLING AND TESTING LS 1 2.00% $44,218 UTILITY ADJUSTMENTS LS 1 3.00% $66,327 EROSION CONTROL LS 1 2.00% $44,218 CONSTRUCTION ITEM TOTAL $2,686,253 20% CONTINGENCY $537,251 TOTAL AFTER CONTINGENCY $3,223,503 DESIGN FEE (110% OF TOTAL CONSTRUCTION COST) 1 $322,350 CONSTRUCTION ADMINJOBSERVATION FEE (10% OF TOTAL CONSTRUCTION COST) 1 $322,350 I TOTAL PROJECT COST $3,868,000 1. EXCLUDES COST OF RIGHT TURN LANE CONSTRUCTION AT 38TH AND WADSWORTH. THIS IS ASSUMED TO BE DONE AS A PART OF DEVELOPMENT. 2. ASSUME THAT LOOP DETECORS WILL STILL FUNCTION AND NOT REQUIRE ANY MODIFICATIONS 3. ASSUME USE OF EPDXY PAVEMENT MARKING 4. ASSUMES TYPICAL SECTION WILL BE 35' FROM PANLINE TO PANLNE. S. ESTIMATE ACCOUNTS FOR WORK FROM CURBLINE TO CURBLINE ONLY - OTHER WORK TO BE DONE AND ESTIMATED BY OTHERS. 6. COST FOR HIGH LEVEL LIGHTING BASED ON AVG. CDOT COST DATA FROM 21)01 -2010. (HIGH LEVEL LIGHT STANDARD AND LUMINAIRE (DECORATIVE)) COSTS MAY BE DECREASED BY 60% USING STANDARD XCEL FIXTURES. *No costs included for purchase of easements /right -of -way that may be needed for sidewalks and amenity zones. APPENDIX D