Inside the City Council Follow-Up

FROM THE CITY MANAGER’S OFFICE For the week of October 1, 2018

Inside the city Information on latest happenings, items of interest.

To see events posted on the city wide calendar please visit our website.

Council follow-up Resolution of action items or requests from previous meetings.

Public Works Director Candidate Reception The city will be holding a public meet and greet for candidates of the Public Works Director position. The reception will be held in the Civic Center atrium, 7887 E. 60th Ave from 6 p.m. to 7 p.m.

Regional Transportation Funding Grant Applications Submitted As part of the Denver Regional Council of Government’s 2020 – 2023 Transportation Improvement Program, Commerce City is the lead agency on two of three grant applications submitted by the Adams County Subregional Forum:

 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Improvements  U.S. 85/120th Avenue Interchange Phase I

The final applications are attached for reference. More information about the transportation funding process is available online at http://www.adcogov.org/county-transportation-priorities

New Christian Brothers Automotive Location Open Christian Brothers Automotive has opened at 15690 E. 104th Avenue. Christian Brothers performs minor automotive repair services, including alignments, brake services, and oil changes. The facility is open from 7 a.m. - 6 p.m. Monday through Friday, on Saturday from 8 a.m. to 2 p.m. and is closed on Sunday.

Dairy Queen Plans New Store in Aspen Hills Development A new Dairy Queen location has been announced for 14950 E. 104th Avenue in the Aspen Hills Development. The 3,286 square-foot restaurant will include a drive thru, employ 13 staff members, and will be open from 10 a.m. to 10 p.m. every day. Construction is anticipated to begin in October 2018, and will completed in 3-4 months. Dairy Queen anticipates that it will be open for business in late February 2019.

The Goddard School Plans Ribbon Cutting The Goddard School opened its newest location at 15320 E. 103rd Place. The school will serve about 140 children ages six weeks to six years old. The 8,600 square-foot facility will house nine classrooms, two outdoor playgrounds, and will employ about 20 employees. A Grand Opening Celebration with a Ribbon Cutting is planned for Friday, October 19 at 10:00 am.

For more information, contact City Manager Brian McBroom, or Deputy City Managers Troy Smith and Roger Tinklenberg. FROM THE CITY MANAGER’S OFFICE For the week of October 1, 2018

Oil and Gas Update Attached please find the current oil and gas update. Additional information can also be found on the city’s webpage.

City Council Work Schedule Attached please find the current city council meeting schedule.

For more information, contact City Manager Brian McBroom, or Deputy City Managers Troy Smith and Roger Tinklenberg.

Interstate 270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

DRCOG Regional Share Project Application 2020-2023 Transportation Improvement Program

Adams County Subregional Forum September 21, 2018

2020–2023 Transportation Improvement Program (TIP) Regional Share Project Application Form

APPLICATION OVERVIEW The Regional Share Call for Projects will open on July 30, 2018, with applications due no later than 3 p.m. on September 21, 2018 to Todd Cottrell, DRCOG, at [email protected].  To be eligible to submit, at least one person from your agency must have attended one of the two mandatory TIP training workshops (held August 8 and August 16).  Projects requiring CDOT and/or RTD concurrence must provide their official response with the application submittal. The CDOT/RTD concurrence request is due to CDOT/RTD no later than August 1, with CDOT/RTD providing a response no later than August 29.  Each Subregional Forum can submit up to three applications from eligible project sponsors. Both CDOT and RTD can submit up to two applications. o If CDOT reaffirms they would like to continue to receive $25 million in DRCOG-allocated funding for their Central 70 project, it will count as one of their two possible submittals.  Data to help the sponsor fill out the application, especially Part 3, can be found here.  If any sponsor wishes to request additional data or calculations from DRCOG staff, please submit your request to [email protected] no later than August 31, 2018.  The application must be affirmed by either the applicant’s City or County Manager, Chief Elected Official (Mayor or County Commission Chair) for local governments, or agency director or equivalent for other applicants.  Further details on project eligibility, evaluation criteria, and the selection process are defined in the Policy on Transportation Improvement Program (TIP) Preparation: Procedures for Preparing the 2020-2023 TIP, which can be found online here.

APPLICATION FORM OUTLINE The 2020-2023 TIP Regional Share application contains three parts: base project information (Part 1), evaluation questions (Part 2), and data calculation estimates (Part 3). DRCOG staff will review submitted applications for eligibility and provide an initial score to a Project Review Panel. The panel will review and rank eligible applications that request funding. Sponsors with top tier submittals will be invited to make presentations to the Project Review Panel to assist in the final recommendation to the TAC, RTC, and DRCOG Board.

Part 1 | Base Information Applicants will enter foundational information for their project/program/study (hereafter referred to as project) in Part 1, including a Problem Statement, project description, and concurrence documentation from CDOT and/or RTD, if applicable. Part 1 will not be scored.

Part 2 | Evaluation Criteria, Questions, and Scoring This part includes four sections (A-D) for the applicant to provide qualitative and quantitative responses to use for scoring projects. The outcomes from Part 3 should guide the applicant’s responses in Part 2.

Scoring Methodology: Each section will be scored using a scale of High-Medium-Low, relative to other applications received. The four sections in Part 2 are weighted and scored as follows:

Section A. Regional Significance of Proposed Projects ...... 40%

The project will significantly address a clearly demonstrated major regional problem and benefit High people and businesses from multiple subregions.

The project will either moderately address a major problem or significantly address a moderate-level Medium regional problem.

Low The project will address a minor regional problem.

Section B. Metro Vision TIP Focus Areas ...... 30%

The project will significantly improve the safety and/or security, significantly increase the reliability High of the transportation network, and benefit a large number and variety of users (including vulnerable populations*).

The project will moderately improve the safety and/or security, moderately increase the reliability Medium of the transportation network, and benefit a moderate number and variety of users (including vulnerable populations*).

The project will minimally improve the safety and/or security, minimally increase the reliability of Low the transportation network, and benefit a limited number and variety of users (including vulnerable populations*). *Vulnerable populations include: Individuals with disabilities, persons over age 65, and low-income, minority, or linguistically-challenged persons.

Section C. Consistency & Contributions to Transportation-focused Metro Vision Objectives ...... 20% Metro Vision guides DRCOG’s work and establishes shared expectations with our region’s many and various planning partners. The plan outlines broad outcomes, objectives, and initiatives established by the DRCOG Board to make life better for the region’s residents. The degree to which the outcomes, objectives, and initiatives identified in Metro Vision apply in individual communities will vary. Metro Vision has historically informed other DRCOG planning processes, such as the TIP.

The project will significantly address Metro Vision transportation-related objectives and is High determined to be in the top third of applications based on the magnitude of benefits.

The project will moderately address Metro Vision transportation-related objectives and is Medium determined to be in the middle third of applications based on the magnitude of benefits. The project will slightly or not at all address Metro Vision transportation-related objectives and is Low determined to be in the bottom third of applications based on the magnitude of benefits. Section D. Leveraging of non-Regional Share funds (“overmatch”) ...... 10% Scores are assigned based on the percent of outside funding sources (non-Regional Share).

High 80% and above % of Outside Funding Medium 60-79% (non-Regional Share) Low 59% and below

Part 3 | Project Data – Calculations and Estimates Based on the applicant’s project elements, sponsors will complete the appropriate sections to estimate usage or benefit values. Part 3 is not scored, and the quantitative responses should be used to back-up the applicant’s qualitative narrative.

Part 1 Base Information

1. Project Title Interstate 270 Corridor Environmental Assessment & Vasquez Bouelvard Construction 2. Project Start/End points or Interstate 270 from approximately Interstate 25 to Interstate 70 and Geographic Area Vasquez Boulevard (U.S. 85) from 52nd Avenue to E. 64th Avenue. See Provide a map with submittal, as Attachments 1.1 and 1.2 for a map of the geographic area. appropriate 3. Project Sponsor (entity that will City of Commerce City construct/ complete and be financially responsible for the project) 4. Project Contact Person, Title, Michelle Halstead, Director of External Affairs | Interim Director of Public Phone Number, and Email Works, 303-289-3719, [email protected] Yes No 5. Does this project touch CDOT Right-of-Way, involve a CDOT roadway, access RTD property, or request RTD involvement to operate service? If yes, provide applicable concurrence documentation with submittal DRCOG 2040 Fiscally Constrained Regional Transportation Plan (2040 FCRTP)

Local Imagine Adams County Transportation Plan, 2012 plan: Commerce City Transportation Plan, 2010 6. What planning North Metropolitan Industrial Area Connectivity Study document(s) identifies this project? Vasquez Boulevard Planning and Environmental Linkage Study Other(s): CDOT 10-Year Development Program

2040 Colorado Statewide Transportation Plan See Attachment 1.3 for links to planning documents and referenced page numbers Provide link to document/s and referenced page number if possible, or provide documentation with submittal 7. Identify the project’s key elements. Grade Separation Rapid Transit Capacity (2040 FCRTP) Roadway Transit Other: Railway Bicycle Facility Bicycle Pedestrian Facility Pedestrian Safety Improvements Roadway Pavement Reconstruction/Rehab Roadway Capacity or Managed Lanes Bridge Replace/Reconstruct/Rehab (2040 FCRTP) Study Roadway Operational Design

Other:

8. Problem Statement What specific Metro Vision-related regional problem/issue will the transportation project address?

The project will address ongoing congestion, safety and operational concerns along the I-270 Corridor and Vasquez Boulevard that prevent DRCOG from fully realizing a connected multimodal region and vibrant regional economy.

9. Define the scope and specific elements of the project. The Interstate 270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project will complete the following scope and specific elements concurrently: • Complete a National Enviornmental Policy Act process consistent with CDOT’s environmental assessment template and complete preliminary design to address the functionally obsolete and congested 5.4-mile Interstate 270 corridor. • Design, obtain environmental approval, and construct near-term operational improvements such as those identified in the Vasquez & I-270 Planning and Environmental Linkage study.

10. What is the status of the proposed project? Initial planning and funding stages; CDOT is currently completing a system-level traffic analysis of I-270. 11. Would a smaller federal funding amount than requested be acceptable, Yes No while maintaining the original intent of the project?

If yes, define smaller meaningful limits, size, service level, phases, or scopes, along with the cost for each. Complete environmental, design and construction of near-term operational improvements at Vasquez Boulevard/I-270 interchange. Total Cost: $11.25 million Complete Environmental Assessment and preliminary design for Interstate 270. Total cost: $5.3 million.

A. Project Financial Information and Funding Request

1. Total Project Cost $16,550,000

2. Total amount of DRCOG Regional Share Funding Request 36% (no greater than $20 million and not to exceed 50% of the total project cost) $6,000,000 of total project cost

% of Contribution 3. Outside Funding Partners (other than DRCOG Regional Share funds) $$ to Overall Total List each funding partner and contribution amount. Contribution Amount Project Cost Adams County $2,000,000 12% City of Commerce City $2,000,000 12% Colorado Department of Transportation $5,750,000 35% Denver Subregional Forum $800,000 5% $ 0% See Attachment 1.4 for letters of funding commitment and support $ 0% Total amount of funding provided by other funding partners $10,550,000 (private, local, state, Subregion, or federal)

*The proposed funding plan is not guaranteed if the project is selected for funding. While Funding Breakdown (year by year)* DRCOG will do everything it can to accommodate the applicants’ request, final funding will be

assigned at DRCOG’s discretion within fiscal constraint. Funding amounts must be provided in year of expenditure dollars using an inflation factor of 3% per year from 2018. FY 2020 FY 2021 FY 2022 FY 2023 Total Federal Funds $0 $3,000,000 $2,000,000 $1,000,000 $6,000,000

State Funds $ 5,750,000 $0 $0 $0 $5,750,000

Local Funds $1,100,000 $1,100,000 $1,300,000 $1,300,000 $4,800,000

Total Funding $6,850,000 $4,100,000 $3,300,000 $2,300,000 $16,550,000 4. Phase to be Initiated Choose from Design, ENV, Study Design ROW CON ROW, CON, Study, Service, Equip. Purchase, Other 5. By checking this box, the applicant’s Chief Elected Official (Mayor or County Commission Chair) or City/County Manager for local governments or Agency Director or equivalent for others, has certified it allows this project request to be submitted for DRCOG-allocated funding and will follow all DRCOG policies and state and federal regulations when completing this project, if funded.

Part 2 Evaluation Criteria, Questions, and Scoring

A. Regional significance of proposed project WEIGHT 40% Provide qualitative and quantitative (derived from Part 3 of the application) responses to the following questions on the regional significance of the proposed project. 1. Why is this project regionally important? Interstate 270 (I-270) is a critical component of the region's transportation network and the only Colorado interstate that has not benefitted from comprehensive planning and implementation efforts in the last decade. I-270 serves as the inner beltway, providing a direct connection to Colorado's only north/south (I-25) and east/west (I-70) interstates (See Attachment 1.1). The 5.4-mile corridor plays a critical role in public safety operations, serving as the region's evacuation and hazardous material route. Today, 84,120 individuals live or work within 1-mile of the corridor; a number that is expected to grow 20 percent by 2040 (See Part 3).

I-270 is a corridor of commerce, where hundreds of companies representing the region's key industry clusters of energy, advanced manufacturing, and logistics locate. I-270 also provides direct connections to Colorado's federal laboratory facilities, bioscience, and research universities along U.S. 36 and I-225 (See Attachment 1.5). The Vasquez Boulevard (U.S. 85)/I-270 interchange serves as a direct connection for the transfer of rural commodities to the urban core. Vasquez Boulevard also serves as the entry point for a future Bus Rapid Transit regional connection from Denver to the City of Brighton (See Attachment 1.2).

Built in the 1960s, the majority of structures, pavement, and drainage within the project area is in poor condition and reaching the end of its useful service life. Roadway and interchange designs are functionally obsolete - most notably the Vasquez Boulevard interchange. Initial construction created access barriers for adjacent vulnerable populations and industrial/residental conflicts that remain today. Moreover, I-270 experiences a three-hour congestion window - nearly three times that of any interstate in the region. Together, this results in fatal accident rates within the project area that are higher than the state average. With truck traffic representing 11% (I-270) and 15% (Vasquez Boulevard) of daily travel volumes, a 59% increase in travel demand by 2035, and four hours of daily congestion-related delay anticipated in 2040, the region can ill afford inaction (See Part 3, Attachment 1.8 and 1.10).

2. Does the proposed project cross and/or benefit multiple municipalities? If yes, which ones and how? The I-270 Corridor Environmental Assessment and Vasquez Boulevard Construction Project crosses Commerce City and the City & County of Denver. Improved freight and commuter movements benefit numerous municipalities along U.S. 85 (Commerce City, City & County of Denver, Brighton) and U.S. 36 (Westminster, Broomfield, Louisville, Superior, and Boulder). Construction of near-term multimodal improvements on Vasquez Boulevard directly benefit Denver and Commerce City, providing new pedestrian and bicycle connections as well as improved freight movement for the businesses adjacent to the corridor. Congestion reduction also has a positive impact on greenhouse gas emissions, which improves air quality for Commerce City and Denver residents as well as the region (See Attachment 1.1 and 1.2).

3. Does the proposed project cross and/or benefit another subregion(s)? If yes, which ones and how? As the region's inner beltway and rural to urban connection, the I-270 Corridor Environmental Assessment and Vasquez Bouelvard Construction Project benefits the subregions of Adams, Boulder, and Denver. Origin and destination data indicates the majority of daily trips within I-270 are vehicles passing through the corridor to reach destinations on U.S. 36, Interstate 70, or Vasquez Boulevard (See Attachment 1.11). Improved freight and commuter movements benefit residents and businesses within these subregions by reducing congestion-related delay and enhancing connectivity.

4. How will the proposed project address the specific transportation problem described in the Problem Statement (as submitted in Part 1, #8)? The project will construct near-term safety and operational improvements on Vasquez Boulevard, which alone will greatly reduce congestion and improve freight movements on mainline I-270 as well as provide pedestrian and bicycle access on the arterial. The near-term improvements, combined with a long-term corridor solution identified in the Environmental Assessment will improve a vital regional transportation link, completing the multimodal regional connection, improving economic vitality, and achieving the outcomes of MetroVision.

5. One foundation of a sustainable and resilient economy is physical infrastructure and transportation. How will the completed project allow people and businesses to thrive and prosper? The completed project will eliminate immediate congestion, safety and operational issues along Vasquez Boulevard, which will restore reliable and safe travel for the region’s logistics sector and residents in need of multimodal travel options (See Attachment 1.11). The potential for managed lanes along I-270 provides a resilient way to manage increased travel volumes while providing reliable travel times.

6. How will connectivity to different travel modes be improved by the proposed project? Near-term construction improvements include bicycle and pedestrian connections from the Vasquez Boulevard and 60th Avenue intersection to the Sand Creek Regional Greenway. The project also will confirm needed right- of-way for future regional bus rapid transit stops along Vasquez Boulevard and Highway 2 (See Attachment 1.11). This will improve connections for the 1,044 daily transit users and 1,016 daily pedestrians within the project area (See Part 3). The I-270 Corridor Environmental Assessment will identify opportunities to leverage the existing regional trail, enhance multimodal connections, as well as expand the successful Flatiron Flyer service to Denver International Airport and the Peoria/Smith transit station.

7. Describe funding and/or project partnerships (other subregions, regional agencies, municipalities, private, etc.) established in association with this project. This project builds on existing CDOT and local agency studies completed or underway within the corridor. This project will be jointly funded by CDOT, Adams County, Commerce City and Denver, who will commit significant local funds to advance the decision document and near-term construction improvements. The Boulder subregion and U.S. 36 Mayors & Commissioner's Coalition politicially recognize the benefit an improved I-270 and Vasquez interchange provides (See Attachment 1.4).

B. DRCOG Board-approved Metro Vision TIP Focus Areas WEIGHT 30% Provide qualitative and quantitative (derived from Part 3 of the application) responses to the following questions on how the proposed project addresses the three DRCOG Board-approved Focus Areas (in bold). 1. Describe how the project will improve mobility infrastructure and services for vulnerable populations (including improved transportation access to health services). The one-quarter mile area around the project area has a minority population of 70 percent; 20 percent of the population lives in poverty. This is double (34 percent and 10 percent, respectively) the state average. Seven Environmental Justice (EJ) traffic analysis zones are located in the project area, one of which is “minority- concentrated,” two are “low-income concentrated;” four are both “low-income and minority-concentrated (See Part 3).

The project area has long-standing historical and disparity challenges within severely depressed census tracts, including lack of public amenities (e.g. schools and large parks), image issues, and conflicts between industrial and residential uses. When I-270 was constructed it caused drainage and road alignment issues that remain challenges and limited connectivity to trails for vulnerable residents east and south of I-270. For example,

residents from Globeville, Elyria and Swansea rely on the commercial area at Vasquez Boulevard/60th Avenue to obtain food, goods and services given the lack of service availablity closer to home, accessing this area by traversing challenging and unsafe natural and man-made barriers (See Attachment 1.6). Providing reasonable travel options such as reliable travel times, convenient public transportation, and safe pedestrian facilities to individuals who do not own vehicles is a critical factor to ensure individuals have access to jobs and the ability to participate in the same quality of life as the general population. Improving the efficiency of freight travel in the project area - which far exceeds the average 2% mode split - will improve air quality for the adjacent populations. Travel demand is expected to increase 59 percent by 2035; congestion would worsen to four hours per day without a solution. Long-term corridor improvements and near-term construction improvements at Vasquez Boulevard can enhance existing, proposed and new multimodal routes as well as an opportunity to correct many of the problems caused by the original interstate construction (See Attachment 1.11).

2. Describe how the project will increase reliability of existing multimodal transportation network. I-270 is a critical regional asset that serves as a direct connection between I-25 and I-70. The corridor also is an official hazardous material route for the region. Typically, roadway travel is flexible and fast until there is congestion, at which time it becomes less reliable. I-270 has a congestion window spanning three hours - nearly three times that of any interstate in the region - which severely inhibits reliability. I-270 sees daily traffic volumes of 103,000 vehicles per day (vpd) west of the Vasquez Boulevard interchange and approximately 91,000 vpd east of the interchange, while Vasquez Boulevard see daily traffic volumes of approximately 70,100 vpd. Truck traffic represents approximately 11 percent (I-270) and 15 percent (Vasquez Boulevard) of daily volumes. Travel demand is projected to increase 59 percent by 2035 (See Part 3, Attachment 1.10).

In 2040, the project area will serve as a conduit for nearly 420,000 vehicle trips per day. I-270 will see a truck modal split of nearly 17 percent daily truck, accommodating more than 10,000 trucks per day. Vasquez Boulevard and other side streets could see a modal split of up to 33 percent. For comparison, a typical roadway modal split is about two percent trucks. Traffic models predict congestion will worsen to four hours by the year 2035. Roadway travel reliability in the project area impacts person vehicle, buses, truck safety, local street network and efficiency (See Part 3, Attachment 1.10).

The project will advance near term improvements on Vasquez Boulevard, which alone will improve travel reliability. Identifying a long-term solution for the I-270 Corridor - which will consider the use of managed lanes - will allow reliable trip times, balancing increased travel demand in a sustainable manner (See Attachment 1.11). Without additional capacity, this future demand will exacerbate the current levels of congestion and place more of a burden on the local street network because of diversion.

3. Describe how the project will improve transportation safety and security. Built in the 1960s, I-270 is a 5.3-mile, controlled-access interstate highway with two through lanes in each direction separated by a depressed median. The 50-year-old highway has many design deficiencies and is generally in poor condition. Within the corridor, there are three system interchanges (I-70, I-76, an I-25/U.S. 36) and three service interchanges (Quebec Street, U.S. 85/Vasquez Boulevard, and York Street). Many of the interchanges in the corridor are missing ramps, which requires traffic to take a more circuitous route to access the interstate.

The most notable is the Vasquez Boulevard/I-270 interchange, which is recognized by DRCOG as one of 18 regional bottlenecks due to the high percentage of truck traffic, seven on- and off-ramps within 900 feet, substandard interchange configuration, sharp interchange ramp curves that slow merging traffic, and a high number of vehicle weaving movements. Just improving the Vasquez & I-270 interchange would enhance the operational performance and safety of both mainline I-270 and the interchange/arterial roadway itself. A recently completed PEL identified 10 near-term improvements that could improve traffic in the interim (See Attachments 1.8, 1.11). 8

A total of 12 structures are in the corridor; nine are rated as good while three structures are related as fair/poor. The majority of the structures between I-70 and I-76 are functionally obsolete and nearing the end of their useful life. 75% of the I-270 corridor has an asphalt surface, the majority of which is severely cracked and worn. The remaining 25% has a concrete surface in fairly good condition. A 1,000-foot segment of the interstate was built over a municipal solid waste landfill and is seeing secondary compression settlement. In some areas, the settlements ranch from 16.5 to 33 inches, resulting in in undulating distress areas with “roller coaster” type sections (See Attachment 1.8).

A total of 1,283 crashes occurred within the project area over a five-year period The predominant crash type were property-damage only (94%), primarily occuring during the congested peak periods. Injury accidents represented five percent of crash types while fatalities accounted for 1-percent of all crashes. (See Part 3). A free-flowing, reliable I-270 would provide a separate regional route so incident responders have non congested options. The interstate serves as a critical evacuation route for the state as well as a hazardous material route.

C. Consistency & Contributions to Transportation-focused Metro Vision WEIGHT 20% Objectives Provide qualitative and quantitative responses (derived from Part 3 of the application) to the following items on how the proposed project contributes to Transportation-focused Objectives (in bold) in the adopted Metro Vision plan. Refer to the expanded Metro Vision Objective by clicking on links.

MV objective 2 Contain urban development in locations designated for urban growth and services.

1. Will this project help focus and facilitate future growth in locations where urban-level Yes No infrastructure already exists or areas where plans for infrastructure and service expansion

are in place? Describe, including supporting quantitative analysis Right-of-way throughout the I-270 corridor varies, but is generally 300-feet wide. The 2035 Regional Transportation Plan generally assumed the existing right-of-way is adequate to accommodate widening by utilizing the depressed median area.

The project will facilitate development within the Denver region’s Urban Growth Boundary/Area and allow the corridor to realize its tremendous potential: • Fifty-two percent of the I-270 corridor is located in the oldest part of Commerce City, which contains the greatest concentration of original industry and residences within the community. Commerce City's heaviest industrial activities and most-recognized businesses and largest employers are located in the I-270 Corridor and Vasquez Boulevard interchange. Much of the housing in this area was built before the construction of I-270, and subsequently has been, or is being zoned for industrial use. Local land use plans have been amended to reduce the patchwork of land uses and zoning to improve cohesiveness of neighborhoods and industrial districts, including improving appearance from both I-270 and Vasquez Boulevard. • In the Adams County portion of the corridor (32 percent), land use also is predominantly industrial. Within the corridor, businesses work with non-governmental partners to implement economic development directly related to job creation or preservation, or to promote nonprofit or governmentally funded community development projects. • In the City and County of Denver portion of the corridor (16 percent), land use starts to transition from industrial to a mix of housing, commercial activity centers and employment centers. This area of Denver was the former Stapleton International Airport and is now being redeveloped. At build-out, the Stapleton area is expected to have between 30,000 and 35,000 jobs. I-270 is a critical connection to and from the Stapleton area (See Attachment 1.9). 9

MV objective 3 Increase housing and employment in urban centers.

2. Will this project help establish a network of clear and direct multimodal connections within Yes No and between urban centers, or other key destinations? Describe, including supporting quantitative analysis Despite known issues and a lack of prior public investment, the entire project area continues to be a core economic driver and significant employment center providing more than 60,000 jobs within the Denver Metro Area. Key regional industry sectors (Wholesale Trade, Manufacturing, Transport and Warehousing, Construction) make up nearly 65 percent of the total jobs in the area; the Metro North Chamber of Commerce notes these companies heavily rely on inter-and intrastate corridor travel. Based on DRCOG Workforce Commuting Patterns, 88 percent of Commerce City’s 67,437 workers commute to their jobs from outside of the community, many of which rely on I-270 and Vasquez Boulevard. More than 1,000 daily transit boardings occur within the Vasquez Boulevard area today; additional regional Bus Rapid Transit Service and improved connections to the N-Line will enhance those distinct connections (Part 3). Several residential and commercial areas are being developed in close proximity to the I-270 corridor, with access provided by the Vasquez Boulevard and Quebec Street interchanges: • Victory Crossing is a mixed-use urban renewal development consisting of commercial, retail, and entertainment uses surrounding Dick's Sporting Goods Park and the Rocky Mountain Arsenal National Wildlife Refuge. To date, the site has seen more than $100,000,000 of private investment and nearly 1 million visitors annually. • The 65-acre mixed use urban renewal redevelopment of the former Mile High Greyhound Park is approximately one-mile from the I-270/Vasquez Boulevard interchange. At full build out, the site may potentially create 1,454 permanent employees generating more than $65,400,000 in annual revenue. • The 4,700-acre Northfield Stapleton redevelopment is less than a mile from the interstate includes a 1.2 million square foot lifestyle retail center and 1,500 affordable units. At build-out, the Stapleton area is expected to have between 30,000 and 35,000 jobs (See Attachments 1.9 and 1.11).

Improve or expand the region’s multimodal transportation system, services, and MV objective 4 connections. 3. Will this project help increase mobility choices within and beyond the region for people, Yes No goods, or services? Describe, including supporting quantitative analysis The I-270 corridor has a congestion window spanning three hours, nearly three times that of any interstate in the region. Traffic models predict congestion will worsen to four hours by the year 2035. These assumptions do not take into consideration construction-related traffic associated with the Central 70 Project. I-270 sees daily traffic volumes of 103,000 vehicles per day (vpd) west of the Vasquez Boulevard interchange and approximately 91,000 vpd east of the interchange, while Vasquez Boulevard see daily traffic volumes of approximately 70,100 vpd. Truck traffic represents approximately 11 percent (I-270) and 15 percent (Vasquez Boulevard) of daily volumes. Travel demand is projected to increase 59 percent by 2035 (Part 3).

In 2040, the project will produce nearly 420,000 vehicle trips per day. I-270 will see a truck modal split of nearly 17 percent daily truck, accommodating more than 10,000 trucks per day. Vasquez Boulevard and other side streets could see a modal split of up to 33 percent. For comparison, a typical roadway modal split is about two percent trucks. Traffic models predict congestion will worsen to four hours by the year 2035. Roadway travel reliability in the project area impacts person vehicle, buses, truck safety, local street network and efficiency (See Part 3, Attachment 1.10).

The project will advance near term improvements on Vasquez Boulevard, which alone will improve regional travel reliability. Identifying a long-term solution for the I-270 Corridor - which will consider the use of managed lanes - will allow reliable trip times acorss the region, balancing increased travel demand in a sustainable manner. Without additional capacity, this future demand will exacerbate the current levels of congestion and place more of a burden on the local street network because of diversion (See Attachment 1.11).

MV objective 6a Improve air quality and reduce greenhouse gas emissions.

4. Will this project help reduce ground-level ozone, greenhouse gas emissions, carbon Yes No monoxide, particulate matter, or other air pollutants? Describe, including supporting quantitative analysis The Denver region is designated as an ozone non-attainment area; the transportation sector is the second largest contributor to greenhouse gas emissions in Colorado, accounting for 28 percent of Colorado's gross emissions. Given the current three hour congestion window and percentage of truck trips, reducing congestion and idling times will have a significant environmental benefit. The potential for managed lanes, connections to regional bus rapid transit service and improved bicycle connections help reduce future oil consumption and greenhouse gas emissions (See Attachment 1.11).

MV objective 7b Connect people to natural resource or recreational areas.

6. Will this project expand opportunities for residents to lead healthy and active lifestyles? Yes No Describe, including supporting quantitative analysis Near-term construction improvements will provide connections to the Sand Creek Regional Greenway, and eliminate existing pedestrian/bicycle access barriers. These connections will expand opportunities for residents to lead healthy and active lifestyles with access to the regional and local trail network as well as the newly renovated Eagle Pointe Recreation Center (See Attachment 1.7).

MV objective 13 Improve access to opportunity.

There are several key destinations and other amenities within the project area (See Attachment 1.9) that are currently difficult to reach through man- and natural-made barriers (See Attachment 1.6). Providing reasonable travel options such as reliable travel times, convenient public transportation, and safe pedestrian facilities to individuals who do not own vehicles is a critical factor to ensure individuals have access to jobs and the ability to participate in the same quality of life as the general population. Improving the efficiency of freight travel in the project area - which far exceeds the average two percent mode split - will improve air quality for the adjacent populations. Travel demand is expected to increase 59 percent by 2035; congestion would worsen to four hours per day without a solution (See Attachment 1.10). Long-term corridor improvements and near-term construction improvements at Vasquez Boulevard can enhance existing, proposed and new multimodal routes as well as an opportunity to correct many of the problems caused by the original interstate construction (See Attachment 1.6).

MV objective 14 Improve the region’s competitive position.

8. Will this project help support and contribute to the growth of the region’s economic health Yes No and vitality? Describe, including supporting quantitative analysis Improving I-270 and Vasquez Boulevard is critical because it is a vital commercial and commuter connection for Adams County, Commerce City, and the City & County of Denver. The project area serves hundreds of businesses within the immediate service area of the highway. Most are within the energy, advanced manufacturing, logistics and distribution industry sectors - key econmoic drivers for the State of Colorado and nation (See Attachments 1.5 and 1.9). Fifty-two percent of the I-270 corridor is located in the oldest part of Commerce City, which contains the greatest concentration of original industry and residences within the community. The City's heaviest industrial activities and most-recognized businesses are located in the corridor and heavily rely on inter and intrastate corridor travel. In the Adams County portion of the corridor (32 percent), land use also is predominantly industrial. In the City and County of Denver portion of the corridor (16 percent), land use starts to transition from industrial to a mix of housing, commercial activity centers and employment centers. Several urban renewal areas were established to help revitalize the area and encourage additional commercial uses. Based on DRCOG Workforce Commuting Patterns, 88 percent of the City's workforce commute to their jobs from outside of the community, many of which rely on I-270 and Vasquez Boulevard (See Attachment 1.11).

D. Project Leveraging WEIGHT 10% 9. What percent of outside funding sources 80%+ outside funding sources ...... High (non-DRCOG-allocated Regional Share 64% 60-79% ...... Medium funding) does this project have? 59% and below ...... Low

Project Data Worksheet – Calculations and Estimates Part 3 (Complete all subsections applicable to the project) A. Transit Use 1. Current ridership weekday boardings 1,044 2. Population and Employment

Year Population within 1 mile Employment within 1 mile Total Pop and Employ within 1 mile

2020 38,501 45,619 84,120

2040 51,820 53,223 105,043

Year 2040 Transit Use Calculations of Opening Weekday Estimate 3. Enter estimated additional daily transit boardings after project is completed. 0 0 (Using 50% growth above year of opening for 2040 value, unless justified) Provide supporting documentation as part of application submittal 4. Enter number of the additional transit boardings (from #3 above) that were previously using a different transit route. 0 0 (Example: {#3 X 25%} or other percent, if justified) 5. Enter number of the new transit boardings (from #3 above) that were previously using other non-SOV modes (walk, bicycle, HOV, etc.) 0 0 (Example: {#3 X 25%} or other percent, if justified) 6. = Number of SOV one-way trips reduced per day (#3 – #4 – #5) 0 0 7. Enter the value of {#6 x 9 miles}. (= the VMT reduced per day) (Values other than the default 9 miles must be justified by sponsor; e.g., 15 0 0 miles for regional service or 6 miles for local service)

8. = Number of pounds GHG emissions reduced (#7 x 0.95 lbs.) 0 0 9. If values would be distinctly greater for weekends, describe the magnitude of difference:

10. If different values other than the suggested are used, please explain here:

B. Bicycle Use

1. Current weekday bicyclists TBD

2. Population and Employment

Year Population within 1 mile Employment within 1 mile Total Pop and Employ within 1 mile 2020 38,501 45,619 84,120 2040 51,820 53,223 105,043

Year 2040 Bicycle Use Calculations of Opening Weekday Estimate 3. Enter estimated additional weekday one-way bicycle trips on the 0 0 facility after project is completed. 4. Enter number of the bicycle trips (in #3 above) that will be diverting from a different bicycling route. 0 0 (Example: {#3 X 50%} or other percent, if justified) 5. = Initial number of new bicycle trips from project (#3 – #4) 0 0 6. Enter number of the new trips produced (from #5 above) that are replacing an SOV trip. 0 0 (Example: {#5 X 30%} (or other percent, if justified)

7. = Number of SOV trips reduced per day (#5 - #6) 0 0

8. Enter the value of {#7 x 2 miles}. (= the VMT reduced per day) 0 0 (Values other than 2 miles must be justified by sponsor)

9. = Number of pounds GHG emissions reduced (#8 x 0.95 lbs.) 0 0 10. If values would be distinctly greater for weekends, describe the magnitude of difference:

11. If different values other than the suggested are used, please explain here:

C. Pedestrian Use

1. Current weekday pedestrians (include users of all non-pedaled devices) 1,016

2. Population and Employment

Year Population within 1 mile Employment within 1 mile Total Pop and Employ within 1 mile 2020 38,501 45,619 84,120 2040 51,820 53,223 105,043

Year 2040 Pedestrian Use Calculations of Opening Weekday Estimate 3. Enter estimated additional weekday pedestrian one-way trips on 0 0 the facility after project is completed 4. Enter number of the new pedestrian trips (in #3 above) that will be diverting from a different walking route 0 0 (Example: {#3 X 50%} or other percent, if justified) 5. = Number of new trips from project (#3 – #4) 0 0 6. Enter number of the new trips produced (from #5 above) that are replacing an SOV trip. 0 0 (Example: {#5 X 30%} or other percent, if justified)

7. = Number of SOV trips reduced per day (#5 - #6) 0 0

12. Enter the value of {#7 x .4 miles}. (= the VMT reduced per day) 0 0 (Values other than .4 miles must be justified by sponsor) 8. = Number of pounds GHG emissions reduced (#8 x 0.95 lbs.) 0 0 9. If values would be distinctly greater for weekends, describe the magnitude of difference:

10. If different values other than the suggested are used, please explain here:

D. Vulnerable Populations

Vulnerable Populations Population within 1 mile 1. Persons over age 65 5,229 Use Current 2. Minority persons 15,021 Census Data 3. Low-Income households 3,627 4. Linguistically-challenged persons 6,125 5. Individuals with disabilities 6,334

6. Households without a motor vehicle 2,119

7. Children ages 6-17 11,716

8. Health service facilities served by project 22

E. Travel Delay (Operational and Congestion Reduction) Sponsor must use industry standard Highway Capacity Manual (HCM) based software programs and procedures as a basis to calculate estimated weekday travel delay benefits. DRCOG staff may be able to use the Regional Travel Model to develop estimates for certain types of large-scale projects.

1. Current ADT (average daily traffic volume) on applicable segments 264,100

2. 2040 ADT estimate 419,919 3. Current weekday vehicle hours of delay (VHD) (before project) 3

Year Travel Delay Calculations of Opening 4. Enter calculated future weekday VHD (after project) 0 5. Enter value of {#3 - #4} = Reduced VHD 0 6. Enter value of {#5 X 1.4} = Reduced person hours of delay 0 (Value higher than 1.4 due to high transit ridership must be justified by sponsor) 7. After project peak hour congested average travel time reduction per vehicle (includes persons, transit passengers, freight, and service equipment carried by vehicles). If applicable, denote unique travel time reduction for certain types of vehicles 0 TBD; doing nothing yields an additional hour of delay 8. If values would be distinctly different for weekend days or special events, describe the magnitude of difference.

9. If different values other than the suggested are used, please explain here:

F. Traffic Crash Reduction 1. Provide the current number of crashes involving motor vehicles, bicyclists, and pedestrians (most recent 5-year period of data) Fatal crashes 2 Serious Injury crashes 69 Sponsor must use industry Other Injury crashes 0 accepted crash reduction factors Property Damage Only crashes 1,212 (CRF) or accident modification 2. Estimated reduction in crashes applicable to the project scope factor (AMF) practices (e.g., (per the five-year period used above) NCHRP Project 17-25, NCHRP Report 617, or DiExSys Fatal crashes reduced 0 methodology). Serious Injury crashes reduced 0 Other Injury crashes reduced 0 Property Damage Only crashes reduced 0

G. Facility Condition Sponsor must use a current industry-accepted pavement condition method or system and calculate the average condition across all sections of pavement being replaced or modified. Applicants will rate as: Excellent, Good, Fair, or Poor Roadway Pavement

1. Current roadway pavement condition Poor 2. Describe current pavement issues and how the project will address them. 75% of the I-270 corridor has an asphalt surface, the majority of which is severely cracked and worn. The remaining 25% has a concrete surface in fairly good condition. A 1,000-foot segment of the interstate was built over a municipal solid waste landfill and is seeing secondary compression settlement. In some areas, the settlements ranch from 16.5 to 33 inches, resulting in in undulating distress areas with “roller coaster” type sections. This project will identify a solution for implementation consistent with the National Enviornmental Policy Act.

3. Average Daily User Volume 264,100 Bicycle/Pedestrian/Other Facility 4. Current bicycle/pedestrian/other facility condition Poor 5. Describe current condition issues and how the project will address them. There are numerous man - and natural-made barriers for access across I-270 and Vasquez Boulevard (See Attachment 1.6) in addition to freight/vehicle/pedestrian conflicts that prohibit safe access. The near-term improvements identified in the Vasquez Boulevard PEL will address these items, providing safe passage for individuals to access commercial/retail areas as well as regional trails.

6. Average Daily User Volume 0

H. Bridge Improvements 1. Current bridge structural condition from CDOT A total of 12 structures are in the corridor; nine are rated as good while three structures are related as fair/poor. The majority of the structures between I-70 and I-76 are functionally obsolete and nearing the end of their useful life. E-17-WZ: Good E-17-AT: Fair E-17-ZZ: Good E-17-CB: Good E-17-IO: Good E-17-IN: Good E-17-IK:Good E-17-IJ:Good E-17-MU:Good E-17-ID: Fair E-17-IE: Fair E-17-IC: Poor

2. Describe current condition issues and how the project will address them. The I-270 Corridor EA will identify solutions for addressing bridge conditions consistent with the National Enviornmental Policy Act

3. Other functional obsolescence issues to be addressed by project Many of the interchanges in the corridor are missing ramps, which requires traffic to take a more circuitous route to access the interstate. The most notable is at the I-270 and Vasquez Boulevard interchange. This interchange is a 1960’s urban cloverleaf – except that it is missing the northbound to eastbound movement. It is recognized by DRCOG as one of 18 regional bottlenecks due to the high percentage of truck traffic, seven on- and off-ramps within 900 feet, substandard interchange configuration, sharp curves on the interchange ramps slow down merging traffic, and the high number of vehicle weaving movements. If this one interchange is improved, the changes will enhance the operational performance and safety of both the mainline and the interchange. It can also translate to improvements on other state highways and arterial streets in the vicinity.

4. Average Daily User Volume over bridge 264,100

I. Other Beneficial Variables (identified and calculated by the sponsor)

1. Additional information is in Attachment 1.10 2. 3.

J. Disbenefits or Negative Impacts (identified and calculated by the sponsor)

1. Increase in VMT? If yes, describe scale of expected increase Yes No

TBD

2. Negative impact on vulnerable populations Inaction has a negative consequence by increasing travel-related congestion (4 hours/day) and perpetuating unsafe situations along the functionally obsolete project area.

3. Other:

DRCOG Regional Grant Submittal Attachments |Page 19 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.1. Geographic Area Map: Interstate 270 DRCOG Regional Grant Submittal Attachments |Page 20 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.2. Geographic Area Map: Vasquez Boulevard Interchange

DRCOG Regional Grant Submittal Attachments |Page 21 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.3 Planning Document References

• Page 89, DRCOG 2040 Fiscally Constrained Regional Transportation Plan • Page 47, Imagine Adams County Transportation Plan • Page 38, C3 Vision Transportation Plan • North Metropolitan Industrial Area Connectivity Study • Vasquez Planning and Environmental Linkage Study • CDOT 10-Year Development Program • 2040 Colorado Statewide Transportation Plan

DRCOG Regional Grant Submittal Attachments |Page 22 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.4. Letters of Financial and Political Support: Adams County

DRCOG Regional Grant Submittal Attachments |Page 23 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.4. Letters of Financial and Political Support: Commerce City

DRCOG Regional Grant Submittal Attachments |Page 24 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.4. Letters of Financial and Political Support: CDOT

DRCOG Regional Grant Submittal Attachments |Page 25 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.4. Letters of Financial and Political Support: Denver Subregional Forum

DRCOG Regional Grant Submittal Attachments |Page 26 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.4. Letters of Financial and Political Support: Boulder Subregional Forum

DRCOG Regional Grant Submittal Attachments |Page 27 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.4 Letters of Financial and Political Support: U.S. 36 Mayors & Commissioners Coalition

DRCOG Regional Grant Submittal Attachments |Page 28 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project DRCOG Regional Grant Submittal Attachments |Page 29 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.5. Regional Significance of Project

DRCOG Regional Grant Submittal Attachments |Page 30 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.6. Historical Barriers for Vulnerable Populations

DRCOG Regional Grant Submittal Attachments |Page 31 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.7: Trail/Park Connectivity

DRCOG Regional Grant Submittal Attachments |Page 32 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.8. Project Condition Assessment

DRCOG Regional Grant Submittal Attachments |Page 33 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.9. Regional Employment Centers DRCOG Regional Grant Submittal Attachments |Page 34 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.10 Traffic Information: I-270 Average Volumes, Truck Traffic

DRCOG Regional Grant Submittal Attachments |Page 35 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.10 Traffic Information: Vasquez Boulevard Average Volumes, Truck Traffic

DRCOG Regional Grant Submittal Attachments |Page 36 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.10 Traffic Information: I-270 Travel Time Index, Heavy Vehicle Volumes

DRCOG Regional Grant Submittal Attachments |Page 37 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.10 Traffic Information: Heavy Vehicle Volumes

DRCOG Regional Grant Submittal Attachments |Page 38 I-270 Corridor Environmental Assessment & Vasquez Boulevard Construction Project

1.11. Additional Sources/Citations In addition to Part 3 of the application, data sources are provided by the following sources: • Traffic Volumes and Truck Traffic Percentages: CDOT-OTIS Online Transportation Information System, http://dtdapps.coloradodot.info/otis. • Origin and Destination Data for I-270, Vasquez Boulevard: North Metropolitan Industrial Area Connectivity Study • Near-Term Vasquez Improvement Project Implementation List • Employment impacts to the project area: North Metropolitan Industrial Area Connectivity Study, I-270 TIGER Application, Adams County, Commerce City, City & County of Denver. • Corridor congestion measures, DRCOG & I-270 TIGER Application (2014)

• Regional Transit Information: North Area Transit Evaluation (NATE) Study and Regional BRT Corridor Study. • Facility Condition: “Geotechnical Investigation, I-270 Pavement Distress Evaluation between Brighton Boulevard and the South Platte River.” CDOT, May 2012; CDOT-OTIS Online Transportation Information System.

U.S. 85/120th Avenue Interchange Phase 1 Project

DRCOG Regional Share Project Application 2020-2023 Transportation Improvement Program

Adams County Subregional Forum September 21, 2018

2020–2023 Transportation Improvement Program (TIP) Regional Share Project Application Form

APPLICATION OVERVIEW The Regional Share Call for Projects will open on July 30, 2018, with applications due no later than 3 p.m. on September 21, 2018 to Todd Cottrell, DRCOG, at [email protected]. • To be eligible to submit, at least one person from your agency must have attended one of the two mandatory TIP training workshops (held August 8 and August 16). • Projects requiring CDOT and/or RTD concurrence must provide their official response with the application submittal. The CDOT/RTD concurrence request is due to CDOT/RTD no later than August 1, with CDOT/RTD providing a response no later than August 29. • Each Subregional Forum can submit up to three applications from eligible project sponsors. Both CDOT and RTD can submit up to two applications. o If CDOT reaffirms they would like to continue to receive $25 million in DRCOG-allocated funding for their Central 70 project, it will count as one of their two possible submittals. • Data to help the sponsor fill out the application, especially Part 3, can be found here. • If any sponsor wishes to request additional data or calculations from DRCOG staff, please submit your request to [email protected] no later than August 31, 2018. • The application must be affirmed by either the applicant’s City or County Manager, Chief Elected Official (Mayor or County Commission Chair) for local governments, or agency director or equivalent for other applicants. • Further details on project eligibility, evaluation criteria, and the selection process are defined in the Policy on Transportation Improvement Program (TIP) Preparation: Procedures for Preparing the 2020-2023 TIP, which can be found online here.

Scoring Methodology: Each section will be scored using a scale of High-Medium-Low, relative to other applications received. The four sections in Part 2 are weighted and scored as follows:

Section A. Regional Significance of Proposed Projects ...... 40%

The project will significantly address a clearly demonstrated major regional problem and benefit High people and businesses from multiple subregions.

The project will either moderately address a major problem or significantly address a moderate-level Medium regional problem.

Low The project will address a minor regional problem.

Section B. Metro Vision TIP Focus Areas ...... 30%

The project will significantly address Metro Vision transportation-related objectives and is High determined to be in the top third of applications based on the magnitude of benefits.

High 80% and above % of Outside Funding Medium 60-79% (non-Regional Share) Low 59% and below

Part 1 Base Information

th 1. Project Title U.S. 85/120 Avenue Interchange Phase 1 2. Project Start/End points or U.S. 85 from I-76 to 124th Avenue and 120th Avenue from Brighton Road to Geographic Area Peoria Street. Arterial Road Improvements on Brighton Road, 112th Avenue, Provide a map with submittal, as th 120 Avenue, and Havana Street. See map in Attachment 1.1. appropriate 3. Project Sponsor (entity that will City of Commerce City construct/ complete and be financially responsible for the project) 4. Project Contact Person, Title, Michelle Halstead, Director of External Affairs | Interim Director of Public Phone Number, and Email Works, 303-289-3719, [email protected] Yes No 5. Does this project touch CDOT Right-of-Way, involve a CDOT roadway, If yes, provide applicable concurrence access RTD property, or request RTD involvement to operate service? documentation with submittal DRCOG 2040 Fiscally Constrained Regional Transportation Plan (2040 FCRTP)

Imagine Adams County Transportation Plan, 2012 Local plan: Riverdale Regional Park Master Plan, 2018 C3 Vision Transportation Plan, 2010 6. What planning U.S. 85 Planning & Environmental Linkage Study document(s) identifies this project? U.S. 85 Environmental Assessment, Interstate 76 to 124th Avenue CDOT 10-Year Development Program Other(s): 2040 Colorado Statewide Transportation Plan, Statewide Major Corridor See Attachment 1.2 for links to planning documents and referenced page numbers Provide link to document/s and referenced page number if possible, or provide documentation with submittal 7. Identify the project’s key elements. Grade Separation Rapid Transit Capacity (2040 FCRTP) Roadway Transit Other: Railway Bicycle Facility Bicycle Pedestrian Facility Pedestrian Safety Improvements Roadway Pavement Reconstruction/Rehab Roadway Capacity or Managed Lanes Bridge Replace/Reconstruct/Rehab (2040 FCRTP) Study Roadway Operational Design

Other: Right of Way Acquisition

8. Problem Statement What specific Metro Vision-related regional problem/issue will the transportation project address? The project will address ongoing safety and operational concerns along the U.S. 85 corridor by preserving right of way for a future grade-separated interchange and constructing operational improvements for the U.S. 85/120th Avenue intersection, improving regional mobility.

9. Define the scope and specific elements of the project. The proposed interchange design is a six-lane diverging diamond, with two bridge structures (over U.S. 85 and the Union Pacific Railroad). Ramps from U.S. 85 will be constructed to 120th Avenue, with operational improvements on adjacent arterial roads to improve interchange operations. The Phase 1 project will complete the following scope and specific elements: • Complete right-of-way acquisition for future interchange construction. • Construct operational improvements to optimize U.S. 85/120th Avenue movement.

10. What is the status of the proposed project? CDOT is currently completing an environmental assessment and 30% design for the interchange project. A draft document is anticipated in early 2019, with a decision document issued in mid-2019. 11. Would a smaller federal funding amount than requested be acceptable, Yes No while maintaining the original intent of the project?

If yes, define smaller meaningful limits, size, service level, phases, or scopes, along with the cost for each. Complete right-of-way acquisition activities: $12,636,851

A. Project Financial Information and Funding Request

1. Total Project Cost $17,638,852

2. Total amount of DRCOG Regional Share Funding Request 50% (no greater than $20 million and not to exceed 50% of the total project cost) $8,819,426 of total project cost

% of Contribution 3. Outside Funding Partners (other than DRCOG Regional Share funds) $$ to Overall Total List each funding partner and contribution amount. Contribution Amount Project Cost Adams County $3,909,713 22% City of Commerce City $3,909,713 22% City of Brighton $1,000,000 6% $ 0% $ 0% See Attachment 1.3 for letters of funding commitment and support $ 0% Total amount of funding provided by other funding partners $8,819,426 (private, local, state, Subregion, or federal)

*The proposed funding plan is not guaranteed if the project is selected for funding. While DRCOG will do everything it can to accommodate the applicants’ request, final funding will be Funding Breakdown (year by year)* assigned at DRCOG’s discretion within fiscal constraint. Funding amounts must be provided in year of expenditure dollars using an inflation factor of 3% per year from 2018. 4

FY 2020 FY 2021 FY 2022 FY 2023 Total

Federal Funds $ $2,939,809 $2,939,808 $2,939,809 $8,819,426

State Funds $ $ $ $ $0

Local Funds $ $2,939,809 $2,939,808 $2,939,809 $8,819,426

Total Funding $0 $5,879,618 $5,879,616 $5,879,618 $17,638,852 4. Phase to be Initiated Choose from Design, ENV, Choose an item ROW CON Choose an item ROW, CON, Study, Service, Equip. Purchase, Other 5. By checking this box, the applicant’s Chief Elected Official (Mayor or County Commission Chair) or City/County Manager for local governments or Agency Director or equivalent for others, has certified it allows this project request to be submitted for DRCOG-allocated funding and will follow all DRCOG policies and state and federal regulations when completing this project, if funded.

Part 2 Evaluation Criteria, Questions, and Scoring A. Regional significance of proposed project WEIGHT 40% Provide qualitative and quantitative (derived from Part 3 of the application) responses to the following questions on the regional significance of the proposed project. 1. Why is this project regionally important? For decades, U.S. 85 has served as a National Security Route and conduit for agricultural products and natural resources, while 120th Avenue is a major east/west regional arterial, connecting U.S. 36 to E-470. Over time, these vital connections have become congested and overburdened. The corridor is estimated to carry 30 to 40 million tons of freight per year and is the transportation backbone, serving numerous industries that rely on U.S. 85 and the adjacent rail line as its lifeblood to deliver goods and materials.

While the proximity of the railroad is an economic benefit, it also creates severe safety issues. Crossroad locations along the U.S. 85 corridor, specifically the U.S. 85 and 120th Avenue intersection, cause modal conflict, with both regional truck and rail freight movements suffering as a result. Parked trains often cut-off large sectors of adjacent communities threatening emergency response, hindering regional mobility, and preventing access to various amenities such as schools, businesses, and civic resources.

2. Does the proposed project cross and/or benefit multiple municipalities? If yes, which ones and how? Yes. The City of Brighton and the City of Commerce City share a jurisdictional boundary along 120th Avenue. Both agencies identify 120th Avenue as a major arterial with complementary mixed-use and commercial development. Train/vehicle conflicts as a result of routine blocked crossings impact residents and businesses in both municipalities, further burdening local arterials with increased congestion. Moreover, public safety response is impacted as local fire and police departments are unable to rapidly respond to incidents on the opposite side of U.S. 85. The project will enable future construction of a grade-separated interchange that can address increased capacity needed for planned growth along the 120th Avenue corridor, eliminate train/vehicle conflicts, and construct operational improvements in the interim that will enhance the intersection's operation. The City of Thornton also benefits from improved access to existing and new employment/commercial centers, with direct access to the freight corridor.

3. Does the proposed project cross and/or benefit another subregion(s)? If yes, which ones and how? A grade-separated crossing at U.S. 85 and 120th Avenue benefits Weld County by increasing the reliability of freight travel times and farm-to-market commodities.

4. How will the proposed project address the specific transportation problem described in the Problem Statement (as submitted in Part 1, #8)? Enabling construction of a new, grade-separated interchange will allow for more efficient movement of trucks, trains, and the traveling public through the most congested portion of the U.S. 85 corridor. When coupled with immediate arterial operational improvements along 120th Avenue and U.S. 85/112th Avenue, regional mobility and safety will improve for more than 12,500 individuals who live and work 1-mile adjacent to the area, a number that is anticipated to grow by 34 percent by 2040 (Part 3).

5. One foundation of a sustainable and resilient economy is physical infrastructure and transportation. How will the completed project allow people and businesses to thrive and prosper? A grade-separated interchange provides redundancy to the east/west regional arterial network, providing free- flow access devoid of train blockages from U.S. 36 to E-470. Moreover, it reduces the number of at-grade intersections along U.S. 85, which improves travel time reliability for anticipated freight demand along the

corridor. During the AM Peak hour, for example, travel times are expected to decrease by over 35 percent for U.S. 85 northbound and almost 20 percent for U.S. 85 southbound in 2040. During the PM Peak hour, travel times are projected to decrease by over 45 percent for U.S. 85 northbound and almost 40 percent for U.S. 85 southbound (Part 3).

6. How will connectivity to different travel modes be improved by the proposed project? The grade-separated interchange is being designed as a six-lane diverging diamond (similar to McCaslin Boulevard/U.S. 36), complete with pedestrian movements and accomodating existing bus stops along 120th Avenue. The project would provide safe, grade-separated connections for adults and studentts alike to the regional trail network, Stampede Park, Adams County Regional Park, the new Second Creek Open Space, Prairie View High School, Prairie View Middle School, Bison Ridge Recreation Center, and Buffalo Run Golf Course.

7. Describe funding and/or project partnerships (other subregions, regional agencies, municipalities, private, etc.) established in association with this project. This project has been a top priority for the Adams County region and Commerce City in particular, given the number of train/vehicle conflicts that occur within the community. Local agencies (Adams County, Brighton, Commerce City, Thornton) have consistently partnered not only with CDOT but also Weld County and their municipalities to complete planning, environmental, and design activities as well as seek funding for this critical corridor. The collective agencies joined together to submit federal BUILD grants in 2017 and 2018; this regional funding request is consistent with past efforts to advance the project. Letters of financial commitment and support are included in Attachment 1.3.

B. DRCOG Board-approved Metro Vision TIP Focus Areas WEIGHT 30% Provide qualitative and quantitative (derived from Part 3 of the application) responses to the following questions on how the proposed project addresses the three DRCOG Board-approved Focus Areas (in bold). 1. Describe how the project will improve mobility infrastructure and services for vulnerable populations (including improved transportation access to health services). There are four environmental justice traffic analysis zones within the project area, three of which are "minority concentrated" while one is "low-income and minority concentrated." Based on block group data from the 2016 Census Bureau, most block groups had similar or lower minority populations when compared to greater Adams County (See Attachment 1.4, Part 3).

Providing reasonable travel options such as reliable travel times, convenient public transportation, and safe pedestrian facilities to individuals who do not own vehicles is a critical factor to ensure vulnerable populations have access to jobs and a higher quality of life. Proposed operational arterial roadway improvements will further benefit the mobility of vulnerable populations. Additionally, crossing U.S. 85 today is difficult given the high travel speeds and traffic volumes along the corridor.

A grade-separated interchange will allow safer pedestrian crossings (adults and students) over US 85 than at present. For example, this project will help connect residents to the Riverdale Regional Park, an 1,100 acre park with two 18-hole golf courses, a disc golf course, picnic areas, and the county fairgrounds at the core of the site. The Park will move its primary entrance to 120th Avenue in 2019, recognizing the road's importance as a regional connection to US 85, I-25, and I-76. Future uses planned at Riverdale Regional Park include expanded recreational opportunities, expansive water resources, and regionally significant cultural and educational facilities. As a result, it is anticipated that corridor demands for biking and walking trips east-west across the U.S. 85 corridor and access to transit along US 85 are expected to increase as a result (See Attachment 1.2).

2. Describe how the project will increase reliability of existing multimodal transportation network.

Existing daily traffic volumes along U.S. 85 range from approximately 5,400 vehicles per day (vpd) in the northern end of the study area between Pierce and Nunn to 33,000 vpd on the south end of the study area through Commerce City. Daily traffic volumes north of Brighton through Greeley range from approximately 21,000 to 29,000 vpd, In addition, most of the corridor is experiencing substantial daily truck volumes of greater than 2,000 trucks per day. Because of varying land uses and community needs, U.S. 85 traffic impacts mobility along the entire study corridor. In Adams County, many substandard cross-streets/intersections like 120th Avenue impact the ability of the corridor to provide the travel speeds and travel time reliability intended for the high functional classification indicative of that stretch of U.S. 85 (See Attachment 1.5).

Congestion caused by intersections hinders regional mobility along U.S. 85 and 120th Avenue is among the worst performing intersections. Based on recent travel time data, drivers experience up to eight minutes of congestion- related daily delay through Commerce City and Brighton between 104th Avenue and 168th Avenue. Because of the many intersections through these congested areas, U.S. 85 does not function as intended. The high truck volumes and many access points along the corridor create situations where slow-moving truck traffic negatively affects desired speeds of passenger cars.

Due to forecasted household and employment growth along the U.S. 85 corridor and the surrounding area, traffic volumes through the corridor are projected to increase. During the AM peak hour in 2040, volumes are expected to increase by approximately 50 to 90 percent along U.S. 85 compared to the 2017 existing condition. During the PM peak hour, travel times are projected to increase by almost 20 percent for northbound U.S. 85 and almost 30 percent for southbound U.S. 85 in 2040. By 2035, 21 signalized intersections (including 120th Avenue) will operate at Level of Service E or F. The traffic volume within the study area impacts regional arterials that provide east-west connectivity through the area and intersect with U.S. 85 (See Attachment 1.5).

As traffic volumes on these regional facilities and US 85 continue to increase, there will be additional impacts to intersection operations and overall corridor mobility, making access onto and across the highway difficult. Maximum queues are projected to worsen for almost all approaches in all peak periods in 2040. Due to the expected increase in east-west traffic volumes within the network, many approaches to U.S. 85 could experience significant increases in queue length. Specifically, travel times will increase, and corridor travel speeds will be reduced to half the posted speed limit. A grade-separated interchange at U.S. 85 and 120th Avenue can improve highway and arterial movements to a Level of Service B, reducing queue lengths and travel times (See Attachment 1.5).

3. Describe how the project will improve transportation safety and security. Grade-separating 120th Avenue will help address safety of the U.S. 85 corridor. The crash history for the most recent five-year period reveals that there were 591 total reported crashes in the study corridor. Most crashes (about 76 percent) were property damage only crashes that occurred during peak hours, followed by injury crashes (about 24 percent) and fatalities (less than 1 percent) Most fatal crashes involved overturning, followed by crashes involving fixed objects and approach turns. The number of crashes along intersections such as 120th Avenue was higher than non-intersections.

Because most U.S. 85 cross-street intersections cross the railroad at-grade, when routine train blockages exceed 10 minutes, vehicles attempting to enter, exit, or simply cross U.S. 85 queue significantly. This difficulty is further compounded by a higher than average (30 percent) truck modal split. As a result, intersections such as 120th Avenue are not adequate to safely accommodate the significant queues that form when a train is present between U.S. 85 and the Union Pacific Railroad, as well as along the highway. One large truck can overwhelm the available distance between them, resulting in the truck trailer overhanging the railroad tracks while waiting to turn on to (or cross) U.S. 85. Because of the difficulty entering or crossing U.S. 85 during peak hours of traffic, the rear of a truck may sit on the tracks for a long period, or it may be forced to encroach into traffic on U.S. 85 (See Attachment 1.6).

C. Consistency & Contributions to Transportation-focused Metro Vision WEIGHT Objectives 20% Provide qualitative and quantitative responses (derived from Part 3 of the application) to the following items on how the proposed project contributes to Transportation-focused Objectives (in bold) in the adopted Metro Vision plan. Refer to the expanded Metro Vision Objective by clicking on links.

MV objective 2 Contain urban development in locations designated for urban growth and services.

1. Will this project help focus and facilitate future growth in locations where urban-level Yes No infrastructure already exists or areas where plans for infrastructure and service expansion

are in place? Describe, including supporting quantitative analysis The area in and around the U.S. 85 corridor is forecast for substantial growth. By 2035, the North Front Range Metropolitan Planning Organization and the Denver Regional Council of Governments project an additional 45,700 households and 49,300 jobs within the transportation analysis zones intersected by a 2-mile buffer of the corridor. This growth represents a 77 percent increase of households and a 73 percent increase of employment. Within a mile of the U.S. 85/120th Avenue intersection, growth is expected to increase by 34 percent alone. Local land use plans within Adams County, Brighton, and Commerce City focus mixed-use and commercial development along the corridor, where infrastructure and services already exist.

MV objective 3 Increase housing and employment in urban centers.

2. Will this project help establish a network of clear and direct multimodal connections within Yes No and between urban centers, or other key destinations? Describe, including supporting quantitative analysis 120th Avenue is a regional arterial from U.S. 36 to E-470. It serves as a direct connection to Denver International Airport and connects urban centers of Thornton, Commerce City, and Adams County. A grade separated interchange at this location improves free-flow east/west movements by reducing vehicle/freight conflicts, enables transit along 120th Avenue to expand and provides safe pedestrian and bicycle connections to regional and local trails.

For example, this project will help connect residents to the Riverdale Regional Park, an 1,100 acre park with two 18-hole golf courses, a disc golf course, picnic areas, and the county fairgrounds at the core of the site. The Park will move its primary entrance to 120th Avenue in 2019, recognizing its importance as a regional connection to US 85, I-25, and I-76. Future uses planned at Riverdale Regional Park include expanded recreational opportunities, expansive water resources, and regionally significant cultural and educational facilities. As a result, it is anticipated that corridor demands for biking and walking trips east-west across the U.S. 85 corridor and access to transit along US 85 are expected to increase as a result (See Attachment 1.2).

Because of the many intersections through these congested areas, U.S. 85 does not function as intended. The high truck volumes and many access points along the corridor create situations where slow-moving truck traffic negatively affects desired speeds of passenger cars. Moreover, maximum queues are projected to worsen for almost all approaches in all peak periods by 2040. Due to the expected increase in east-west traffic volumes within the network, 120th Avenue approaching U.S. 85 will also experience significant queue length increases (See Attachment 1.5).

MV objective 6a Improve air quality and reduce greenhouse gas emissions.

4. Will this project help reduce ground-level ozone, greenhouse gas emissions, carbon Yes No monoxide, particulate matter, or other air pollutants? Describe, including supporting quantitative analysis The Denver region is designated as an ozone non-attainment area. The transportation sector is the second largest contributor to greenhouse gas emissions in Colorado, accounting for 28 percent of Colorado’s gross greenhouse gas emissions. Reductions in congestion-related delay and idling time will help reduce emission impacts, especially on a heavily-used freight corridor.

MV objective 7b Connect people to natural resource or recreational areas.

5. Will this project help complete missing links in the regional trail and greenways network or improve other multimodal connections that increase accessibility to our region’s open space Yes No assets? Describe, including supporting quantitative analysis The ability for all travel modes to cross and to access US 85 is an important component of local mobility for the communities along the corridor. Many see U.S. 85 as a barrier to local mobility. The speed and volume of traffic and roadway width, combined with insufficient pedestrian facilities, turn lanes, and acceleration/deceleration lanes, hinder the ability of all travel modes to access or cross the highway at 120th Avenue. The project would provide grade separation and safe connections to the regional trail network, Stampede Park, Adams County Regional Park, the new Second Creek Open Space, Prairie View High School, Prairie View Middle School, Bison Ridge Recreation Center, and Buffalo Run Golf Course The primary entrance to Riverdale Regional Park (complete with golf courses, picnic areas, and future recreational expansions) will move to 120th Avenue in 2019. As a result, it is anticipated that corridor demands for biking and walking trips east-west across the U.S. 85 corridor and access to transit along US 85 are expected to increase as a result (See Attachment 1.2). MV objective 10 Increase access to amenities that support healthy, active choices.

6. Will this project expand opportunities for residents to lead healthy and active lifestyles? Yes No Describe, including supporting quantitative analysis The project would provide grade separation and safe connections to the regional trail network, Stampede Park, Adams County Regional Park, the new Second Creek Open Space, Prairie View High School, Prairie View Middle School, Bison Ridge Recreation Center, and Buffalo Run Golf Course that currently do not exist for adjacent residents and students. Riverdale Regional Park will move its primary entrance to 120th Avenue in 2019, recognizing the road's importance as a regional connection to U.S. 85, I-25, and I-76. The 1,100 acre park currently has two 18-hole golf courses, a disc golf course, picnic areas, and the county fairgrounds at the core of the site. Future uses planned at Riverdale Regional Park include expanded recreational opportunities, expansive water resources, and regionally significant cultural and educational facilities. As a result, it is anticipated that corridor demands for biking and

walking trips east-west across the U.S. 85 corridor and access to transit along US 85 are expected to increase as a result (See Attachment 1.2).

MV objective 13 Improve access to opportunity.

7. Will this project help reduce critical health, education, income, and opportunity disparities Yes No by promoting reliable transportation connections to key destinations and other amenities? Describe, including supporting quantitative analysis There are four environmental justice traffic analysis zones within the project area, three of which are "minority concentrated" while one is "low-income and minority concentrated." Based on block group data from the 2016 Census Bureau, most block groups had similar or lower minority populations when compared to greater Adams County (See Attachment 1.4, Part 3). Adams County has populations below federal poverty level and low-income populations that are higher than the statewide average. By 2035, 75 percent more households and 70 percent more jobs are expected along the U.S. 85 corridor. Substantially higher growth in households is anticipated in the southern portion of the corridor (generally from Platteville south). Higher growth in employment is anticipated in the northern portion of the corridor (generally from Gilcrest north). This trend will likely result in a balancing of commuter travel demand for employment access along the corridor; that is, more people will commute from the southern portion of the corridor to the Greeley area for work.

MV objective 14 Improve the region’s competitive position.

8. Will this project help support and contribute to the growth of the region’s economic health Yes No and vitality? Describe, including supporting quantitative analysis The 120th corridor has been a primary focal point for CDOT and local jurisdictions’ planning and investment because of its east-west connectivity between Boulder and eastern Adams County, including the north entrance to Denver International Airport. A lot of investment has gone into the 120th corridor over the last 20 years from CDOT’s I-76/railroad interchange complex in 1998-99; to building the missing 120th segment from Quebec to US 85 completed in 2006; Thornton’s widening of the segment from Quebec to Holly in 2008; to the current Broomfield reconfiguration of the 120th connect at US 36/ CO 128, which started in 2009 and just recently opened to traffic. The combination of these critical infrastructure improvements create an important east-west connection for local and regional traffic movements across the north metro area. The two critical pieces remaining to be built along 120th are: a grade-separated interchange at U.S. 85 and the Union Pacific Railroad and the widening of 120th Avenue from U.S 85 east to E470/Tower Road (the eastern portion of which is included in the 2019 capital improvement plan for Commerce City).

D. Project Leveraging WEIGHT 10% 9. What percent of outside funding sources 80%+ outside funding sources ...... High (non-DRCOG-allocated Regional Share 50% 60-79% ...... Medium funding) does this project have? 59% and below ...... Low

Project Data Worksheet – Calculations and Estimates Part 3 (Complete all subsections applicable to the project) A. Transit Use 1. Current ridership weekday boardings 978 2. Population and Employment

Year Population within 1 mile Employment within 1 mile Total Pop and Employ within 1 mile

2020 10,986 1,579 12,565

2040 16,297 2,841 19,138

8. = Number of pounds GHG emissions reduced (#7 x 0.95 lbs.) 0 0 9. If values would be distinctly greater for weekends, describe the magnitude of difference:

10. If different values other than the suggested are used, please explain here:

B. Bicycle Use

1. Current weekday bicyclists NA

2. Population and Employment

Year Population within 1 mile Employment within 1 mile Total Pop and Employ within 1 mile 2020 10,986 1,579 12,565 2040 16,297 2841 19,138

7. = Number of SOV trips reduced per day (#5 - #6) 0 0

8. Enter the value of {#7 x 2 miles}. (= the VMT reduced per day) 0 0 (Values other than 2 miles must be justified by sponsor)

9. = Number of pounds GHG emissions reduced (#8 x 0.95 lbs.) 0 0 10. If values would be distinctly greater for weekends, describe the magnitude of difference:

11. If different values other than the suggested are used, please explain here:

C. Pedestrian Use

1. Current weekday pedestrians (include users of all non-pedaled devices) NA

2. Population and Employment

Year Population within 1 mile Employment within 1 mile Total Pop and Employ within 1 mile 2020 10,986 1,579 12,565 2040 16,297 2,841 19,138

7. = Number of SOV trips reduced per day (#5 - #6) 0 0

10. If different values other than the suggested are used, please explain here:

D. Vulnerable Populations

Vulnerable Populations Population within 1 mile 1. Persons over age 65 2,053 Use Current 2. Minority persons 684 Census Data 3. Low-Income households 363 4. Linguistically-challenged persons 1,037 5. Individuals with disabilities 1,948 6. Households without a motor vehicle 87

7. Children ages 6-17 5,547

8. Health service facilities served by project 3

1. Current ADT (average daily traffic volume) on applicable segments 340,434

2. 2040 ADT estimate 510,651 3. Current weekday vehicle hours of delay (VHD) (before project)

Year Travel Delay Calculations of Opening 4. Enter calculated future weekday VHD (after project) 5. Enter value of {#3 - #4} = Reduced VHD 6. Enter value of {#5 X 1.4} = Reduced person hours of delay 0 (Value higher than 1.4 due to high transit ridership must be justified by sponsor) 7. After project peak hour congested average travel time reduction per vehicle (includes persons, transit passengers, freight, and service equipment carried by vehicles). If applicable, denote unique travel time reduction for certain types of vehicles 0 35% AM peak reduction, 45% reduction in the PM peak 8. If values would be distinctly different for weekend days or special events, describe the magnitude of difference.

9. If different values other than the suggested are used, please explain here:

F. Traffic Crash Reduction 1. Provide the current number of crashes involving motor vehicles, bicyclists, and pedestrians (most recent 5-year period of data) Fatal crashes 4 Serious Injury crashes 140 Sponsor must use industry Other Injury crashes 0 accepted crash reduction factors Property Damage Only crashes 447 (CRF) or accident modification 2. Estimated reduction in crashes applicable to the project scope factor (AMF) practices (e.g., (per the five-year period used above) NCHRP Project 17-25, NCHRP Report 617, or DiExSys Fatal crashes reduced 0 methodology). Serious Injury crashes reduced 0 Other Injury crashes reduced 0 Property Damage Only crashes reduced 0

1. Current roadway pavement condition Fair 2. Describe current pavement issues and how the project will address them. Pavement maintenance near the intersection is decreased on US 85 from stopping vehicles rutting the pavement. Obtaining right-of-way to construct a grade separated interchange will reduce road maintenance by removing pavement surrounding the rail and removing an intersection with US 85.

3. Average Daily User Volume 340,434 Bicycle/Pedestrian/Other Facility 4. Current bicycle/pedestrian/other facility condition Poor 5. Describe current condition issues and how the project will address them. There are substandard pedestrian and bicycle facilities on 120th Avenue to cross U.S. 85. The project will preserve right-of-way to construct a future grade separated interchange to improve the safety of these connections

6. Average Daily User Volume

H. Bridge Improvements 1. Current bridge structural condition from CDOT N/A

2. Describe current condition issues and how the project will address them.

3. Other functional obsolescence issues to be addressed by project

4. Average Daily User Volume over bridge 0

I. Other Beneficial Variables (identified and calculated by the sponsor)

1. Refer to Attachment 1.6 for additional information. 2. 3.

J. Disbenefits or Negative Impacts (identified and calculated by the sponsor)

1. Increase in VMT? If yes, describe scale of expected increase Yes No

2. Negative impact on vulnerable populations

3. Other:

DRCOG Regional Grant Submittal Attachments |Page 17 U.S. 85/120th Avenue Interchange Phase 1 Project

1.1 Geographic Area Map: U.S. 85/120th Avenue The project’s arterial Improvements are shaded in lime green

DRCOG Regional Grant Submittal Attachments |Page 18 U.S. 85/120th Avenue Interchange Phase 1 Project

1.2 Planning Document References

• Page 90, DRCOG 2040 Fiscally Constrained Regional Transportation Plan • Page 49, Imagine Adams County Transportation Plan • Page 78, C3 Vision Transportation Plan • Riverdale Park Regional Master Plan • U.S. 85 Planning & Environmental Linkage Study • U.S. 85 Environmental Assessment, I-76 to 124th Avenue • CDOT 10-Year Development Program • 2040 Colorado Statewide Transportation Plan

DRCOG Regional Grant Submittal Attachments |Page 19 U.S. 85/120th Avenue Interchange Phase 1 Project

1.3 Letters of Funding Commitment and Support: Adams County

DRCOG Regional Grant Submittal Attachments |Page 20 U.S. 85/120th Avenue Interchange Phase 1 Project

1.3 Letters of Funding Commitment and Support: City of Brighton

DRCOG Regional Grant Submittal Attachments |Page 21 U.S. 85/120th Avenue Interchange Phase 1 Project

1.3 Letters of Funding Commitment and Support: City of Commerce City

DRCOG Regional Grant Submittal Attachments |Page 22 U.S. 85/120th Avenue Interchange Phase 1 Project

1.3 Letters of Funding Commitment and Support: CDOT DRCOG Regional Grant Submittal Attachments |Page 23 U.S. 85/120th Avenue Interchange Phase 1 Project

1.3 Letters of Funding Commitment and Support: City of Thornton

DRCOG Regional Grant Submittal Attachments |Page 24 U.S. 85/120th Avenue Interchange Phase 1 Project

1.4. Demographic Information

Ethnicity Race (Percent) (Percent) Non- Native Area Black/ American Total Hispanic/ Hawaiian/Other Hispanic/Latino African Asian1 Indian/Alaskan Population Latino Pacific (of any Race)1,2 American1 Native1 White1 Islander1 Colorado 5,359,295 84.28 4.09 2.94 0.94 0.14 21.13 Adams County 479,977 82.75 3.2 3.75 1.21 0.14 38.93 Census Block Groups in the Project Area Census Tract 85.23, 3,174 94.06 0.00 0.00 0.00 0.00 5.94 Block Group 1 Census Tract 85.35, 3,784 88.98 0.63 2.88 1.59 0.00 45.38 Block Group 1 Census Tract 85.37, 6,896 85.98 1.16 2.09 2.16 0.00 32.53 Block Group 1 Project Area Total 13,854

1 Source: United States Census Bureau 2012-2016 American Community Survey 5-Year Estimates 2 People who identify their origin as Hispanic or Latino populations may be of any race. Note: Percentages will not add up to 100 percent because people who identify their origin as Hispanic or Latino populations may be of any race. “The sum is larger than the total population because people who provided more than one race response are included in the total of each race they reported” (US Census Bureau, 2017).

DRCOG Regional Grant Submittal Attachments |Page 25 U.S. 85/120th Avenue Interchange Phase 1 Project

1.5 Existing Traffic Conditions: Intersection Level of Service AM Peak

DRCOG Regional Grant Submittal Attachments |Page 26 U.S. 85/120th Avenue Interchange Phase 1 Project

1.5 Future Traffic Levels of Service with Proposed Improvements (AM Peak)

DRCOG Regional Grant Submittal Attachments |Page 27 U.S. 85/120th Avenue Interchange Phase 1 Project

1.5 Existing Traffic Conditions: Intersection Level of Service PM Peak

DRCOG Regional Grant Submittal Attachments |Page 28 U.S. 85/120th Avenue Interchange Phase 1 Project

1.5 Future Traffic Levels of Service with Proposed Improvements (PM Peak)

DRCOG Regional Grant Submittal Attachments |Page 29 U.S. 85/120th Avenue Interchange Phase 1 Project

1.5 Existing/Future Intersection Maximum Queue Lengths (No Action/Project)

2040 Preferred Alt Max Queue (ft) 2040 No-Action SB Ramp Terminal NB Ramp Terminal Intersection Approach Alternative Max Queue (ft) Intersection Intersection AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak NB 450 2870 - - 260 490 US 85 at EB 2030 2350 200 130 410 140 th 104 Avenue SB 2050 2970 170 140 - - WB 1270 4090 330 540 380 630 NB 530 1700 - - 100 170 US 85 at EB 1840 1770 380 460 190 400 th 120 Avenue SB 950 890 220 200 - - WB 1830 3040 190 240 240 260

1.5 Interchange Level of Service and Delay (sec/vehicle) for No Action/Project

2040 Preferred Alt LOS (Delay) 2040 No-Action SB Ramp Terminal NB Ramp Terminal Intersection Approach Alternative LOS (Delay) Intersection Intersection AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Overall F (101) F (266) A (9) B (11) B (19) C (25) NB C (33) F (82) - - D (51) D (46) US 85 at 104th Avenue EB E (68) F (118) A (4) A (4) B (17) A (9) SB F (167) F (348) B (16) C (28) - - WB F (198) F (847) B (14) B (14) B (17) C (28) Overall F (113) F (112) B (17) B (20) B (16) C (24) NB E (60) F (121) - - A (8)* A (6)* US 85 at 120th Avenue EB F (274) F (231) B (18) C (25) B (19) C (35) SB D (41) E (64) A (7)* A (9)* - - WB F (101) F (85) B (16) B (14) B (14) B (13)

DRCOG Regional Grant Submittal Attachments |Page 30 U.S. 85/120th Avenue Interchange Phase 1 Project

1.6 Additional Citations/Information • U.S. 85 Build Grant, 2018

• U.S. 85 Planning & Environmental Linkage Study

• U.S. 85, I-76 to 124th Avenue Environmental Assessment Draft Technical Reports

COMMUNITY DEVELOPMENT

To: Brian McBroom, City Manager From: Chris Cramer, Director of Community Development Subject: Oil & Gas Weekly Update Date: September 26, 2018

Executive Summary: This weekly update is intended to provide an overview of recent applications that have been submitted to the Colorado Oil and Gas Conservation Commission (COGCC) or City applications within Commerce City boundaries. No new applications have been received in the last week.

City Oil and Gas Permits None received

Spacing Applications: Spacing applications depict proposed boundaries for subsurface activity in a broad geographic area (1-2 square miles) for resource identification. They do not identify actual surface use locations or entitle an operator to commence operations. Intervention Date or Hearing Date or Docket No Operator Comment Deadline Admin Approval Date 180300262 Petro Operating 4/16/2018 4/30/2018 180400303 Extraction Oil and Gas 4/16/2018 4/30/2018 180400304 Extraction Oil and Gas 4/16/2018 4/30/2018 180600377 Extraction Oil and Gas 4/16/2018 4/30/2018 180300233 Extraction Oil and Gas 4/16/2018 4/30/2018 180400300 Extraction Oil and Gas 4/16/2018 4/30/2018 180400284 Extraction Oil and Gas 4/16/2018 4/30/2018 180600433 Extraction Oil and Gas 5/25/2018 6/11/2018 180600434 Extraction Oil and Gas 5/25/2018 6/11/2018 180600437 Extraction Oil and Gas 5/25/2018 6/11/2018 *180700524 Great Western Operating 7/16/2018 7/30/2018 180700555 Great Western Operating 7/16/2018 7/30/2018

*Is an amendment to a previously approved spacing application to include a new operator.

COMMUNITY DEVELOPMENT

MEMO CONTINUED

New Applications Received Since Previous Update: None

Form 2: Form 2’s are the permit for each wellbore and it’s construction. They are primarily related to “downhole” or geologic issues relative to the underground activities and the impact on minerals. They do not give permission to commence drilling or production.

Site Name Operator Intervention Date or Hearing Date or Well Comment Deadline Admin Approval Count Date Blue Jay Extraction Oil and Gas 4/12/2018 6/6/2018 32 Owl Extraction Oil and Gas 4/18/2018 6/12/2018 16 Condor Extraction Oil and Gas 4/25/2018 6/9/2018 16 Red Tail Extraction Oil and Gas 5/14/2018 5/14/2018 16 Antelope Petro Operating, LLC 5/16/2018 7/10/2018 24 Falcon Extraction Oil and Gas 5/21/2018 7/15/2018 32 Kestral Extraction Oil and Gas 5/21/2018 7/15/2018 16 Jacobson Great Western Operating 6/20/2018 8/14/2018 36 Oriole / Hawk Extraction Oil and Gas 9/5/2018 10/30/18 32

New Applications Received Since Previous Update: None

Form 2A: Form 2A’s are the permit for the surface wellpad location. They examine the site location, the proposed site plan, the proposed drilling activities to be used, and best management practices for landscaping, sound mitigation, and other conditions. All operators listed below have requested holds be placed on the processing of all Form 2A’s, with the additional request of a 2nd comment period. At that time, the city

COMMUNITY DEVELOPMENT

MEMO CONTINUED

will provide formal comment during the time of the 2nd comment period, which the date has yet to be specified.

Site Name Operator Intervention Date or Hearing Date or Comment Deadline Admin Approval Date Condor Extraction Oil and Gas 4/25/2018 6/9/2018 Blue Jay Extraction Oil and Gas 5/27/2018 7/11/2018 **Antelope Petro Operating, LLC 5/31/2018 7/15/2018 Falcon Extraction Oil and Gas 6/9/2018 7/24/2018 Jacobson Great Western Operating 7/4/2018 8/18/2018 Harlo Extraction Oil and Gas 9/15/2018 10/30/2018

New Applications Received Since Previous Update: None

**The city provided a comment letter to the COGCC requesting the opening of a second comment period after further conversations with the operator occur regarding the location. The city currently opposes the proposed location of this site based on proximity to planned and existing residential, and other health and safety concerns.

UPDATED: Thursday, September 27, 2018 City Council Work Schedule

October 1, 2018 REGULAR Call to Order; Pledge; Audience Intro; Citizen Comm; Minutes; Reports 1:00 EXECUTIVE SESSION 18‐79 An executive session among Council and City staff pursuant to C.R.S.24‐6‐ 402(4)(a,e) to discuss the purchase of real property at Adams Tower and to determine positions and instruct negotiators regarding such purchase. CMO 0:30 PROC & RECOGNITION Proc 18‐22 National Manufacturing Day Proclamation ED 0:10 Proc 18‐24 Proclamation declaring October as Domestic Violence Awareness Month PD 0:10 CONSENT ORD 2181 AN ORDINANCE CREATING SECTION 12‐2011 OF THE COMMERCE CITY REVISED MUNICIPAL CODE REGARDING ENTRANCE UPON CLOSED PUBLIC GROUNDS AND REPEALING ORDINANCE 2160. (1st Reading 9/17/2018) PW 0:05 Res 2018‐67 RESOLUTION APPROVING THIRD AMENDED AND RESTATED ESTABLISHING CONTRACT FOR THE E‐470 PUBLIC HIGHWAY AUTHORITY CA N/A Res 2018‐73 Resolution approving Contract with HDR PW N/A Res 2018‐74 STATE‐WIDE BALLOT QUESTIONS CMO N/A Res 2018‐75 Resolution Authorizing Award of Contract for Fitness Equipment at the Eagle Pointe Recreation Center PRG N/A Res 2018‐76 RESOLUTION AUTHORIZING CONTRACT AWARD FOR THE 88TH AVENUE ENVIRONMENTAL ASSESSMENT & CONCEPTUAL DESIGN SERVICES PW N/A Res 2018‐77 RESOLUTION APPROVING INTERGOVERNMENTAL AGREEMENT FOR LANDLORD/TENANT LEGAL SERVICES PILOT PROGRAM CMO N/A PUB HEARING Ord Z‐772‐01‐04‐18 Z‐772‐01‐04‐18: Stratus Buffalo Highlands, LLC is requesting to amend the existing multi‐family portion of the Buffalo Highlands PUD to allow for single‐ family attached residential development for the property located at 9507 Landmark Drive. CD 0:25 ADMIN BUSINESS 0:15 Total Meeting Time 2:35

October 1, 2018 8:35PM NIGID Min NIGID 2018‐02 Meeting Minutes of March 5, 2018 CC N/A ORD NIGID 161 United Properties is requesting NIGID Inclusion for the property located at the southeast corner of 104th Avenue and Joliet Street, zoned I‐1. (2nd Reading 10/15/2018) CD 0:10 Total Meeting Time 0:10

October 8, 2018 STUDY SESSION DISCUSSION Reports CMO 0:15 Pres 18‐282 Local Ballot Questions CMO 0:30 Pres 18‐190 Rapid Flashing Beacon (RFB) Criteria and Application PW 0:30 Pres 18‐144 Core City Infrastructure Improvements Discussion PW 0:45 Total Meeting Time 2:00

October 15, 2018 6:00 PM URA CONSENT Min URA 2018‐01 Minutes of February 12, 2018 CC n/a Res URA 2018‐10 2018 Re‐appropriation FD 0:05 PUBLIC HEARING Res URA 2018‐01 Resolution Adopting The 2019 Budget For The Urban Renewal Authority Of FD 0:15 EXECUTIVE SESSION 18‐80 Executive Session MHGP Development CD 0:30 Total Meeting Time 0:50

October 15, 2018 REGULAR Call to Order; Pledge; Audience Intro; Citizen Comm; Minutes; Reports 1:00 PROC & RECOGNITION Proc 18‐23 Front Range CommunityPage 1 of 6College 50th Anniversary Proclamation ED 0:10 City Council Work Schedule

CONSENT Res 2018‐66 Resolution Authorizing Award of Contract for Council Chambers Audio/Visual Upgrades IT 0:05 Res 2018‐69 Resolution approving Economic Development incentives for Project G. ED N/A ORD 2180 AN ORDINANCE AMENDNING THE 2018 BUDGET OF THE CITY OF COMMERCE CITY, COLORADO BY RECOGNIZING REGIONAL AIR QUALITY COUNCIL GRANT FUNDS IN THE AMOUNT NOT TO EXCEED $18,000 FOR THE EVSE (ELECTRIC VEHICLE SUPPLY EQUIPMENT) PROJECT AND THE AUTHORIZATION OF THE EXPENDITURE THEREOF (1st Reading 9/17/2018) PW N/A PUBLIC HEARING Res 2018‐19 Resolution Adopting The 2019 Budget And Certification Of The Mill Levy For The City Of Commerce City, Colorado FD 0:15 ORD 1ST READING ORD 2158 LDC Housekeeping Updates CD 0:05 PRESENTATION ADMIN BUSINESS 0:15 Oil & Gas Speaker Series | Rocky Mountain Arsenal National Wildlife Refuge CD 0:30 Total Meeting Time 2:20

October 15, 2018 ECAGID PUBLIC HEARING Res ECAGID 2018‐01 Resolution Adopting The 2019 Budget And Certification Of The Mill Levy For The E‐470 Commercial Area General Improvement District (ECAGID) FD 0:15 Total Meeting Time 0:15

October 15, 2018 ERAGID PUBLIC HEARING Res ERAGID 2018‐01 Resolution Adopting The 2019 Budget And Certification Of The Mill Levy For The E‐470 Residential Area General Improvement District (ERAGID) FD 0:15 Total Meeting Time 0:15

Page 2 of 6 City Council Work Schedule

October 15, 2018 NIGID PUBLIC HEARING Res NIGID 2018‐01 Resolution Adopting The 2019 Budget And Certification Of The Mill Levy For The Commerce City, Colorado Northern Infrastructure General Improvement District (NIGID) FD 0:15 ORD 2nd Reading ORD NIGID 161 United Properties is requesting NIGID Inclusion for the property located at the southeast corner of 104th Avenue and Joliet Street, zoned I‐1. (1st Reading 10/1/2018) CD N/A Total Meeting Time 0:15

October 22, 2018 STUDY SESSION DISCUSSION Reports CMO 0:15 Pres 18‐65 Residential Design Standards Overview CD 0:30 Pres 18‐112 Marijuana Excise Tax CA 0:30 Pres 18‐228 School Resource Officers (SRO) Presentation PD 1:00 Pres 18‐299 Procurement Policy Update FD 0:45 Total Meeting Time 3:00

November 5, 2018 6:00 PM URA PUBLIC HEARING Res URA 2018‐01 Resolution Adopting The 2019 Budget For The Urban Renewal Authority Of The City Of Commerce City, Colorado (URA) FD 0:15 Total Meeting Time 0:15

November 5, 2018 REGULAR Call to Order; Pledge; Audience Intro; Citizen Comm; Minutes; Reports 1:00 PROC & RECOGNITION CONSENT 0:05 PUB HEARING RESOLUTION ORD 1ST READING PRESENTATION Pres 18‐32 2018 Q3 Work Plan Update CMO 0:30 Pres 18‐238 Q3 2018 2K Program Update PW 0:30 ADMIN BUSINESS 0:15 Total Meeting Time 2:20

November 5, 2018 ECAGID PUBLIC HEARING Res ECAGID 18‐01 Resolution Adopting The 2019 Budget And Certification Of The Mill Levy For The E‐470 Commercial Area General Improvement District (ECAGID) FD 0:15 Total Meeting Time 0:15

November 5, 2018 ERAGID PUBLIC HEARING Res ERAGID 18‐01 Resolution Adopting The 2019 Budget And Certification Of The Mill Levy For The E‐470 Residential Area General Improvement District (ERAGID) FD 0:15 Total Meeting Time 0:15

November 5, 2018 NIGID PUBLIC HEARING Res NIGID 2018‐01 Resolution Adopting The 2019 Budget And Certification Of The Mill Levy For The Commerce City, Colorado Northern Infrastructure General Improvement District (NIGID) FD 0:15 Page 3 of 6 City Council Work Schedule

Total Meeting Time 0:15

November 12, 2018 STUDY SESSION HOLIDAY ‐ NO MEETING Total Meeting Time 0:00

November 19, 2018 REGULAR Call to Order; Pledge; Audience Intro; Citizen Comm; Minutes; Reports 1:00 PROC & RECOGNITION CONSENT Res 2018‐78 the 2018 CDBG Consolidated Annual Performance Evaluation Report (CAPER) CD 0:05 PUB HEARING RESOLUTION ORD 1ST READING PRESENTATION Pres 18‐94 2018 Community Survey Results CMO 0:30 ADMIN BUSINESS 0:15 Oil & Gas Speaker Series CD 0:30 Total Meeting Time 2:20

November 26, 2018 STUDY SESSION DISCUSSION Reports CMO 0:15 Pres 18‐280 Town Halls/Telephone Town Halls & Future Citizen Engagement CMO 0:30 Pres 18‐199 Close Out of Department of Justice (DOJ) Program with the Police PD 1:30 Department Pres 18‐267 E‐470 Corridor Development Opportunities ED 1:00 Pres 18‐301 Revenue Generators Discussion FD 0:30 Pres 18‐302 Parking Enforcement CMO 0:40 Total Meeting Time 4:25

December 3, 2018 CANCELED ‐ NO MEETING

Page 4 of 6 City Council Work Schedule

Total Meeting Time 0:00

December 10, 2018 STUDY SESSION DISCUSSION Reports CMO 0:15 Total Meeting Time 0:15

December 17, 2018 REGULAR Call to Order; Pledge; Audience Intro; Citizen Comm; Minutes; Reports 1:00 PROC & RECOGNITION CONSENT 0:05 PUB HEARING RESOLUTION ORD 1ST READING PRESENTATION ADMIN BUSINESS 0:15 Oil & Gas Speaker Series CD 0:30 Total Meeting Time 1:50

December 24, 2018 HOLIDAY ‐ NO MEETING Total Meeting Time 0:00

January 7, 2019 REGULAR Call to Order; Pledge; Audience Intro; Citizen Comm; Minutes; Reports 1:00 PROC & RECOGNITION CONSENT 0:05 PUB HEARING RESOLUTION ORD 1ST READING PRESENTATION ADMIN BUSINESS 0:15 Total Meeting Time 1:20

January 14, 2019 STUDY SESSION DISCUSSION Reports CMO 0:15 Total Meeting Time 0:15

January 21, 2019 HOLIDAY ‐ NO MEETING Total Meeting Time 0:00

January 28, 2019 STUDY SESSION DISCUSSION Reports CMO 0:15 Total Meeting Time 0:15

Page 5 of 6 City Council Work Schedule

February 4, 2019 REGULAR Call to Order; Pledge; Audience Intro; Citizen Comm; Minutes; Reports 1:00 PROC & RECOGNITION CONSENT 0:05 PUB HEARING RESOLUTION ORD 1ST READING PRESENTATION ADMIN BUSINESS 0:15 Total Meeting Time 1:20

February 11, 2019 STUDY SESSION DISCUSSION Reports CMO 0:15 Pres 18‐62 Policy discussion ‐ Salvage yards and multi‐tenant outdoor storage lots CD 0:20

Total Meeting Time 0:35

February 18, 2019 HOLIDAY ‐ NO MEETING Total Meeting Time 0:00

February 25, 2019 STUDY SESSION DISCUSSION Reports CMO 0:15 Total Meeting Time 0:15

March 4, 2019 REGULAR Call to Order; Pledge; Audience Intro; Citizen Comm; Minutes; Reports 1:00 PROC & RECOGNITION CONSENT 0:05 PUB HEARING RESOLUTION ORD 1ST READING PRESENTATION ADMIN BUSINESS 0:15 Total Meeting Time 1:20

March 11, 2019 STUDY SESSION DISCUSSION Reports CMO 0:15 Total Meeting Time 0:15

March 18, 2019 REGULAR Call to Order; Pledge; Audience Intro; Citizen Comm; Minutes; Reports 1:00 PROC & RECOGNITION CONSENT 0:05 PUB HEARING RESOLUTION ORD 1ST READING PRESENTATION ADMIN BUSINESS 0:15 Total Meeting Time 1:20

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