EXISTING CONDITIONS ASSESSMENT

Prepared for: Arapahoe County Public Works and Development 6924 S Lima St Centennial, CO 80112

Prepared by:

Felsburg Holt & Ullevig 6 400 S Fiddlers Green Circle, Suite 1500 Greenwood Village, CO 80111 303.721.1440

FHU Reference No. 118294- 01 January 2021

TABLE OF CONTENTS 5. Safety ...... 32 5.1 LRSP Crash History ...... 32 1. Introduction ...... 1 5.2 LRSP Methodology...... 33 2. Community Profile ...... 2 5.3 Summary of LRSP Results ...... 37 2.1 Demographics ...... 2 5.4 Existing Safety Summary ...... 37 2.2 Quality of Life ...... 8 6. Transit Services ...... 38 2.3 Travel Patterns ...... 9 6.1 Regional Transportation District ...... 38 3. Roadway System...... 10 6.1.1 Bus and LRT Service ...... 38 3.1 Roadway Classification ...... 10 6.1.2 Bus and LRT Ridership ...... 40 3.2 Express Lanes ...... 14 6.1.3 FlexRide ...... 41 3.3 Roadway Conditions ...... 14 6.1.4 Park and Rides ...... 41 3.4 Transportation Technology...... 17 6.2 Bustang ...... 42 4. Traffic Conditions ...... 19 7. Mobility and Accessibility Services ...... 43 4.1 Traffic Congestion ...... 19 7.1 RTD Access-a-Ride ...... 43 4.1.1 Arapahoe Road ...... 22 7.2 Littleton Shopping Cart ...... 43 4.1.2 Belleview Avenue ...... 22 7.3 Omnibus ...... 44 4.1.3 Bowles Avenue/ Littleton 7.4 Via Mobility Services ...... 44 Boulevard ...... 23 7.5 Midtown Express ...... 44 4.1.4 Broadway ...... 23 8. Bicycle and Pedestrian Facilities ...... 45 4.1.5 Buckley Road ...... 24 8.1 Pedestrian Facilities ...... 45 4.1.6 Dry Creek Road/Easter Avenue ...... 24 8.2 Bicycle Networks ...... 45 4.1.7 Gun Club Road/Aurora 8.3 Pedestrian and Bicycle Crashes ...... 48 Parkway ...... 25 9. Travel Demand Management Programs . 52 4.1.8 Hampden Avenue ...... 25 9.1 Northeast Transportation 4.1.9 Iliff Avenue/ Jewell Avenue Connections ...... 52 ...... 26 9.2 Transportation Solutions ...... 52 4.1.10 Mineral Avenue ...... 26 9.3 Denver South ...... 52 4.1.11 Parker Road ...... 27 10. Current County Capital Improvement 4.1.12 Platte Canyon Road/ Federal Program ...... 53 Boulevard ...... 27 4.1.13 Quincy Avenue ...... 28 Appendices 4.1.14 Santa Fe Drive...... 28 Appendix A. Arapahoe County Local Road 4.1.15 Smoky Hill Road ...... 29 Safety Plan Executive Summary 4.1.16 University Boulevard ...... 29 4.1.17 Yale Avenue ...... 30 4.2 COVID-19 Effects ...... 30

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List of Figures Figure 5-3. LRSP Study Intersections – Total (all Crashes) LOSS ...... 35 Figure 2-1. Arapahoe County 2020 Figure 5-4. LRSP Study Intersections – Household Density - Severe (Injury and Fatal Countywide ...... 4 Crashes) LOSS ...... 36 Figure 2-2. Arapahoe County 2020 Figure 6-1. RTD Transit Service ...... 39 Household Density – West Area ...... 5 Figure 6-2. Light Rail Station Average Daily Ridership (pre-COVID) ...... 40 Figure 2-3. Arapahoe County 2020 Employment Density – Figure 8-1. Key Pedestrian Infrastructure – Countywide ...... 6 West Area ...... 46 Figure 2-4. Arapahoe County 2020 Figure 8-2. Existing and Planned Bicycle Employment Density – Network – West Area ...... 47 West Area ...... 7 Figure 8-3. Pedestrian and Bicycle Figure 2-5. Transportation Master Plan Crashes – 2013-2017 ...... 48 Survey - Responses ...... 9 Figure 8-4. Pedestrian Crash Locations – Figure 3-1. Existing Roadway Information – 2013-2017 ...... 49 Countywide ...... 12 Figure 8-5. Bicycle Crash Locations – 2013- Figure 3-2. Existing Roadway Information – 2017 ...... 50 West Area ...... 13 Figure 8-6. Bicycle & Pedestrian Fatal Figure 3-3. Planned Future Express Crash Locations 2013-2017 ...... 51 Lanes ...... 15 Figure 3-4. Existing Roadway Conditions – Countywide ...... 16 List of Tables Figure 3-5. County Transportation Table 2-1. American Community Survey Technology Inventory ...... 18 (2014–2018) ...... 3 Figure 4-1. Roadway Traffic Counts – Table 2-2. Arapahoe County Origins and West Area ...... 20 Destinations (2017) ...... 9 Figure 4-2. Roadway Traffic Counts ...... 21 Table 6-1. Park and Ride Utilization ...... 41 Figure 4-3. Weekday Traffic Travel Time Table 10-1. County Capital Improvement Index Comparison ...... 31 Program – through 2025 ...... 53 Figure 4-4. Weekend Traffic Travel Time Index Comparison ...... 31

Figure 5-1. Crash Types (All Crashes) ...... 32 Figure 5-2. Crash Types (Severe Crashes) . 33

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1. INTRODUCTION Growing population, funding realities/opportunities, and rapidly changing technologies continuously affect transportation in Arapahoe County. The County is geographically and demographically diverse. The western portion of the County is where congestion, delay, and bottlenecks have the most impact on vehicular travel, and multimodal infrastructure and programs present opportunities for travel mode choice. The central portion of the County is where new development is occurring and the transportation network is transitioning from rural to suburban/urban, so planning and integrating transportation and land use needs are essential. Further east, the rural area of the County will require new transportation facilities and connections for pockets of growth and development, additional mobility options, and design focused on increased safety.

This existing conditions report provides an overview of current travel patterns and trends within Arapahoe County, the condition of transportation infrastructure, current safety conditions, transportation services, and projects in the current County Capital Improvement Program.

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2. COMMUNITY PROFILE population is approximately 637,000, with most of the population found within the incorporated Arapahoe County varies significantly in terms of county land (85.2 percent) and only 14.8 percent land use. From a west side that is mostly urban found within the unincorporated land (based on and suburban with residential, schools, retail, Colorado Department of Local Affairs [DOLA] office, and industrial areas, to the wide-open, 2018 estimates). Most of the population agricultural, and sparsely populated rural areas identifies as White, but less so than other areas on the east side. The county has an elongated when compared to the whole state of Colorado. east-to-west form, spanning 806 square miles. Conversely, African Americans and Asian Unincorporated land makes up 79 percent Americans have a higher share of the population (635 square miles) of the county, found in Arapahoe County than in the state of predominantly within the rural east side. Out of Colorado. the 13 incorporated communities within the county, 11 are located within the western Vehicle availability stays in par with the state’s one-third. These are Littleton, Sheridan, share, with 5 percent of households having no Englewood, Aurora, Foxfield, Glendale, Cherry vehicle available. Travel to work by driving alone Hills Village, Columbine Valley, Bow Mar, is higher in the County compared to that of the Greenwood Village, and Centennial. The rural region. Around 85 percent of commuters use a eastern portion has the incorporated towns of personal vehicle for driving to work, either by Bennett and Deer Trail, while the towns of driving alone (77.6 percent) or by carpooling Byers, Strasburg, and Watkins are currently (8.4 percent). About 7 percent of the population unincorporated. works from home and 4.2 percent takes transit, a higher proportion than the rest of Colorado. 2.1 Demographics Conversely, fewer people walk or bike when traveling to work (Table 2-1). Based on the latest American Community Survey (2014–2018) Arapahoe County

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Table 2 -1 . American Community Survey (2014–2018)

Demographics Arapahoe County State of Colorado

Total Population 636,671 5,531,141 White Only (not Hispanic) 60.60% 68.40%

Hispanic or Latino (of any race) 19.10% 21.40% Black or African American (not Hispanic) 10.30% 3.90% American Indian and Alaska Native (not Hispanic) 0.40% 0.50% Asian (Not Hispanic) 5.80% 3.10%

Native Hawaiian and Other Pacific Islander (Not Hispanic) 0.20% 0.10%

Some Other Race 0.30% 0.20%

Two or More Races 3.30% 2.40%

Occupied Housing Units 237,559 2,113,387

Housing Units with no Vehicle Available 5.00% 5.20%

Drove Alone 77.60% 75.30%

Carpooled 8.40% 8.80%

Public Transportation (excluding taxicab) 4.20% 3.10%

Walked 1.50% 2.80%

Biked 0.40% 1.20%

Taxicab, Motorcycle, or Other Means 0.90% 1.00%

Worked from Home 7.00% 7.70% Source: U.S. Census Bureau, 2014-2018 American Community Survey 5-Year Estimates

Household and employment density throughout in commercial corridors and employment the county is represented on Figure 2-1 through centers, as along the I-25 corridor. The central Figure 2-4. Households are dispersed, with and eastern parts of the county have pockets of some higher housing density in Aurora, in residential and commercial development, Englewood, and next to higher capacity primarily in communities along the I-70 corridor corridors, such as next to the light-rail and but no major high density areas. certain highways. Employment is concentrated

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Figure 2 -1 . Arapahoe County 2020 Household Density - Countywide

Source: DRCOG 2020 TAZ data set

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Figure 2 -2 . Arapahoe County 2020 Household Density – West Area

Source: DRCOG 2020 TAZ data set

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Figure 2 -3 . Arapahoe County 2020 Employment Density – Countywide

Source: DRCOG 2020 TAZ data set

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Figure 2 -4 . Arapahoe County 2020 Employment Density – West Area

Source: DRCOG 2020 TAZ data set

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2.2 Quality of Life when combined with housing cost, it is about 47 percent, more than what is considered by the Citizens have reported traffic congestion and H+T index as the benchmark of affordability delays as a main concern, as reported in County (45 percent). Telephone Town Halls and on the 2017 Transportation Priorities Survey (56 percent Arapahoe County Housing responded that traffic congestion is the main and Transportation Costs transportation concern in the county, followed by quality of roads with 13.3 percent). The 2017 Transportation Survey also reported more than 50 percent of respondents as having daily delays and more than 50 percent having delays that added between 5 and 15 minutes to their typical commute, reinforcing the opinion of congestion concerns. Comments on suggested improvements involved some combination of public transportation, widening roads, signal time optimization, and adding more bike lanes Extensive public outreach is being conducted as and trails. A number of respondents mentioned a part of the 2040 Transportation Master Plan supporting higher taxes or implementing a tax planning process to understand current issues for infrastructure. and needs. A Telephone Town Hall was conducted early in the process, in August 2020, Following the County’s 2017 Transportation and the approximately 50 participants were Priorities Survey, 87 percent of residents asked to participate in a poll to identify what is responded that they commute to work by car most important about Arapahoe County’s and 7.2 percent do so by combining modes. These results are in par with the 2018 American transportation system. The live Telephone Town Community Census data, presented earlier in Hall poll indicated that participants were most this report, in which 77.6 percent of respondents interested in “a system that accommodates all drive alone for their commute and 8.4 percent modes of travel.” carpool (see Table 2-1). Travel by car is the main Subsequent to the Telephone Town Hall, an way by which people travel, and more than online survey was used to gather similar input 60 percent of the surveyed population from the broader community. In order of priority, responded that it takes them more than the 220 survey participants identified the 20 minutes for their one-way commute. following as the top three most important elements of the transportation system: Data from the Center for Neighborhood Technology’s Housing and Transportation 1) minimizing congestion, Affordability Index (known as H+T) shows that an 2) focusing on safety for cars, trucks, Arapahoe County household does on average bicyclists, and pedestrians, and 19,281 vehicle miles of travel (VMT) per year. 3) accommodating all modes of travel. This results in an annual transportation cost of $12,812. Transportation cost is about 20 percent Responses to the survey question are shown on of the average income in Arapahoe County, and Figure 2-5.

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Figure 2 -5 . Transportation Master Plan Survey - Responses

What is the most important element of Arapahoe County's transportation System? 40% 35% 30% 25% 20% 15% 10% 5% 0% Minimizing congestion Focusing on safety for Accommodating all Upgrading or adding to Maintenance of Reliability of the all users modes of travel our transportation existing roads/facilities transportation system system (e.g., new roads)

Source: 2020 Arapahoe County TMP Online Community Survey This will be summarized in a Future Conditions Assessment report. That report will also include 2.3 Travel Patterns commentary on potential effects of COVID Based on the 2017 US Census LODES origin and responses on future travel. destination data, there are about 206,680 workers commuting into Arapahoe County who Table 2 -2 . Arapahoe County live outside the county and about 104,090 Origins and workers who are employed and live in the Destinations county. About 189,075 county residents work (2017) outside the county. These data show a highly Work Destination for Count Percentage balanced jobs-to-housing mix for the county, County Residents with approximately 311,000 jobs and Denver city, CO 86,825 29.6% 293,000 employed residents in the county. Aurora city, CO 45,994 15.7% For commuting to their primary job, about Greenwood Village city, CO 20,759 7.1% 57 percent commute less than 10 miles, Centennial city, CO 20,589 7.0% 32 percent for 10 to 24 miles, 5 percent Littleton city, CO 9,358 3.2% between 25 and 50 miles, and 6 percent more Lakewood city, CO 8,856 3.0% than 50 miles. The top four work destinations for Arapahoe County residents are Denver, Aurora, Englewood city, CO 6,553 2.2% Greenwood Village, and Centennial. Colorado Springs city, CO 5,433 1.9%

Highlands Ranch CDP, CO 5,354 1.8% Existing and forecasted travel pattern Inverness CDP, CO 4,251 1.5% information and forecasts are being updated as part of the 2040 Transportation Master Plan. All Other Locations 79,193 27.0% The regional travel model will be used to Source: 2017 LODES data Note: CDP = Census Designated Place analyze travel patterns within, to, and from the county, using Census, TomTom Move, and other data sources to verify and calibrate model data.

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3. ROADWAY SYSTEM travel. The roadway classifications are as follows: The roadway network spanning Arapahoe . County plays a significant role in the daily Freeways – Freeways primarily serve movement of persons and goods within the long-distance travel between county and throughout the surrounding area. communities. Freeways provide the most Due to the differences in population density mobility of any roadway classification between the eastern and western portions of due to strict access control and high the county, significant differences in roadway speeds. All freeway and interstate capacities, pavement conditions, and traffic improvements are under the density exist within the county’s borders. jurisdictional authority of the State of Colorado. The existing roadway system owned and . Arterials maintained by Arapahoe County has been • – Expressways permit established with a hierarchical system designed Expressways rapid and relatively unimpeded traffic to provide safe and efficient travel. The County movement, connecting major land employs the following planning principles for the use elements as well as unincorporated County roadway system, communities. Movement of traffic is described in more detail in the Arapahoe controlled by signals and County Infrastructure Design and Construction channelization and intersections are Standards, Section 4.2: at-grade or grade-separated . Ensure vehicular, pedestrian, and bicycle depending on traffic volumes. access • Major arterials serve long distance . Minimize through trips regional trips at relatively high speeds. To facilitate high-speed . Control access to arterials travel, little to no direct property . Discourage speeding access is permitted, the number of . Minimize pedestrian-vehicular conflicts intersections is limited, and on-street . Minimize space devoted to street use parking is not permitted. . Relate street to topography • Minor arterials serve medium length trips at moderate speeds. Accesses . Layout street to achieve optimum are restricted with spacing standards subdivision of land between intersections and limited 3.1 Roadway Classification direct property access. Minor arterials may be used to serve major The roadway network owned and maintained by trip generating land uses or large Arapahoe County is based on roadway facility land areas. types with varying characteristics. Within the borders of the unincorporated County, roadway types vary from freeways to local streets. The Arapahoe County Infrastructure Design and Construction Standards describes the County- maintained roadway classifications with cross sections. These classifications include design standards that allow varying types of vehicular

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. Collectors – The collector system connects local streets to arterial roadways. These streets serve short to medium distance trips at moderate to low speeds. Typically, the characteristics of collector streets discourage longer distance travel more suitable for arterials. . Locals – The local roadway network provides direct access to local land uses at low speeds. This is the lowest classification of roadway and includes local streets in urban areas and rural secondary roads. These streets serve short length trips at low speeds, with the exception of rural secondary roadways that may have high travel speeds, but still carry relatively low traffic volumes.

Figure 3-1 and Figure 3-2 show the existing roadway functional classification system across the entire county and the west urban area, respectively. The maps include freeways, expressways, and major arterials throughout the entire county. Minor arterials and collectors are also shown in the unincorporated County, but many of the roads classified by municipalities as minor arterials or collectors are not shown.

The County currently classifies all arterials, including expressways, major arterials, and minor arterials, in the broad category of “arterials” within their GIS data system. The TMP team is currently in the process of developing a refined categorization of arterials into subcategories.

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Figure 3 -1 . Existing Roadway Information – Countywide

Source: Current Arapahoe County GIS roadway data base. Many minor arterial and collector streets in municipalities are not included.

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Figure 3 -2 . Existing Roadway Information – West Area

Source: Current Arapahoe County GIS roadway data base. Many minor arterial and collector streets in municipalities are not included.

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3.2 Express Lanes 3.3 Roadway Conditions Planned changes in configuration of regional The current conditions of Arapahoe County- corridors will impact travel within Arapahoe maintained roadways and bridges are shown on County. Express lanes are dedicated lanes on a Figure 3-4. Roadway pavement conditions (for corridor where demand is managed by paved roads) and bridge conditions (for spans restricting access to certain vehicle types and greater than 20 feet in length) in the current allowing vehicles not meeting the eligibility County database are shown. The roadway requirements to pay a toll to travel in the lanes. pavement condition data were extracted from Express lane tolls are collected via electronic toll the County’s database for 2019. collection systems and typically vary based on the level of congestion to ensure a high level of The pavement data are presented via a measure service is maintained in the Express Lane. referred to as Pavement Condition Index (PCI), Express lanes along regional travel corridors are which is a rating that ranges from 0 to 100, with increasingly being implemented to improve 100 representing excellent pavement condition. travel time reliability and provide funding Several paved County roadways are in Poor and sources for infrastructure projects. There are Very Poor condition, in both the urban and rural existing high-occupancy vehicle (HOV) express areas of the county. lanes along Santa Fe Drive between I-25 and Bridge conditions are often represented through Bowles Avenue. Tolled express lanes along a Sufficiency Rating Index. This measure C-470 between Wadsworth Boulevard and I-25 accounts for numerous considerations with opened in 2020. respect to the structural integrity and the Figure 3-3 illustrates existing express lanes and functionality of a bridge. The Arapahoe County information extracted from the Colorado Express bridge condition data were extracted from a Lane Master Plan (Colorado Department of compilation of 2019–2020 bridge inspection Transportation [CDOT], 2020) on planned reports. Specific to the structural aspects of the express lanes in the vicinity of the Arapahoe bridges, the County uses the structural County roadway network. I-25, I-225, and I-70 all integrity-related measures from this index to have potential express lanes of varying priority develop a unique index referenced as a levels, with I-25 having the highest priority Structure Health Index. The maps illustrate the planned express lanes. With implementation of Health Index information for County bridges additional express lanes in the vicinity of relative to an overall percentile range. The Arapahoe County, travel time reliability may be lowest-rated quartile bridges do not necessarily improved for regional trips originating and translate into an immediate need for repair. terminating within the County. Rather, the lower-quartile bridges may be considered as priorities for countywide bridge Extension of the express lanes along Santa Fe repairs. Most of these lower-quartile bridges are Drive to C-470 is currently being evaluated as located in the eastern, rural area of the county. part of the Santa Fe Planning and Environmental Linkage (PEL) Study.

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Figure 3 -3 . Planned Future Express Lanes

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Figure 3 -4 . Existing Roadway Conditions – Countywide

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3.4 Transportation Technology . Traffic Cameras – These cameras provide real-time visual information Emerging technology is a term generally used to about weather and traffic conditions. describe a new technology or the continuing These are typically installed at traffic development of an existing technology. A signals, along arterial corridors, and near century ago, mass production of the private high-volume intersections. automobile was a transportation technology that contributed to massive changes in travel . Rectangular Rapid Flashing Beacons behaviors and the built environment. New (RRFB) – These user-actuated amber emerging technology such as connected and light emitting diodes (LED) supplement autonomous vehicles (CAVs) will potentially warning signs at unsignalized pedestrian cause another great transformation in crossings. These devices are activated transportation systems. CAV technology is a manually by push buttons. RRFBs use an rapidly developing technology, and there are irregular flash pattern that has high differing opinions about when CAVs will be visibility to motorists to improve safety readily available and fully autonomous. for pedestrian and bicycle crossings. However, there is a need for transportation . planning to proactively accommodate the Dynamic Speed Feedback Sign – This technology’s evolving capabilities and to vehicle-activated dynamic speed consider future technologies that will optimize feedback sign uses radar to inform safety and operational benefits of transportation approaching motorists of their current projects. speed. These signs inform motorists to reduce speed along roadway sections. Transportation technology infrastructure is used . to improve mobility by influencing travel School Zone Beacon – These devices behavior and informing motorists. Intelligent are amber flashing lights active during Transportation Systems (ITS) can improve a school dropoff and pickup times and transportation system by providing information controlled in real time. These lights notify on current travel conditions, improve safety by motorists of a school zone speed limit providing information about upcoming roadway and that increased pedestrian activity conditions, and provide data from which to can be expected. make informed decisions about infrastructure Arapahoe County has also been working with projects. Arapahoe County currently maintains CDOT and local jurisdictions to install conduit several transportation technology devices, and fiber optic cable along transportation shown on Figure 3-5, including: corridors. This enhanced communication system enables traffic signal coordination and real-time . Bluetooth Reader – These devices provide real-time traffic data for corridor monitoring of travel conditions. The County travel time, signal coordination, origin- owns/maintains conduit and fiber in the destination, and many other southeast metropolitan area. transportation data uses. Bluetooth readers are typically installed on traffic signals along arterial corridors.

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Figure 3 -5 . County Transportation Technology Inventory

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4. TRAFFIC CONDITIONS In the eastern portion of Arapahoe County, significantly less vehicle traffic occurs on county The heavily traveled roadways in Arapahoe roadways. Volumes in the entire county are County are in the western, more populated shown on Figure 4-2. Traffic data shown on urban area. The County monitors vehicular these figures focus primarily on critical arterial travel data along the following critical arterial corridors and freeways. Additional count data corridors in the western area of the county: and traffic volume forecasts will be included in the forthcoming Future Conditions Assessment. . Arapahoe Road . Belleview Avenue 4.1 Traffic Congestion . Bowles Avenue/Littleton Boulevard Vehicle identification data (using cell phone . Broadway information) were used with the TomTom Move . Buckley Road software platform, which provides spatial and temporal traffic data services, to compile . Dry Creek Road/Easter Avenue average travel speed data to identify areas of . Gun Club Road/Aurora Parkway congestion along each critical arterial corridor . Hampden Avenue within Arapahoe County. The data were compiled for October 14 - 18, 2019, as a typical . Iliff Avenue/Jewell Avenue commuting travel period without a weather . Mineral Avenue event and before the effects of COVID-19. The . Parker Road morning (AM) peak period is defined as 7:00 AM to 9:00 AM and the PM peak period is 4:00 PM . Platte Canyon Road/Federal Boulevard to 6:00 PM. . Quincy Avenue . Santa Fe Drive Comparing the average speeds from the TomTom data across the critical corridors, Santa . Smoky Hill Road Fe Drive, Parker Road, and Hampden Avenue . University Boulevard experience the largest speed reductions during . Yale Avenue peak hours. The peak hour speed data for each corridor with ranges relating to the overall Available traffic counts collected before speed limit and/or free-flow speed along each COVID-19 were compiled for roadways in corridor (shown in green) are shown in the Arapahoe County, extending through cities and following sections. unincorporated sections of the county. Volumes in the urban west area of the county are shown on Figure 4-1.

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Figure 4 -1 . Roadway Traffic Counts – West Area

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Figure 4 -2 . Roadway Traffic Counts

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4.1.1 Arapahoe Road Arapahoe Rd Peak Hour Speeds In the AM and PM peak periods, most of the congestion along Arapahoe Road is located east and west of the I-25 interchange. The I-25 ramp terminal intersections have the highest levels of congestion during both peak hours and travel directions.

A significant amount of congestion exists in the eastbound direction during the PM peak period at the signalized intersections between I-25 and Parker Road.

4.1.2 Belleview Avenue For both peak hours and travel Belleview Ave Peak Hour Speeds directions, higher levels of congestion occur on Belleview Avenue between Holly Street and Peoria Street. This congestion is centered on the I-25 interchange and east of the interchange in the Denver Tech Center.

For the PM peak hour in the westbound travel direction, significant congestion occurs approaching the University Boulevard intersection and the Broadway intersection.

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4.1.3 Bowles Avenue/ Bowles Ave/Littleton Blvd Peak Hour Speeds Littleton Boulevard Significant congestion and queuing Downtown Littleton occurs on eastbound Bowles Avenue approaching the Platte Canyon Road and Santa Fe Drive intersections in the AM peak periods. East of Santa Fe Drive, the corridor travels through the Littleton downtown area and is lower speed. Reduced speeds are experienced in both directions during both peak periods between downtown Littleton and Broadway. Downtown Littleton

4.1.4 Broadway The peak hour, Broadway Peak Hour Speeds directional travel patterns on Broadway show localized congestion at the signalized intersections along the length of the corridor. The highest levels of congestion occur around the Hampden Avenue, Belleview Avenue, and Littleton Boulevard intersections.

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4.1.5 Buckley Road Buckley Rd Peak Hour Speeds Traffic generally travels at slower speeds along the length of Buckley Road. Peak period congestion occurs approaching signalized intersections, particularly in the northern area within Aurora.

4.1.6 Dry Creek Road/Easter Dry Creek Rd/Easter Ave/Broncos Pkwy Avenue Peak Hour Speeds Easter Avenue and Broncos Parkway provide an extension of the Dry Creek Road east-west travel corridor. Peak hour congestion occurs at the I-25 interchange and at signalized intersections on Dry Creek Road west of I-25. In the PM peak period, extensive congestion and queuing occur between Holly Street and I-25.

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4.1.7 Gun Club Road/Aurora Gun Club Rd Peak Hour Speeds Parkway The Gun Club Road corridor experiences slower speeds on the south end, as it travels through the residential areas as Aurora Parkway. Congestion occurs around the intersections of Quincy Avenue and Hampden Avenue.

4.1.8 Hampden Avenue Hampden Ave Peak Hour Speeds Hampden Avenue experiences high levels of congestion during both peak periods, in particular approaching the I-25 interchange and the Santa Fe Drive interchange. Congestion and queuing also occur in the peak periods approaching the Colorado Boulevard and University Boulevard signalized intersections.

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4.1.9 Iliff Avenue/ Jewell Avenue Iliff Ave/Jewell Ave Peak Hour Speeds For both peak hours and travel directions, higher levels of congestion occur on Iliff Avenue between Quebec Street and Parker Road/Havana Street. Congestion and queuing also occur around the I-225 interchange.

4.1.10 Mineral Avenue Moderate congestion and Mineral Ave Peak Hour Speeds queuing occur along Mineral Avenue approaching the signalized intersections at Santa Fe Drive and Broadway during both AM and PM peak periods. During the PM peak period, the westbound queues approaching the Santa Fe Drive intersection are significant.

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4.1.11 Parker Road Parker Rd Peak Hour Speeds Congestion occurs on Parker Road in the AM peak period around the I-225 interchange and at the signals at Orchard Avenue, Quincy Avenue, and Iliff Avenue. During the PM peak period, congestion at the I-225 interchange extends north. Slower speeds occur in the section between Arapahoe Road and I-225. South of Arapahoe Road, speeds are higher with localized congestion experienced at the Broncos Parkway traffic signal.

4.1.12 Platte Canyon Road/ Federal Platte Canyon Rd/Federal Blvd Peak Hour Speeds Boulevard Moderate congestion occurs along Platte Canyon Road south of Bowles Avenue during both peak periods, particularly approaching the Bowles Avenue intersection. Federal Boulevard north of Bowles Avenue experiences slower speeds during peak periods with localized congestion at the signalized intersections with Belleview Avenue, Oxford Avenue, and the Hampden Avenue interchange.

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4.1.13 Quincy Avenue Quincy Avenue Peak Hour Speeds The peak hour, directional travel patterns on Quincy Avenue show relatively low levels of congestion along the length of the corridor with higher levels of congestion around the major intersections. The highest level of congestion occurs at the Parker Road and Smoky Hill Road intersections and at the E-470 interchange for both peak hour periods and travel directions.

Santa Fe Drive Peak Hour Speeds 4.1.14 Santa Fe Drive The Santa Fe Drive corridor operates with congestion and queuing in the northbound direction during the AM peak period at the signalized intersections of Mineral Avenue, Bowles Avenue, Oxford Avenue, and Dartmouth Avenue north of the Hampden Avenue interchange. In the PM peak period, congestion occurs at the signalized intersections in the southbound direction north of Bowles Avenue and both directions between Bowles Avenue and Mineral Avenue.

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4.1.15 Smoky Hill Road Smoky Hill Rd Peak Hour Speeds The Smoky Hill Road corridor experiences peak period congestion approaching signalized intersections. There is more congestion and queuing in the southbound direction during the PM peak period between Chambers Road and Tower Road, as well as at the E-470 interchange.

University Blvd Peak Hour Speeds 4.1.16 University Boulevard This corridor shows a moderate amount of congestion along its entire length. The PM peak period has a slightly higher level of congestion for both directions of travel when compared to the AM peak period. The intersections with the highest levels of congestion are Hampden Avenue, Arapahoe Road, and County Line Road.

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4.1.17 Yale Avenue Yale Ave Peak Hour Speeds Yale Avenue is a relatively slow speed corridor between Parker Road and Chambers Road. Moderate levels of congestion exist along the length of the corridor for both peak periods and directions of travel. The western portion of the corridor has moderate congestion and queuing around the Parker Road and Peoria Street intersections for both peak periods.

4.2 COVID-19 Effects weekend travel time data are shown on Figure 4-3 and Figure 4-4 for pre-COVID and The COVID-19 pandemic has had a significant subsequent during COVID-19 (incident) months. effect on public travel throughout the county, with varying levels of travel restrictions. The blue line on the charts shows pre-COVID Commuting travel has been reduced as the travel times on the critical corridors with the general public is encouraged to work from familiar morning and afternoon rush hour peak home as much as possible. Using County periods. In the early periods of strict travel technology devices and travel data available restrictions in March and April, there were from CDOT, Arapahoe County Transportation substantial reductions in traffic levels and very staff have collected travel time data along the limited congestion across arterial corridors in 18 critical arterial travel corridors to monitor the Arapahoe County. Since then, the traffic effects of COVID-19 on travel times. Travel time volumes and travel time have recently exceeded index (TTI) is the ratio of the travel time along a pre-COVID levels during off-peak hours, and roadway during the time period to commuting peaks have returned, but not at the the time required to make the same trip at same high traffic levels, as many people are still free-flow speeds. A value of 1.3, for example, working at home all or some of the time. indicates that a 20-minute free-flow trip requires Weekend travel times have recently started to 26 minutes during the time period. The County exceed pre-COVID levels in the afternoons. is using TTI to indicate traffic congestion levels on critical travel corridors. Weekday and

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Figure 4 -3 . Weekday Traffic Travel Time Index Comparison

Note: “Incident” refers to periods of COVID-19 pandemic travel restrictions Figure 4 -4 . Weekend Traffic Travel Time Index Comparison

Note: “Incident” refers to periods of COVID-19 pandemic travel restrictions

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5. SAFETY interstate system or within the city of Aurora, between January 2013 and December 2017. Arapahoe County recently completed the During that period, 29,561 crashes were Arapahoe County Local Road Safety Plan (LRSP) recorded, of which 78.5 percent were property (February 2020). The LRSP was conducted to damage only (PDO), 21.3 percent involved an identify opportunities for cost-effective road injury (INJ), and 0.2 percent involved a fatality safety improvements throughout the county, (FAT). Most of the crashes (62 percent) occurred with an emphasis on high-volume roadways, at or near intersections and driveways. with some consideration for low-volume or rural Additionally, nearly 90 percent of the recorded facilities. Locations within the city of Aurora crashes occurred in urban areas. limits were not included in the LRSP study because the City opted out of participating since Of the recorded crashes, the most common it spans across other counties. Cost- types were Rear End (44 percent), Broadside effectiveness was measured using benefit-cost (14 percent), Sideswipe (11 percent), and (B/C) ratios to compare the anticipated crash Approach Turn (10 percent). For severe crashes reduction against the estimated project cost, (INJ + FAT), the most common types were Rear with the intent of maximizing crash reduction End (40 percent), Broadside (17 percent), within limited budgets. Approach Turn (15 percent), and Fixed Object (7 percent). Figure 5-1 and Figure 5-2 display 5.1 LRSP Crash History the distribution of crash types recorded in the Arapahoe County study area for all crashes and The LRSP examined the crash history of severe crashes. Arapahoe County, excluding crashes on the

Figure 5 -1 . Crash Types (All Crashes)

Sideswipe (Opposite Direction) Bicycle Overturning 1% 1% 1% Pedestrian Other 1% 3% Parked Motor Vehicle 6% Fixed Object 8% Rear End 44%

Approach Turn 10%

Sideswipe (Same Direction) 11% Broadside 14%

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Figure 5 -2 . Crash Types (Severe Crashes)

Sideswipe (Opposite Direction) Overturning 1% 2% Bicycle Other 4% 3% Pedestrian 5%

Parked Motor Vehicle 2% Rear End 40% Fixed Object 7%

Approach Turn 15%

Sideswipe (Same Direction) Broadside 4% 17%

As shown on these figures, certain crash types Arapahoe County. Of the 77 proposed projects, experienced much higher severe crash rates 61 are at signalized intersections, 15 are on within the county. For example, Pedestrian and roadway segments, and one is at an Bicycle crashes combined to represent only unsignalized intersection. 2.6 percent of the total crash history, but over 8.8 percent of the severe crash history. Similarly, To identify potential projects, the LRSP first Approach Turn and Broadside crashes screened the county for concentrations of select represented 24.0 percent of the total crash crash types, including Roadway Departures, history, but 32.0 percent of the severe crash Broadsides, Approach Turns, Rear Ends, and history. The disparities in these crash types Pedestrian/Bicycle crashes. Next, the magnitude were the focus of the LRSP study. of safety problems at the crash concentration locations was measured using Safety 5.2 LRSP Methodology Performance Functions (SPFs), which measure the relationship between traffic volume and Rather than studying all facilities within crash frequency, and Level of Service of Safety Arapahoe County and determining unique (LOSS), which measures the safety of a facility as countermeasures for each, the LRSP used the the degree of deviation from the norm of the concept of Countermeasures with Promise SPF. (CWIP) to identify a set of known effective mitigation techniques and then searched for locations where they may be effective. For example, implementing protected-only left-turn phasing is known to significantly reduce Approach Turn crash frequency. Through this process, the LRSP identified 77 potential cost-effective safety projects within

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LOSS is categorized in four distinct levels: are at locations that experience higher than average crash frequency. . LOSS I (below the 20th percentile of the SPF): Indicates low potential for crash The LOSS for intersections for total crashes and reduction. severe crashes studied in the LRSP are shown on Figure 5-3 and Figure 5-4. . LOSS II (between the 20th percentile and mean of the SPF): Indicates low to After determining the magnitude of safety moderate potential for crash reduction. problems at project locations, diagnostic analyses were conducted to identify causal . th LOSS III (between the mean and 80 factors and crash types that represented percentile of the SPF): Indicates statistically significant patterns. Approach Turns moderate to high potential for crash and Broadsides at intersections, and Rear Ends, reduction. Head Ons, and Sideswipes (Opposite Direction) . LOSS IV (above the 80th percentile of on roadway segments were the most common the SPF): Indicates high potential for patterns aligned with the crash types used for crash reduction. the screening process. Next, countermeasures from the CWIP list were identified to mitigate SPFs and LOSS were determined for total crash crash patterns at each project location. Finally, frequency and severe (injury + fatal) crash B/C ratios were calculated based on anticipated frequency. Of the 77 proposed projects, most crash reduction of each project and the exhibited LOSS III conditions for total and associated cost. All project locations with B/C severe crash frequency (28 total/27 severe), ratios greater than 1.0 (break-even point) were followed by LOSS II (26/25), LOSS IV (18/23), and kept as proposed safety improvement projects. LOSS I (5/2). This distribution indicates that the majority of the identified cost-effective projects

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Figure 5 -3 . LRSP Study Intersections – Total (all Crashes) LOSS

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Figure 5 -4 . LRSP Study Intersections – Severe (Injury and Fatal Crashes) LOSS

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5.3 Summary of LRSP Results 5.4 Existing Safety Summary Of the 77 proposed projects, 33 would have B/C Overall, the LRSP highlighted several key points ratios greater than 100, indicating a very high with respect to existing traffic safety conditions rate of return; 23 projects would have B/C ratios in Arapahoe County: greater than 10, and the remaining 21 would . have B/C ratios greater than one. The proposed Approach Turn and Broadside crashes projects are listed in the LRSP Executive are often the most common crash types Summary provided as Appendix A at intersections. These types have higher injury rates. Simple changes such as The most common recommended project type revised signal phasing or clearance for signalized intersections was implementing times may be effective in reducing the protected left-turn phasing, at least during frequency of these crashes. specific hours of the day. This recommendation . typically had an especially high B/C ratio Rear End crashes are also common at because the cost of installing new signal signalized intersections, but these equipment is relatively low and the measure can crashes are often less severe, and prevent or eliminate most Approach Turn countermeasures may be expensive and crashes, which often have higher injury rates not provide significant crash reduction. than other crash types at signalized . Roadway segments that exhibited high intersections. Another common project crash frequency were typically on curves recommendation was to review and adjust and/or had substandard design. Ultimate clearance timings (Yellow and All Red times) for countermeasures may include increasing signalized intersections. The goal of this project the capacity of the segment and type would be to reduce Broadside crashes, widening shoulders, but these which also have high injury rates. Since the improvements are costly. Signing retiming projects would not require any new improvements and rumble strips may be equipment and would require very little labor, cost-effective solutions in the interim. these projects also typically have high B/C ratios. Other project types at signalized . Bicycle and pedestrian crash clusters intersections included providing advanced were not explicitly included in the initial vehicle detection, reviewing pedestrian crossing screening process. Some intersections times, prohibiting right-turn-on-red, removing within the County exhibited bicycle and vegetation, replacing span wire signals with pedestrian crash patterns. Possible cost- mast arms, and reconstructing turn lanes. effective countermeasures include revising crossing times for pedestrians Roadway segment projects would generally be and increasing clearance times for less cost-effective than signalized intersection bicyclists at signalized intersections. projects. The more effective projects included Prohibition of right-turn-on-red installing rumble strips, both along the centerline movements may also be effective. of roadways and along the shoulder, and installing dynamic curve warning signs. Other projects would be more expensive, such as widening shoulders, adding new travel lanes, and constructing raised medians.

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6. TRANSIT SERVICES metropolitan area (including Centennial). Weekday peak period frequencies are The main transit service provider in the Denver 5 minutes, and off-peak/weekend frequencies metropolitan area is the Regional Transportation are about 7.5 minutes. This high frequency District (RTD), providing fixed route transit and a service allows riders convenience and flexibility. call and ride service. Bustang is a regional Southwest LRT Line service provided by CDOT that provides connections to major metro regions across the The C and D Lines are the two routes that state. represent RTD’s Southwest Line. Service provides access to Downtown Denver (Union 6.1 Regional Transportation Station and 18th/California). This line connects District with the Southwest Denver metropolitan area RTD is the main transit agency operating within (including Englewood, Sheridan, and Littleton). the urban area of Arapahoe County. RTD Weekday frequencies are 7.5 minutes, and off- provides local and regional transit service peak/weekend frequencies are 10 minutes. across the Denver metropolitan area with the eastern boundary in Arapahoe County just east of Buckley Air Force Base. RTD provides a number of services within Arapahoe County, including bus service, light rail transit (LRT), FlexRide (formerly known as Call-n-Ride), and other special services. There are a number of park and rides in the County, located primarily along the LRT lines. While many bus routes serve the area, the RTD Southeast Line (E, R, and H Lines) and R Line provide LRT service to the western part of the County. Figure 6-1 shows all the RTD service available within Dry Creek Station Pedestrian Bridge Arapahoe County. R LRT Line 6.1.1 Bus and LRT Service RTD bus routes and LRT lines operate within the The R Line provides services between Aurora county, providing access to areas within and and the Southeast Denver metropolitan area outside the county. Many main arterials offer bus (including Greenwood Village and Centennial). It service that provides connections to LRT service provides transfer opportunities between the and to major destinations throughout the region. University of Colorado A Line, the Flatiron Flyer, the H Line, and the E Line. Peak and off-peak Southeast LRT Line frequencies are 30 minutes due to COVID-19. Also due to low demand south of Lincoln, the The E, R, and H Lines are the three routes that southernmost terminal is being shifted from represent RTD’s Southeast Line. Service RidgeGate Parkway to Lincoln and service hours connects Downtown Denver (Union Station and are adjusted to 4:00 AM – 11:00 PM. 18th/California) and the Southeast Denver

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Figure 6 -1 . RTD Transit Service

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The busiest LRT station within the county is the 6.1.2 Bus and LRT Ridership Littleton/Mineral Station along the Southwest For all bus and LRT stops across Arapahoe Line. This station experiences nearly County, there is a daily weekday average of 6,000 boardings and alightings per day. Within 45,885 boardings and 47,350 alightings (data the entire LRT system across the RTD service from 2020 before COVID-19). As a result of region, this station ranks as the 9th busiest LRT COVID-19 and the associated closures and station. Other top stations are the Nine Mile travel restrictions, ridership has significantly Station and Englewood Station, which are both decreased to just under 20,000 boardings and slightly above 4,000 boardings and alightings alightings (19,640 boardings and 19,706 per day. Figure 6-2 shows the boarding and alightings) [Data from 2020 after COVID-19 alighting details for all LRT stations within the service reductions were put in place]). The county. information presented here includes data for each station before the effects of COVID-19.

Figure 6 -2 . Light Rail Station Average Daily Ridership (pre-COVID)

6,000

5,000

4,000

3,000

2,000

1,000

0

Board Alight

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6.1.3 FlexRide times from LRT stations. The Parker FlexRide serves the Town of Parker, and service is FlexRide, a service offered by RTD, provides a available only by reservation. call and ride type service, serving places in lower density areas where there is not enough 6.1.4 Park and Rides density to support traditional fixed route transit. The following seven RTD FlexRide service areas Park and rides play an important role in the are within Arapahoe County: transit system, especially in lower-density areas where walking and bicycling to transit are less . Partially within the County: Belleview, feasible for many residents. The park and rides Parker, and South Jeffco within Arapahoe County primarily serve LRT . Fully within the County: Arapahoe, Dry stations. Three park and rides have only bus Creek, North Inverness, and Orchard service. Many of the LRT stations with higher ridership also experience higher parking All but one (Parker) provide access to the LRT utilization, including Littleton/Downtown Station, stations along the Southwest and Southeast Littleton/Mineral Station, and Englewood Station, Lines. The North Inverness and South Jeffco which are all at 90 percent capacity. Table 6-1 provide a FlexRoute schedule for a flexible route summarizes parking data for park and rides that serves an area within the service area. The within the county, provided by RTD, for average Belleview, Arapahoe, Dry Creek, and Orchard utilization over 2019 (pre-COVID conditions). service areas provide scheduled departure Table 6 -1 . Park and Ride Utilization

Park and Ride Available Spaces Utilized Parking Available Spaces

Aurora Metro Center 94% 6% 145 13th Ave Station 94% 6% 262 Olympic Park 92% 8% 152 Alameda and Havana 78% 22% 128 Smoky Hill and Picadilly 71% 29% 58 2nd and Abilene Station 63% 37% 242 Iliff Station 56% 44% 601 Arapahoe at Village Center Station 36% 64% 871 Dayton Station 31% 69% 250 Dry Creek Station 12% 88% 235 Nine Mile Station 12% 88% 1,225 Orchard Station 10% 90% 48 Englewood Station 9% 91% 910 Littleton/Mineral Station 8% 92% 1,227 Littleton/Downtown Station 4% 96% 361 Total 6,715 LRT Total 15,365

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6.2 Bustang I-25. The Bustang website is available at: https://ridebustang.com. CDOT’s Bustang service provides regional service between Denver and Colorado Springs. Current COVID-19 service is provided only There are no stops within Arapahoe County, but during weekdays, with four trips in each the service travels through the county along direction.

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7.2 Littleton Shopping Cart 7. MOBILITY AND ACCESSIBILITY Recently suspended during the COVID-19 pandemic conditions, the Littleton Shopping SERVICES Cart was available to Littleton residents 55 years Several mobility and accessibility services of age or older to provide service six days a provide transportation resources to specific week between several apartment complexes population groups where traditional fixed transit and grocery stores to allow older adults to is not feasible given low densities and grocery shop for themselves, even if a personal population, but there is still a demand for critical vehicle is not available to them. To make the access for older adults and/or people with routing, pickup/dropoff, and destinations as disabilities. The Denver Regional Mobility & clear as possible, there was an interactive map Access Council (DRMAC) provides resources, available for people to plan their trips. including potential transportation service Although appointments were not necessary, providers available to these populations within there were set times for pickups and dropoffs. Arapahoe County. There was no cost for the service, but donations 7.1 RTD Access-a -Ride are encouraged. There were three options available that operate at different times and Access-a-Ride is RTD’s paratransit service for days of the week and serve different locations. riders who cannot use regular fix-route bus and/or light rail service due to a disability. Riders must qualify for the service based on the criteria set by the Americans with Disabilities Act (ADA), which includes one of the following: being unable to access bus stops/lift- equipped fixed route by yourself or having a disability that prohibits the rider from using fixed-route buses independently. This service is available during the same days/hours and within three quarters of a mile as the local fixed-route system.

Littleton Shopping Cart Interactive Map

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7.3 Omnibus Via provides service in a wide area for Arapahoe County. In addition to providing service to the Similar to the Shopping Chart service, Omnibus I-70 corridor towns of Bennett, Byers, Deer Trail, was available only to Littleton residents 55 years Strasburg, and Watkins, Via also provides of age or older or for people with a disability, but transportation for the Seniors’ Resource Center, is currently suspended due to the COVID-19 which provides services to older adults and pandemic conditions. Although this service people with developmental disabilities in the provided access to grocery shopping like the Denver metropolitan area. Shopping Cart service, the primary purpose was to provide transportation to medical services. Since the service was available to people with disabilities, all buses were wheelchair accessible.

Instead of being a fixed-route service, reservations were required with 48-hour notice and same-day service was not accommodated. Weekday hours of operation were 8:00 AM to 4:00 PM Monday through Friday, with appointments available 9:00 AM to 3:00 PM. While serving people accessing medical trips were the top priority, grocery shopping, hair appointments, and other activities were Via Travel Training for Buses available as seating permitted. Destinations Via Travel Training for Buses within the city limits were included, with three exceptions that have day and/or time 7.5 Midtown Express restrictions. This service also had preset trips to A for-profit transportation service in Arapahoe the Buck Recreation Center. County, Midtown Express 7.4 Via Mobility Services (http://midtownexpress.org/services) provides different types of services to meet the needs of Via Mobility Services (Via) riders, including wheelchair vans, cars and mini (https://viacolorado.org/) provides informational vans, and door-to-door service. They operate resources in addition to the transportation Monday through Saturday 6:30 AM to 8:00 PM. service to help people with disabilities and older adults become more independent in using transit by themselves. Their programs are geared toward helping people learn how to read schedules, how to pay, where to get off, and how to plan their overall trip.

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8. BICYCLE AND Throughout the western area of the county, there are locations where there are small PEDESTRIAN segments of sidewalks 8 feet or wider, often FACILITIES close to schools. Greenwood Village, just west of Cherry Creek Reservoir, and Tallyn’s Reach Arapahoe County completed the Bicycle and neighborhood near the Aurora Reservoir have a Pedestrian Master Plan (BPMP) network of sidewalks that are 8 feet or wider, (https://arapahoegov.com/1594/Bicycle-and- but the remaining areas where this larger Pedestrian-Master-Plan) in 2017, looking at sidewalk type is present are primarily existing conditions and identifying recreational areas. While other areas may still recommendations for future projects. Through have sidewalks, wider sidewalks provide more the public engagement process, it was clear that comfort and allow pedestrians and bicyclists to the public has a desire for new bike facilities and share the space more comfortably. better connectivity. 8.2 Bicycle Networks 8.1 Pedestrian Facilities In addition to the off-street trails and shoulders, Throughout the county, pedestrians use there is an on-street bicycle network with a sidewalks or off-street trails in urban areas and variety of facilities within Arapahoe County, shoulders in rural areas. As noted in the BPMP, including shared roadway, bike lanes, and only about 30 percent of sidewalks on major buffered bike lanes and separated bike lanes. collector and arterials are detached from the As noted in the BPMP, on-street bicycle facilities curb, so the majority of these sidewalks have are currently disjointed and tend to be little separation between them and vehicles. continuous for only short stretches. In many Many existing sidewalks on local/collector locations, bike lanes end at the approach to streets are very narrow and do not meet current intersections to make space for turn lanes. This Americans with Disabilities Act (ADA) standards. leaves bicyclists without a defined facility where they must navigate the conflicting movements of While many people do not walk as their main turning vehicles, creating a high stress condition mode of transportation, most people still walk for bicyclists. short distances or are pedestrians at one point along their trip. Many times these trips occur to Figure 8-2 shows the existing and planned access bus stops and/or schools. Figure 8-1 bicycle network developed with the Arapahoe shows an initial assessment of the schools, bus County BPMP. stops, and sidewalks 8 feet or wider in the western, urban area of Arapahoe County, based on available DRCOG GIS information.

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Figure 8 -1 . Key Pedestrian Infrastructure – West Area

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Figure 8 -2 . Existing and Planned Bicycle Network – West Area

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8.3 Pedestrian and Bicycle crashes and 758 reported bicycle/motorist Crashes crashes. The majority of crashes resulted in injuries (78 percent), with the remaining resulting As part of the BPMP, five years of bicycle and in property damage only (19 percent) and pedestrian crash data in Arapahoe County were fatalities (2 percent). The pedestrian crash collected and analyzed. Because these data locations are concentrated along major arterials, include only reported crashes involving a motor with additional clusters along Colfax Avenue, vehicle, crashes that either did not get reported Mississippi Avenue, Havana Street, and or involved only cyclists and pedestrians are not Broadway. Bicycle crashes are more dispersed accounted for. than pedestrian crashes and are located along Between 2013 and 2017, a total of 1,848 major arterials but in less urban areas. Major pedestrian and bicycle crashes were reported. arterials that experience clusters of bicycle There was an increase of 10 percent in reported crashes include Havana Street, Chambers crashes between 2013 to 2015. Reported Street, and Broadway. Figure 8-4 and crashes reduced by 5 percent in 2016 and then Figure 8-5 show all pedestrian and bicycle increased by 3 percent in 2017. Over this crash locations. five-year period, there has been an 8 percent Fatal crashes have resulted for both pedestrians increase in reported crashes. An increase in and bicyclists over this time period. Five bicycle biking and walking activity may offset the overall fatalities have occurred, and 37 pedestrian fatal crash rate experienced by bicyclists and crashes have occurred. While the bicycle pedestrians. Figure 8-3 shows the breakout of fatalities are dispersed, the pedestrian facilities bicycle and pedestrian crashes over this time have some clusters, including Parker Road (4), period. Federal Boulevard (3), and Iliff Avenue (2). Over the 2013–2017 time period, there were a Figure 8-6 shows the locations of the fatal total of 1,090 reported pedestrian/motorist pedestrian and bicycle crashes.

Figure 8 -3 . Pedestrian and Bicycle Crashes – 2013-2017

300

250

200

150

100

50

0 PEDESTRIAN BICYCLE

2013 2014 2015 2016 2017

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Figure 8 -4 . Pedestrian Crash Locations – 2013-2017

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Figure 8 -5 . Bicycle Crash Locations – 2013-2017

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Figure 8 -6 . Bicycle & Pedestrian Fatal Crash Locations 2013-2017

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9. TRAVEL DEMAND 9.1 Northeast Transportation Connections MANAGEMENT While this TMA includes PROGRAMS only a small portion of Transportation demand management (TDM) Arapahoe County, it programs provide information, encouragement, includes an important and incentives for people to use different modes arterial, Colfax Avenue, of transportation instead of driving alone. A until just past I-225. In number of strategies can create this type of addition to providing behavior change, including free or discounted information about walking, bicycling, transit, and transit passes, awarding prizes for people who carpool/carshare, they operate two bike libraries do not drive alone, improving conditions for that allow long-term free rentals (up to 48 hours) bicyclists/pedestrians, providing first/final mile with a $20 year-long membership. This provides transportation to transit, carpool or vanpool an option for people, especially with low matching, gas cards for carpools, real--time incomes, who do not have a bike or who are transit information, and maps showing considering buying a bike, to have access to bike/transit routes. bikes.

These programs or incentives are usually 9.2 Transportation Solutions implemented through employers. Agencies Transportation throughout Arapahoe County provide resources Solutions covers a to these employers or individuals who want to small portion of learn more or participate. The Denver Regional Arapahoe County, Council of Governments (DRCOG) operates the including Glendale and small pieces of the Way to Go program, which is a free service to county southeast of there. In addition to residents and employers to learn more about completing mobility hub studies to determine transportation options. Transportation improvements to LRT stations, they provide a Management Associations (TMAs) exist across comprehensive work from home resource. the region that are similar to Way to Go, except they are funded and serve specific regions. 9.3 Denver South Three reside within Arapahoe County: Northeast Transportation Connections, Transportation The Denver South TMA Solutions, and Denver South. In addition to is the largest TMA specific programs, Way to Go and the TMAs also within Arapahoe support educational or encouragement events County, covering the like Bike to Work Days. I-25 corridor between the Denver Tech Center and Lone Tree. This TMA is more robust than the others, given that it is also an economic development organization. Through the economic development work, staff can offer transportation support and resources to businesses without any additional outreach.

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10. CURRENT COUNTY those projects identified for short-term implementation by 2020. Nearly 50 projects CAPITAL have been completed or are currently in IMPROVEMENT process, ranging from major construction to PROGRAM smaller-scale projects and studies. Many of these projects have been implemented in Arapahoe County has made progress on conjunction with local and regional funding projects identified in the 2035 Transportation partners. Projects in the current five-year Master Plan, adopted in 2011. In that current Arapahoe County Capital Improvement Program plan, 163 projects were identified, with 63 of (CIP) are listed in Table 10-1. Table 10-1 . County Capital Improvement Program – through 2025

Project Type: Construction/Study/Design

Alameda (Gun Club – Harvest) Design Arapahoe Road Median Extension (EB left to NB Buckley) Design & Construction Bijou Creek/Byers Master Drainage Plan Study Chambers Traffic Signal Construction Chenango/Copperleaf Blvd/Picadilly Intersection Improvements Design & Construction Dry Creek SB I-25 On Ramp Design & Construction Dry Creek Operational Improvements (I-25 to Inverness Drive East Design & Construction Gun Club/Alameda Design Gun Club South – Quincy to Aurora Limits Design High Plains Cherry Creek Trail Design & Construction I-70 1601 Study at Kiowa-Bennett Road Interchange Study I-70 System Level Corridor Study Study Iliff Corridor – Quebec to Parker Design & Construction Inverness/County Line Design & Construction Inverness Drive Shared Path Design & Construction Jolly Road Bridge over First Creek Construction Parker Road PEL Study (Mississippi to Hampden) Study Picadilly and Layton Median Construction SH 79 and I-70 Interchange – Eastbound Ramp Design & Construction US 85 PEL Study – C-470 to Alameda Study Watkins Road – Quincy to Jewell Design Wolf Creek Drainage Improvements Construction Yale Avenue/Holly Street/Highline Canal Intersection Improvements Design

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APPENDIX A. ARAPAHOE COUNTY LOCAL ROAD SAFETY PLAN EXECUTIVE SUMMARY

Existing Conditions Assessment A

Arapahoe County Local Road Safety Plan

February 2020

Prepared by DiExSys, LLC

EXECUTIVE SUMMARY

A countywide Local Road Safety Plan for Arapahoe County has been prepared. Its focus is to assist the County with data driven decision support analysis for planning and prioritization of safety needs on Arapahoe County Roadways. It accomplishes this by identifying opportunities for cost-effective road safety improvements. Its emphasis was on congested roads in Arapahoe County with some consideration of rural county roads with lower traffic volumes. (As specified in the scope of work, locations entirely within the City of Aurora have been excluded).

The guiding principal behind an effective road safety program is that the resources should go to where they achieve the greatest safety effect. The cost-effectiveness is measured by the Benefit-Cost (B/C) ratio which represents the ratio of the benefits derived from crash reduction expressed in dollars to the cost of construction and maintenance over the life cycle of the project. The primary goal for the program/project selection criteria is to select projects in such a way that, following implementation, they will maximize crash reduction in Arapahoe County within constraints of the available budgets.

The study used the Countermeasure with Promise (CWIP) approach to identify locations with potential for crash reduction. CWIP approach begins by choosing an effective countermeasure first and then looks for sites where it can be applied cost-effectively. The study focused on the following problems susceptible to correction: • Roadway departure crashes on rural segments (overturning, fixed object crashes, head-on and sideswipe opposite crashes) • Approach turn (left turn opposite) crashes at intersections • Broadside crashes at intersections • Rear end collisions at and near intersections • Pedestrian and bicycle crashes at intersections Additionally, the study analyzed safety performance at intersections with signals operated by Arapahoe County.

Following network screening analysis and diagnostic examination the study identified 77 potential safety projects. Each location was analyzed to assess the nature and magnitude of the safety problem using Colorado-specific predictive and diagnostic tools, followed by the development of countermeasures and benefit/cost analysis of proposed improvements. These projects were then ranked ordered by their benefit/cost (B/C). The ranked list of proposed projects is summarized, including B/C, at the end of the report beginning on Page 400. They are also listed in descending order by B/C, below.

1. Intersection of Parker Road (SH 83 MP 66.92) and Chambers Road – Fully protect left turns from Parker Road, 11 AM – 7 PM (Existing Equipment) 2. Intersection of Broncos Parkway and Potomac Street – Fully protect all left turns, 7 AM – 7 PM (Existing Equipment) 3. Intersection of Bowles Avenue and Federal Boulevard – Fully protect left turns from eastbound Bowles

1

4. Intersection of Broncos Parkway and Peoria Street – Fully protect left turns from Broncos by time of day – (Existing Equipment) 5. Intersection of Belleview Avenue (SH 88 MP 14.19) and Monaco Street (eastern intersection) – Fully protect left turns from eastbound Belleview 6. Belleview Avenue and I-25 Southbound Ramps – Review signal timing (yellow + all-red) for conformance with ITE recommendations, then add 2 seconds all-red after the westbound Belleview thru movement. 7. Intersection of Floyd Avenue and Elati Street – Convert to All-Way Stop 8. Intersection of Broadway and County Line Road – Fully protect all left turns, 6AM – Midnight 9. Intersection of Smoky Hill Road and Versailles Parkway/Ponderosa Trail – Review signal timing (yellow + all-red) for conformance with ITE recommendations 10. Intersection of Iliff Avenue and Quebec Street/Evans Avenue – Fully protect all left turns 11. Intersection of Smoky Hill Road and Versailles Parkway/Ponderosa Trail – Fully protect left turns from Smoky Hill, 6 AM – Midnight 12. Intersection of County Line Road and I-25 Southbound Ramps/Park Meadows Center Drive – Review signal timing (yellow + all-red) for conformance with ITE recommendations 13. Intersection of Parker Road and Florida Avenue – Fully protect left turns from Parker 14. Intersection of Colorado Boulevard and Cherry Creek South Drive – Fully protect all left turns 15. Intersection of Leetsdale Drive (SH 83 MP 76.69) and Cherry Street – Fully protect left turns from westbound Leetsdale, 7AM – 11 PM 16. Intersection of Belleview Avenue and DTC Boulevard – Fully protect all left turns 17. Intersection of Broadway and Englewood Parkway/Girard Avenue – Review signal timing (yellow + all-red) for conformance with ITE recommendations 18. Intersection of Dartmouth Avenue and Logan Street - Review signal timing (yellow + all-red) for conformance with ITE recommendations 19. Gun Club Road, from Quincy Avenue to Jewell Avenue – Centerline rumble strip 20. Intersection of Smoky Hill Road and Riviera Way/Saddle Rock Trail – Fully protect left turns from Smoky Hill, by time of day 21. Intersection of Belleview Avenue and Federal Boulevard (SH 88 MP 7.94) – Fully protect all left turns 22. Intersection of Arapahoe Road (SH 88 MP 17.37) and Dayton Street - Review signal timing (yellow + all-red) for conformance with ITE recommendations 23. Intersection of Arapahoe Road and Waco Street – Fully protect left turns from Arapahoe, by time of day 24. Intersection of Iliff Avenue and Wabash Street – Fully protect left turns from Iliff, 7AM – 6 PM 25. Intersection of Broadway and Oxford Avenue – Review signal timing (yellow + all- red) for conformance with ITE recommendations 26. Intersection of Chenango Avenue/Copperleaf Boulevard and Picadilly Street – Review signal timing (yellow + all-red) for conformance with ITE recommendations

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27. Intersection of Arapahoe Road (SH 88 MP 16.84) and I-25 Southbound Offramp – Review signal timing (yellow + all-red) for conformance with ITE recommendations, then add 2 seconds all-red after Arapahoe westbound thru movement 28. Intersection of Leetsdale Drive (SH 83 MP 76.69) and Cherry Street – Review signal timing (yellow + all-red) for conformance with ITE recommendations 29. Intersection of Broadway and Caley Avenue – Review timing of pedestrian interval crossing Broadway 30. Intersection of Iliff Avenue and Valentia Street – Review signal timing (yellow + all- red) for conformance with ITE recommendations 31. Belleview Avenue/Peoria Street, east of Cherry Creek Drive – Centerline rumble strip 32. Intersection of Broadway and Englewood Parkway/Girard Avenue – Fully protect left turns from Englewood/Girard 33. Intersection of Chenango Avenue/Copperleaf Boulevard and Picadilly Street – Fully protect lefts turns from northbound Picadilly and from westbound Copperleaf, School days, 6AM – 8PM) 34. Intersection of Belleview Avenue (SH 88 MP 8.19) and Prince Street – Fully protect all left turns and add second lane for left turns from westbound Belleview 35. Intersection of Broadway and Mansfield Avenue – Review signal timing (yellow + all-red) for conformance with ITE recommendations 36. Intersection of Hampden Avenue (US 285 MP 261.72) and University Boulevard (SH 177 MP 6.11) – Signal modifications including dilemma prevention on westbound Hampden 37. Intersection of Leetsdale Drive (SH 83 MP 76.69) and Cherry Street – Signing (“No Right Turn on Red When Pedestrians Are Present” or “Turning Vehicles Yield to Bicycles and Pedestrians” 38. Intersection of Potomac Street and Chambers Road – Fully protect all left turns during morning and afternoon peak period (requires 2 additional heads) 39. Intersection of Yosemite Street and Belleview Avenue – Remove pine trees from northwest corner of the intersection 40. Intersection of Dayton Street and Peakview Avenue – Review signal timing (yellow + all-red) for conformance with ITE recommendations 41. Intersection of Jefferson Avenue (US 285 MP 260.42) and Logan Street – Partial Signal Replacement, new mast arms for eastbound and westbound approaches, including fully protected left turns from Jefferson 42. Intersection of Florida Avenue and Willow Street – Add side-of-pole signal heads for eastbound and westbound approaches and review signal timing (yellow + all- red) for conformance with ITE recommendations 43. University Boulevard (SH 177 MP 2.00 – 2.70) curves north of Arapahoe Road – Install feedback curve speed warning system 44. Intersection of Broadway and Oxford Avenue – Signal Modification – Add right turn red arrow (or “No Right Turn” blackout sign) for right turns from eastbound Oxford, active during the north-south pedestrian walk and flashing don’t walk intervals 45. Intersection of Sana Fe Drive (US 85 MP 201.43) and Mineral Avenue – Signal Modification – add dilemma prevention on Santa Fe 46. Gun Club Road, from Crestline Circle to Quincy Avenue – Centerline Rumble Strip

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47. Intersection of Broadway and Englewood Parkway/Girard Avenue – Review signal timing (yellow + all-red) for conformance with ITE recommendations 48. US Hwy 36 (MP 96.27-100.90), from the Adams County Line to Byers – Centerline Rumble Strip 49. Intersection of Broadway and Littleton Boulevard – Modify striping and signs at right turn lane from eastbound Littleton and southbound Broadway bus only lane. 50. Intersection of University Boulevard (SH 177 MP 4.12) and Belleview Avenue (SH 88 MP 11.56) – Signal Modification – add dilemma prevention on all approaches 51. Intersection of Hampden Avenue (US 285 MP 259.56) and Inca Street – Signal Reconstruction – fully protect left turns from Hampden 52. Belleview Avenue/Peoria Street East of Cherry Creek Drive – Feedback curve speed warning system 53. Tempe Street, from Progress Avenue to Pennwood Avenue – Feedback curve speed warning system 54. Intersection of Iliff Avenue and Trenton Street – Upgrade pedestrian heads and review pedestrian intervals timing 55. Intersection of Broadway and Mineral Avenue – Signal Reconstruction, modify lane for left turns from westbound mineral, fully protect all left turns 56. Intersection of Yosemite Street and Belleview Avenue – Right turn acceleration lane along westbound Belleview 57. Intersection of Chenango Avenue/Copperleaf Boulevard and Picadilly Street – Street Lighting 58. Intersection of University Boulevard (SH 177 MP 0.10) and County Line Road – Signal Timing and Progression Update 59. Intersection of Federal Boulevard and US-285 eastbound ramps – Signal Replacement with fully protect left turns from southbound Federal 60. Intersection of Arapahoe Road (SH 88 MP 19.47) and Revere Parkway – Signal Replacement, right turn deceleration lanes eastbound and westbound on Arapahoe 61. Gun Club Road, from Crestline Circle to Quincy Avenue – Widen shoulders to 8- foot and rumble strips 62. Tempe Street, from Progress Avenue to Pennwood Avenue – Raised center median 63. Intersection of Jefferson Avenue (US 285 MP 260.67) and Clarkson Street – Signal Replacement, fully protect left turns from eastbound and westbound Jefferson 64. Intersection of Iliff Avenue and Wabash Street – Signal Replacement, fully protect left tuns from eastbound and westbound Iliff, 7AM – 6 PM 65. Gun Club Road, from Quincy Avenue to Jewell Avenue – Widen shoulders to 8- foot and rumble strips 66. Intersection of Arapahoe Road (SH 88 MP 19.06) and Peoria Street – Signal Replacement, right turn deceleration lane on eastbound Arapahoe 67. Gun Club Road, from Crestline Circle to Quincy Avenue – Major widening to 4- lane 68. Intersection of Iliff Avenue and Trenton Street – Reflective signal head backplates 69. Intersection of Iliff Avenue and Rosemary Street – Update signal progression on Iliff

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70. University Boulevard (SH 177 MP 2.00 to 3.10), from Arapahoe Road to Orchard Road – Raised center median 71. Gun Club Road, from Quincy Avenue to Jewell Avenue – Major widening to 4-lane 72. Intersection of Santa Fe Drive (US 85 MP 203.80) and Bowles Avenue/Littleton Boulevard – Increase storage for left turns from southbound Santa Fe and update progression on Santa Fe 73. Intersection of Iliff Avenue and Valentia Street – Replace with Continuous Green T intersection 74. Intersection of Iliff Avenue and Rosemary Street – Replace with Continuous Green T intersection 75. Intersection of Arapahoe Road (SH 88 MP 17.88) and Havana Street – Update Signal Coordination on Arapahoe 76. Belleview Avenue/Peoria Street East of Cherry Creek Drive – Widening shoulders to 6-foot and rumble strips 77. Belleview Avenue/Peoria Street East of Cherry Creek Drive – Widening shoulders to 8-foot and rumble strips

Opportunities to reduce impaired driving and to improve EMS response were also reviewed.

Following completion of a draft report, a meeting with stakeholders was held at which all recommendations were presented and reviewed. Interactive GIS map with locations and proposed scope of all projects has also been published and made available to stakeholders to solicit further input. Comments received as a result of the meeting and from the GIS map have been reviewed and this report has been revised to reflect them.

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