2006 annual report on traffic congestion in the denver ... 2006 annual report 1.5_050807 .pdfdenver...

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2006 Annual Report on Traffic Congestion in the Denver Region (Draft 1.5 - May 8, 2007)

1. Introduction This report presents information regarding one of the most important quality of life issues facing the region’s residents, visitors, and businesses. Traffic congestion and travel delays affect everyone in some way. It affects the commuter who drives 50 miles per day as well as the person waiting anxiously at home for the plumber to arrive. A person who does not have a car is impacted by higher prices for goods that are transported in congested conditions and by the increased pollution caused by stop-and-go traffic. Though excessive travel delays will never be eliminated entirely, the severity of congestion can be reduced by providing travel options and real-time information so that people can avoid or adapt to the frustrations of driving on congested roads. The overall Denver region is consistently ranked among the top twenty congested areas of the United States (the concentrated Denver urban area, not including Boulder/Longmont, is ranked in the top ten). This is reported by the media every year when results from the Texas Transportation Institute (TTI) Urban Mobility Reports are released. DRCOG staff has calculated additional measures for the region’s regional roadway system: Though many of us get frustrated driving in congested conditions for the daily commute or on weekends in the mountains, it must also be remembered that in one sense, congestion is a sign of prosperous economic activity. Cities are vibrant places with congregated economic activity of all types: commerce, education, health care, recreation, culture, and manufacturing. The Latin root of congestion is “congerere,” which meant “to heap up or crowd together.” And that is exactly what cities are. However, to enhance the capability for further economic growth in the Denver region, it is very important that traffic congestion is addressed. The region has rebounded from the economic

“The congestion angers and frustrates me and in turn can affect how I feel and react during the whole day” (participant in 2006 CDOT focus group)

Key results for 2006 (for travel on the Regional Roadway System):

• About ¼ of the regional roadways experience severe congestion for 3+ hours per day; • Each resident faces about 32 hours of extra delay per year due to congestion; • Almost 20% of travel occurs in congested conditions; • On average, travel during rush hours takes 1.27 times longer than in the off-peak; • Delays cost residents and businesses over $1.7 billion per year; and • 46,000 crashes per year and other incidents greatly increase these congestion measures.

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downturn of a few years ago. Significant annual growth is occurring once again. Over 25,000 additional households were added to the region during 2005 (see Table 1). An additional 1.2 million people are forecast to be living in the Denver region by 2030. That is like adding a metropolitan area of nearly the size of Salt Lake City! With an increase of 45,000 vehicles during 2005, there are now over 2.1 million registered motor vehicles in the region. About 3/4th of these vehicles are driven in a typical day; from neighborhood trips to cross-region deliveries. Little congestion occurs at 4:00 a.m. when most vehicles are parked in garages, driveways, or on the street. However, between 7:00 and 9:00 a.m., over half of the vehicles are on the road and contribute to morning rush hour congestion – similar to an anthill exploding with activity. Over the next 25 years, the vehicle miles of travel (VMT) could grow by over 55% from 65 million per day to 104 million! But, there will be very limited funding to construct additional lanes on freeways or major streets. Competing demands to maintain and reconstruct the aging transportation system will use most of the transportation funds available from traditional sources.

Table 1

Federal Role Congestion has long been a high priority concern from the federal government on down to DRCOG and its local governments. Federal legislation created on-going funding categories such as the Congestion Mitigation and Air Quality (CMAQ) program and the recently announced Congestion Initiative to specifically address congestion. Metropolitan planning organizations (MPOs) such as DRCOG have been charged with developing a congestion management process

“Nobody goes there anymore; it’s too crowded” (Yogi Berra)

Denver Region Demographic Data

Increase Increase

9-County During from 2006

Total 2005 2006 2005 2030 to 2030

Population 2,659,770 2,711,540 51,770 3,875,200 1,163,660

Households 1,040,310 1,066,840 26,530 1,565,800 498,960

Employment 1,552,430 1,587,640 35,210 2,364,800 777,160

Registered Motor Vehicles* 2,078,703 2,124,223 45,520 n.a. n.a.

* - Vehicle data year-end. Excludes trailers, and special construction machinery

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that provides for effective management and operation of the multimodal transportation system. The process shall include:

• Data collection; • Evaluation and monitoring of congestion (recurring and non-recurring); • Identification and effectiveness of strategies to address congestion; and • Consideration of travel demand management (TDM), operational, public transportation,

Intelligent Transportation Systems (ITS), and additional roadway capacity strategies Regional Approach – Congestion Mitigation Program To aid in conducting the congestion management process, the DRCOG Congestion Mitigation Program (CMP) section was created in 2006. The DRCOG CMP includes three unique programs:

1. Travel Demand Management (TDM) Program – includes the DRCOG RideArrangers Program services, coordination with regional TDM service; providers, and the administration of CMAQ Regional TDM Program pool funds.

2. Traffic Operations Program – includes regional traffic signal timing and coordination, administration of the Traffic Signal System Improvement Program (TSSIP), and incident management; and

3. ITS Management and Operations Program – includes the Regional ITS Strategic Plan and administration of the Regional ITS Program pool funds.

DRCOG staff work closely with jurisdictions and agencies from around the region to reduce congestion, provide and encourage alternative modes of travel, and provide real time information to help travelers make informed decisions. The Congestion Mitigation Program of DRCOG aims to do just what the dictionary defines mitigation as: “to make less severe.”

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2. Accomplishments and Benefits in 2006 Many new projects and activities addressing traffic congestion were completed in 2006.

• T-REX Southeast Corridor I-25, I-225, and Light-Rail Line: In November 2006 the Denver region saw the completion of “T-REX” along I-25 and I-225, the largest single congestion and mobility project in its history. Commuters, visitors, and business are now able to use light-rail transit or new highway lanes to travel along the I-25 and I-225 corridors. The Colorado Department of Transportation (CDOT) and Regional Transportation District (RTD) worked cooperatively to get this major project completed in a highly efficient manner. It is a shining example for the rest of the country. The general consensus was that the construction impacts were relatively minor, especially when compared to other major national projects such as the I-15 project in Salt Lake City and the infamous “Big Dig” project in Boston. T-REX was completed by Southeast Corridor Constructors, a joint venture between Kiewit Construction and Parsons Transportation Group, within the original $1.67 billion budget and in less than 6 years rather than 7 years. Benefits: There has been a noticeable decrease in vehicle travel times and congestion for the majority of motorists during peak travel periods. Conclusive data will not be available until later in the year, following the completion of a “before and after” study by RTD. The Southeast LRT Corridor provided enhanced mobility options and has resulted in increased transit ridership in the overall corridor.

• 120th Avenue Extension to US-85: The long awaited connection of 120th Avenue from

east of Quebec Street across the South Platte River to US-85 was opened last fall. This location had long represented a missing east-west link that forced drivers to use 104th Avenue or E-470. Benefits: There is now a more convenient east-west access to E-470 and DIA. Traffic volumes and congestion have decreased on 104th Avenue.

• North I-25 Express Toll Lanes: The I-25 Express Lanes, running along I-25 between

downtown Denver and US 36, began operation as a High Occupancy Toll lane. This means that vehicles with only one occupant are now permitted to use the I-25 Express Lanes if they pay a toll – vehicles with multiple occupants are permitted to continue to use the facility at no charge. The EXpressToll pass system (also used on E-470 and Northwest Parkway) is used to charge tolls while allowing the vehicles to continue to travel at freeway speeds. Benefits: Previously under-utilized highway capacity can now be used by a greater number of vehicles and people. The users are ensured of a more reliable congestion-free drive, barring any major incidents. New revenues are used for operation and maintenance.

• 136th Avenue Interchange with I-25: This new interchange recently opened to provide

improved access to Thornton, Westminster, and Broomfield. Benefits: Traffic is diverted from the heavily congested 120th Avenue interchange with I-25.

• McCaslin Boulevard Interchange with US-36: A loop ramp was added to this

interchange and associated intersection improvements were made. Benefits: Left-turns onto US-36 southbound were eliminated, allowing increased green-light time for each intersection approach.

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• Traffic Signal Timing Equipment and System Coordination: New traffic signal

coordination plans were implemented in 18 major corridors throughout the region. Example locations include Smoky Hill Road, Speer Boulevard, Santa Fe Drive, and State Highway 128. In addition, 13 of the corridors had new signal equipment installed to improve vehicle detection and communication capabilities of the traffic signals. Benefits: Drivers in these corridors will see reductions in the number of “red lights” to stop at, delays, and travel time.

• ITS Equipment and Services:

CDOT initiated their program that uses dynamic message signs (DMS) along I-70 to post observed travel time information between Golden and Vail. The travel time data collection and message posting is an automated process controlled at the CDOT traffic management center located in Golden. In addition to seeing the travel time signs while on the road, the signs may also be viewed from home on the cotrip.org traveler information web site;

The Transportation Expansion project (T-REX), was completed with the inclusion of numerous transportation technology devices including traffic monitoring equipment, cameras, dynamic message signs and ramp metering stations, which were used to monitor and manage traffic during construction and will continue to be used to benefit future transportation operations; and

Various – Several agencies are continuing to deploy ITS infrastructure through the DRCOG Regional ITS Program. Several cameras and dynamic message signs were installed in 2006, for example around Downtown Denver and on I-76. In addition, the infrastructure that allows agencies to share equipment, images, and transportation operations data has been expanded to include more agencies.

Benefits: The public will have more accurate and timely information available to make decisions regarding where, when, or if they should travel (for example, via the www.cotrip.org Web site). Maintenance crews and law enforcement personal will improve the efficiency and response times of their services.

• Travel Demand Management (TDM) Programs and Services

Through the efforts of the numerous TDM service providers in the area, substantial reductions in vehicle miles traveled in the Denver region were achieved. The services offered also help residents of the region avoid or adapt to traffic congestion by providing alternatives to driving alone.

DRCOG RideArrangers commuter services programs reduced more than 25 million miles of vehicle miles traveled on metro area roadways;

All of the TDM service providers of the region worked together for Bike to Work Day on June 28th. The event attracted more than 20,000 bicyclists and nearly 50 percent reported that it was their first time participating;

DRCOG Vanpool Program – The number of operating vanpools increased from 66 to over 80 in 2006;

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The RideArrangers carpool matching program helped to create nearly 700 new carpools last year. During the RTD strike in April 2006, requests for services doubled, resulting in the addition of 1,070 new commuters to the carpool database;

DRCOG Schoolpool program assisted over 3,000 new families with sharing the ride to school;

DRCOG Telework program helped 55 new companies start or enhancing their telework programs. These companies represent Nearly 700 new and 3,990 employees participated;

Downtown Denver Partnership started the successful Drive Less Denver incentive program;

Boulder was named Best City for Cycling in 2006 and was a gold medal winner of the 2004-2006 Bicycle Friendly Community award by the League of American Cyclists. Go Boulder’s transit route ridership increased on all special routes: BOLT up 85%, DASH up 24% and HOP up 15%;

RTD along with the Southeast Business Partnership and Transportation Solutions TMAs conducted outreach activities with people and businesses and encourage use of the successful new Southeast Corridor light-rail lines;

Stapleton TMA developed a bilingual TMA website with an interactive map. They also implemented a Teen Bus Pass scholarship fund for low income teens and a successful shuttle for Northfield Shopping Area employees and shoppers;

Transportation Solutions helped the University of Denver reduce parking demand by 15 percent and doubled the number of DU employees using EcoPass. Reductions in the number of employees driving to work and parking at Cherry Creek Shopping Center reduced VMT greatly on 20 targeted days;

U.S. 36 TMO completed an update of the US-36 Regional Bike Map and conducted numerous campaigns to increase transit ridership, carpooling, and vanpooling in the corridor; and

SkiCarpool encouraged 500 new carpools to form for trips to and from the mountain ski areas.

• Pedestrian and Bicycling Facilities: Numerous pedestrian bridges (e.g. 15th Street in

Denver, T-REX station access) and multi-use trails (e.g. 120th Ave., St. Vrain Greenway, 86th Parkway, Wonderland Creek Trail) were completed in 2006. These offered more convenient travel paths for pedestrians and bicyclists, thus encouraging more people to leave their cars at home.

• Mile High and T-REX Courtesy Patrols: Responded to over 15,000 incidents in 2006

along I-25, I-70, I-225, and US-6. The prompt response and clearing of incident scenes greatly helped to reduce further congestion caused by curiosity slow-downs and additional rear-end crashes.

The physical capacity projects completed in 2006 ameliorated some of the region’s congested locations and time periods, but certainly not all. And the services offered in 2006 clearly helped the area’s residents and businesses avoid or adapt to congestion. The congestion mitigation activities conducted in 2006 did make congestion less severe than if they were not done.

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3. How is Congestion Measured? Congestion is measured in different ways, each of specific interest to different people.

• Density – How densely packed are the vehicles while moving? The greater the density, the more difficult it is to maneuver freely. And for many drivers, these conditions are extremely uncomfortable to drive in. Density may not always imply reduced travel speed or delay, as tightly packed vehicles may actually travel at or above the speed limit. However if one driver gets distracted for a split-second and slows down, that distraction can impact vehicles far behind.

• Severity – How long of a delay do you face? How long and often are you stopped? This can be expressed as the amount of extra delay you encounter on a trip (e.g. 10 delay minutes out of 30 minute trip) or the percent of time on a trip (e.g. 33% is delay time).

• Duration – How long do congested conditions last? Some roadways may typically

experience congested conditions for two hours per day, one in the morning and one in the late afternoon. Others may have congestion that lasts for 5 hours per day. Such conditions may be defined based on the ratio of traffic volume to the carrying capacity of the roadway (v/c) over each hour of the day.

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• Magnitude – How many people are affected by the congestion? A freeway carrying

20,000 people in a congested hour will have more total delay (personal and vehicle) than a road carrying 3,000 people in a congested hour.

• Reliability and Variation – How predictable are travel times? How much longer

(minutes or percent) is the travel time in the peak rush-hour than in off-peak times? The typical daily variation may be known by regular commuters and commercial vehicle drivers, but 1) the variation may not be known by unfamiliar drivers and 2) the variation can become much more severe due to crashes and other incidents.

Congestion can recur on regular basis, such as during weekday rush-hours, and also on a non-recurring basis – often associated with crashes, break-downs, special events (e.g Democratic National Convention in 2008), and poor weather conditions. It is estimated that about 50% of all congestion and travel delays occur because of specific incidents. This is reflected in Figure 1 which presents the national estimate for the causes of congestion. Of course every city is different. Increased congestion can stimulate further incidents, and bad weather was clearly a cause of significant congestion in Denver in late 2006.

Figure 1

Causes of Traffic Congestion - Nationwide

Bad Weather15%

Work Zones10%

Traffic Incidents25%

Bottlenecks / Lane Capacity

40%

Poor Signal Timing5%

Special Events5%

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As mentioned earlier, the Texas Transportation Institute (TTI) releases congestion measures routinely for all of the major metropolitan areas of the United States with great media interest. While these results are reasonable for a national comparative perspective, more detailed calculations must be made for roadways within regions, and even greater detail is needed for project designs. There are there general levels of congestion data and uses:

1. National: e.g. TTI Urban Mobility Reports, Lobbying groups, think tanks – Very simplified areawide formulas. Results used for non-precise general comparisons among metropolitan areas. Considers areawide daily traffic volumes and simplified capacity factors such as number of lanes.

2. Regional (e.g. DRCOG) congestion management process – Simple formulas for individual

major roadway segments. Results used for identification of key congested locations, evaluating projects to receive TIP funding, providing corridor specific congestion data for comparative ranking. Considers roadway specific capacity factors other than just the number of lanes, uses hourly estimated traffic volumes.

3. Project level analysis – Very detailed data collection, field measurements, and formulas.

Results used for the actual design of specific attributes of road projects. An integral part of NEPA studies. Considers precise characteristics of the roadway or intersections (traffic signal timing) and traffic movements (e.g. weaving between lanes). Used by design and traffic signal engineers.

4. How Much Congestion Exists in the Denver Region? Regional System Measurements The DRCOG designated Regional Roadway System (see Figure 2) is used as the basis for the congestion measurements presented in this report. This 1,800 mile system is where the vast majority of traffic congestion occurs (about 90%) in the region. The system accounts for more than 70 percent of the daily VMT in the region. It includes all of the freeways, tollways, and principle/major regional arterials in the region. If you make a trip of one mile or more, it is likely that you’ll travel on, or cross, a roadway on this system. Daily traffic volumes on specific segments of the system range from a high of about 240,000 vehicles per day on I-25 to a low of 2,500 on SH-119 (Peak-to-Peak Highway). Put another way, I-25 carries 2,500 vehicles in 7 minutes during rush hours. At this time, comparable measurements are not available for future conditions. They will be prepared as part of the 2035 Metro Vision Regional Transportation Plan preparation and will be presented in the 2007 Annual Report on Traffic Congestion. Obviously, congested conditions will increase as population, employment, and VMT increases significantly over the next 25 years.

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Measurements for traffic congestion on the Regional Roadway System in the 9-county Denver region are presented in Table 2. These data were all calculated from general delay formulas linked to the ADT and capacity on the 1,100 segments making up the system. Key results for 2006 (for travel on the Regional Roadway System):

• About ¼ of the regional roadways experience severe congestion for 3+ hours per day; • The average travel speed across the entire region is 45 mph (does not include local streets); • Each resident faces about 32 hours of extra delay per year due to congestion; • Almost 20% of our travel is in congested conditions; • On average, travel during the rush hour takes 1.27 times longer than in the off-peak; • Delays cost residents and businesses over $1.7 billion per year; and • 46,000 crashes per year and other incidents/events likely double these congestion measures.

But after stating all of these measures, congestion in the Denver region still pales in comparison to places like New York City, San Francisco, and Los Angeles.

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Table 2

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Key Congested Locations in 2006 No single measure provides a definitive ranking answer to proclaim the most congested location in the region. There are many factors and perceptions to go along with each of the to calculate congestion. Therefore this report does not attempt to create a rank order list of congested locations. It does highlight several of the most congested corridors, arterial intersections, arterial-freeway ramp intersections, and slow-down bottleneck points, but without a one-by-one ranking. The locations presented in each of the categories below are draft and subject to further analysis, field observation, and refinement over the next year. Roadway Segments – Congestion Mobility Grade In order to identify the most critically congested corridors in the region, a “congestion mobility grade” or CMG, was devised (see Appendix A). For each of the 1,100 roadway segments, the CMG was determined based on a total congestion score (1-20 points) that incorporated the following congestion related measures:

• Travel Time Variation (TTV) between the peak and off-peak hours (Variation); • Number of hours per day severely congested (Duration); • Percent of travel time in delay during peak hour (Severity); • Total daily vehicle delay per mile (Magnitude); and • Crashes per mile per year (Reliability).

The CMG ranged from A to F. An “A” was assigned to roadways with very little congestion (a score of 0-1 points), and an “F” was assigned to roadways with the greatest amount of congestion (a score of 17-20 points) by any measure, as well as incident potential. Figure 3 displays the generalized location of segments with a poor CMG grade of “D” or “F.”

What are some of the busiest roadways in the region? (# of vehicles per day or average daily traffic -ADT)

8-lane Freeway: I-25, s/of I-70, 240,000 6-lane Freeway: I-25, n/of 84th Ave., 170,000 4-lane Freeway: I-225, n/of Mississippi Ave., 125,000 6-lane Arterials: Arapahoe Road (SH-88) and Colorado Blvd., 65,000 4-lane Arterials: Santa Fe Drive and Wadsworth Blvd., 54,000 2-lane Arterials: SH-93, SH-7 (e/of Boulder and e/of I-25) 20,000+

The locations presented in each of the “Key Congestion Location” categories are draft and subject to further analysis, field

observation, and refinement over the next year.

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Arterial-Arterial Intersections There are over 3,500 signalized intersections in the Denver region. Several of them cause major travel delays for drivers each day. At these intersections during rush hour, drivers can often count on sitting through two or more red-green-yellow cycles before finally getting through on a green light. Thirty of the most congested arterial intersections are identified on Figure 3. These locations face a much greater number of vehicles per hour than can be handled, considering each approach may encounter a green light well less than half the time.

University Blvd. at 1st Ave. Arterial-Freeway Ramp Intersections Extensive traffic congestion occurs where arterials intersect with freeway on-/off-ramps in an integrated set of two or more signalized intersections. A large number of turning movements onto the freeway are made, often with short turn-lane storage areas under or over the freeway. Expansion opportunities are often limited, and treatments for pedestrians and bicyclists are important as these are often the location of the only route for crossing a freeway. Twenty-five of the most congested locations are shown on Figure 3. Coordination and integration of traffic signals is especially important at these locations. The goals are to keep traffic flowing on the arterial while preventing traffic from queuing up on the off-ramp all the way back to the freeway.

Colfax Avenue at I-225

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Bottleneck Slow-down Points These represent theoretically free-flow locations (without traffic signals to stop traffic) where traffic routinely slows down because of one or more of several possible factors:

• On-ramp merge points with turbulence caused by entering and weaving traffic; • Prior to off-ramps as vehicles are maneuvering to exit the freeway; • Lane-drops where the number of travel lanes is reduced to a point unable to handle the

traffic demand; and • Sharp curves or steep upgrades on roadways that cause vehicles to slow down.

Traffic movements, braking, and varying vehicle speeds at the 20 locations depicted on Figure 3 cause significant “upstream” traffic back-ups and stop-and-go conditions.

I-70 at US-6 (Kermit’s) US-36 (w.b.) at Sheridan Blvd. C-470 at US-285/Quincy Ave. Primary Congested Corridors (Appendix B) Several roadway segments with a poor CMG are concentrated along 20 primary corridors. On average, these are the most congested corridors in the Denver region on a day-to-day basis. I-70 in the mountains is included because of its unique characteristics as a peak recreational corridor. Though it does not experience much recurring congestion on the 260 weekdays of the year, it does face significant congestion on many weekends of the year. Because of the regional importance of these corridors, detailed congestion data was compiled and is presented for each of the 20 corridors in Appendix B.

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5. How Does the Denver Region Compare to Other Metropolitan Areas? The Texas Transportation Institute calculates several regionwide measures of congestion for urban areas across the country. The measures can be used for general comparative purposes or for identifying long range trends. The latest results for the Denver area and other comparable areas are displayed in Table 3. These urban areas are often in competition for major employers and economic development. Traffic congestion is one of several factors that a business, highly skilled employee, or entrepreneur considers in moving to or staying in a specific area. Limited resources however, prohibit our region from significantly reducing congestion. Thus it is important to provide other transportation, housing, and development options that will help people and businesses avoid or adapt to the congestion.

Table 3

2003

Congestion Rank

Competing (Average of

Urban Areas quantity & severity)

Dallas 13

Seattle 16

Denver/Boulder 17

Phoenix 19

Portland 20

Las Vegas 25

Salt Lake City 34

Albuquerque 46

Kansas City 59

Oklahoma City 66 Source: Texas Transportation Institute, 2005 Urban Mobility Report.

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6. Activities for 2007 In 2007 DRCOG, local governments, and partner agencies will continue to explore new funding opportunities to help address traffic congestion and provide transportation alternatives. There will not be a “T-REX level” project completed for many years, but major activities in 2007 include:

• Continue with design work, environmental studies, and station area/TOD planning for the RTD FasTracks rapid transit corridors;

• Continue or complete environmental studies for major highway corridors in the region, so

that projects are ready to go when funds become available;

• Allocate funds to specific projects through the regional TDM, ITS, and Traffic Signal Program Pools;

• Install ITS infrastructure (fiber optic cables, cameras, etc) and expand real-time

information distribution via dynamic message signs, information kiosks, and Web sites (e.g. www.cotrip.org );

• Carry out incident management plans along major freeways;

• Begin planning for the 2008 Democratic National Convention;

• Complete several pedestrian and bicycle facility projects throughout the region;

• Implement traffic signal system coordination plans at over 200 intersections along 15

corridors;

• Hold Bike to Work Day on June 27th to encourage new bicycle commuters;

• Expand TDM services to residents and businesses throughout the region;

• Start-up the Fitzsimons Transportation Management Organization;

• Provide TDM assistance and coordinate with businesses and transportation providers along the I-70 mountain corridor within and outside the DRCOG region;

• Open the Hogback Carpool Parking Garage at SH-26 and I-70;

• Complete two new interchanges and widening of US-285 west to Richmond Hill Road;

• Widen I-25 in Castle Rock;

• Extend Buckley Road from 136th Avenue to Bromley Lane;

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• Implementation by communities of the efficient land use concepts of the Metro Vision 2030 Plan (mixed-uses, transit oriented development, pedestrian/bicycle connections, etc.);

• Calculate future 2035 congestion measures and present in the 2007 Annual Report on

Traffic Congestion in the Denver Region; and

• Identify new or expanded transportation funding sources through discussions with local governments and CDOT.

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Appendix A

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Appendix B

Primary Congested Corridors – Data Sheets Freeways: C-470 (Wadsworth to I-25) I-25 (Lincoln Ave.-Douglas Co. to Broadway) I-25 (Broadway to I-70) I-70 (Eisenhower Tunnel to US-6/Floyd Hill) I-25 (I-70 to 120th Ave.) I-70 (I-25 to Pena Blvd.) I-225 (I-25 to I-70) I-270 (I-76 to I-70) US-6 (Kipling St. to I-25) US-36 (96th St. to I-25) Arterial Streets: 120th Ave. (Simms St. to Colorado Blvd.) Colorado/Vasquez Blvd. (Hampden Ave. to SH-2) Evans/Iliff Ave. (Santa Fe Dr. to I-225) Foothills PW/Longmont Diagonal (US-36 to Mineral Road) Hampden Ave. (Santa Fe Dr. to Havana St.) Parker Road/Leetsdale Dr. (Colorado Blvd. to Arapahoe Road) Santa Fe Dr. (Highlands Ranch PW to I-25) Speer Blvd/1st St./Steele St. (Federal Blvd. to Colorado Blvd.) University Blvd. (Dry Creek Rd. to 1st Ave.) Wadsworth Blvd. (Bowles Ave. to 72nd Ave.)

Corridor Map

Congestion Mitigation Program -- Corridor Data Sheet

Typical Weekday Characteristics

C-470 Average Hourly Speed Estimates

C-470: Wadsworth Blvd to I-25

Draft

Q÷

Lincoln Ave

County Line Rd

Dry Creek Rd

Peak-Hour Travel Time

C-470: west of Broadway

DRCOG Website: www.drcog.org Real-Time Traveler Information: www.COTRIP.org

!̀

Key Congestion Points:

May 2007

Lane "drop" at Quebec Stwestbound

O¹

University B

lvd

(Average Minutes)

Broadway

Wadsworth Bl vd Sa

nta

Fe D

r

Highlands Ranch P kwy

Plat

te C

anyo

n Rd

0

15

30

45

60

75

4 am 8 am Noon 4 pm 8 pm

MPH

Calculated Operating Speed Free-Flow

Delay

0 21Miles

Steep grade at on-ramp east of Santa Fe Dr

On-ramp merge points atUniversity Blvd and Broadway

Quebec S

t

Weaving traffic Yosemite Stto I-25

0 10 20 30

WadsworthBlvd to I-25

Free-Flow Time Delay Time

(Freeway) Wadsworth Blvd to I-25

Capacity & Congestion Factors:Through Lanes 4Free-Flow Speed (Posted Speed + 5 mph) 70 mphHeavy Truck Traffic (% of ADT) 4%# of Crashes per Year (2003) 567Average Daily Traffic (ADT) (2005) 94,800 Peak Hour Traffic Volume 6,900 Total Vehicle Capacity per Hour 7,000 Peak Hour Volume / Capacity (V/C) 0.99

Congestion Measures:Hours per Day Congested 4 - 5+Total Daily Vehicle Delay (hours) 6,450 Total Daily Person Delay (hours) 8,900 Average Delay per Person (minutes) 4.1Travel Time Variation ( Peak vs. Free-Flow) 1.90% of Peak Travel Time in Delay 47%Daily Cost of Delays 171,500$

Corridor Map



I-225 Average Hourly Speed Estimates

I-225: I-25 to I-70Draft

Mh

Mississippi Ave

Alameda Ave

Havana Rd


I-225: north of Iliff Ave


!̀


May 2007

Approach to I-25

Quebec S

t

(Average Minutes)

Peoria S

t

0 10 20 30

I-25 to I-70


0

15

30

45

60

75


MPH


Delay

On-ramp merge points from AlamedaAve., Mississippi Ave. and Iliff Ave.

Lane "drop" past 6th Ave. southboundand Parker Rd. northbound

Illiff Ave

0 21Miles

%cParker Rd

6th Ave

Colfax Ave

Monaco P

kwy

!a (Freeway) I-25 to I-70

Capacity & Congestion Factors:Through Lanes 4 / 6Free-Flow Speed (Posted Speed + 5 mph) 60 mphHeavy Truck Traffic (% of ADT) 6%# of Crashes per Year (2003) 460Average Daily Traffic (ADT) (2005) 116,700 Peak Hour Traffic Volume* 8,050 Total Vehicle Capacity per Hour* 7,350 Peak Hour Volume / Capacity (V/C) * 1.10

Congestion Measures:Hours per Day Congested 3 - 5+Total Daily Vehicle Delay (hours) 10,650 Total Daily Person Delay (hours) 13,850 Average Delay per Person (minutes) 5.4Travel Time Variation ( Peak vs. Free-Flow) 2.10% of Peak Travel Time in Delay 52%Daily Cost of Delays 283,000$ * Values represent 4-lane portion of corridor

Corridor Map




I-25: Lincoln Ave to BroadwayDraft

Mh

Dry Creek Rd

County Line Rd

Belleview Ave


I-25: south of Belleview Ave


!̀


May 2007

Approaches to C-470/E-470 and I-225

Quebec S

t

(Average Minutes)C

olorado Blvd

Arapahoe Rd

%c

Evans Ave

Hampden Ave

Monaco P

kwy

Q÷

University B

lvd

Broadw

ay

DTC

Blvd

Havana A

ve

High lands R an ch Pkwy

Yosemite S

t

Lincoln Ave

Quebec S

t

0

15

30

45

60

75


MPH


Delay

0 5 10 15

Lincoln Aveto Broadway

Free-Flow Time Delay TimeLane "drop" at Broadway northboundand at Lincoln Ave southbound

On-ramp merge points at Lincoln Ave, Arapahoe Rd and Colorado Blvd

(Freeway) Lincoln Ave to Broadway

Capacity & Congestion Factors:Through Lanes 8 / 10Free-Flow Speed (Posted Speed + 5 mph) 60 / 70 mphHeavy Truck Traffic (% of ADT) 6%# of Crashes per Year (2003) 1,410 Average Daily Traffic (ADT) (2005) 176,700 Peak Hour Traffic Volume* 11,600 Total Vehicle Capacity per Hour* 15,450 Peak Hour Volume / Capacity (V/C) * 0.75

Congestion Measures:Hours per Day Congested 2Total Daily Vehicle Delay (hours) 1,850 Total Daily Person Delay (hours) 2,525 Average Delay per Person (minutes) 0.6Travel Time Variation ( Peak vs. Free-Flow) 1.17% of Peak Travel Time in Delay 15%Daily Cost of Delays 48,500$ * Values represent 8-lane portion of corridor

Corridor Map




I-25: Broadway to I-70Draft

Is6th Ave


I-25: north of Auraria Pkwy


!̀


May 2007

Four-lane section under 15th St

Santa Fe Dr

(Average Minutes)

Broadway

Alameda Ave

!a

38th Ave

Colfax Ave

Kalamath St

I³

Federal Blvd

Lincoln St

Brighto

n Blvd

I¢

Park A

ve

Auraria P

kwy

Speer Blvd

0

15

30

45

60

75


MPH


Delay

0 10 20

Broadway toI-70


0 10.5Miles

Frequent on-ramp/off-ramps betweenUS-6 and 20th AveSouthbound merge of HOT lane traffic with general purpose lanes at 20th St

I-25 Expre

ss L

anes

Note: Travel in I-25 Express Lanes is maintained at free-flow speeds

(Freeway) Broadway to I-70

Capacity & Congestion Factors:Through Lanes 8Free-Flow Speed (Posted Speed + 5 mph) 60Heavy Truck Traffic (% of ADT) 8%# of Crashes per Year (2003) 1,135 Average Daily Traffic (ADT) (2005) 218,625 Peak Hour Traffic Volume 16,000 Total Vehicle Capacity per Hour 14,625 Peak Hour Volume / Capacity (V/C) 1.10

Congestion Measures:Hours per Day Congested 5+Total Daily Vehicle Delay (hours) 7,600 Total Daily Person Delay (hours) 10,500 Average Delay per Person (minutes) 2.1Travel Time Variation ( Peak vs. Free-Flow) 2.66% of Peak Travel Time in Delay 62%Daily Cost of Delays 201,200$

(Freeway -- General Purpose Lanes)

Corridor Map




I-25: I-70 to 120th AveDraft

!b58th Ave


I-25: south of 104th Ave


!̀


May 2007

Approaches to I-70 and to US-36

Washington S

t

(Average Minutes)

Thornton Pkwy

!a

84th Ave

104th Ave

Huron S

t

%d

Federal Blvd

I}

0

15

30

45

60

75


MPH


Delay

0 10 20 30

I-70 to 120thAve


Pecos S

t

120th Ave

0 21

Miles

On-ramp merge points at I-270, 84th Ave 104th Ave and 120th AveLane "drop" past US-36 / I-270 northbound

I-25

Exp

ress

Lan

e s

Note: Travel in I-25 Express Lanes is maintained at free-flow speeds

(Freeway) I-70 to 120th Ave

Capacity & Congestion Factors:Through Lanes 6 / 8Free-Flow Speed (Posted Speed + 5 mph) 60 / 70 / 80 mphHeavy Truck Traffic (% of ADT) 10%# of Crashes per Year (2003) 920Average Daily Traffic (ADT) (2005) 188,500 Peak Hour Traffic Volume* 11,950 Total Vehicle Capacity per Hour* 10,750 Peak Hour Volume / Capacity (V/C) * 1.11

Congestion Measures:Hours per Day Congested 5+Total Daily Vehicle Delay (hours) 13,850 Total Daily Person Delay (hours) 19,100 Average Delay per Person (minutes) 4.4Travel Time Variation ( Peak vs. Free-Flow) 2.33% of Peak Travel Time in Delay 57%Daily Cost of Delays 367,600$ * Values represent 6-lane portion of corridor

Corridor Map


Typical Weekday CharacteristicsI-270 Average Hourly Speed Estimates

I-270: I-76 to I-70

Draft

!a


I-270: east of 58th Ave



May 2007

At Vasquez Blvd: Slow vehicles prior to off-ramps; on-ramp merge points

(Average Minutes)

0 21Miles

!̀

!b

%d

MÊ

58th Ave

MLK Blvd

Was

hing

ton

St

Col

orad

o B

lvd

Que

bec

St

56th Ave

Vasq

uez B

lvd

HOT L

ane

0

15

30

45

60

75


MPH


Delay

Heavy truck traffic throughcorridor

Approach to I-70 traffic eastbound

0 5 10

I-76 to I-70


(Freeway) I-76 to I-70

Capacity & Congestion Factors:Through Lanes 6Free-Flow Speed (Posted Speed + 5 mph) 60Heavy Truck Traffic (% of ADT) 20%# of Crashes per Year (2003) 210 Average Daily Traffic (ADT) (2005) 84,636 Peak Hour Traffic Volume 6,201 Total Vehicle Capacity per Hour 10,320 Peak Hour Volume / Capacity (V/C) 0.90

Congestion Measures:Hours per Day Congested 4 - 5Total Daily Vehicle Delay (hours) 2,761 Total Daily Person Delay (hours) 3,810 Average Delay per Person (minutes) 2.0Travel Time Variation ( Peak vs. Free-Flow) 1.83% of Peak Travel Time in Delay 45%Daily Cost of Delays 73,000$

Corridor Map



Weekend Hourly Speed Estimates -- March 2006

I-70: Eisenhower Tunnel to US-6

Draft!a


I-70: east of Idaho Springs



May 2007

Lane "drop" past US-6westbound

(Average Minutes)

0 63Miles

I¢

Is

O¤Central City Pkwy

CR-103

CR-275

CR

-381

0

10

20

30

40

50

60

70

80


MPH

Free-Flow Speed Westbound Eastbound

Delay

Silver Plume

GeorgetownIdaho Springs

Steep grades -- slow moving vehicles

Visitors and unfamiliar drivers

Sharp curves -- e.g. east of Idaho Springs

0 20 40 60 80

Eisenhower Tunnelto US-6 WEEKDAY

Eisenhower Tunnelto US-6 WEEKEND


(Freeway)

Eisenhower Tunnel to

US-6 WEEKDAY

Eisenhower Tunnel to

US-6 WEEKEND

Capacity & Congestion Factors:Through Lanes 4 4Free-Flow Speed (Posted Speed + 5 mph) 65 / 70 mph 65 / 70 mphHeavy Truck Traffic (% of ADT) 9% 9%# of Crashes per Year (2003) 960 960Average Daily Traffic (ADT) (2005) 34,100 54,600 Peak Hour Traffic Volume* 2,300 3,150 Total Vehicle Capacity per Hour* 3,000 3,000 Peak Hour Volume / Capacity (V/C)* 0.77 1.05

Congestion Measures:Hours per Day Congested 0 4 - 5Total Daily Vehicle Delay (hours) 80 4,600 Total Daily Person Delay (hours) 100 6,400 Average Delay per Person (minutes) 0.3 10.2Travel Time Variation ( Peak vs. Free-Flow)* 1.01 2.09% of Peak Travel Time in Delay* 1% 52%Daily Cost of Delays 2,000$ 123,000$ * Represents data for one direction of travel

Corridor Map




I-70: I-25 to Pena Blvd

Draft

!a

MLK Blvd


I-70: west of Vasquez Blvd


!̀


May 2007

Steep easbound grade at the on-ramp from I-25

Peoria S

t(Average Minutes)

Quebec S

t

Colorado B

lvd

0 21Miles

%d

%c

58th Ave

Cham

bers Rd

Monaco P

kwy

Pen

a B

lvd

Washington S

t

Vasqu

ez B

lvd

40th Ave

Brighto

n Blvd

0

15

30

45

60

75


MPH


Delay

Merging points from I-270 eastbound and Vasquez Blvd westboundSix-lane viaduct between Brighton Blvd and ColoradoBlvdWeaving westbound traffic between I-225 and Pena Blvd

0 10 20 30 40

I-25 to PenaBlvd


(Freeway) I-25 to Pena Blvd

Capacity & Congestion Factors:Through Lanes 6Free-Flow Speed (Posted Speed + 5 mph) 60Heavy Truck Traffic (% of ADT) 8%# of Crashes per Year (2003) 1,150 Average Daily Traffic (ADT) (2005) 157,700 Peak Hour Traffic Volume 11,550 Total Vehicle Capacity per Hour 10,900 Peak Hour Volume / Capacity (V/C) 1.06

Congestion Measures:Hours per Day Congested 4 - 5Total Daily Vehicle Delay (hours) 24,700 Total Daily Person Delay (hours) 34,000 Average Delay per Person (minutes) 9.4Travel Time Variation ( Peak vs. Free-Flow) 3.02% of Peak Travel Time in Delay 67%Daily Cost of Delays 656,000$

Corridor Map



US-36 Average Hourly Speed Estimates

US-36: 96th St to I-25

Draft

O¹


US-36: south of 96th St



May 2007

Lane "drop" and HOT lane mergewestbound east of Sheridan Blvd

(Average Minutes)

0 2.51.25Miles

!̀KÂI}

O¼

84th Ave

92nd AveW

ashi

ngto

n S

t

Wad

swor

th B

lvd

Fede

ral B

lvd

104th Ave

HOV Lane

120th AveS

herid

an B

lvd

Sim

ms

St

Alk

ire S

t

88th Ave

0

15

30

45

60

75


MPH


Delay

Heavy merging traffic at Wadsworth Blvd, 120th Ave and US-36 on-ramps

Traffic weaving between Wadsworth Blvd and 96th AveEastbound approach to I-25Steep grade up Davidson Mesa (east of Boulder)

Note: Travel in HOV lane has less delay

- 10 20

96th St toI-25


(Freeway) 96th St to I-25

Capacity & Congestion Factors:Through Lanes 4 / 5 / 6Free-Flow Speed (Posted Speed + 5 mph) 60 / 70 mphHeavy Truck Traffic (% of ADT) 3%# of Crashes per Year (2003) 500Average Daily Traffic (ADT) (2005) 85,503 Peak Hour Traffic Volume* 6,214 Total Vehicle Capacity per Hour* 6,800 Peak Hour Volume / Capacity (V/C) * 0.92

Congestion Measures:Hours per Day Congested 3 - 4Total Daily Vehicle Delay (hours) 2,965 Total Daily Person Delay (hours) 4,091 Average Delay per Person (minutes) 2.1Travel Time Variation ( Peak vs. Free-Flow) 1.45% of Peak Travel Time in Delay 31%Daily Cost of Delays 79,000$ * Values represent 4-lane portion of corridor

Corridor Map



US-6 Average Hourly Speed Estimates

US-6: Kipling St to I-25

Draft

Is

Alameda Ave


US-6: west of Wadsworth Blvd


!̀


May 2007

Heavy weaving traffic east of Federal Blvd

Federal Blvd

(Average Minutes)

Sheridan B

lvd

Kipling S

t

Wadsw

orth Blvd

0 10.5Miles

0

15

30

45

60

75


MPH


Delay

On-ramp merge points from Wadsworth Blvd, Sheridan Blvd and Federal Blvd

No shoulders east of Sheridan Blvd

0 5 10

Kipling St toI-25


(Freeway) Kipling St to I-25

Capacity & Congestion Factors:Through Lanes 6Free-Flow Speed (Posted Speed + 5 mph) 65Heavy Truck Traffic (% of ADT) 3%# of Crashes per Year (2003) 325Average Daily Traffic (ADT) (2005) 127,000 Peak Hour Traffic Volume 9,300 Total Vehicle Capacity per Hour 10,500 Peak Hour Volume / Capacity (V/C) 0.89

Congestion Measures:Hours per Day Congested 3Total Daily Vehicle Delay (hours) 2,000 Total Daily Person Delay (hours) 2,750 Average Delay per Person (minutes) 0.9Travel Time Variation ( Peak vs. Free-Flow) 1.49% of Peak Travel Time in Delay 33%Daily Cost of Delays 53,000$

Corridor Map



120th Ave Average Hourly Speed Estimates

I³

120th Ave: Simms St to Colorado Blvd

Draft

I}

Wad

swor

th B

lvd

120th Ave

She

ridan

Blv

d


120th Ave: west of I-25


O¼

104th Ave

Kip

ling

Blv

d

KÂ !̀

Was

hing

ton

St

Col

orad

o B

lvd

Fede

ral B

lvd

Sim

ms

St

May 2007


On-ramp / off-ramp traffic at I-25 and at US-36

(Average Minutes)

0 21Miles

0

10

20

30

40

50


MPH


Delay

Lane "drop" past Huron Stwestbound

Wadsworth Blvd, Pierce St and Washington St intersections

0 10 20 30

Simms St toColorado

Blvd


(Arterial) Simms St to Colorado Blvd

Capacity & Congestion Factors:Through Lanes 2 / 4 / 6Free-Flow Speed (Posted Speed + 5 mph) 40 / 50 / 60 mphTotal Signals (Signal per Mile) 19 (2.2 per mile)Non-Signalized Access Points 215Pedestrian Activity Level LowAverage Daily Transit Ridership 479# of Crashes per Year (2003) 734Average Daily Traffic (ADT) (2005) 44,900 Peak Hour Traffic Volume* 3,750 Total Vehicle Capacity per Hour* 3,600 Peak Hour Volume / Capacity (V/C) * 1.04

Congestion Measures:Hours per Day Congested 3 - 4Total Daily Vehicle Delay (hours) 3,400 Total Daily Person Delay (hours) 4,700 Average Delay per Person (minutes) 4.6 Travel Time Variation ( Peak vs. Free-Flow) 1.70% of Peak Travel Time in Delay 40%Daily Cost of Delays 91,000$ * Values represent 4-lane portion of corridor

Corridor Map



Colorado Blvd Average Hourly Speed Estimates

%d

Colorado / Vasquez Blvd: Hampden Ave to SH-2Draft

!a

Uni

vers

ity B

lvd Alameda Ave

Colfax Ave

Mon

aco

Pkw

y


Colorado Blvd: north of Alameda Ave


!b

MLK Blvd

Evans Ave

Col

orad

o B

lvd

MÊ

MÊ

8th Ave

Hampden Ave

Was

hing

ton

St

56th Ave

Que

bec

St

May2007


Emergency vehicles and pedestriansnear CU Health Center area

Hampden Ave, Cherry Creek Drive South, Alameda Ave and 60th Ave intersections

(Average Minutes)0 21

Miles

40th Ave

Speer B lv d

Parker Rd

0

10

20

30

40

50


MPH


Delay

0 10 20 30 40

HampdenAve to SH-2


Limited roadway capacity due tonumerous driveway access points

(Arterial) Hampden Ave to SH-2

Capacity & Congestion Factors:Through Lanes 4 / 6Free-Flow Speed (Posted Speed + 5 mph) 40/45/50 mphTotal Signals (Signal per Mile) 48 (4 per mile)Non-Signalized Access Points 500Pedestrian Activity Level MediumAverage Daily Transit Ridership 1100# of Crashes per Year (2003) 1250Average Daily Traffic (ADT) (2005) 47,300 Peak Hour Traffic Volume* 4,200 Total Vehicle Capacity per Hour* 4,400 Peak Hour Volume / Capacity (V/C) * 0.95


Corridor Map



Iliff/Evans Ave Average Hourly Speed Estimates

Mh

Iliff / Evans Ave: Santa Fe Dr to I-225

Draft

%c

Col

orad

o B

lvd


Evans Ave: west of University Blvd


OÒ

I§!̀

Uni

vers

ity B

lvd

Hav

ana

St

Bro

adw

ay

Mon

aco

Pkw

y

May 2007

Key Congestion Points:Broadway, Havana St, Parker Rd and I-225 intersections

(Average Minutes)

0 21Miles

San

ta F

e D

r

Que

bec

St

Hampden Ave

0

10

20

30

40

50


MPH


Delay

Evans AveIliff Ave

Peo

ria S

t

Mississippi Ave

Within vicinity of ColoradoBlvd and I-25

Traffic and pedestrianactivity near University Blvd

0 10 20 30

Santa Fe Dr to I-225


(Arterial) Santa Fe Dr to I-225

Capacity & Congestion Factors:Through Lanes 4 / 6Free-Flow Speed (Posted Speed + 5 mph) 35/40/45/50 mphTotal Signals (Signal per Mile) 29 (3.3 per mile)Non-Signalized Access Points 375Pedestrian Activity Level Low / MediumAverage Daily Transit Ridership 750# of Crashes per Year (2003) 560Average Daily Traffic (ADT) (2005) 39,650 Peak Hour Traffic Volume* 3,150 Total Vehicle Capacity per Hour* 3,025 Peak Hour Volume / Capacity (V/C) * 1.04


Corridor Map



Foothills Pkwy Average Hourly Speed Estimates

MÍ

Foothills Pkwy: US-36 to Mineral RdDraft

OÌ

South Boulder Rd


Foothills Pkwy: north of S. Boulder Rd


I}

Baseline Rd

N. 6

3rd

StO¤

Arapahoe Ave

Foot

hills

Pkw

yMay 2007


SH-157 at Arapahoe Ave

SH-119 at Jay Rd, 63rd St and at Mineral Rd

(Average Minutes)

0 10.5 Miles

Mineral Rd

Pearl Pkwy

0

10

20

30

40

50

60


MPH


Delay

0 10 20

US-36 toMineral Rd


Jay Rd

(Arterial) US-36 to Mineral Rd

Capacity & Congestion Factors:Through Lanes 4Free-Flow Speed (Posted Speed + 5 mph) 50 / 60 mphTotal Signals (Signal per Mile) 6 (0.7 per mile)Non-Signalized Access Points 38Pedestrian Activity Level LowAverage Daily Transit Ridership 630# of Crashes per Year (2003) 340Average Daily Traffic (ADT) (2005) 48,400 Peak Hour Traffic Volume 4,000 Total Vehicle Capacity per Hour 4,400 Peak Hour Volume / Capacity (V/C) 0.90

Congestion Measures:Hours per Day Congested 5 +Total Daily Vehicle Delay (hours) 2,100 Total Daily Person Delay (hours) 2,900 Average Delay per Person (minutes) 2.6 Travel Time Variation ( Peak vs. Free-Flow) 1.54% of Peak Travel Time in Delay 35%Daily Cost of Delays 56,000$

Corridor Map



Hampden Ave Average Hourly Speed Estimates

KÁ

Hampden Ave: Santa Fe Dr to Havana St

Draft

%c

Col

orad

o B

lvd


Hampden Ave: west of University Blvd


OÒI§

!̀

Uni

vers

ity B

lvd

Hav

ana

St

Bro

adw

ay

Mon

aco

Pkw

y

May 2007

Key Congestion Points:University Blvd, Colorado Blvd and Happy Canyonintersections

(Average Minutes)

0 21Miles

San

ta F

e D

r

Que

bec

St

Hampden Ave

0

10

20

30

40

50


MPH


Delay

Sections with numeroustraffic signals and drivewaysin Englewood and betweenI-25 and Tamarac Dr

0 10 20

Santa Fe Drto Havana St


(Arterial) Santa Fe Dr to Havana St

Capacity & Congestion Factors:Through Lanes 4 / 6Free-Flow Speed (Posted Speed + 5 mph) 45 / 50 mphTotal Signals (Signal per Mile) 17 (2.3 per mile)Non-Signalized Access Points 300Pedestrian Activity Level LowAverage Daily Transit Ridership 525# of Crashes per Year (2003) 780Average Daily Traffic (ADT) (2005) 58,700 Peak Hour Traffic Volume* 4,800 Total Vehicle Capacity per Hour* 5,600 Peak Hour Volume / Capacity (V/C) * 0.87


Corridor Map



Parker Rd Average Hourly Speed Estimates

Parker Rd: Colorado Blvd to Arapahoe Rd

DraftMh


Parker Rd: east of Havana Rd



May 2007

Southbound lane "drop" at I-225between Hampden Ave and Quincy Ave

(Average Minutes)

0 31.5Miles

!̀ %c

Mississippi Ave

Hampden Ave

Hav

ana

St

Col

orad

o B

lvd

Peo

ria S

tIliff Ave

0

15

30

45

60

75


MPH


Delay

Mon

aco

Pkw

y

Que

bec

St

Cha

mbe

rs R

d

Buc

kley

Rd

Belleview Ave

Arapahoe Rd

Smoky Hill Rd

Alameda Ave

Uni

vers

ity B

lvd

Parker Rd

Alameda Ave, Mississippi Ave, Havana St/Iliff Ave, and Arapahoe Rd intersections

0 10 20 30

ColoradoBlvd to

Arapahoe Rd


(Arterial) Colorado Blvd to Arapahoe Rd

Capacity & Congestion Factors:Through Lanes 2 / 4 / 6Free-Flow Speed (Posted Speed + 5 mph) 40 / 50 / 60 mphTotal Signals (Signal per Mile) 23 (2 per mile)Non-Signalized Access Points 325Pedestrian Activity Level LowAverage Daily Transit Ridership 800# of Crashes per Year (2003) 950 Average Daily Traffic (ADT) (2005) 51,000 Peak Hour Traffic Volume* 3,800 Total Vehicle Capacity per Hour* 3,200 Peak Hour Volume / Capacity (V/C) * 1.19


Corridor Map



Santa Fe Dr Average Hourly Speed Estimates

Ma

Santa Fe Dr: Highlands Ranch Pkwy to I-25Draft

!̀

Uni

vers

ity B

lvd

Ken Caryl Ave

Belleview Ave

Fede

ral B

lvd


Santa Fe Dr: north of Belleview Ave


I²

Jewell Ave

Mk

I§

County Line Rd

Bro

adw

ay

Bowles Ave

She

ridan

Blv

d

May 2007


(Average Minutes)

0 21Miles

Q÷

Mr

Highlan

ds Ranch Pkwy

0

10

20

30

40

50

60


MPH


Delay

0 10 20 30

HighlandsRanch Pkwy

to I-25


Qunicy Ave

Arapahoe Rd

On-ramp / off-ramp traffict at C-470Mineral Ave, Oxford Ave and Dartmouth Ave intersectionsWeaving between Mississippi Aveand I-25 ramps

Note: Travel in HOV lanes at peak hours has less delay

(Arterial)Highlands

Ranch Pkwy to I-25

Capacity & Congestion Factors:Through Lanes 2 / 4 / 6Free-Flow Speed (Posted Speed + 5 mph) 40/50/60 mphTotal Signals (Signal per Mile) 19 (2 per mile)Non-Signalized Access Points 215Pedestrian Activity Level LowAverage Daily Transit Ridership 479# of Crashes per Year (2003) 734Average Daily Traffic (ADT) (2005) 44,900 Peak Hour Traffic Volume* 3,750 Total Vehicle Capacity per Hour* 3,600 Peak Hour Volume / Capacity (V/C) * 1.04


Corridor Map



Speer Blvd Average Hourly Speed Estimates

Speer Blvd/ 1st / Steele:Federal Blvd to Colorado Blvd

DraftMÊ


Speer Blvd: east of I-25



May 2007

Near downtown Denver and Pepsi Center before / after events

(Average Minutes)

0 21Miles

!̀

I¢Colfax Ave

Alameda Ave

Fede

ral B

lvd

Col

orad

o Bl

vd

Kala

mat

h St

6th Ave

Broa

dway

Sant

a Fe

Dr

8th Ave

1st Ave

MLK Blvd

Linc

oln

St

Is

Auraria

Pkwy

Speer Blvd York

St

Jose

phin

e S

t

Champa

St

Stout S

t

0

10

20

30

40

50


MPH


Delay

Colfax Ave, 6th Ave / 8th Ave / Lincoln St / Broadway Ave and University Blvd intersections

Cherry Creek shopping area and pedestrian and vehicle traffic

0 10 20

Federal Blvdto Colorado

Blvd


(Arterial) Federal Blvd to Colorado Blvd

Capacity & Congestion Factors:Through Lanes 3 / 4 / 6Free-Flow Speed (Posted Speed + 5 mph) 40 mphTotal Signals (Signal per Mile) 23 (3.7 per mile)Non-Signalized Access Points 135Pedestrian Activity Level Low / MediumAverage Daily Transit Ridership 1,700 # of Crashes per Year (2003) 380Average Daily Traffic (ADT) (2005) 47,050 Peak Hour Traffic Volume* 4,150 Total Vehicle Capacity per Hour* 3,600 Peak Hour Volume / Capacity (V/C) * 1.16


Corridor Map



University Blvd Average Hourly Speed Estimates

Ma

University Blvd: Dry Creek Rd to 1st AveDraft

!̀C

olor

ado

Blv

d

Evans Ave


University Blvd: south of Belleview Ave


I²

MÊ

I§

Dry Creek Rd

Bro

adw

ay

Belleview Ave

May 2007


(Average Minutes)

0 21Miles

Hampden Ave

Arapahoe Rd

1st Ave

San

ta F

e D

r

OÒ

0

10

20

30

40

50


MPH


Delay

0 10 20 30 40

Dry CreekRd to 1st

Ave

Free-Flow Time Delay TimeHampden Ave, Belleview Ave and 1st Ave intersections

Pedestrian activity at Dry Creek Rd, Evans Ave and 1st Ave

(Arterial) Dry Creek Rd to 1st Ave

Capacity & Congestion Factors:Through Lanes 4Free-Flow Speed (Posted Speed + 5 mph) 40 / 45 / 50 mphTotal Signals (Signal per Mile) 21 (2 per mile)Non-Signalized Access Points 227Pedestrian Activity Level Low / MediumAverage Daily Transit Ridership 630# of Crashes per Year (2003) 410 Average Daily Traffic (ADT) (2005) 37,207 Peak Hour Traffic Volume 3,072 Total Vehicle Capacity per Hour 3,500 Peak Hour Volume / Capacity (V/C) 0.88

Congestion Measures:Hours per Day Congested 3 - 4Total Daily Vehicle Delay (hours) 2,034 Total Daily Person Delay (hours) 2,808 Average Delay per Person (minutes) 3.3 Travel Time Variation ( Peak vs. Free-Flow) 1.49% of Peak Travel Time in Delay 33%Daily Cost of Delays 54,000$

Corridor Map



Wadsworth Blvd Average Hourly Speed Estimates

I²

Wadsworth Blvd: Bowles Ave to 72nd AveDraft

!a

Wad

swor

th B

lvd

Alameda Ave

Colfax Ave

She

ridan

Blv

d


Wadsworth Blvd: south of US-6


!b

38th Ave

Jewell Ave

Kip

ling

Blv

d Is

O¹

Quincy Ave

Bowles Ave

Fede

ral B

lvd

72nd Ave

War

d R

d

May 2007


On-ramp areas near I-70, US-6 & US-285 interchangesBowles Ave, Jewell Ave and 38th Ave intersetions

Railroad crossing south of 58th Ave

(Average Minutes)

0 42Miles

0 10 20 30 40

Bowles Aveto 72nd Ave


0

10

20

30

40

50


MPH


Delay

(Arterial) Bowles Ave to 72nd Ave

Capacity & Congestion Factors:Through Lanes 4 / 6Free-Flow Speed (Posted Speed + 5 mph) 45 / 50 mphTotal Signals (Signal per Mile) 32 (2 per mile)Non-Signalized Access Points 575Pedestrian Activity Level Low / MediumAverage Daily Transit Ridership 975# of Crashes per Year (2003) 1,150 Average Daily Traffic (ADT) (2005) 52,250 Peak Hour Traffic Volume* 4,150 Total Vehicle Capacity per Hour* 3,425 Peak Hour Volume / Capacity (V/C) * 1.22


2006 annual report on traffic congestion in the denver ... 2006 annual report 1.5_050807 .pdfdenver...

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