Loading...
5 - Matters from the Board, Review and Feedback on the Broadway Reconstruction Project CEAP Appendix (5)BROADWAY RECONSTRUCTION PROJECT APPENDIX D TRAFFIC ANALYSIS ~AnsPtan H550C/F1TE5, /nc. Consulhng Eng~neers August 30, 2001 Mr Alex May City of Boulder Public Works - Transportation Division P.O. Box 791 Boulder, Colorado 80306 RE: BROADWAY RECONSTRUCTION PROJECT - TRAFFIC ANALYSIS SUMMARY Deaz Mr May: TransPlan has completed a series of vehicle, bicycle, pedestrian, and safety studies for the Broadway Reconstruction Project. These studies were completed in order to determine potential permanent improvement needs and to make recommendations with regazd to temporary construction traffic issues. The purpose of this memorandum is to summarize the traffic studies and analysis performed. ~".' ~°`°' Background The Broadway Reconstruction Project involves the reconstruction of Broadway between Pine Street and University Avenue, along with the reconstruction of the bridge over Boulder Creek. Various streetscape, multi-use path, and drainage improvements aze also being included in the scope. Broadway is a four-lane major arterial that provides local and regional access through downtown Boulder and serves as a primary north-south corridor through the City for vehicular, multi-modal, and transrt services. Within the project construction limit, Broadway has two northbound and southbound through lanes, with a center single or two-way left-turn lane. The intersections of Broadway with Pine, Spruce, Peazl, Walnut, Canyon, Arapahoe, and University are controlled by traffic signals, while the remaining intersections aze controlled by stop signs on the minor street approaches. The speed limit from Canyon to the south project limits (iJniversity) is posted at 30 miles per hour (mph), and 25 mph from Canyon to the north project limits (Pine). Existing Traffic Conditions TransPlan collected existing weekday peak hour turning movement volumes (vehicles and pedestrians) in October and November 2000 at the following intersections along Broadway: ~ University, Arapahoe, Canyon, Walnut, Spruce, and Pine. In addition, we gathered the latest Ciry 1375 Walnut Street, Surte 211 • Boulder, Colorado 80302-5263 Telephone (303) 442-3130 • Fars~mde~ (3Q?) 442-3139 Broadway Reconstruchon Pro~ecl Tra~c Analysis Summary Page 2 August 30, 2001 ~'""- of Boulder veh~cle and pedestnan count data at the Peazl StreeUBroadway intersect~on (vehicle counts and pedestnan counts were performed m 1999 and 1996, respectively). Daily trai~ic (24- hour) volumes were collected along Broadway at several locations dwing November 2000. Using these volumes and signal timing/phasing data provided by the City, we computed intersection levels of service at each of the signalized intersections. The results of the LOS computations and all of the volumes collected aze shown on Figure 1. TransPlan conducted a study along Broadway to determine the existing northbound and southbound travel times through the comdor during peak hours. Th~s informaUon was used to calibrate the Syncro/SunTraffic traffic model created for the corridor, and to help estimate delay times during construchon. In addition, this mformation can be used during construction to compare the actual delays expenenced to existing non-construction travel Umes TransPlan performed these studies dunng the AM (7 30-8:30), noon (11:45-12:45) and PM (4:45-5:45) peak hours on an average weekday in July 2001. The study was conducted by timing the driving time on Broadway in the mside lane between the northern flow-line of the Universiry intersection to the southem flow-line of the Pine intersection. The umes included waiting in the queue at Pine Street if the signal was red, (for northbound runs) and waiting for the signal at University Avenue (for southbound runs). Based ~ on turning movements and bus stoppages, ~t is assumed that travel hmes in the right (outside) lane r,p, through the corridor are higher. The following bullets summanze the range for travel times collected in the inside lane on an average weekday: AM - Northbound 1:23 - 2:53, Southbound 1:49 - 2:28 Noon - Northbound 1:58 - 3.51, Southbound 2:13 - 3 29 PM - Northbound 2:41 - 3:08, Southbound 2:05 - 4•47 The results were largely dependent on where the test vehicle entered dunng the coordinated signal timing cycle. In most cases, the travel times increased during the peak hour due to queues/congestion at the traffic signals, prunarily in the Arapahoe to Peazl portion of the corridor. Using a SimTraffic softwaze uaf~ic model created for the comdor, TransPlan performed peak hour travel time analysis for this section of Broadway with the proposed lane closures in place. The intersection volumes were reduced to reflect the anticipated temporary diversion of existing traffic to adjacent corridors. Based on the model runs, its is anUCipated that travel times along the project limits will be roughly double the existmg maximum travel times during the peak hours. These delays will be largely dependent upon temporary tum-lane closures, transit stop consolidation, and transit reroutes. ^"~~ ..~- ~ Broadway Reconstrucrron Pro~ect Tra~c Analys~s Summary Page 3 Other Traffic Studies Augusr 30, 2001 The followmg studies were collected in order to determine potential madway improvements wrth respect to specific vehicular movements. Westbound Rtrht-Turn Movement Studv at S~ruce/Broadwav TransPlan observed peak hour operations at the SpruceBroadway intersection to determine the number of right-turn "sneakers" that were utilizing the additional width of the westbound through lane on Spruce to make a right-turn on red. It is our understanding that this dats would be used to evaluate the need for a separate right-tum lane to accommodate these movements. TransPlan also noted the effect of buses on tlus approach with relation to the transit stop just east of the Bank of Boulder pazking lot. Counts and observations were collected during the AM, noon, and PM peak hours dunng May 2001 The following bullets summarize the results of the study: • AM - 121 through vehicles, 82 right-tums, 1"sneaker"; backups of 4-6 vehicles during bus stoppages (4 bus stoppages during the hour) ~ • Noon - 241 through vetucles, 134 nght-turns, 31 "sneakers"; backups of 4-6 vehicles dwing bus stoppages (8 bus stoppages during the hour) • PM - 239 through vehicles,120 nght-tums, 26 "sneakers", backups of 4-6 vehicles during bus stoppages (9 bus stoppages during the hour) Based on the relatively lugh nght-turn "sneaker" volumes and potential conflicts with bus operaUOns, TransPlan recommended that a neck-down or narrowing for the westbound approach of Spruce at Broadway should not be constructed. Broadwav Med:an Studv - North of Grandview & Martne to Arapahoe: Two sections of raised median have been pmposed with the Broadway project. One section is proposed just north of Grandview and the other is proposed between Manne and Arapahoe. The Marine to Arapahoe median has been designed such that it will not impact existing driveway access or tuming movements. However, there was some queshon regarding the impact of the proposed median north of Grandview. TransPlan studied the use of the existing painted median lane at tlus location to determine the impact of installing a raised median. The studies took place during the AM, noon, and PM peak hours on an average weekday in October and November 2000. An existing apartment complex located on the west side of Bmadway has access onto Broadway, and a potential raised median as part of this project ~ would impact the use of this lane as a left-tum (eastbound to northbound) acceleradon lane. The proposed median would not affect northbound to westbound left-turn movements into Broadway Reconstructton Pro~ecr Tra~c Analysis Summary Page 4 August 30, 2001 .A-, ~ the complex It was determmed that dunng the AM, noon, and PM peak hours, there were between 7 and 10 vehicles per hour that made a left-tum out of the complex, with roughly I-2 per hour utilizang the median as a left-tum accelera6on lane Based on these low volumes, a raised median would not have a significant impact on traffic movements at tlvs location Broadwav/WalnutNorthboundR:ght-TurnLaneAnalvs:s TransPlanperFormedananalysis of a potential right-turn auxiliary lane on Broadway on the northbound approach to Walnut Street Current Broadway Reconstruction plans have incorporated tlus additional lane, along with a raised pedestrian crossing. We reviewed peak hour traf~ic volumes, existing mtersection and mdividual movement levels of service (LOS), signal timing data, transit operations, pedestnan volumes, and field surveys to determine the benefits and disadvantages of installing the subject improvement. This improvement was identified to reduce delays associated wrth northbound nght-tummg vetucles blocking northbound through vehicles in the outside lane. These northbound right-turning vehicles must often wait for pedestrians to cross at the intersection. In addition, this movement services many bus routes destined for Boulder Station located at Walnut and 14`h Street. The current geometry of the intersection ~ makes it difficult for lazger buses to make th~s movement at normal speeds, thus increasmg ~ delays to northbound through t~affic. As a resulu of these backups, queues often extend into the Broadway/Canyon mtersechon in this lane dwing the peak hours. A separate northbound right-turn lane would mitigate the delays by removing the right-tuming vehicles from the northbound-through traffic flow Traffic counts performed in July 1999 by the City of Boulder showed that the northbound nght-tum movement experiences peak volumes in the noon and PM peak hours. For the purposes of our analysis, we focused on these two periods. TransPlan analyzed ex~stmg and future LOS (wrth the lane improvement installed) usmg both TEAPAC Signa197 and Syncro/SimTr~c software for the noon and PM peak hours. The overall LOS for the intersection is 11.3 seconds of delay per vehicle (B+) for the noon peak and 13 1 seconds of delay per vehicle (B+) for the PM peak with existing volumes. With a separate northbound right-tum lane in place, the overall LOS improves to 10 4(B+) and 12 6(B+), respectively. The analysis shows that approximately 75 feet of storage would be needed for this lane to accommodate uaffic during peak periods. Syncro/SimTraffic analysis performed for the corridor, taking into account signal progression and offsets, ~llustrates that through-vehicle queues will rarely impede right-turn vehicles from accessing tlils lane. ~ ~ Broadway Reconstrvctton Pro~ect Tra~c Analysrs Summary Page 5 August 30, 2001 We ~denhfied the followmg advantages associated with installing a northbound right-turn lane at this location: • Reduction of delays associated with nght-turning vehicles backing up into the through lanes due to conflicting pedestnans. • Reduction of delays due to through vehicles waiting for buses to make this movement. • Reduces potential for queues to back up mto the Broadway/Canyon mtersection. • A 75' storage lane with a 4:1 taper (assuming an 11' lane width) can be constructed without removal of exishng trees. A 4:1 ratio is the mimmum taper for consuained locations according to National Cooperative Highway Research Program (NCHRP) standazds. (Note: the first tree lies approximately 109' south of the point-of-curvahue on the southern leg of the intersection). The followmg disadvantages were identified: • Will mcrease the d~stance required for a pedestrian to cross Broadway on the south °^' leg of the intersection ~.r • Reduces the size of the curb extension on the southeast comer of the intersection, and will require "skewmg" the existing crosswalk on the east leg of the intersection. • The sidewalk on the southeast corner of the intersecUOn will either need to be relocated to the east or will be directly adjacent to the madway. • Will require relocation of fire hydrant, signal pole/mast arm, light pole, and pull box. Based on the analysis above, we recommended that the northbound right-turn lane be mcorporated mto the current pro~ect. Bicycle and Pedestrian Studies TransPlan conducted several bicycle and pedestrian studies at various locations along the corridor to identify existing issues and areas where improvements may be incorporated into the redesign. These studies aze summanzed in the following sechons. Broadwav Bicycle Climb~ng Lane UsaQe Studv: TransPlan video-taped and counted b~cyclists using the southbound climbing lane between Marine Street and University Avenue in order to help the City identify the need for this lane in the redesign of this sKretch of ~,,, Broadway. The video/counts were performed in October/November 2000, and again in May ~,,_, 2001 during two hour periods in the AM, noon, and PM peak times. The data was further reduced to determined usage of the sidewalk, s~eet, and Broadway multi-use path in the area Broadway Reconstruchon Pro~ecr Tra~c AnalysJS Summary Page 6 Augusr 3Q 2001 '~' w. adjacent to the bike lane. The results of the study are summarized on Figure 1. Based on the peak penod volumes we observed, we estimate average daily use of the bicycle climbing lane is approximately 40-45 bicycles per day on an average weekday. As shown, use of the b~cycle climbing lane was relatively low with respect to use of the Broadway multi-use path. Per discussions with Ciry staff, it was decided to maintain this lane in the redesign of this portzon of Broadway Boulder Creek Path Usage Studv: TransPlan counted the number of pedestrians, bicyclists, and other users along the Boulder Creek path as it passes under Broadway during two-hour peak periods in October 2000 and Apnl 2001. T'he latest studies were conducted while the Farmer's Mazket along 13`" Street between Arapahoe and Canyon was open, and therefore represent higher than average volumes 1'his data was used to help the City evaluate potent~al pedestrian detour altematives while the underpass is affected during reconstruction of the bridge suucture. The peak two-hour volumes ranged from roughly 400 to 600 users (bicyclists, pedestnans, and others combined) on a weekday and roughly 300 to 950 users per two hours on a weekend The volumes collected are shown on Figure 1 ~ Pedestr:an Cross:ne Studv - Arapahoe m Carevon: TransPlan counted pedestrians crossing ..r Broadway mid-block between Arapahoe and Canyon and calculated gaps in vehicie tr~c durmg the AM, noon, and PM peak hours on an average weekday in May 2001. The data is shown on Figure 1 This was performed to evaluate the need for a pedestrian median refuge or other crossing treatment. TransPlan applied the gap and volume data to the City of Boulder Pedestnan Crossing treatment warrants to determine if the location met the minimum critena for such treatments. It was determined, based on the data collected, that the srte did not qualify for crossing treatments. A median refuge installed at this location would also hamper emergency response vekucles that utilize this center lane along this portion of Broadway to navigate through the congested conditions in ttus area. Coupled with planned improvements to reduce flood-related closures of the Boulder Creek path, it is not recommended to mstall a refuge ~sland here. Transit Studies and Recommendations Several transit stud~es were conducted by TransPlan to identify potential transit facility relocaUons and improvements within the project limits and to develop plans to mitigate the effects of the mcreased congestion during the rouglily one year period of construction. The following sections summanze these stud~es: ~ Boardin~Volumes Along Broadwav: TransPlan gathered weekday boazding volumes for "'°` RTD at each of the transit stops along Broadway between Pine and University. These ~ Broadway Reconstructron Pro~ect Tra~c Analysis Summary Page 7 August 30, 2001 volumes were collected during January and February 2001 and aze summarized on Figure 2. HOP volumes were not available and aze not included These volumes show that the highest weekday daily boazdmg volumes (HOP excluded) occur at the Walnut (northbound and southbound) and the Arapahoe (northbound and southbound) transit stops. The volumes are being used by the C~ry to evaluate the relocation of southbound regional stops from the exishng stop south of Arapahoe to the stop in front of the Municipal Building near Canyon. Walnut Trans:t Stop Studv• TransPlan observed the transit stop serving northbound Broadway ~ust north of Walnut Street to help determine potential impacts if the stop was moved closer to the Pearl Street mall. During a two-hour period between 11:OOAM and 1:OOPM on an average weekday m May 2001, it was observed that 9 buses stopped, with 14 passengers boarding and 56 exiting. Of the 14 that boarded, 6 had come from the north, and 8 had come from the south. Of the 56 passengers exrting, 28 had departed to the north and 28 to the south. Based on the rouglily equal split of passengers to/from the north and south, TransPlan does not see a siguficant impact in moving the stop closer to the Pearl Street mall. Transfer Studies at Arapahoe • The project is considering relocating the existing transit stop ~ on northbound Broadway north of Arapahoe approximately 150' north so that it would match up with the southbound stop, the Boulder Creek path approach, and to provide room for add~tional ammenit~es. TransPlan studied t}us transit stop and the JUMP stop on Arapahoe ~ust west of Broadway to determine the number of transfers between the existing stops, so that impacts to these transfers as a result of the potential relocation could be evaluated. TransPlan conducted the study on an average weekday in July of 2001. Between 4:00 and 6:00 PM, there were 38 bus stoppages at the location on Broadway, with 103 total on/offs. At the stop on Arapahoe, there were 9 stoppages with 32 on/offs. There were only 2 transfers observed dwing ttvs time Both exited the bus on Arapahoe and transferred to the stop on Broadway. The City has requested that TransPlan perform additional study of the transfers at these locaUOns dunng extended AM, noon, and PM peak times during the month of September 2001. Figure 2 also summarizes the potential permanent transit improvements and design issues being discussed in relation to the project. In addition to permanent improvements, TransPlan is working wrth City and RTD staf~'to identify potential temporary routes for transit during construction so that delays and congestion can be avoided. This will primarily involve rerouting regional routes onto adjacent corridors to provide access to the Boulder Station at 14`" & Walnut. However, other local services, such as the HOP and several RTD city routes may also be temporarily rerouted. All ~ discussions thus far have involved the SKIP remaining on Broadway as it does today. As a result ~„_ of the temporary rerouting, some transit stops within the project limits may not service all of the Broadway Reconstrucnon Pro~ect August 30, 2001 ~'""' Tra~c Analysrs Summary ~. Page 8 routes that they are used for today. Potential temporary route changes would be communicated with system users. Existing and Conceptual Roadway Cross-Sections TransPlan developed conceptual roadway cross-secUons based on the mput from public and stakeholder meehngs and the pro~ect design team These cross-sections are shown in Figure 3 along with the exishng cross-sect~ons. The existing roadway width results in five 10' lanes throughout the majority of the project limrts These lane widths are less that the standard widths, and will reqwre a vanance by the FHWA to reconstruct the roadway with these same widths. Accident Analysis In order to evaluate the safety aspects of maintairung the existing lane widths and to evaluate other safety issues along Broadway, TransPlan conducted a three-yeaz accident history study along Broadway between Pme and University (including these intersections) based on police accident reports provided by the Boulder Police Department The study included any reported accident between January 1998 and December 2000. During this time, there were 439 total accidents, with ~ all but 31 acc~dents occurring at intersections. TransPlan developed a lazge collision diagrazn with all of the acc~dents shown, and summarized the accidents per type and location in Table 1, attached. The City also requested a comparison of the acc~dent rates and frequencies to other locahons in the City. The rankings of each of the project intersections w~th respect to other locations is as follows: Tr~c Accident Rate (accidents per million vehicles entering the mtersection): Intersection Citv-wide Rank Accident Rate (per MVE) Broadway / Canyon 10'" 2.0 Broadway / Arapahoe 15`h 1.9 Broadway / Spruce 17'h 1.85 Broadway / Umversity 20'" 1.7$ Broadway / Walnut 26`" 1.69 Traffic Accident Frequency (accidents per intersection per yeaz): Broadway / Umversity 19`n Broadway / Canyon 20`" ~ Due to the exishng narrow travel lanes along Broadway wrtlun the project limits, it was requested ..,~ that a companson of the sideswipe numbers along Broadway be made with other locaUons. ~ Broadway Reconstrucnon Pro~ect Augus130, 2001 Tra~c Analysis Summary Page 9 TransPlan reviewed data for the 28`h Street comdor and overall CDOT state-wide data v~nth respect to sideswipe percentages (the number of intersect~ons and signalized intersections is inciuded smce many sideswipe accidents occur at intersections where vehicles attempt to "squeeze" azound stopped vetucles during lane changes): Roadwav Se~ ent Sideswroes lntersections Sig. Intersections Broadway - University to Pine 8 2% 9 7 28'" Street - Peazl to Iris 2.8% 7 3 Colorado - all accidents' 9.6% - - In addition to studying the Broadway accident data, TransPlan reviewed The Relationship Between Hiehwav Geometrics. Traf~ic Related Accidents, and Motor Vehicle Accidents , a Department of Transportation model that predicts traffic accidents. Of 30 different geomeuic criteria, the following criteria and tendencies were applicable to this issue: Lane W:dth speeds increase with lane width and has a tendency to increase accident ~ probability Less Than Standard Lane Widths: associated with speed limitreduct~ons and reduced speeds by motorists - tendency to reduce traffic accidents r-^ ~ Of the 31 mid-block accidents recorded over the three-yeaz period along this portion of Broadway, 14 of these accidents involved sideswipes. However, most of these involved lane changes. None of these accident reports cited the lane width as a factor Based on the accident data, the existing lane widths have not resulted m atypical side-swipe statistics and we do not anticipate accident rates to be affected by the proposed roadway cross sections. TransPlan reviewed the accident data with respect to the bndge rail on the Boulder Creek bridge. During the three-yeaz study period, there were a total of five accidents that involved a vehicle leaving the roadway In all of these cases, the vehicle was making a turning movement at an intersection. There were no mid-block acc~dents involving a vehicle leaving the roadway along the project limits and specifically no such accidents at the Boulder Creek bridge There is also no visible damage to the existing bridge rail that would be evidence of recent collisions. Federally aided urban facilities (per CDOT data) Broadway Reconstructron Pro~ecr Tra~c Analysis Summary Page 10 Construction Traffic Impacts August 30, 2001 ~.~, The reconstruction of Broadway through downtown Boulder will involve closing one through lane in each direction between Pine and Umversity over the cowse of approximately one yeaz, and will result in increased tr~c congestion in the project vicinity. In order to mitigate the impacts, variable message and fixed sigmng will be used to make drivers aware of the project at decision points well before they reach the downtown azea so that alternate routes may be used. Broadway cazries approximately 29,400 velucles per day (vpd) on an average weekday. It is anticipated that Broadway will be able to service roughly 18,000 vpd during construction Due to congestion along this stretch of Broadway, the remaimng 12,000 vpd will seek altemate routes on pazallel or adjacent roadways during this Ume. Based on our expemse, roadway capacity simulahon models, and our understanding of the Boulder roadway network we anticipate that mughly half (6,000 vpd) of the diverted traf~ic will be distributed onto other north-south corridors such as Folsom Avenue, 28th Street, 30'~ Street, and Foothills Parkway There is capacity on these roadways to facilitate this addiUonal traffic. These diversions will be encouraged with the use of variable and fixed message signing at key entryways into Boulder (LJS36, SH ] 19, and SH 93). Coordmation with the 28'h Street Improvements pmject, which will "'~+ mvolve mostly off-peak lane closures on the southem end of 28"' Street, is being undertaken to ""'' consolidate message sigmng and avoid diversion confl~cts. Closer in to the Broadway project limits, additional signage will notify local traffic that congestion on Broadway is likely, and altemate routes aze advised. As mentioned previously, SimTraffic software traffic model runs show that, during most of the phases of construchon, peak hour travel times will be roughly double the existing times through the pmject limits. It is anticipated that some of the local traffic will divert onto 9`" and 17'" Streets, although these roadways will not be suggested as altemate routes. Today, these roadways service appmximately 11,000-12,000 vpd (9`~ St.) and 7,000-11,000 vpd (17'" St.) within the study area. We anticipate that rougtily 4,000 vpd will divert to 9"' Street, and that roughly 2,000 vpd will divert onto 1'7"' Street in the immediate vicinity of the pro~ect, with lesser additional volumes once away from the project area. There is capacity on 9~' Street and 17`" Street to service this temporary addition of hattic during construchon. Dunng consvuction, two through lanes (one in each direction) will be maintained with two closed at all Umes. Left-turn lanes at the ma~ority of signalized intersections will be maintained during the majority of the time, although these lanes may be shorter than existing lengths and temporary (off- peak or nighttime) closures will occur. Pedestrian sidewalks and the Boulder Creek path will be accommodated wit}un the construction phasing to allow for mostly continuous access along ~ Broadway and at each intersection. The Broadway multi-use path along the east side of Broadway ~.+, Broadway Reconstruction Pro~eci (`, Tra~c Analysrs Summary Page 11 August 30, 2001 between Marine and Umvers~ty will not be affected, except for minor detounng dunng work at the GrandviewBroadway intersechon. As mentioned above, coordination with RTD is underway to insure that existing transit services will be mamtamed during construction. Some regional and local bus routes may be rerouted to avoid congestion along this stretch of Broadway, although the SKIP route will remain along the project length. Temporary consolidation of transit stops and the use of temporary bus pull-outs during construction are being discussed to reduce the delays to traffic caused by stopped busses. If you would like to discuss our observations and find~ngs, please give me a call TransPlan Associates, Inc <~-~~".~- Steven G. Tuttle, P.E. Senior Engmeer ~ Attachments Figure 1- Existmg Traffic Conditions Figure 2- Existing Transit Data and Design Issues/Kecommendations Figure 3- Existing and Conceptual Proposed Roadway Cross-Sections Table 1- Three-Yeaz Accident History Summary ~ ~ l KEY ` ~ SICNALIZED INTERSEC710N 2~~ • • NON-SIGNALIZm INTERSECfiON XXX/%XX/XXX-~ AM/NOON/PM PEAK HOUR VEHIWLAR VOLUME XX,XXX~ A~ERAGE Q41LY VEHICULAR VOIUME X~X~X ~INOON/PM PEAI( HOUR LEVEL Of SERVICE <XX/XX/XX> AM/NOON/PM PEAK HOUR PEDESTRYW VOLUME 91CYCLE $TUpY BETWEEN f0/3f/00-f7/f/00 5/7/Of UNI4ERSITY AND MARINE AM NOON PM AM NOON PM CI.IMBING LANE 8 6 7 3 3 5 SB WEST SIDEWALK 2 2 9 5 3 11 BDWY PATH 75 10 30 34 44 64 CLIMBING LANE 0 0 2 0 2 1 WEST SIDEWALK 0 0 7 5 5 12 NB ON-STREEf NB TRAFFIC LANES BDWY PATH - CONT ON PATH 0 '14 0 16 0 8 5 45 2 44 4 71 BDWY PATH - ONTO EAST SW - - - 7 8 14 BDWY PATH - OMO STREET - - - 0 0 0 ~w _ r~-~.~ w \ \ \ \ \ iwcw -~nao w-rm vu nu - s.~o-s.ro r/ -- no au \ P ~ ~ °~ ~ \\~~~ I Rrip I ry~\ ~ ~a~ I J~~ ~ ~ ~,rY,~r~89 r 15 E~~ n / ~ JI~. e38/9]/95>^ ~/!1/!!/ ~ ~ ~S!/f t2/13{ ~n~m~~-~ c/c/e s-~n..i,~~ ~»/~aa/isi, _ r ~es/~xo/+m ~<21/49/82>V 11/ ~ ~ °g\ NOV a. 2aao nR~n,~ ~ 63~ ~ ~ ' ~ ~ ~ ~ ~ ~ ' ~ ' \~ ~ ~ ~ ~ I~ \ I ~~ ~ 17 ,~ m ~ c ~~ ~ c ~ ~ m ~ ~ ` I / / ~ ~ ~ ~ 1 i eoutn~R cr~oc < 8 °z g 'a s °z ; O~ W\ O~ W~ PATH AT BRpbYMY Y n W N YW W o Y n W~ Y m W H ~-~~ ~ 3= 3= 3` 3 Y PEDESiRIANS 239 167 276 524 BICYCLISTS 764 83 274 346 OTHERS 13 34 47 78 ~ ~ ~~ ~~ „~-,~ w..~e ewm., o.~~e r~ is~ao-rmw D/f/f \~ie~ ~/~~p 2/110/1y3>~ A~ R xw a sao ~~~ e; ~ MOV. t. Z000 13,072 ~-/ / / / i / / A/A/A \ ~ --~ssa/~m~/isx ~ ~ v Ju~r 2e. fYw - YEMtl.ES MIG. fi, 19p0 - PmE51pVt6 BROADWAY RECONSTRUCTION PROJECT EXISTING TRAFFIC CONDITIONS PEDS CROSSING BROADWAY MWBl.Op( @IYM ARAPAl10E R 'f!~(YOIt STUDY PERIOD EB WB TOT 7 30-8.30AM 7 19 26 11•OOAM-7:OOPM 74 22 36 4:15-515PM 8 5 13 ~ SYUEy parlamW m 5/2/Ot Ytltlay k PY atud~a pufamaE on 5/8/0~ ~ / ~ ~ ~ ~ ~ Y / ~ ~ v~° / ' ~ pS lf/y/M ~ /~- 14,892 ~$8 \ xe~ J7~ <t9/1)/15 ~ '10B/1S0/176~ ~ ~ `90/f02/107 rw/ao/ea'r-' D/D/F ~.siace/eu se/,an+~ e ~ ~,ae~,.v~ss / ~<t9/]1/42i / \' ~ w~ 6 ]OOOr4 nwn .,~~ a,..~~ ~ CEG e / n~~ ~ / ~ ~ / ~ / / / / ~ / ~ ~ ~ / / ~ ~ i / i ~'1MGYlS~~/~S~I//~Nm CpMIp21//R~GJ f- 14,241 f- 14,109 ~ ~ ~ 14,009 -~ 14,164 ---y ~ ~ ~ i' / ~ ~ J\ae~ > ~ ~ ' / ui 0O / ~ / T ~/ N / / ~ i U ~ ~ i ~ / ~~R \ a~~ \ Ra~ <.J { `,~ n a~/~u/ese~4 A/B/B ^-ea~lm/sx t31/tffi/1BD~ n ~ ~/10/t{]/17p <N/163/105> / / ~ / / ~ ~ ~ ns~/+oa/+s~s~ ~/ FIGURE 1 ~79/98/BB>n /!/iM/101~ S ~ `1~6//19l mino/aa~^ A/B/8 ~-as/~e~ ~ ~ ~<28/~6/18>x Rf= ~;'~~ ~ Sa: ' o^^ ~ ~= ~ ~ ~ ~ ~ ~ ~ ~ / ~ / ' /~ ~ ~ 1~ / / CYYI/1416~ 1~/16~1/IO/W f- 13,063 G 13,560 ~ / v~ / / m ~ 2 ~ a~ / I vai / / ~ ~ I n ~s I ~~~ ~ ^ <4/8/t~> ^ ,4/,o/za1 ~ j ~:,/n/x ~~~ /w „n A/B/C ~ m oa /+ ~o ~ ~ os~ n~ / ~ aH/1Y/9> ~ 1 f / °° ".'m°"` ..° ,o,.,,~~ \ $ $ C °ax SCALE 1'=250' ~-~ Bmadwa.y R~onsd~uction ~7AH(15PL/~!/ ~OC/HTES, /nc ConsuNm9 fngrneen ~ ~ ~ , ~, ~ „ ~~ , ~ . ~., ~ "R' t SPR UCE (N B) ROUTE iION qOFF Sklp 164 65 #201 4 0 TOTAL 186 85 '~"`~ ' \ ` jrrf~, ~~ ~ ~ ' e T'> .Y nI '~ p - '~ - SKIP ROUTE ,,,' r~ ` 3 ~r~ fM1~t ' *~ ; ' > , ., ,4 ~ , ~ ~' ~` ^ '" ' J~ ti " ~ 5~~~ HOP ROUTE ~ ~ ~ - .~ ~ ~ .. 4, a ' ~,~ -* ~, `,u,.w~ ' ' ~ JUMP ROUTE ~ _ ~ `` ~ "~ ~ Add aheke ` , ~,~ ,} ,' A- ' ~~, ~./-~, ~~ - #201, #208 ROUTE r,~~ ~ ~~. ,'. a ~ - ~[ , ' '~"~ ' ;a~`g~' ~~f'''.,,Ys~ S'~ :.,^~ ,,,,,,.r.~ 5'e^P''yt ~ YROUTE ~`'r p ~ , ' -~,, , ~ ' ' 'w/ ~t (~e~ ~ ~ .~ ~'"~~ ~ #203, #225, #227, AB, M ~~ ~ ~ ,~ ~ ~~ - ~ _ _e ~ , ,. ~`'~ _~1 T . ,, r ~>, '~ , t°'~` ~ ~ r~~~!!*+. . B, D~ G ROUTE r4 ~ 1~. ~ c. i i •~' ~ ~+~~ . Ve'xlt* J ' c~'(; • ~i '~~uH 1~ r ~ - `1{a.. "'' p~NE " Y k N L i r~ ,r; ~r , ~ "' ,~ JA '~" BOARDINO VOLUMES WERE COLLECTED ON t~~~r~ y~ ~ A~ ~ i~S . Ir~~~ ~,.s~'~ 4 t, VJEEKDAYBINJAWFE82001ANDOONOT ~ ~~ J~~~~1~RAf 8 ` ~ ~ ~ ~ ~ ' ~ , + rv.. ~ , t; ~ INCLUDE HOP OR NIOHT-HOP VOLUMES ~p,M ~ 7 cF[e~. l ' ' ' 1 , ~ tr ' ~+ •- ' ~ .; ' i„ ?y!.moJe - ,,•, ' , .~r~"'' :-' ~ -' ~..~~,.~( ` w 9M'~. a~ , ~~~~~r~ ~ ;~~ , , ~ 1 ~ ~*r,rs.-° ~' .r i ~~ .t~ ,s~ + I ~ '~ ,yr~~ ' 1~ ~~ ~~~~ ~ ~•, ~~sr/t°s+.- ~5,~. ,.~~w ~ . ~ !~•r .a 4 r g `S{. .~ ~ j_ ~i w .~ : ~ ~"~ ' % I ~y +t" ry~+Y ' ' ,..~ ~~"~ P"'i"^ i : 1 , ,`3,~Q~i1'. '~ ~~ ~ wt £ , • w * . , ~ > ~~ ~, , r-~~ ~ , ~ WALNUT(NB) ..•~ w ~t~, # ~ , . ~ „ ~.,rt' ~ ', add ~ ~ ' e'~ ~' ~ ~ 1 q ROUTE AON #OFF ~ + ` ~ ~ ~ ~ ' r '~ " ~ ,, , • _~,+±' • ~ ~' .~ ~ ~~ , Skip 235 548 ~ ~ . , , ~yO, ,•- , ' ,;,,,. " ~, ~ "' • -~ •' r ~ ,' g-~ ` ~ ~ TOTAL 235 546 ~ ~ ` `~ ~ ^ .. . ~ "'~^ ~ , , ~ ~~,.. ~' _y .,, ' ~_ ~t°. . i * ..,+. ~ r d7 . ~a 1 ~' ' 8'1 , F ..~ ~ ~,. ' ~ " ~. v S'. ,~- , ~ db s' ~ i , dd I aca ~ r' , ,~.~- -^ r~~"s~"; ~~°~,f.l~", WALNUT (38) ~ ~, ~ .i °r p ~j { ~.~~ \ 1 s~7~ ~ ~ ~~ ae+".+~` ` ~ , f t t x +' _` ~ n~ r~^r ,a','2.` J ~~ ( ~ ~=~•y M.w a ROUTE NON #OFF . ~' o ,S ~,~ 4Y + ,h ; 4 " W ~ ,+ y ~ ~^ ~ ,'~ ,y~~ -~I Skip 272 173 .- #' ;; ~ : ~ .~ •~ ` .f ~ . ~`~"a'r ~i-F''~' ~ ~ e HOP fl/fi fl/8 ~ - :r.;.+ ~ t~~P~~~H ._ .~ iw•' "~~i~1~ 1~ ~+~^ (~. Y ~* 'o"+ t H' n~~~111 \+~~" J1 ~ ^ • 4 ".ea \ TOTAL. 272 173 .^,,•- ' µ~ '. ~ ' " ja " i~~~ , .~,- -'"~ .--~`'~ ~ ~ ~Y .. _ ~ ` ~ `, .,, ~~~ ~•~i.~ 1, t ^ ~ :r ai .y n~ ~F~- i, {J1~ ~ l `~ , r ~u ` r y : " ~ ~ ~ ' ~ay; 1 rv x 1~ '~ _ :R. ' ~ '0 " ~, d~~ . .~ Qb'~~T' ,~ n ~ ~ l ~ e ~ ~. ~ ~ . ~ `~ '~'~ RY N. ' + . ~ .~ L ~ , ~ . •"~1~,r ~- '~ ~ ~, .rw,. ' f~ ~ ~~ prlw" ~ ~~ ~ ~ ~ij .. . . . v~.i ~ 1P"" ~ ~ nY '~ - i ~~C ri-" ~~ ~ W~N N ~ r~ . oN~~ 4 „ f. „r d:;~~,Fe' „~s~~, ~l " e `, ~ ysi~ e, t* ~1\' ,j" - ~ "(`iW~' ' . G ~~a~~ J ' M ~ tt ~~ ~ `i .~ `b ~ n~F~ ~ y ~ ~r 1 Y~ '~ ~~. ~ ~~~ ~. ~4M~~ >C ~~~ts~. /1~ ry y~ r , ~~ i .. ~r ~ . ~., 1 t• • 5 54 II~Q~O'~' ~PR~~ ~ ~ t ~'^, ~~ `.i~ ~„` r ~ - ARAPAHOE (NB~ ~~ 6 ,. ~ ~', ` ~ ,'t, t" ~„ ~t 'i a. '" ~ ~ n '~ 9. ~ M hB~9; IhekB IllOfe ~ ~ . n••r ?~inS~a"„y ROUTE pON #OFF •'i~; f ~ ~~ `!l'~an ~ " ' ,r', `:" ~~'-f r ~ , ..~~ehs.~,~,,. ~~ ~ E _ ,' ; ' ~+~'^`~ ~'.,~N~' Ski 237 185 ! ~ ~' ~*'~ ~`16~~~~~~. ~~ ~rr~ ~ ~8~ BCB ~'IbB~(~1 o t~fi1~~ G4. %G ; "~' P `~ ~?.~~~~~, i ' ~ -1 n.l + fi,~q~~ . ~6~ , )C1pa~budGNI19~ ~~,~, .~{`' .~ "~i ~~° #203 0 31 ~~^,~ S+ ~ ~4~t "' ~1a~r~ ~' S ~ ~~ ~ '~ ' z .r,;t' ~ ~ ~ ' ~'{'`0~ ~ ~ ~~ #225 1 34 TA6~ `~ . t'~° ~'('~; i ~ ¢`~~ "}'~ 6s~,,.'[ ~ g~"! • . * - ~ '~ r'"' ~ r. . u-. #227 1 61 _-. ~~ -~ ~ . F ~ . '~' . ~„ ~r1'~ ! - ~a~rr , ~ v -,~ ~ ~ .'~l-'± ~ Nr ~ ~' ' AB 0 9 ,,,.~-- ~qy ~t' 'k+~ _ ;~..~ . Y~ SPR UCE (SB) ROUTE IfON #OFF Sklp 149 131 #20t 1 8 #208 2 B4 TOTAL 152 223 ~r,~ +,~ - ~, • -n , ~~fi d ~, ~ :~S ,+ w.:\ , ~..: ~ 1 ( ~: ~~ ~~~ . , A~~.~ ~ ~• ~ ~ ~ T ~ v~ "ti "~ ~ ~ ?~ ~ ~ " . " . ~ C4 ~ , V, i. .~- ~~r ~t 'P ~r ,~~ ~~ 1 ~~x . ~ ~ ;~. ~ t ~ ` "s ~'«5t~' ~ ~'~~',:~~G'•~• ~ ~~~ ~+fw i ~a~`~i'~ ~r, ~ ~ r .~ . . ,~~4' rP~ ~' , '~"` ,'~ ~ ' 'n~„ K ar ;,~ ~ , :- , ~:;r ; -' ,_ . _ • FIG~~!' ~r~ ~~ .; v' t~;~~F ~.-~4 ~~p~~ rot,'•~w••'t~~Si~'~S 1~a~°, ~' ~ .- t,~`. '~f, 'ri -;,~T~~ ~"~', ,t r. . . :'C "k . ' 0,~~4~'~~. 4f~ ~,,,~i `. ~'~.d~ .- F •~. `'t"~''~., ~ ~Y:,K~..~~ ~ +~., J. i w. .~' ~ * `iPI ~ , / . ,,.,~~,iu~~' '~g„ r c,~~ ~/ ~/ ~~~6 n~51 ~t c ~t f1,~~y ~u~r~~ . 5 ~.. ' ~ "~t ~ ~' ~. ....•,7 .~ f~~ 1 4.`-, ' * r y~yyy... ~` E~' ~ N '~i~ ~i ~ M~y. ~1~.. ~ ~ ~ ~ ~te u ~~} ,,,~~,"'^ , !R' ~ ^~RYi f ~ ~ . '~~k' ~ r~^~ ~ . L~~W.~~ ~ ..}9r ~ 1, . '.'~ ~~\ ~ al' 1.z~ : ° ~ 1 '_•+,.~~~ t 4 ~ ~ ., { y r aatj;,, t ~~+' . ,'_5 , ~,~ ~' w `~ ` ' ` „,.,t?"~y ~ h` ~ , ~, ~,..r. ~'' A ..~ ~ 0 TRANSIT STOP ~.,; ~~- h ~ ,~ CAN YON (S B) ROUTE #ON #OFF Skip 143 118 #225 #227 12 29 1 1 HOP n/a Na TOTAL 184 120 ~F ~ ~ ~ ,t°:s~~.+a,,d e o ~20 ,.~'' ,' •.?'T~,'~'L.•AJk'.',:~a•;,`~~.~`;! i~''w ~'~ ~k * 5 ~ 'r ~ w~r.'~+• `, .~ ~ ~ 0 9 ,1 ,,~ ' t ~ffid„ r•,~+i~ ~ tf's R'~t ~~ ~ w"1 t ~_Sp~ ` ~ : ~+:A ~ ~ :,.~.,.:..: ~ c o ~a ,~'.r°'~ ' '~ ~.'*~,~',, . '~~, ~; ~ x `'•;~ '`~ ~ . HOP tr " , '~~" `~ a,. «r h ~ r.,~•< ,• „~ ~;~ , ~-,,, ~ nle nla , ~~ ' ~ ~ ~ .l ~ ~ ~~ ~.~' v ~ „°` '3~~ n+ ,•'~ TOTAL 239 453 ~ - ' ~:~'s: " ' . ~ ~ ~ ' ~ ;t ~..t ~' ,G ~,.~y~g ~_,,~~ ~~~. +t~~ ~h `~~"~ ~ » ~ - ,.. ~'(; r ' L,~ `~ ~ % ~ .~, ~y ~ i ~ ~ ! i, wrm , ~ k ,~ ~R3~ ~` ' ~ .~'~ ~~ r ~ R(f8$~Iy~YC ~~~ ~ ~ ' I Y r ° ' -~F,i;.~1~"~~'~ .t~ i~.' , ~ '~ a,~ •~~i, ~ S+7 norrn: rrmot~btl-ed~'~ " :_ ~ i ~ .. , ~ : ' ' ~, ,. ,. / '" l~TD. Jum ~ ~ r • ~ r • 5' (~ -. .~~.` r o ~e ~ ~~ t ~~g~, R~.~ ~ ~ ~. _ IandaceP~nB, b~i~dr~j ~ ~ ~,~a ~'°~ °~~„ < ~~ , ir ~n ~c'~,,,., ~ ~' ~ n1L+ ~ ~ , ~'*~a~ ~ BhBItBf; MmoVbd, ~~ d ''~ ~ "}:,~~ ir+. ~, , . ~ ` ~ ~OE P' ~, ' , ;" ''' + ~• '~r„ w ' ~~~" ~MC9! 8Mp eaM Of ` r r ,~, , ~ ,,,~, a4t~ ~ ' „~~~ ' ~ ~~ ~ ,1.: ` ~~ ~,~~ ~ Y ~,~y, ?E~il~ ~ , hob Av~• „ ~ r ~ ; ~. ~,~ 'r ~ ' - ' '' ' '"_ .c o " ~, ~' i'' ~'. . ~ DeMben ~ 'f'"~'r"'Y°'~ .. ~~..~"i., ~• • ~I, ~ ~ ~ r" • [~ , %l. ~p~~ '~~ ~ ~'~ T i * . '~y~ 1~ , ~ ~;Y{,.~ ^~af[q 8~D8 t0 `~ t ~ ' 't{ ~: ARAPAHOE (SB) ~' ~ °~ , }.~` PJ ~ ~! ^ ~ '! ~l F;~ ; tlDr~~16 ~ ~ e~ ° , - ~ ~ n i '~ q ^ ' ; t " ~ ROUTE iION #OFF j`n s ~ ~,~, ~ •~~' ~~ ~ ` ,~, a ii a, ~ ~ ` - }9l ~ ~ ""~r',~,r~ Sklp 186 90 ;~ ' -- ~ ~~ r'4 ~'.t F i ~~8'~1~ - ; ,t ~; ~, .~ . ~~^` ..~'~ #725 18 0 ~ i ~ ~~r ~,i+ ~ 9I/~M ~~ `- n, t~~ .~ w - -, ~ ~ ~~t~ ° #227 21 0 ~~ :. `;~~ ~~ ~ ' `F'. ~, _ kn b ~~'~~?~ - - - - - -~~f=`~* -`-~'~F'~. ~ ~i <,~ ~~+ AB s o ' .MAFt~NE' y ~ ~` . ~~ . ~ ,{ '~ ~~+4.'`~ ~s``'.~'``:~q~, ,~~ ;~. B 79 0 .~. ~~ ~,~~ ~' "'~~'"~~~ ,:.~ '` .~~, r"~~e~i~ ~ A ~ ~ ,o + ,.S i ~ ~~ l , ~~ ~ fldt 4'~~ ~ " y~,,,~c UNIVE RSITY (NB) ROUTE Skip #203 #ON 91 1 ~IOFF 48 9 #Z25 2 4 #227 2 4 HOP n/a n/a TOTAL 86 63 • E1~.~a}'~''E`.,~`•~"~,, -.i • ', ,. ;.% '= ti'b:~`''~;'i ~. " ` d e '~"~ ~ ~'~~ .~ ~ ~ , • .. ' ~iai~~ttf' ~ ~ `$ ' ' u w~ F ( ~ ~~~"~ba~ *\.' ' . ~"~;? • m ~r ~(,~'~~ , ,i~ ~~ ~y' ~' ' ~ ~ ~ r [~' ( „ . . - _ ~t,.; ~.,. ~.,. r. ~ * ~Y }~ U,~ ~. ,~ ,n.~ft ~ Z~ } ~ ~'^,"~ ~ ~~~i~ ~~• ~I,,,;~ei1~ ~~~ '~yL+._ 4~ - 1~fY t '! t4 +' , ~ °' - `~yq~ '' Itla~re ~{ y~y~ ~: •~,.. 4; ~, ' :~ , `~ '~`~' 77 1' 19 ~ C , ~i. ~ ~"i ~ ~~i~ y ~ ~J~ r ~ : ~ a i~,F , (0 f tt"1 ~ '°~.ns ~" ~. ~•/+ `O r4 .~. ~ + ~S }e ~a~an{ ii h ~. I.S° ~ ~ ~~~' +^'~~~~i~~~~ +~; ~; ~'~ i . ~' ~k `~~ ~~^ +` i $~ , ci .i . ~ f ' ~ [i ~ ,~4 ~~ ~- r~a~~~~"~' ~~ ~ ~ , ~ ~~; "~ ~ 1~? ~ ;. ; , , ,~ ~ ~, :~, . ~ ~. ' ~, _..° o _a _ t _ wr~"L'~' ` ti . . _ ._ . . ~ , s UtJIVEl23 +AVE ,~. ~ ^ - . B~.Y~~'~~ w. ~ - .~ . t , ,.~. - -.;~^ .- .~~,~>> ~ a+, ~•,~ ~ .,n , ~ ' ~• ~ ~ ~ r ~ ~ Y. ia~ ,m. • n ~ *,~ ~ ~~~~ ~ . *,~ ~w- ~5'~ . . _ -.~ , ~~~ ~~ '~~~~ ~~~~~~(' I' i~; ~~ ~SL ~~~y `,~ ~ ~C,~ 't ,$ ' ' ~~ ' l~ ~ ~. ~ ~s. '. ;~„+~4+t.,• r rt ~ ~~~r~,'~^~~~ ~ ~' ~ F ~..r ~ ~c ~ ~ID S~S Il~E ,p,pG,~„EN A ~ ~a ' y.~., .. . ~ : ~ ~N~ ~,,, ~.~, y~ ` ~y~ aarF {. J ,(,~ . •~rr ~ ; !r,~+!1~.~ 4" ` „ r~ ; ~ ' `I ~.'~ ~ ~v; i4 ~ oi . Mi ~}°H'ir~ v~r ~~ I'R.AC_ i',~LL. ~t ~ftn , ~°t~~f++. 1"A . . ~ . . •,pa i ; , r` D 3 0 3M~~ ~ ' ' ~ ,. ,,-^-.^~~' ~~,, ~~ :~. (~P1 i'~ ~ . ' G 5 0 ~ , ie ~ , ,~•~~~,~~.,,~ ~~,~+t~~ ,~ t1 '~ - ~ ~q HOP n/a n/a a. ,r~:` ~~.w.r, s,~~... ,.~,. - y1C ~T,P','~ TOTAL 299 90 ; ~~ ~ i ry~- i` k ~'n~ „ _~~':aC;.y y~ T ` ~ x . ..,Fe ~' SV °1 ~f ~ S ~ ~A.~$ 4~~ ~ ~ I .~~~" rn,~~, ~ ~, c1i.~~ ~~ ~~ ~~ .'A ~ 1" ~` ~ , • w.. ~' ~, ~ , ~ ~ { ' 1 `~ ~ ~t-~~~. " ,~~ ~9' ' ki 7~VE` ', d1- ~. ° ~t~~'~ "";,;~.~:~.~ ~ ~ t ~I'~ „„ Yr 8M~„ ~~,t ~ ~~,~i ~` f)t'-, 5. ~~ t: . ~ fi;.~ ~~ ~ ~ ~ ~ ' f ~ ' ~ siocwxK wion~ u+o DEfATCHMENTS VARY sio¢wuK wiorH eNo DEfATCHAIEMS VqRY BROADWAY RECONSTRUCTION PROJECT CONCEPTUAL PROPOSED ROADWAY CROSS SECTIONS UNIVERSITY AVE. TO MARINE ST. ~ ~ ~~ Q Q ~ ~ - - ~ ~ 4 4DEWAUC N1DTM AND DETATCMMENTS VPRY s $IDEWr1LK WIDTH M1[ pEfATCHMEMS VPRt' MARINE ST. TO ARAPAHOE AVE. ~ ~ ~~ Q Q S~OEwPLK WIDTM PND OEfATCHMEMS VAFY SIDEWPLK YnDTH AND DE~ATCHIAENTS VPAY SIDEWALK WIDTH AN[ DETATCNMENT$ VARY SIDEWALK W1DTN AND DEiATCHMEMS VPRY FIGURE 3 9DEWPLK WIDTH AND DEfATCHMENTS VARY $IOEWALK WIpTH AND DETATCHMEM$ VARY sxoadway xenonstrnetion ~7TA9'ISPLH7 NSSIX'M7F5 Mrc Conrvm~g Erqx~wrs WRH POSSIBLE RAISED MEDIAN WITH POSSIBLE RAISED MEDIAN ARAPAHOE AVE. TO PINE ST. 0 rn v F O ~ ~ E a~ O ~ F ~ ~~~ v~i~al Z~m O•~~ W ' ~ ` Q ~ ~ ~ Q O r ~ m F pp ~ r P h N P YI N O~ O ~ M~ O N N y~ r~ b~ V q ry~ r~ M g~ N~D O e~ ~ O 1~ O O- b~ b O~ N ~ P~O 1~1 N N~ ~ N N ~ ~ p ~ ~ ~ ~ d NI N ~p f~ N M ~ r1 g ~ ~ ~' O O O O O O O O O O O O O O O O O O O O O O O O~+ r O O O O O O O O O O~ O O O O O N O~ O.~ O O O O O O O~n g & ~ ~~ O O O O O O O O O O O O O O O O O O O O O O N N O O O O~ O O~ O O N~~ O O O N O N O d O O O O O O O~ ~ I I U YF S ri - o- o 0 0 0 0 0 o e o 0 0 0 0 0 -- o 0 0 0- o 0 0 0 0 - e- e e o o e o 0 0 0- o 0 0- o- o 0 0 0 o r ~ • m s ~y b N1 O N~ O ~ O O O~ O O O O O O O y N~ O~ O N~~ O O O <~ xf O O O~ O~ O O O e~1 ~ O O fJ O N O O O~~ N ~~ ~ ~' M~ O~ O~ O O O O O O~.~ O O O O W O N.~ N O N~ N N~ O N O N O O O O O O O O O YI N O O O O N O~ O O O N ~ 9I F O M~ y O N O O O O O O N N O O O O H~~ N 1~ ~^ n v~ v~ M O ~O O V O O O O O O O O O P 1~ ~ O~ O r~ M O O~ m ~ ~_ ' ~ i ~' ~ O O O O O O O O O O O O O O O O O O~ O O O O O O rl O~ N~ O N~~ O O O O O O O O O f V O O O f`I O~~ O O O O P ~ ~ -o 0 0000 0 00 000 - o0 0..0 ~~ 0 ooooe ? eNV,no n eV a-oo 0 0 0000 ~e o-o v~o v n.-o.-o ry ai I I ~I M N O O O O O O O O O O O O O O O O ry N O O O O N O~~ O O~~ O O O O O O O O O O N O~ O~ O ^^ O O O O~ h- ~ a ~ ~ I - -- ~ Q i I ~ M N~~~ O O O O O O O~ O O O~ O V V O O O O l~ ~ M N~ O M N O~ O O O O O O O O V~ fV O~'1 P~ N O~ O O~ a ~ Y rv oe o~-o ~~o 0 0o e o000o n-rvooo r+-~rvo 0o n~--oee- e-~eeo - eee eP - oe o00 ~ y 61 ~-~n o o-eo rv~vo eeo 0 000 oo: m r,v+o ee $ n v+.--o m rv v.-o-e -rvee- a--o-- ~--ooo ,.~`~ N O~ ~" b P v~ O O~ ~ O~ O O O ~ O O O O~ x ~ V~~ N~ ~ d d~ N^ V N~~ O~ rv~~+ O O O v~ ry f'f O O O N~ O~ O O ~ ~ ' y y ry ~~ t~ M~ N O O O V~~ O O NI a ~~ V V V M ~ ~,': O h N1 ~ N O N O N N N t~ O O O b~O P O O~ V r 1 ^ N O O ^ I ~~ ~ ~ ~•W P «, I ' ~; „, O I ~ ry P N y1 ~ N V ~ ~ ~ ~ M~ • yp 'p9 Q yp E ep {1~ P ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ 3 ~ y ~ ~ ~ / ~ < ~O ~ ~ ~ 'J ~ ~ ~ ~ 3 ~ ~ ~ ~ ~ ~ i ~ ~ ~ ~ ~ ~ Y ~ b ~ 3 ~ N ~` ~ ~ ~ J ~ ~ ~ Py ~ ~ JI ~ N ~ N ~ / ~ ~~ C~ VI ~ ~ ~ y' '~ ~ ~ __;~ ~ ~ ~ ~ ~ ~~ ~ ~ ~ ~ 0 0 d ~ ~'- ~