III. FORECASTED GROWTH

III. FORECASTED GROWTH In order to properly identify potential improvement projects that will be required for the transportation system in Milliken, it is important to first understand the nature and volume of traffic in the planning area in the future. It is also useful to understand existing traffic flow patterns, as presented in the previous chapter. The analysis of future traffic volumes for the Milliken planning area is based on the 2035 regional travel demand model developed by the Front Range Metropolitan Planning Organization (NFRMPO). This computerized model includes the entire Front Range region. The model area extends from SH 66 on the south to Larimer County Road 88 on the north, and from west of Fort Collins to east of Greeley. The NFR model was used as the basis for developing forecasts for Milliken because it provides the context of Milliken in relation to the rest of northern Colorado. Two basic inputs to the computer model are the land use estimates and the transportation network. The amount of traffic which different types of land uses (residential, retail, office, industrial, etc.) generate has been measured for the Front Range and around the country. The amount of development (number of households, square feet of businesses) can then be used to determine the volume of traffic that will be generated from any specified area. In order to develop these specific allocations of residential and commercial development throughout the Front Range, the NFRMPO has subdivided its planning area into 981 traffic analysis zones (TAZs). In order to more accurately forecast future traffic volumes in the Milliken planning area, the TAZs were further subdivided to create 18 new TAZs. Figure 8 shows the 39 TAZs for the Milliken planning area. The area covered by the 39 TAZs is consistent with the Milliken planning area as defined in the Town s Comprehensive Plan. The current NFR 2035 Fiscally Constrained transportation network has been used as the basis for the modeling effort in Milliken. This network includes those improvement projects which are committed over the next six years plus the projects which are included in the Fiscally Constrained list of the Front Range 2035 Regional Transportation Plan. In the Milliken planning area, there are no improvement projects included in the Fiscally Constrained Plan. A. Land Use Forecasts The Milliken Comprehensive Plan (2004) includes a Land Use Plan (shown on Figure 9) which depicts anticipated land uses in the Milliken planning area. The primary development pattern will continue to be low density, single family residential use. Commercial and mixed use development is anticipated along the SH, CR 54, and Two s Parkway corridors as well as in the southeast section of the planning area. Page 19

Milliken Transpor Greeley 95th Ave. 20th St. CR 54 1/2 Little Johnstown 952 257 854 954 953 959 909 970 935 CR 48 1/2 1/2 955 956 957 906 907 908 966 965 967 CR 21 Quentine Ave. Irene Ave. 855 Evans 958 857 9 962 964 Alice Ave. 961 Ash St. Broad St. 968 Milliken 973 972 CR 27 963 969 936 S. Platte Two s Pkwy. CR 378 CR 396 981 CR 29 65th Ave. CR 31 CR 394 971 CR 40 1/2 974 975 CR 40 Gilcrest CR 19 CR 23 1/2 976 977 978 979 CR 38 1/2 85 980 CR 38 CR 36 Legend XXX = Traffic Analysis Zones Figure 8 Traffic Analysis Zones Milliken Transportation Plan, 08-063, 7/29/08 Page 20

Milliken Transpor LEGEND Figure 9 Milliken Land Use Map (July 2004) Milliken Transportation Plan, 08-063, 8/05/08 Page 21

The Colorado state demographer reports a population within the Milliken town limits of 5,887 in 2006 with an average household size of 3.33 persons per household. The Town s current (2008) population is estimated to be approximately 6,300. It is anticipated that Milliken will continue to experience significant growth over the next 27 years and beyond. Forecasts of future growth in the Milliken planning area have been developed using proposed development plans along with land uses and densities identified in the Town s Comprehensive Plan. 2035 Forecasts Many new developments have been proposed within the planning area in recent years. Figure 10 shows the existing developments in the planning area as well as the anticipated developments which have been presented to the Town of Milliken in various phases of the development planning process. For the purpose of this Transportation Plan, it has been assumed that all anticipated development shown on Figure 10 will be developed by 2035. These anticipated developments were used to estimate the land use projections for 2035, as reflected in Table 1. Any development above and beyond the current anticipated development is included only in the buildout forecasts. The household and employment projections shown in Table 1 correspond to the Traffic Analysis Zones (TAZs) shown on Figure 8. By 2035, over 9,500 households are projected in the planning area, which corresponds to a population of approximately 26,700. An estimated 3,0 jobs are projected in the Milliken planning area by 2035. Page 22

Milliken Transpor Greeley 95th Ave. 20th St. CR 54 1/2 Little Johnstown 952 257 854 954 953 959 909 970 935 CR 48 1/2 1/2 955 956 957 906 907 908 966 965 967 CR 21 Quentine Ave. Irene Ave. 855 Evans 958 857 9 962 964 Alice Ave. 961 Ash St. Broad St. 968 Milliken 973 972 CR 27 981 963 969 936 S. Platte Two s Pkwy. CR 378 CR 396 CR 29 65th Ave. CR 31 CR 394 971 CR 40 1/2 974 975 CR 40 Gilcrest CR 19 Legend XXX = Traffic Analysis Zones = Existing Development = Anticipated Development (by 2035) = Future Development (Buildout) CR 23 1/2 976 977 978 979 CR 38 1/2 85 CR 38 980 CR 36 Figure 10 Existing and Planned Development Milliken Transportation Plan, 08-063, 8/05/08 Page 23

Table 1. 2035 Land Use Forecasts TAZ Households Retail Service Production Total 854 5 0 0 0 0 855 7 0 0 0 0 857 156 29 49 0 78 906 3 0 0 5 5 907 351 0 75 23 98 908 307 28 166 2 196 909 467 0 0 0 0 935 806 0 0 0 0 936 5 0 0 0 0 952 8 0 0 0 0 953 241 0 20 0 20 954 2 0 0 0 0 955 491 0 0 0 0 956 0 0 0 0 0 957 0 0 0 0 0 958 3 0 0 0 0 959 5 78 395 236 710 9 405 0 0 5 5 961 6 0 20 242 262 962 1 0 0 5 5 963 3 0 40 310 350 964 3 0 0 0 0 965 422 65 109 0 174 966 567 0 0 0 0 967 2128 65 109 0 174 968 1130 199 7 287 1220 969 3 0 0 106 106 970 3 0 0 0 0 971 1005 72 120 7 199 972 9 0 0 0 0 973 1 0 0 0 0 974 8 0 0 1 1 975 7 0 0 0 0 976 8 0 0 0 0 977 7 0 0 0 0 978 10 0 0 0 0 979 11 0 0 0 0 980 2 0 0 0 0 981 4 0 0 0 0 Total 9,551 537 1,837 1,230 3,4 Page 24

Buildout Forecasts There is a significant portion of land within the Milliken planning area for which no specific development plans are available. For these areas, which are shaded yellow on Figure 10, the land uses identified in the Milliken Land Use Map (Figure 9) from the Comprehensive Plan have been used to estimate the number of households and employment at buildout of the planning area. The Comprehensive Plan provides some guidelines on the densities allowed for the various land uses; the Town Planner provided input on appropriate densities to use where specifics are not provided in the Comprehensive Plan. The buildout land use forecasts are shown in Table 2. The buildout land use projections represent a significant increase over the 2035 projections, with approximately 29,000 households and 22,000 jobs. Using the current Weld County average household population of 2.8, this equates to a buildout population of approximately 81,000. Documentation of the assumptions used to calculate the buildout land use forecasts is provided in Appendix B. Table 2. Buildout Land Use Forecasts TAZ Households Retail Service Production Total 854 1088 186 310 0 497 855 1717 294 490 0 784 857 699 790 1317 0 2107 906 3 131 653 397 1181 907 351 0 75 23 98 908 307 28 166 2 196 909 592 55 183 55 293 935 976 0 0 0 0 936 245 70 232 592 894 952 1742 85 142 0 227 953 881 0 20 0 20 954 1161 199 332 0 531 955 891 0 0 0 0 956 1040 0 0 0 0 957 10 0 0 0 0 958 299 302 503 0 805 959 755 78 395 236 710 9 1045 0 0 5 5 961 1106 0 20 242 262 962 761 0 0 5 5 963 213 256 894 566 1716 964 155 157 261 0 418 965 582 65 109 0 174 966 1267 0 0 0 0 967 2548 65 109 0 174 968 2015 455 1588 544 2586 969 1193 37 122 143 301 970 238 0 0 0 0 971 1115 72 120 7 199 972 9 0 0 0 0 Page 25

TAZ Households Retail Service Production Total 973 246 0 0 0 0 974 288 0 0 1 1 975 237 61 203 518 783 976 248 70 232 592 894 977 197 96 319 815 1230 978 130 105 8 889 12 979 144 115 385 981 1481 980 2 235 784 235 1255 981 4 261 436 0 697 Total 29,040 4,268 10,749 6,848 21,866 B. Future Traffic Forecasts The future travel demand patterns in the Milliken area and the Front Range region are primarily a function of the population and employment opportunities in the area. The household and employment data outlined in the previous sections were used as input to the NFR travel demand model. The model provided traffic forecasts on the various street networks that were used to assess improvement needs. These forecasted volumes could then be used to identify deficiencies in the roadway network and to evaluate the effectiveness of alternatives. The initial traffic forecasts were developed using the NFR Fiscally Constrained model which includes the existing roadway network plus projects that have committed funding and those included in the NFR 2035 Fiscally Constrained Plan. No improvement projects are included within the Milliken planning area. The roadway network within the planning area has been expanded in the model to represent all existing section line roads. C. Travel Patterns The future travel demand patterns in the Milliken area and the other communities in the Front Range are shown on Figure 11. Of the trips generated by the Milliken planning area (as shown in Figures 8 and 9), 23 percent are expected to remain internal to the planning area in 2035. Seventeen percent of the total daily trips with either an origin or a destination in the Milliken planning area are projected to be made between Milliken and Johnstown. The remaining trips generated by Milliken are expected to have either an origin or destination in the Denver metropolitan area (16 percent), the Greeley/Evans area (14 percent), Loveland (12 percent), or the remainder of the Front Range region (18 percent). D. Screenline Analysis A simple method of creating screenlines was used to compare the projected traffic volumes with the existing traffic volumes and to compare those volumes with the capacities of the roadways. A screenline is a straight line drawn across a number of streets providing travel in the same direction. All traffic volumes traveling across that particular screenline added together provide an understanding of the travel patterns and deficiencies in the network along a specific orientation (i.e. north-south or east-west). Page 26

Milliken Transpor Other Areas in NFR Model 18% 12% Loveland 17% Johnstown 14% Greeley/ Evans 23% Internal Trips 16% Denver Area Figure 11 2035 Daily Trip Distribution Milliken Transportation Plan, 08-063, 7/22/08 Page 27

The results of the three screenline analyses in the Milliken area are shown on Figure 12. Bar graphs of the existing volumes and the projected 2035 and buildout volumes are shown next to each screenline. The summation of the capacity of the roads that cross the screenline is also shown on each graph. Both the traffic forecasts and the capacities are based on the model results using the existing/committed roadway network. Screenline 1 represents the demand for travel in the north-south direction, north of downtown Milliken. This screenline includes SH 257,, and Two s Parkway. The existing volume along the screenline is well below the existing capacity of 40,000 vehicles per day (vpd). The 2035 forecasts are also below the existing capacity, but the buildout forecasts exceed the capacity, indicating the need for additional capacity in the north-south direction. It should be noted that, although the 2035 forecasts are below the existing capacity of the screenline, individual roadway facilities exceed the capacity, as described in Section III.F. Screenline 2 represents the demand for east-west travel on the west side of Milliken. This screenline includes,, ½, SH, CR 48 ½,, and CR 54. Similar to the results shown in Screenline 1, the travel demand along the screenline are not expected to exceed the screenline capacity until buildout of the Milliken planning area. This indicates a need for additional capacity in the east-west direction as growth continues in the area. Traffic is not evenly distributed along the seven roadways included in the screenline; individual roadways will likely require additional capacity prior to 2035. Screenline 3 includes CR 19, CR 21, and SH and represents the demand for north-south travel south of the currently developed area of Milliken. In this case, the existing, 2035 forecasts, and buildout forecasts along the screenline are projected to remain below the capacity of the screenline. E. Projected Traffic Demand on Existing/Committed Network With the general trends observed in the screenline analyses in mind, the initial model runs involved assigning 2035 and buildout volumes to the existing/committed roadway network. The forecasted 2035 traffic volumes on the existing/committed network are shown on Figure 13, and the buildout traffic forecasts on the existing/committed network are shown on Figure 14. F. Identifications of Deficiencies The purpose of modeling the future land use on the existing/committed network is to identify future deficiencies in the existing roadway network. Table 3 provides design and maximum planning level capacities in vehicles per day (vpd) for various roadway types and laneages. The design standard capacities generally conform to level of service (LOS) D, which is typically the design goal for urban areas. The maximum capacity corresponds to the breakpoint between level of service E and F where roadway failure and resulting congestion can be expected a significant amount of the time. Page 28

Existing Volumes 2035 Forecasts Buildout Forecasts Existing Volumes 2035 Forecasts Buildout Forecasts Existing Volumes 2035 Forecasts Buildout Forecasts Milliken Transpor Greeley 95th Ave. 20th St. CR 54 SCREENLINE #2 100000 90000 80000 70000 000 50000 40000 30000 20000 10000 0 Existing Capacity 88,000 vpd 11,900 vpd 71,000 vpd 95,800 vpd 1/2 Little Johnstown CR 48 1/2 SCREENLINE #2 1/2 257 CR 21 Quentine Ave. CR 21 Irene Ave. Alice Ave. Milliken Ash St. Broad St. SCREENLINE #1 SCREENLINE #3 CR 40 1/2 S. Platte Platte CR 27 Two s Pkwy. CR 40 Evans CR 378 CR 396 CR 29 100000 90000 80000 70000 000 50000 40000 30000 20000 10000 0 65th Ave. Gilcrest SCREENLINE #1 100000 90000 80000 70000 000 50000 40000 30000 20000 10000 0 CR 31 Existing Capacity 40,000 vpd 12,0 vpd CR 394 29,800 vpd 44,200 vpd SCREENLINE #3 Existing Capacity 40,000 vpd 5,500 vpd 27,500 vpd,300 vpd CR 19 CR 23 1/2 CR 38 1/2 85 CR 38 CR 36 Figure 12 Screenline Daily Traffic Volumes on Existing/Committed Network Milliken Transportation Plan, 08-063, 7/23/08 Page 29

Milliken Transpor Legend XX.X 20.5 17.8 1/2 Little 1.9 26.1 4.9 Johnstown 5.1 4.4 11.0 1.7 CR 48 1/2 6.2 8.1 12.6 CR 19 16.3 7.5 6.7 7.9 3.2 1/2 5.4 5.1 9.8 = 2035 Daily Traffic Forecasts (in thousands) 5.7 20.1 14.6 257 19.4 8.8 7.3 CR 21 16.4 15.8 Quentine Ave. Greeley Irene Ave. Milliken 7.3 CR 54 14.0 5.6 24.1 6.4 8.6 Alice Ave. 6.5 CR 23 95th Ave. 8.0 8.8 4.2 Ash St. Broad St. 18.4 3.3 6.7 9.4 CR 40 1/2 8.6 3.6 0.8 2.5 14.4 8.8 S. Platte 1/2 0.5 CR 27 1.2 15.0 15.3 0.8 13.3 0.9 12.4 12.4 38.9 Two s Pkwy. 4.4 10.4 13.0 14.4 14.0 5.5 2.3 7.6 7.2 1.3 0.9 0.9 1.0 CR 40 0.7 CR 38 1/2 CR 36 20th St. Evans CR 378 6.0 CR 396 CR 29 85 10.3 2.6 0.4 0.8 65th Ave. Gilcrest 26.2 CR 38 0.5 0.6 7.5 CR 31 6.7 6.8 0.5 CR 394 7.5 0.5 20.0 Figure 13 2035 Traffic Forecasts on Existing/Committed Network Milliken Transportation Plan, 08-063, 7/22/08 Page 30

Milliken Transpor 21.3 17.9 1/2 Little 2.4 33.1 6.3 Johnstown 6.3 5.9 12.0 1.9 CR 48 1/2 7.1 8.6 13.8 CR 19 21.0 14.1 9.1 8.0 4.9 1/2 6.8 6.6 10.7 25.1 22.8 257 26.1 9.5 9.1 CR 21 19.9 20.2 Quentine Ave. Greeley Irene Ave. Milliken 8.9 CR 54 16.6 13.7 31.7 8.8 9.7 Alice Ave. 8.9 CR 23 95th Ave. 11.2 14.4 12.4 Ash St. Broad St. 24.2 6.1 8.2 13.3 0.4 CR 40 1/2 2.0 4.0 7.7 6.0 16.7 S. Platte 3.6 14.3 5.6 1/2 CR 27 4.3 18.9 6.4 19.7 5.4 16.1 13.0 7.3 Two s Pkwy. 9.5 16.3 18.8 17.6 18.3 9.9 11.0 9.3 9.1 1.4 1.5 1.2 2.7 CR 378 CR 396 CR 29 CR 40 4.6 CR 38 1/2 20th St. Evans 10.1 85 19.4 6.3 1.5 2.1 65th Ave. Gilcrest 30.1 CR 38 0.5 9.8 CR 31 8.2 7.9 0.5 CR 394 8.2 25.4 0.5 9.8 36.2 36.2 CR 36 0.9 Figure 14 Legend XX.X = Buildout Daily Traffic Forecasts (in thousands) 6.3 Buildout Traffic Forecasts on Existing/Committed Network Milliken Transportation Plan, 08-063, 7/22/08 Page 31

Table 3. Planning Level Roadway Capacities Functional Classification Number of Lanes Design Standard Maximum Capacity Expressway Major Arterial Minor Arterial Collector 4-Lane 48,000 vpd,000 vpd 6-Lane 72,000 vpd 90,000 vpd 2-Lane 13,000 vpd 16,000 vpd 4-Lane 26,000 vpd 32,000 vpd 6-Lane 39,000 vpd 48,000 vpd 2-Lane 10,000 vpd 12,000 vpd 4-Lane 20,000 vpd 24,000 vpd 2-Lane 8,000 vpd 10,000 vpd 4-Lane 16,000 vpd 20,000 vpd One measure that is used to define operational characteristics is volume to capacity ratio (v/c). This analysis compares the capacity of the street as it is designed and constructed to the volume of traffic it carries, or is projected to carry in the future. The planning level daily capacity thresholds shown in Table 3 are the basis for the v/c ratios developed in this transportation plan. Roads with lower functional classifications and fewer lanes would be expected to accommodate fewer vehicles per day, while roads with higher functional classifications would be expected to accommodate more vehicles. For the purpose of this v/c analysis, the Major Arterial maximum capacity was used for SH, SH 257, and CR 54, and the Minor Arterial maximum capacity was used for all other county roads. These capacities assume that all county roads will be paved by 2035. The v/c ratios calculated for streets within the planning area in 2035 and at buildout are graphically depicted on Figures 15 and 16, respectively. These ratios have been calculated using the forecasted daily traffic volumes shown on Figures 13 and 14 and the maximum roadway capacities provided in Table 3. The red segments represent roadways which are projected to carry traffic volumes in excess of the planning-level roadway capacity (v/c > 1.0), representing level of service (LOS) F. The yellow segments represent roadways that are projected to operate near capacity conditions (v/c between 0.8 and 1.0), generally corresponding to LOS E. The remaining segments represent roadways which operate below capacity (v/c < 0.8), representing LOS D or better. Volume to capacity ratios are not shown on those roadway segments which are within another community s jurisdiction. The v/c ratios shown on Figure 15 indicate that several roadways in the planning area are projected to carry volumes exceeding their capacity in 2035 if no improvements (other than paving) were made. Sections of SH, SH 257, Two s Parkway, CR 54, and CR 19 are projected to operate at above capacity conditions. Based on the buildout land use forecasts, a significant portion of the roadway system is expected to be over capacity if no improvements were made, as shown on Figure 16. These roadway deficiencies help to identify potential roadway improvements. Page 32

Milliken Transpor 1.3 Greeley 95th Ave. 20th St. 1.0 CR 54 1/2 1.6 Little Johnstown CR 48 1/2 1/2 1.2 257 CR 21 1.0 Quentine Ave. 1.5 Irene Ave. Milliken Alice Ave. Ash St. Broad St. 1.2 S. Platte CR 27 Two s Pkwy. 1.1 Evans CR 378 CR 396 CR 29 65th Ave. CR 31 CR 394 CR 40 1/2 Gilcrest 1.0 CR 40 CR 19 CR 23 1/2 CR 38 1/2 85 CR 38 Legend XX.0 = Volume to Capacity (V/C) Ratio = Over Capacity (V/C >_ 1.0) = Near Capacity (0.8 <_ V/C < 1.0) CR 36 Figure 15 2035 Volume to Capacity Ratios on Existing/Committed Network Milliken Transportation Plan, 08-063, 7/22/08 Page 33

Milliken Transpor Little 1/2 2.1 Johnstown 1.3 CR 48 1/2 1.2 1/2 1.6 1.4 1.6 257 CR 21 1.3 1.2 Quentine Ave. 2.0 Greeley Irene Ave. Milliken CR 54 1.0 1.1 Alice Ave. 1.0 95th Ave. Ash St. Broad St. 1.5 1.2 1.0 1.1 1.2 1.1 1.2 S. Platte CR 27 Two s Pkwy. 1.4 1.6 1.1 1.2 1.1 20th St. Evans CR 378 CR 396 CR 29 1.6 65th Ave. CR 31 CR 394 1.2 CR 40 1/2 1.0 CR 40 Gilcrest 1.0 CR 19 CR 23 1/2 CR 38 1/2 85 CR 38 Legend XX.0 = Volume to Capacity (V/C) Ratio = Over Capacity (V/C >_ 1.0) = Near Capacity (0.8 <_ V/C < 1.0) CR 36 Figure 16 Buildout Volume to Capacity Ratios on Existing/Committed Network Milliken Transportation Plan, 08-063, 7/22/08 Page

G. Potential Roadway Constraints The Milliken planning area has a number of constraints that create potential obstacles for future roadway improvements. In some cases, the constraints may prevent certain improvements. The potential constraints in the planning area are shown on Figure 17. The residences and businesses along Broad Street (SH ) through downtown Milliken are located close to the road, eliminating the possibility of widening this section of SH to four lanes. This constraint is recognized in the SH EOS, and no widening is anticipated by CDOT. Three rivers (the South Platte, the, and the Little ) flow through the Milliken planning area. These rivers and the adjacent flood plains, create obstacles for roadway connectivity in the area. Likewise, the Union Pacific Railroad and Great Western Railway lines that extend through the study area act as barriers between various sections of the planning area. Any new railroad crossings would likely require grade separation; grade separations with the railroad and bridges over the rivers result in significant cost for roadway improvements. Gravel pits are currently being mined in the southern portion of Milliken; ultimately these gravel pits will be reclaimed as parks with reservoirs, which could present obstacles for future roadway improvements. H. Alternatives Considered The results of the screenline and volume to capacity ratio analyses were used to identify potential roadway improvement corridors. In addition to the analysis results, transportation needs were identified through input from the public, the Town Board, Planning Commission, and previous transportation studies conducted in the region. The following roadway improvements have been included in other transportation studies or plans and are assumed to be completed by 2035: Widen US from I-25 to US 85 to six lanes Widen SH 257 from SH to US to four lanes Widen CR 54 from I-25 to US 85 to four lanes New Two s Parkway alignment (two lanes) from SH to CR 378 Widen Two s Parkway from CR 54 to US to four lanes The improvements listed above serve as the baseline network for evaluating additional roadway improvement alternatives. Six corridors have been identified as potential future roadway connections, as shown on Figure 18. Based on public input and the initial travel demand modeling results, the primary goal in evaluating these corridor alternatives is to find a combination of improvements that: Provides relief to the demand along Broad Street (SH ) through downtown Provides an alternative truck route to minimize truck traffic through downtown Provides connectivity of the roadway system across the South Platte,, and Little s as well as the and Great Western Railroad Provides an alternative entrance into Milliken for future growth areas to the north and southeast of the existing community Page 35

Milliken Transpor Greeley 95th Ave. 20th St. CR 54 1/2 257 CR 27 Two s Pkwy. Evans CR 378 65th Ave. Little Johnstown CR 48 1/2 1/2 CR 21 Quentine Ave. Irene Ave. Alice Ave. Milliken Ash St. Broad St. S. Platte CR 396 CR 29 CR 31 CR 394 CR 40 1/2 Gilcrest CR 40 CR 19 CR 23 1/2 CR 38 1/2 85 CR 38 Legend = Waterways CR 36 = Railroad = Homes/Businesses Close to Road = Future Park/Reservoir (Gravel Pit Reclamaination) = Existing Development Figure 17 Potential Contraints Milliken Transportation Plan, 08-063, 8/08/08 Page 36

Milliken Transpor Greeley 95th Ave. 20th St. CR 54 1/2 Little Johnstown CR 48 1/2 1/2 257 CR 21 Quentine Ave. Irene Ave. Alice Ave. NORTHERN CONNECTION CR 27 Two s Pkwy. DIAGONAL CONNECTION Ash St. Broad St. SOUTHERN CONNECTION SOUTHERN CONNECTION S. Platte Evans CR 378 CR 396 CR 29 65th Ave. CR 31 CR 394 Milliken CR SOUTHERN 40 1/2 CONNECTION Gilcrest CR 40 CR 19 CR 23 1/2 CR 38 1/2 85 CR 38 CR 38 SOUTHERN CONNECTION CR 36 Figure 18 Corridor Alternatives Considered Milliken Transportation Plan, 08-063, 8/12/08 Page 37

The corridor alternatives shown on Figure 18 were each incorporated into the travel demand model, and separate model runs were conducted to evaluate the exclusive effects of each improvement. A summary of the modeling results and other considerations for each of the six corridor alternatives is provided below. ern Connection Advantages: Provides east-west connectivity for future development north of the Provides a direct connection between SH 257 to Two s Parkway/SH May be a viable swap with CDOT Potential truck route to minimize truck traffic through downtown Some reduction in traffic through downtown (2,000 vpd in 2035) Disadvantages: Divides up agricultural fields/developable land Numerous drainageway crossings at tributaries to and Kammerzell Lake Potential impacts to oil/gas well sites Ash Street / Diagonal Connection Advantages: Provides a semi-direct route from SH to SH 257 May be a viable swap with CDOT Potential truck route to minimize truck traffic through downtown Reduction in traffic through downtown (5,000 vpd in 2035) Would be adjacent to existing transportation corridor ( tracks) Disadvantages: Could require acquisition of up to three residential parcels Additional right-of-way takes at nearby residential parcels Southern Connection Advantages: Provides an alternate entrance into Milliken from I-25 (via interchange) Some reduction in traffic through downtown (2,000 vpd in 2035) Potential truck route to reduce truck traffic through downtown Disadvantages: Connection between and CR 19 not feasible because of approved development in Johnstown, Hillsboro Reservoir, and proximity of railroad to Increased traffic adjacent to existing residences along Page 38

Southern Connection Advantages: Provides an alternate entrance into Milliken from I-25 (via interchange) Provides additional crossing of South Platte and to improve roadway connectivity Some reduction in traffic through downtown (1,500 vpd in 2035) Potential truck route to reduce truck traffic through downtown Disadvantages: Connection between CR 15 and CR 17 not feasible because of approved development in Johnstown Potential environmental impacts at reclaimed gravel pits Large expense for bridge over S. Platte and Southern Connection Advantages: Minor reduction in traffic through downtown (0 vpd in 2035) Potential truck route to reduce truck traffic through downtown Provides additional crossing of South Platte and to improve roadway connectivity Provides an alternative entrance into Milliken from I-25 (via interchange) Disadvantages: Potential environmental impacts at reclaimed gravel pits Large expense for bridge over S. Platte and CR 38 Southern Connection Advantages: Potential truck route to reduce truck traffic through downtown Provides additional crossing of South Platte and to improve roadway connectivity Provides an alternative entrance into Milliken from I-25 (via CR interchange) Disadvantages: No reduction in traffic through downtown; more of a relief for roadways south of Milliken ( and SH 66) Potential environmental impacts at reclaimed gravel pits Large expense for bridge over S. Platte and Based on the evaluation of these six corridor improvement alternatives, three have been deemed appropriate for inclusion in the long range roadway plan: the northern connection, the diagonal connection, and the southern connection. The combination of these three alternatives best achieves the goals of relieving Broad Street, providing an alternative truck route, providing roadway connectivity and providing an alternative entrance into Milliken. The and alternatives have been eliminated from further consideration primarily because of the approved development plans in Johnstown that prevent completing the missing sections of these corridors. The CR 38 alternative has been eliminated because it primarily benefits areas south of Milliken rather than relieving the roadways within Milliken. Page 39