Denver Enhanced Transit Corridors

Denver Enhanced Transit Corridors Plan

Alexander Bergeron, Trevor Clifford, Jaxon Fagon, Ty Johnson, Eric Kramak, Mario Kuebler, Mathieu Menard, Kelsey Reeves, John Sherman + Michael Sobol


Planning Project Studio URPL 6000 - Spring 2015 University of Colorado, Denver

Preface 1

Planning Context and Rationale 2

Existing Conditions 14

Moving 5280 36

Denver Rides 67

Table of Contents


Planning Project Studio URPL 6000 - Spring 2015 1University of Colorado, Denver

Preface

Denver is quickly becoming a world-class city with world-class needs. The city has been experiencing tremendous growth over the past decade. This growth is expected to continue into the future. As the population rises, city corridors become more congested and the existing transportation system proves to be inadequate and unable to meet demand for service, the need for enhanced transit in the Mile-High City becomes clear.

This report offers two conceptual recommendations to assist city leaders in establishing an improved transit system. These recommendations were developed after thorough research of existing plans, stakeholder engagement, community input, and analysis of existing physical and operational conditions. A synopsis of these analytical activities is presented in the first portion of this document. In the second portion, the process of developing four preliminary concepts and then working to establish two final, comprehensive concepts will be showcased. Finally, two enhanced transit system proposals will be offered.

The proposals contained herein should be of great value to the City and County of Denver as it prepares to implement a modern transit system

capable of moving people quickly and efficiently through neighborhoods, to primary destinations and to critical regional transportation links. With such bold changes to its transportation system, Denver will truly be capable of playing on the international stage as a destination for business, education, recreation and as a proud home to a thriving and diverse population.

http://kpcreativedesigns.com/beauvallon/wp-content/up-loads/2011/09/denver.jpg



Planning Context and RationaleChapter Contents: Review of Existing Local Plans Planning Rationale Case Studies Research Focus Groups & Intercept Interviews

Thegreatlandoni, flickr

Denver Enhanced Transit Corridors Plan Planning Context & Rationale

The transportation plans proposed in this document were not composed in a vacuum. The planners paid close attention to the vision and policies of 14 previously adopted plans, and used them to guide their own recommendations and justifications for an enhanced transit network. This section provides a summary of each plan followed by a list of the most relevant goals and recommendations found in each of the city’s existing plans.

Denver Comprehensive Plan (2000)This plan recognizes Denver’s automobile-oriented development patterns and citizen behavior as a significant driver of roadway and parking congestion, poor air quality, and lack of mobility options for elderly, low-income, and handicapped individuals. It recommends a more efficient roadway system, expanded transit, bicycle, and pedestrian networks, and the reduction of overall transportation demand through mixed-use development where people live, work, and shop in close proximity

Key Recommendation: Connect urban centers with strong multi modal improvements.

Blueprint Denver – Enhanced Bus Transit Corridors Section (2002)A key concept of this plan is directing growth towards areas of change and managing change in areas of stability. Blueprint Denver emphasizes the importance for streets to move people rather than cars, and for improving the function of streets.

Key Recommendation: Create enhanced bus services on the Denver’s main corridors.

Review of Existing Local PlansRTD FasTracks Plan (2004)This plan outlines a 12-year development timeline, implementation strategy, projected costs, and funding plan for a regional transit system. Its goals include expanded transportation choices, increased transit mode share, balancing transit needs with future regional growth, economic development, improved air quality, and the promotion of smart growth. Key strategies include new rail and bus rapid transit, expanded and new park-n-rides, transit hubs, and a downtown multi modal center (that being Union Station).

Key Recommendation: Create synchronized transfers at transit hubs throughout the region to minimize wait times. This program was called FastConnects.

Downtown Multi modal Access Plan (2005)This plan outlines goals for integrated transit, vehicular, pedestrian, and bicycle access to and through downtown Denver. Its goals include seamless transitions between transportation modes, enhanced connections within downtown and to surrounding neighborhoods, and reinforcing the unique urban form of downtown Denver. It describes strategies for each transportation mode, and prioritizes specific implementation objectives.

Key Recommendation: Create a new shuttle system to complement the 16th Street Mall Shuttle (recently implemented as the FREE MetroRide).


4 Planning Project Studio URPL 6000 - Spring 2015 University of Colorado, Denver

Planning Context & Rationale

Review of Existing Local PlansDowntown Area Plan (2007)This guiding document is intended to act as a tool for community and business leaders, as well as citizens, to ensure that downtown Denver is developed in livable, sustainable and vibrant manner. It supersedes the 1986 plan (much of which still remains valid), to provide recommendations and setting goals for the continued development of the downtown area in the modern era.

Key Recommendation: Create a transit connection between the Auraria West Station and the Ballpark/Arapahoe Square district via Larimer and Lawrence streets.

Denver Living Streets Initiative (2007)This plan explores the meaning of the Living Streets concept and recommends the implementation of three kinds of streets: destination, multi modal, and connecting. It also emphasizes behavioral, operational, and physical components of our transportation network. The plan also has a practical side, presenting three Denver case studies, describing their costs, funding, timelines, improvements, and outcomes.

Key Recommendation: Colorado Boulevard, South Broadway, and Federal Boulevard should be utilized as connecting streets, providing high speed and capacity transit service.

Denver Strategic Transportation Plan (2008)This plan prioritizes objectives to implement the visions of past transportation planning efforts. It groups these objectives spatially into 12 travel sheds, or ‘study areas defined by geographic boundaries that have characteristics and facilities serving similar travel patterns’. Travel sheds improve on the conventional method of counting lane miles, allowing planners to measure overall transportation capacity from all transportation modes using the concept of ‘person trips’ within each travel shed. It describes citywide strategies and measurable behavioral, operational, and physical implementation objectives within each travel shed.

Key Recommendation: The city should upgrade transit service frequency, expand hours of operation, enhance transit stops, and expand upon the current route structure.

Colfax Streetcar Feasibility Study (2010)Per numerous guiding documents, official policy of the City and County of Denver is to enhance economic development, increase sustainable transportation options, and generally improve mobility for the East Colfax Avenue corridor. A streetcar on the corridor would work to accomplish these goals and satisfy stakeholder demand for this transit type. The Study concludes it is feasible.

Key Recommendation: A streetcar is feasible, as the existing and projected demand for transit on East Colfax exceeds current and planned service.




Review of Existing Local PlansDenver Moves (2011)This plan, a collaboration between Denver Parks and Recreation and Public Works, aims to lay out a set of priorities that enables bicyclists and pedestrians to travel across the city within the comfort of a network comparable to that which motorists enjoy.

Key Recommendation: Specific streets were identified as bike arteries, creating opportunities for multi modal connections.

DRCOG MetroVision 2035 Regional Transportation Plan (2011)This serves as a regional and long term guide for all transportation investments in the Denver metro region. Relevant transportation policies include increasing transit service to accommodate a higher share of daily travel, improving transportation access to downtown Denver, and providing as system that considers the needs of minority, low income, elderly, and disabled persons.

Key Recommendation: Develop internal transit services as part of the larger regional transportation system.

Denver Climate Adaptation Plan (2014)This plan is a supplement to Denver’s Climate Action Plan. The Adaptation Plan offers strategies to adapt to a future climate with warmer temperatures, more extreme weather events, and changes to historical snowpack levels.

Key Recommendation: Create transit-oriented neighborhoods and increase alternative transportation options.

Denver Transit-Oriented Development Strategic Plan (2014)This plan is meant to be a work program to guide the City’s efforts to make TOD successful in Denver. It includes both city-wide policies and station level action items to direct public and private investment in the hopes that Denver will become a network of transit-based communities.

Key Recommendation: Station areas around the city should serve different purposes and are at various stages of redevelopment.

DRCOG and Mile High Connects Denver Regional Equity Atlas (2012)The Atlas was created to ensure that transit investments will provide greater access to opportunity and a higher quality of life for all area residents. Now, it is an online mapping tool complete with the region’s distribution of demographic, housing, employment, education, healthcare, and recreation characteristics. The Atlas visually represents the region’s opportunities and challenges for equitable transit service.

Key Recommendation: Focus on last-mile connections to make transit a viable alternative for city residents.

Colfax Corridor Connections (2014)Colfax Corridor Connections was initiated in June 2012 to identify transit and multi-modal improvements within the East Colfax corridor.

Key Recommendation: The preferred alternative to service transit along Colfax is Bus-Rapid-Transit.




Review of Existing Local PlansIn summary, there were a number of recommendations that fit within this projects three guiding principles of increasing transit mode share, stimulating economic development, and improving social equity. The following table highlights some of these recommendations, with the color corresponding to the principle it identifies with. Some recommendations served multiple principles, indicated as secondary colors.

There were also some important ideas to consider when implementing any future transportation plan. Translating the proposed vision into reality is incredibly difficult, and being cognizant of the following will help achieve that final goal:

• Operational improvements to Denver’s roads are prioritized over capacity improvements;

• Flex lanes can help create multi modal balance on constrained streets;

• Partnering with the private sector and higher levels of government has been essential for covering the cost of past projects, large and small; and

• Promotional and operational programs are encouraged over capital investments to encourage the use of alternative travel modes.

All told, the plans reviewed show broad support for enhancing the Denver’s transit network. So rather than something new, this transportation plan builds on a wide foundation and helps fulfill the City’s decades-old aspirations.

Figure 1: Key Findings




Three plan objectives were identified to inform the concept planning process: increase transit mode share, improve social equity, and stimulate economic development. In order to achieve these objectives, the concept plans would have to address three known barriers to using transit. These barriers are physical, behavioral, and socio-economic in nature. Physical barriers are easy to identify. They present themselves in the form of wide roads, high walls, and other infrastructural designs that make it difficult for a person to access transit. Behavioral barriers are cultural in nature and can be overcome by eliminating perceptions and stigmas associated with using transit. Socio-economic barriers are overcome by making transit affordable to those who depend on it and can afford it the least. This plan addresses these barriers in three ways: providing access to transit, making ridership convenient, and providing users with necessary amenities to legitimize the system and encourage its use.

Five Big Picture QuestionsThe research conducted in the seeking the justifying rationale for planning for enhanced transit in Denver relied on five primary questions:

1. What are the physical, socio-economic and cultural/behavioral issues or barriers that cause Denver residents, workers and visitors to not use transit on a regular basis?

2. What are the operational, design and locational characteristics of an enhanced transit system that would cause more Denver residents, workers and visitors to use transit on a regular basis?

3. What are the specific factors that must be

addressed to help transit-dependent populations improve their mobility around the city and to achieve transportation equity for Denver’s underserved neighborhoods?

4. What are the specific factors that would generate economic development by real estate developers, investors, businesses and consumers in response to these transit investments?

5. What are the long-term social, economic and environmental arguments and ‘return on investment’ that would provide the rationale for Denver to spend public dollars on enhanced transit in the city?

Providing the appropriate investments to encourage transit ridership is the basis for building the plan framework. Figure 2 shows a model of different techniques that should be used to provide access, convenience, and amenities to transit riders. Each solution seeks to overcome the identified barriers in one of three ways: operational, locational, or design improvements. These techniques are listed below with a short description of how it improves the transit system:

• Access

◦ Stop and station investments - amenities that legitimize system and locations near places people need to be

◦ Multi-modal connections - considers motorized and active travel modes

◦ Language equity - creates equity for all riders

◦ Price affordability - encourages ridership, especially important to transit-dependent and low-income earners

◦ Time - Frequency, operating hours, timeliness, and reliability for optimized efficiency and predictability

◦ Wayfinding system - provides intuitively navigable network

• Convenience

◦ Frequency - must compete with alternative modes

◦ Comfort - encourages ridership, especially for choice-riders

◦Safety - people need to feel safe on transit and at stops/stations

◦ Routes and transfers - efficiently scheduled connections to reduce wait times

◦ Service hours - meet needs for all types of transit riders

◦ Payment options - diverse and efficient

• Amenities

◦ Marketing and branding - establishes awareness and recognition of the system

◦ Station permanence - creates assurances for developers and community investment

◦ Feature investments - necessary physical improvements; shelters, benches, lighting, and wayfinding at a minimum

◦ System legibility - prevents uncertainty and apprehensiveness, especially in new users

◦ Affordable housing - social equity, especially at transit-oriented development locations

◦ Environmental responsibility - includes sustainable technology initiatives

Improving the system is paramount to meeting multiple city, region, and state goals. These goals include economic development, environmental stewardship, and social equity. Improving the transportation system through enhanced transit options offers people access to opportunities. Removing single occupancy vehicles (SOVs) from roads reduces congestion and improves air quality. The benefits of enhancing transit are cumulative and far reaching. Some examples of these benefits can be seen in Figure 4.

Planning Rationale




Figure 2: Barriers Figure 3: Improvements

Planning Rationale




Figure 4: Justification

Planning Rationale




Case Studies ResearchTo assist in analytical research, the City and County of Denver staff provided select transportation plan case studies from cities with like transportation needs and planning activities. The case studies are:

• Portland Transportation System Plan

• Carrollton/Dallas Texas Transit Master Plan

• Seattle Transit Master Plan

• San Jose “Envision San Jose 2040 General Plan”

Analysis of these case studies provided arguments supporting transit investments along with major physical, program, and policy recommendations. The plans also contained implementation strategies used to increase mode share, improve social equity, and stimulate economic development. These findings provided key takeaways which can be used to inform the plan and improve Denver’s future transit investments.

Carrollton/Dallas Texas Transit Master Plan

Why transit is important: The increase in population and innovation has created new challenges such as the need for more parking,

use and zoning decisions, connectivity to other modes including biking and walking facilities, and improving traffic operations within key corridors to facilitate bus headways. It also supports the use of Intelligent Transportation Systems - a family of technologies that make transportation systems more efficient and sustainable, as well as enhance safety for its users.

Recommendations: The Plan mainly recommends policies directed at increasing the proportion of commute travel using modes other than SOVs. It does this by suggesting circulation policies that increase bicycle, pedestrian, and transit travel while reducing motor vehicle trips, prioritizing funding for projects that enhance and improve bicycle and pedestrian facilities, and collaborating with transit providers to site transit stops at safe, efficient, and convenient locations, and to develop and provide transit stop amenities.

Lessons learned for Denver: Give priority to the funding of multi modal projects that provide the most benefit to all users

• Evaluate new transportation projects to make the most efficient use of transportation resources and capacity

• Fund transportation improvements for all modes through the entitlement process for new development, giving first consideration to improvement of bicycling, walking and transit facilities

• Encourage investments that reduce vehicle travel demand

private development and the station complex

• Define the parking and access requirements for the station complex and proposed development

• Define the scale and architectural character of the station complex and surrounding development

San Jose, CA - Envision San Jose 2040 General Plan (2012)

Why transit is important: Reducing the number of vehicle trips by shifting those trips to bicycling or walking would help improve circulation, minimize the need for additional parking, contribute toward a healthier community and reduce greenhouse gas emissions

About the plan: The plan focuses on creating a balanced transportation system that gives priority to the mobility needs of bicyclists, pedestrians, and public transit users while also providing for the safe and efficient movement of automobiles, buses, and trucks. San José maintains a goal to reduce the number of vehicle miles traveled in the city by 40% thorough this balancing and reprioritization of modes. The City believes it can greatly influence transit ridership through land

fewer vehicles on the road to lessen traffic issues and the need to have as many commuters as possible utilizing public transit.

About the plan: The primary goal of the project is to set the design framework of a new multi-modal station complex for downtown Carrollton integrating multi-modal, multi-agency transit service with a new urban center and gateway to the City of Carrollton. The plan is designed to strengthen existing neighborhoods, and to promote transit-supporting, mixed-use, pedestrian-oriented neighborhoods.

Recommendations: The major program and policy recommendations include utilization of vacant parcels of land in the area to become part of the Downtown Carrollton DART Station area plan. Use of the major thoroughfares, such as the six lane divided freeway to provide greater access to the Downtown Carrollton area; the creation of the Pedestrian/ Bicycle Network and increased parking availability.

Lessons learned for Denver:• Develop a station layout for the ultimate configuration and transit operations based on the project goals.

• Develop a mutually supportive freight and passenger operation plan that maintains freight service and enhances passenger operations.

• Develop a phased implementation plan based on infrastructure improvement and development market milestones

• Define the relationship and linkages between




Case Studies Research

Seattle, WA –Seattle Transit Master Plan (2012)

Why transit is important: Due to all transit trips beginning with walking or biking, the city seeks to improve important pedestrian and bicycle linkages to local and regional transit services and to identify ways to improve accessibility. The main focus is on low income and elderly people who live a considerable distance from the core of the city who rely on public transit.

About the plan: The TMP vision is a network of high quality, frequent transit routes that connect urban villages, centers, manufacturing and industrial districts. These measures were used to identify corridor capital investment priorities, including a top tier of modes recommended for high capacity transit. Creating transit oriented neighborhoods is a major goal of the Seattle Comprehensive plan and the Puget Sound Regional Council’s Vision 2040 Plan. The city is tasked with meeting these challenges in order to improve and increase its transportation services.

The city’s primary transit service objective is to ensure mobility in Seattle. In times of economic recession, the City may need to focus on

maintaining current services levels on a high ridership routes. In better times, resources should be dedicated to expanding the Frequent Transit Network. The service network that supports this is delivered by appropriately scaled bus and rail modes, connecting resident and workers to the regional transit system via transportation centers that are well integrated with urban village life. This includes the implementation of policies, programs, and investment priorities to make it easier and more desirable for people to take transit. The TMP includes a broad set of evaluation measures, grouped under five evaluation accounts that include community, economy, environment and human health, social equity, and efficiency. Transit-oriented neighborhoods have proven to be more economically and environmentally sustainable and resilient, to produce less automobile travel, and are a core strategy for reducing greenhouse gases. Operating revenues which are a local responsibility for urban transit agencies in Washington State, are also down significantly due to declining sales tax receipts during the current economic downturn.

Recommendations: Some of the major policy recommendations are identifying the city’s most important transit corridors* as having the greatest potential to serve transit needs that will emerge as the population grows. Making transit more competitive with private auto by enhancing speed, reliability and frequency of the transit service. Expanding the rail system and improving way finding and real-time information at transit stops; as well as making right-of-way modifications to improve bus speed, efficiency and coordination of transfers. Other recommendations include developing design standards for transit stops and stations to make the user experience

safe, comfortable, enjoyable and convenient and identifying transit funding options for implementing TMP priorities to support existing local transit services and developing and strengthening transit supportive zoning overlays.

Lessons learned for Denver:• Invest in programs the build transit ridership

• Develop a safe routes to transit program

• Develop transit information and way finding standards

• Increase support for traveler education programs

• Invest in Transportation Demand Management Programs that increase Transit Use

• Explore a Transit Streamline Program Agreement with King County Metro

Portland, OR - Portland Transportation System Plan (TSP) (2007)

Why transit is important: Reducing the number of vehicle trips by shifting those trips to bicycling or walking would help improve circulation, minimize

the need for additional parking, contribute toward a healthier community and reduce greenhouse gas emissions.

About the plan: The plan focuses on creating a balanced transportation system that gives priority to the mobility needs of bicyclists, pedestrians, and public transit users while also providing for the safe and efficient movement of automobiles, buses, and trucks. San José maintains a goal to reduce the number of vehicle miles traveled in the city by 40% thorough this balancing and reprioritization of modes. The City believes it can greatly influence transit ridership through land use and zoning decisions, connectivity to other modes including biking and walking facilities, and improving traffic operations within key corridors to facilitate bus headways. It also supports the use of Intelligent Transportation Systems - a family of technologies that make transportation systems more efficient and sustainable, as well as enhance safety for its users.

Recommendations: The Plan mainly recommends policies directed at increasing the proportion of commute travel using modes other than SOVs. It does this by suggesting circulation policies that increase bicycle, pedestrian, and transit travel while reducing motor vehicle trips, prioritizing funding for projects that enhance and improve bicycle and pedestrian facilities, and collaborating with transit providers to site transit stops at safe, efficient, and convenient locations, and to develop and provide transit stop amenities.

Lessons learned for Denver: • Give priority to the funding of multi modal projects that provide the most benefit to all users



Planning Context & RationaleCase Studies Research

• Evaluate new transportation projects to make the most efficient use of transportation resources and capacity

• Fund transportation improvements for all modes through the entitlement process for new development, giving first consideration to improvement of bicycling, walking and transit facilities

• Encourage investments that reduce vehicle travel demand

Figure 5 (right) summarizes the key takeaways for Denver.

Figure 5: Takeaways



ChaffeePark

Sunnyside

Highland

Globeville

JeffersonPark

SunValley

Valverde

AthmarPark Windsor

NortheastPark Hill

ElyriaSwansea

Wellshire

UniversityRosedale

CheesmanPark

Hilltop

MontclairHale

NorthPark Hill

SouthPark Hill

UniversityPark

PlattPark

College View- SouthPlatte

OverlandRubyHill

KennedyHampden

Baker

FortLogan

BearValley

HarveyPark South

SouthmoorPark

HampdenSouth

IndianCreek

Goldsmith

VirginiaVillage

VirginiaVillage

Gateway- Green

Valley Ranch

DIA

UniversityHills

HarveyPark

Mar Lee

Westwood

EastColfax

Auraria

Cory -Merrill

BelcaroWashington

Park

WashingtonPark West

Speer CherryCreek

CountryClub

CongressPark

CityPark

Clayton

Skyland

Cole

Marston

WashingtonVirginia

Vale

BarnumBarnum

West

VillaPark

WestColfax

WestHighland

SloanLake

Berkeley

Regis

LincolnPark

City ParkWest

Whittier

CapitolHill

NorthCapitol

HillCivic

Center

CBD

UnionStation

FivePoints

Stapleton

Montbello

LowryField

0 2 4Miles [

Which neighborhoodshave good transit?

After coming to a group concensus, pleaseput a "+" sign inside neighborhoods your group believes have good transit serviceand a "-" sign inside neighborhoods yourgroup believes have poor transit service.If you cannot come to a consenus, makeno marks. Use your own definitions forgood and poor transit service.

Focus Group & Intercept InterviewsThe planners gathered community input to help guide them in their decision making. This was a two-tiered approach. First, the planners sat down with stakeholders to hold focus group interviews, where intense discussion on transit in Denver was had. Second, the planners intercepted ordinary citizens at street level where they were asked a series of predetermined questions. These were performed in two distinct types of locations: transit locations and non-transit oriented locations.

This two part stakeholder engagement process was critical in determining which existing conditions data needed to be collected and analyzed. The process also enriched the plan’s understanding of these existing conditions issues as viewed by stakeholders. Focus group interviews were conducted with the key stakeholder group, the Transit Alliance, and were performed at the University of Colorado Denver College of Architecture and Planning.

The Transit Alliance stakeholders were asked to identify on a map of Denver (Figure 6, right) wherethey believed transit was efficient and where it was lacking. Discussion about this commentary was had in great detail and feedback was recorded. In addition, stakeholders were asked how far they would be willing to travel to reach transit in three different scenarios:

• How far would you walk to reach transit? Most respondents indicated they would not walk more than a mile.• How far would you ride a bicycle to reach transit? Most respondents would ride two miles or less.• How far would you drive to reach transit? Most respondents would drive no more than five miles.

Figure 6: Focus Group Map




Stakeholder Engagement Takeaways

The following are the primary takeaways from engaging with stakeholders:

Barriers to Transit Use• Physical ◦ Accessibility of transit stops ◦ Accessibility for the elderly and persons with disabilities ◦ Insufficient maps and signage

• Economic ◦ Price of transit pass ◦ Price of car versus transit ◦ Lack of payment options

• Social ◦ Real and perceived crime ◦ Social stigma with public transit ◦ Cultural dependency on automobiles

Opportunities for Improvement• Operational Improvements: ◦ Implement real-time tracking apps ◦ Increase frequency during peak hours

• Design Improvements: ◦ Improve stop infrastructure ◦ Enhance design to better accommodate persons with disabilities

• Scheduling Improvements: ◦ Improve connections between rail and bus ◦ Reduce steps on express routes

Focus Group & Intercept Interviews




Existing ConditionsChapter Contents: Existing Condtions Maps



Existing Conditions

After engaging with stakeholders, completing review of relevant case studies and existing local plans, and establishing a valid rationale to continue planning, the planners began to look meticulously at existing conditions.

Because the cultural, political, social and economic qualities of a city the size of Denver are very fluid, numerous factors were studied to get a full understanding of the city’s current and projected needs. The city-wide study of existing conditions allowed the planners to determine which neighborhoods were in the greatest need socio-economically, which were experiencing growth, and which were primed for new development.

All in all, through performing the activities aforementioned on the previous pages, analyzing available data and performing field observations, an understanding of Denver’s existing land use, transportation, socio-economic and demographic conditions permitted the planners to create the transportation plans that are presented in this document.

Existing conditions assessments were performed on the following factors:

• Existing and planned major trip-generating sites, facilities and destinations

• Socio-economic and demographic attributes of the population

• Areas of change and areas of stability• Existing zoning and future land uses• Existing land utilization and future development potential• Existing and planned transportation routes and facilities by

mode• Existing traffic volumes and transit ridership data for key

corridors or locations

The key findings of each of these assessments will be presented in the form of a series of interpretive maps in the following

Existing Conditions Assessment

http://upload.wikimedia.org/wikipedia/commons/3/36/Speer_Boulevard_Denver.JPG



0 1 2Miles[

Airport

Campus

Cherry Creek North

CommercialCorridor

Downtown

Downtown - Civic

Former Chapter 59Zone

Industrial

Industrial - MixedUse

Main Street

Mixed Use

Multi Unit

Open Space -Conservation

Open Space, PublicParks

Planned UnitDevelopment

Residential MixedUse

Single Unit

Two Unit

Existing Conditions

Existing ZoningExisting zoning conditions found in Denver’s official zoning code shed light on where changes to land use can and should occur. For example, a transit line designed to serve large, outlying open space might not be justifiable with a limited budget because the destination would not likely see as high of ridership compared to a Main Street zoned area with a good amount of economic activity.

Figure 7: Current Zoning Map



Existing Conditions

0 1 2Miles[

Campus

CommercialCorridor

DIA

Downtown

Employment

Entertainment,Cultural,Exhibition

Golf Course

Industrial

Mixed Use

NeighborhoodCenter

Open SpaceLimited

Park

PedestrianShoppingCorridor

Regional Center

Single FamilyDuplex

Single FamilyResidential

Town Center

Transit OrientedDevelopment

UrbanResidential

Water Body

The Conceptual Land Use Map on the right interprets land use in a simple manner. It differs from the official zoning map by offering a more easily understood snapshot of current land use. For example, where an area may be zoned as park space on the previous page, the Conceptual Land Use map differentiates between bodies of water and golf courses. This map makes it easier for planners and for stakeholders to see where they might want a transit line to go.

Conceptual Land Use

Figure 8: Conceptual Land Use



0 1 2Miles[

LegendBlueprint Denver - Areas of Change

Existing Conditions

Areas of ChangeBlueprint Denver, Denver’s land-use and transportation plan details out how Denver should be developed, features areas of change and areas of stability.

Areas of change are those areas where development is likely or are changing in other ways. Areas of change are shown in blue on the map to the left.

Areas of stability are those parts of the city that should not expect to see much development in the near future, or changing development patterns. Those areas are the areas on the map that are not blue.

Figure 9: Areas of Change



Existing Conditions

Average Household Size

Figure 10: Average Household Size

Household size is often a good indicator of the number of children in an area. As children are a transit dependant population they are recognized as a population that needs to be served by the plan.

Areas of blue and purple on the map show areas of large household size, areas of orange and yellow show lower household size.



Existing Conditions

The median household income of block groups in Denver allows planners to understand which areas are lower income, which is often an indicator of transit dependency. It also displays areas of higher income where any transportation will have to be geared towards capturing choice riders.

Areas of blue and purple on the map show areas of higher income, areas of orange and yellow show lower household income.

Median Household Income

Figure 11: Median Household Income



Existing Conditions

Understanding where the highest number of jobs and the lowest number of jobs are located allows planners to identify where transit routes might need to be located to ensure that people have the option of taking transit to and from work. Looking at the map to the right, it is easy to see that downtown Denver and the Denver Tech Center, with their many office buildings, are top candidates for hosting enhanced transit.

Areas of blue and purple on the map show areas with high numbers of jobs, areas of orange and yellow show lower numbers of jobs.

Employment Distribution

Figure 12: Employment Distribution



Existing Conditions

Older adults, typically defined as those 65 years of age or older, tend to rely on transit more than their younger counterparts.

Areas of blue and purple on the map show areas with a higher percentage of older adults, areas of orange and yellow show lower percentage of older adults.

Distribution of Older Adults

Figure 13: Distribution of Older Adults



Existing Conditions

It is useful to know where ethnic and racial minorities are located because often non-white communities are more transit dependant than white communities.

Areas of blue and purple on the map show areas with a higher percentage of non-whites, areas of orange and yellow show lower percentage of non-whites.

Distribution of Non-White Residents

Figure 14: Distribution of Non-White Residents



Existing Conditions

Similar to older adults, teenagers rely on transit to be independently mobile as younger teens are prevented from driving by their age, and older teens are often not able to afford private transportation.

Areas of blue and purple on the map show areas with a higher percentage of teens, areas of orange and yellow show lower percentage of teens.

Distribution of Teens

Figure 15: Distribution of Teenagers



Existing Conditions

It is useful to know where people tend to drive themselves around in personal vehicles or begin their daily commutes from home in their own cars. In those areas where people do not rely on their own cars, there may be a greater need for enhanced transit.

Areas of blue and purple on the map show areas with a higher percentage of commute by SOVs, areas of green and yellow show lower percentage of commutes by SOVs.

Single Occupancy Vehicle Commuters

Figure 16: SOV Commuters



Existing Conditions

Knowing where transit commuters originate is useful because it shows where enhanced transit might be beneficial to those who already rely on transit to get to work. Providing enhanced transit service to the Sun Valley neighborhood, the dark blue area in the center-west portion of the city, for example, could easily be justified in this context.

Areas of blue and purple on the map show areas with a higher percentage of commute by transit, areas of green and yellow show lower percentage of commutes by transit.

Workers Commuting by Transit

Figure 17: Workers Commuting by Transit



Existing Conditions

Because enhanced transit tends to get more people out of cars and onto buses and trains, for example, knowing where the greatest traffic congestion occurs can help guide planners when they select streets to put transit on.

Points of red and orange on the map show points of high traffic counts, points of yellow and green show lower traffic counts.

Traffic Congestion

Figure 18: Average Daily Traffic Volume



Figure 19: Average Bus Passenger Count

Understanding where the highest bus ridership is located allows the planner to identify which bus lines and corridors may be due for a capacity upgrade.

Points of red and orange on the map show points of high passenger counts, points of yellow and green show lower passenger counts.

Average Bus Stop Passenger Count

Existing Conditions



Existing Conditions

The map on the right shows where Denver’s most popular trip-generating destinations are. All of the destinations shown would benefit from enhanced transit because it would ensure most people can reach them.

Popular Destinations

Figure 20: Trip-generating Destinations



Existing Conditions

Knowing where existing express bus and local bus routes are located can help planners understand where there is room for improvement, where service is already sufficient, where service is absent, and more.

Existing Bus Routes

Figure 21: Existing Bus Routes



Existing Conditions

The map on the left shows where existing and planned light rail lines, commuter rail lines, and their stops are located. Linking enhanced transit lines with the lines that are already in place or should be expected to be in place soon would create a well-connected, comprehensive transit network for Denver.

Existing and Planned Rail

Figure 22: Existing and Planned RTD Rail Lines



Existing Conditions

Sometimes transit stops are located too far from someone’s home or place of employment for them to walk to board transit. Instead, they might take their bike for that ‘last mile.’ Knowing where bicycle routes are currently located or should be expected to be installed can help determine where enhanced transit routes and transit stops should be located.

Red lines indicate existing bike routes and green lines indicate proposed bike routes.

Existing and Proposed Bicycle Routes

Figure 23: Existing and Planned Bike Routes



0 1 2Miles[

Legend

FAR ValueHigh : 9.5+

Low :0.1

Existing Conditions

The map on the left shows what the densest parts of the city are. This could be tall buildings or many other buildings clustered together. This information is useful because it shows where transit would serve the most people.

Areas of red on the map show areas with a higher floor area ratio, areas of green show areas with a lower floor area ratio.

Floor-Area Ratio

Figure 24: Density in Denver



Two teams were asked to create two transportation concept plans each. Through stakeholder feedback and a SWOC analysis each team each team produced a final plan.

The two plans are dubbed: “Moving 5280” and “Denver Rides”. They are presented in that order in the subsequent pages.



MOVING 5280

Denver Enhanced Transit Corridors Plan Moving 5280


Keeping in mind the three plan goals, the five “big picture” questions, and what was learned from the existing conditions analysis, two concept plans were developed. The first concept put heavy emphasis on balancing the three plan goals by identifying tiered route investments and transit node opportunities. The second concept focused primarily on promoting economic development by enhancing service through route investments that centered on the Denver TOD Strategic Plan areas of high market readiness and development potential. The earliest iterations of these concepts were taken to a stakeholder brainstorming session where Transit Alliance members were solicited for opinions on the concepts and overall plan considerations. These thoughts were used to refine the original plans which were then presented to the client through the exercise of a SWOC analysis. The input from the SWOC analysis was evaluated further and integrated into a what would become the final concept plan; a plan rooted in the original balanced concept approach but enhanced through careful analysis, public participation, and client feedback. The final plan has been dubbed MOVING 5280

Introduction

Figure 25: Moving 5280 System Map

Denver Enhanced Transit Corridors PlanMoving 5280


Existing Conditions Relating to the Three Principles- Economic DevelopmentIndexes were created to accurately map the existing conditions of the three principles in Denver. These three principles are:

Encourage economic development

Increase social equity around transit

Increase mode share

The map to the left displays areas of potential economic development. The darker areas of the map display areas that are more primed for economic development. The index was created using Blueprint Denver’s areas of change.

Critical areas include:DowntownStapletonLowerySouth BroadwayCherry Creek

Figure 26: Areas of potential economic development



The map to the right displays areas of high transit dependency. The darker areas of the map display areas that are more transit dependent. The index was based on data from the American Community Survey and US Census. Variable in the index are: homes lacking vehicles, population with disabilities, female-headed households, income levels, and young/ elderly population.

Critical areas include:West DenverMontbelloNorth East Park HillCapitol HillWindsor

Existing Conditions Relating to the Three Principles- Equity

Figure 27: Areas of transit dependency



The map to the left displays areas of potential choice rider capture. The darker areas of the map display areas that are prime for higher transit use. The index was created using traffic counts and number of households with two or more vehicles.

Critical areas include:DowntownCapitol HillSouth BroadwayColorado Bvld.Southeast Denver

Existing Conditions Relating to the Three Principles- Economic Development

Figure 28: Areas of potential choice rider capture



Stakeholder Brainstorming Activity/ SWOC AnalysisAt the earliest stage of concept development, stakeholders were engaged in a brainstorming session where they were asked to provide feedback on route development concepts and transit plan concerns. The stakeholders were provided three poster-sized city maps, each representing one of the three plan goals. The first map showed economic development areas which displayed areas of change identified in Blueprint Denver. The second map displayed high transit need areas represented by transit dependent and low income neighborhoods. The final map displayed high automobile use areas represented by multiple vehicle households and roads with high traffic counts. Stakeholders were given markers and time to provide input on where they believe investments should be focused. The following was gleaned from those conversations:

• Frequency, extended hours, and increased weekend service is extremely important to gaining ridership

• More investment is needed on Federal Boulevard

• Current system is too focused on directing people into downtown. Future investments needed to focus on direct travel between districts

• Look into investments along 56th Avenue in Montbello area

• Stapleton connections to system are lacking• Westwood area lacks connections to city center• Provide more east-west connections

throughout the city• Increase mode share in Northeast Denver• Yosemite may provide better eastern

investment than Quebec

A SWOC analysis was used to identify the plan’s strengths, weaknesses, opportunities, and constraints of the two early transit plan concepts. These two alternatives, originally dubbed the the “Balanced Concept” and the “Economic Development Concept” were presented to client and stakeholder groups, allowing additional feedback to be provided early in planning process. The group was presented with a list of proposed routes for each plan along with a matrix justifying how the route served plan goals. The following is feedback received during that process.

Balanced Concept

Strengths: • Nodes create more transit options for people

(rail, bike, car, bus)• Social equity aspect makes concept popular for

everyone• Comprehensive network- geographically

equitable• Makes sense from a systems and operational

standpoint• Nodes highlight many existing “urban centers”

from TOD Strategic PlanOpportunities:• Nodes to create opportunities for last-mile

connections (car share, B-cycle) and consider last-mile connections around areas well served by transit (major feeders and overall system implications)

• Connections to other cities (Lakewood-Belmar)• NE connection to I-225 rail line• Create phasing plan• Consider the scope of nodes (major vs minor)• Visualize node concepts in plan

Weaknesses:• SW region is neglected• Green Valley Ranch area is missed• Extend Broadway to Evans• “Zoom in” to analyze CBDConstraints:• Collaboration with neighboring jurisdictions• Economic Development Concept

Economic Development Concept

Strengths:• Stapleton/ Lowry/ Cherry Creek connection• Highland lineWeaknesses:• Concept #1 corridors make more sense for

economic development• Only recognizes areas that are already

developing, doesn’t account for “emerging” areas

• Lacks equity overall• Highlands is already up and coming• Doesn’t consider potential of Federal• Concept is more of a “mode-shift focus” than

an “economic development focus”Opportunities:• Connect Lowry to E line• Easy connection to Northfield• Extend Highland line north• Identify “emerging” areas• Locate vacant lots• Technology such as mobile phone applications• Economic development incentivesConstraints:• None identified by group



Establishing Investment TiersTypes of Proposed EnhancementsThe enhanced transit proposal is comprised of three components: rapid transit improvements or routes, express improvements or routes, and nodes.

Rapid Transit RoutesRapid transit routes form the core network of the proposed transit system. Routes identified as rapid transit improvements see an upgrade in vehicle type to accommodate an increased number of passengers, shorter headways, and faster travel generally. The upgraded vehicle types could potentially be rail based vehicles, streetcars, or bus rapid transit. Given the mode neutral nature of the proposal, no preference of rapid transit vehicle selection is implied.

Along rapid transit routes, enhanced amenities are proposed at every stop. Such amenities should include seating and shelters sized approximately 50 x 10 feet, as well as signage, route-specific maps and network maps for wayfinding. The estimated cost of rapid transit improvements is $30 million per route-mile.

Express RoutesExpress routes are similar to rapid transit routes in that they promise accommodation for an increased number of passengers, shorter headways and faster travel times than local buses. They differ from rapid transit routes in that there may be more stops than rapid transit routes, but fewer stops than local bus routes. Each stop should, however, have passenger amenities similar to those of rapid transit routes. Reorganization of the right-of-way is not proposed. Instead, express routes are distinguished by enhanced shelters,

stop amenities, and wayfinding materials at every stop, as well as route specific branding to identify them as enhanced transit routes rather than local bus routes. The estimated cost of express improvements is $5 million per route-mile.

NodesThe proposed plan features strategically located transit nodes that anchor the enhanced transit system. The purpose of each multi modal node is to allow for the concentrated access to various transportation types in most areas of the city, permitting transit users to travel with minimal transfers between neighborhoods. Nodes allow travelers to avoid routing through the Central Business District as is often currently required, minimizing trip distances and durations where possible. Because the nodes are located at intersections between our proposed routes and existing and proposed bicycle routes and/or RTD rail lines, it is the expectation that the number of transfers for any given trip will be limited, expediting trips to other parts of the city and local destinations. Sizing of individual nodes will be relevant to the context of each node type, appropriately located amenities, and available adjacent land.

Proposed are two types of multi modal nodes: Transit centers (regional) and transit stations (local).

Transit CentersTransit centers are, generally, those that are located at the junction of any combination the following: two or more proposed rapid transit routes, RTD rail line(s), major TOD locations, and regional destinations. At these transit centers,

RAPIDPotential Tier 1 RAPID Branding

EXPRESSPotential Tier 2 EXPRESS Branding



it is recommended that stops for local RTD bus routes be present, even if the pathways for these routes have to modified slightly to a proposed maximum of three blocks, to ensure they serve these transit centers. This way, local bus service is certain to meet enhanced service and/or regional transportation and/or bicycle routes. It is envisioned that transit centers will feature bicycle facilities including, but not limited to, adequate bike parking, bike lockers, and perhaps bicycle repair at the transit centers with the greatest use. Structured parking is recommended at transit centers farthest from the city center to encourage motorists to use transit by making it very feasible for them to access it. Abundant shelters for passengers should be offered at transit centers. For these passengers, and even local residents, the provision of food concessions, mobile or structured, is recommended to increase the desirability of the transit center. Also for the purpose of enhancing the user experience, comprehensive, real time signage should be present. At each transit center, a system map should be present and easily legible, which should include all routes that serve the transit center (including bicycle routes), as well identify other major routes and major destinations.

Transit Stations Transit stations are those where one or two proposed rapid transit routes intersect one or two transit routes of any kind, including proposed express routes and bicycle routes. Additional services and amenities at transit stations are intended to be limited relative to those found at transit centers, but still offer accommodations to users of a variety of transit types. Some bicycle parking, as well as motorist parking where demand

would support such an improvement, should be provided at transit stations. Signage and wayfinding amenities that would be found at a transit centers should be present at transit stations. At transit stations, local-service and rapid transit vehicles should be able to pull out of traffic to allow for the timely on-boarding and deboarding of passengers without disrupting traffic flow. The actual size of the pullout/boarding area is dependent on the number of transit vehicles, and of what variety, serve the station.

List of Proposed Transit Centers:• Denver Union Station• Belleview Transit Center• Colfax & Colorado Transit Center• Alameda Transit Center• Broadway Transit Center• Federal & 38th Transit Center• Central Park Transit Center

List of Proposed Transit Stations:• Cherry Creek Station• 40th & Colorado Station• Decatur & Federal Station• Lowry Station• Peoria Station• Federal & Evans Station• Federal & Alameda Station• Colfax & Yosemite Station• 38th & Sheridan Station• 38th & Blake Station• 41st & Fox Station• Montbello Station• Civic Center Station



Transit Center Improvement Recommendations

• Distinctive pavers• Clear stop identification/ signage• Large shelters• Real time information boards• Bike racks• Bike lockers• Line specific branding• Off-street vehicle stop area• Improved lighting• Bike repair station• Garbage receptacles• Landscaping• Park and ride facilities (except Union Station) • Place electric vehicle charging stations

To the left is the current I-25 and Broadway RTD light rail stop. To the right is the potential I-25 and Broadway Transit C

Physical Improvement Recommendations- Transit Center

Figure 29: Broadway and I-25 RTD Station Before



Figure 30: Broadway Transit Center After



Transit Station Improvement Recommendations

• Distinctive pavers• Clear stop identification/ signage• Large shelters• Real time info board• Bike racks• Line specific branding• Improved lighting• Garbage receptacles• Seating• Stop area bulbs/ pavement marking

To the left is a current RTD bus stop. To the right is the potential Alameda Transit Station after implementing the recommended improvements

Along with stop design recommendations, vehicle design recommendations are also made.

Vehicle Improvement Recommendations

• Low floor vehicles• Tier specific branding• Aesthetically appealing vehicles

Physical Improvement Recommendations- Transit Station/ Vehicles

Figure 31: RTD Bus Stop Before



Figure 32: Alameda Federal Bus Station After



Policy RecommendationsFinancing Methods

Rapid Transit:• Federal (Highway Trust Fund, TIGER)• Issue bonds (general obligation, revenue

bonds)• Special districts- BID, GID, TID• Mill Levy• Tax increase/ new tax• Room/ occupancy taxes• TIF• Value capture

Express:• General revenues • Naming rights• Tax policy• Automobile related fees- registration, rental,

lease, parking, emissions, congestion pricing, VMT

• Revenues- advertising, concessions• Mortgage recording fees• Corporate franchise taxes• Corporate sponsorship• Donations• Other fees- utility, business licensing,

development impact, realty transfers• (see TRB report http://www.trb.org/Main/

Blurbs/160356.aspx,pg 11 for local and state)

Coordination and partnerships• Work closely with RTD and other local transit

agencies• Partner with community organizations, both

governmental and community grassroots groups

• Use existing plans as guidance• Land use and zoning

• Create TOD overlay district• Encourage high-density mixed use

development around Nodes• Use zoning tools to create transit corridor areas• Incentivize development around transit nodes

and corridors

Parking• Undertake parking study for all nodes to

determine appropriate build level• Implement developer incentives to reduce

parking spots• Provide car share designated parking• Lower development parking requirements in

city regulations

Technology Integration• Create mobile app with real time tracking• Integrate non-cash payment options• Provide refillable smart card payment option

Operations and Scheduling• All rapid transit and express lines should

operate at least 21 hours per day• Timeliness of services is of the utmost

importance• Optimized transfer schedules at all nodes• Ensure cleanliness of busses• Ensure garbage collection

Marketing and Branding• Hold branding design competition for bus and

logo designsRapid lines:• Broadway• Colfax• Colorado• Federal

• Hill to HillExpress lines:• Park Express• Alameda Express• Mile High Express• Eastside Express• Northeast Express• Evans Express• Cherry Creek Express

Public Engagement• Undertake robust public input process• Hold public meetings at locations throughout

the city• Engage with community groups and leaders• Engage with business and development

community• Create web-based information resource (eg:

i70east.com)



Marketing and BrandingAll Rapid and Express stops should be branded. Uniform and identifiable colors should be used for each line, while incorporating the overall brand of the Denver Enhanced Transit System.

Figure 33: Recommended Stop Branding



Recommended Lines- Moving 5280 System PlanTo the left the complete system plan can be found the recommended corridors will be displayed in more detail on the following pages. The plan which has been dubbed the Moving 5280, attempted to balance all three principles to achieve the best outcome for all residents of Denver. The balanced plan uses the current and future RTD rail system as a backbone. Nodes are proposed to allow transit users to transfer to high speed transportation options throughout Denver.

The recommended Rapid lines are:• Broadway• Colfax• Colorado• Federal• Hill to Hill

The Recommended Express lines are:• Park Express• Alameda Express• Mile High Express• Eastside Express• Northeast Express• Evans Express• Cherry Creek Express

Figure 34: Recommended Lines



The Rapid SystemThe Rapid system consists on lines where modal upgrades are recommended. These lines are expected to have the highest ridership in the system and are seen as critical connections.

The recommended Rapid lines are:• Broadway• Colfax• Colorado• Federal• Hill to Hill

Figure 35: Rapid System Map



Recommended Rapid Lines- BroadwayAs the principal north-south artery in central Denver, the Broadway corridor (including Lincoln Street where it is an arterial) is a prime candidate for rapid transit enhanced transit. Where Lincoln Street terminates and becomes 20th Street in downtown Denver, the enhanced corridor travels northwest along 20th Street to Coors Field, turning southwest at Chestnut Street to serve Denver Union Station. The route then returns to Broadway via 17th Street, which is currently without the enhanced transit that 19th, 18th, and 16th Streets currently feature. This corridor connects Denver Union Station with the burgeoning Broadway Station area while serving neighborhoods not served by existing light rail. The corridor should terminate at Evans Avenue on its southern end, for the purpose of furthering the creation of an enhanced transit grid.

Figure 36: Broadway Line



Recommended Rapid Lines- ColfaxPreviously Denver’s principal thoroughfare, Colfax Avenue should be served by rapid transit enhanced transit across town from Denver’s boundary with Aurora to its boundary with Lakewood. Colfax Avenue is currently underserved by RTD, as demand for service exceeds what can presently be carried by RTD buses. Because of this shortcoming, and considering that previous feasibility studies support rapid transit enhancement along Colfax Avenue, the importance of enhancing of this corridor is stressed.

Figure 37: Colfax Line



Recommended Rapid Lines- Colorado Notoriously congested and without any existing high-speed transit, rapid transit enhancements are proposed for Colorado Boulevard. For the highest level of connectivity, the enhanced corridor should extend between the Colorado Station transit center on the southern end to the Colorado-40th transit station on the northern end.

Figure 38: Colorado Line



Recommended Rapid Lines- FederalFederal Boulevard is one of the primary north-south routes in Denver, as well as one of the most-utilized transit routes operated by RTD. It is proposed that a rapid transit enhanced transit corridor extend across town from Denver’s border with Adams County on the north to its border with the city of Sheridan on the south.

Figure 39: Federal Line



Recommended Rapid Lines- Hill to Hill To enhance connectivity between the popular and developing Highland, Capitol Hill and Golden Triangle neighborhoods, a rapid transit circulator is proposed. Beginning at the Federal & 38th transit center, the route should travel along 38th Avenue to Zuni Street, where it turns south and then east on 29th Avenue. The route should enter the downtown area along 15th Street, where it should turn onto Blake Street and then onto 14th Street, in keeping with the current directional flow of traffic. Where 14th Street meets Civic Center Park, the route should complete a loop, utilizing Colfax Avenue, Grant Street, 13th Avenue, and Bannock Street, before re-entering the Central Business District via 15th Street. This proposed pathway is recommended as such for the purposes of best utilizing existing infrastructure, increasing mode share along busy 15th and 14th Streets and discouraging the use of motor vehicles to travel to and through these most-dense portions of Denver.

Figure 40: Hill to Hill Line



The Express SystemThe Express system consists on lines where modal upgrades are not recommended. Amenity and service upgrades are recommended to bolster current service. While having lower ridership than the Rapid system, the Express system should have significantly higher ridership than local bus service.

The recommended Express lines are:• Park Express• Alameda Express• Mile High Express• Eastside Express• Northeast Express• Evans Express• Cherry Creek Express

Figure 41: Express System Map



Recommended Express Lines- Park ExpressAn express Route is proposed to run along 38th Avenue, beginning at the 38th Avenue and Sheridan node, to Park Avenue, where it will turn southeast to run the entire length of Park Avenue. The route should turn east onto Colfax Avenue and then south, serving the York Street/Josephine Street corridor, until it passes through the Cherry Creek transit station, finally ending at the junction of University Boulevard and Alameda Avenue. This route will provide a direct connection between Highlands and central Denver in the area of Cheesman and City Parks. Both Park Avenue and 38th Avenue can support enhanced transit, and it appears likely that such investment could spur economic development along the route.

Figure 42: Park Express



Recommended Express Lines- Alameda ExpressA express Route is proposed for Alameda Avenue from Denver’s Boundary with Lakewood on the west to the Cherry Creek transit station to the east. Such an improvement should increase the aesthetic and functional qualities of Alameda Avenue by providing a more pedestrian-friendly environment with its many express amenities, encouraging economic development.

Figure 43: Alameda Express



Recommended Express Lines- Mile High ExpressA new express circulator route is proposed for the Central Business District and RiNo. Currently, RTD operates the Free MallRide and the Free MetroRide to connect Denver Union Station with Civic Center Station (two important nodes). These routes travel northwest to southeast (and vice versa). The installation of southwest to northeast circulator will expand coverage of easily accessible transit to tourists, students, business people and other users of the downtown area. It will meet the important goal, as described in the review of pertinent existing plans, of connecting Auraria with the Ballpark area. It should increase economic development opportunities throughout its service area; particularly in the developing RiNo area as a result of enhanced access to that district.

Figure 44: Mile High Express



Recommended Express Lines- Eastside ExpressAnchored by the Belleview Station transit center to the south and the Central Park Station center to the north, this proposed express route serves the eastern portion of Denver with enhanced transit. Notably, the route serves the important Stapleton and Lowry areas, and, through connections with other enhanced corridors, provides access to the remainder of the city to these neighborhoods which are very much on the municipal fringe. In ensuring adequate access to Stapleton, Lowry and other areas of change, this route should not follow one arterial, but rather several. From Belleview Station, the route should follow Union Avenue to DTC Boulevard, where it should turn north, and continue northward along the arterial as Tamarac Drive and then as Quebec Street. Where Quebec Street meets Lowry Boulevard, it should turn east-north-east, following the Lowry arterial to Yosemite Street, where it will turn due north. Yosemite Street will eventually become Central Park Boulevard, and this route will follow the Boulevard to the Central Park Station transit center. Due to the non-linear nature of this route, it is recommended that a substantial branding effort be implemented to clearly identify this route along the entirety of its path.

Figure 45: Eastside Express



Recommended Express Lines- Northeast ExpressTo better connect the neighborhoods of Montbello and Gateway with the rest of the city, an express route is proposed for the northeastern portion of Denver, south of Denver International Airport. Beginning at Central Park Station, the route should travel along Central Park Boulevard to 56th Avenue, continuing to Chambers Street, where it should turn south on Chambers and then west on the Gateway Avenue/51st Avenue arterial corridor to Peoria Street. The route should then turn south on Peoria Street, terminating at the Peoria Station transit station.

Figure 46: Northeast Express



Recommended Express Lines- Evans ExpressA express Route is proposed for Evans Avenue from the Federal and Evans node on the west to its junction with the East Side route. Such an improvement should increase the aesthetic and functional qualities of Evans Avenue, by providing a more pedestrian-friendly environment with its many express amenities, encouraging economic development.

Figure 47: Evans Express



Recommended Express Lines- Cherry Creek ExpressThis express route, would provide a high speed connection between the Highlands, Cherry Creek, and Lowry. Currently, there is no readily distinguishable transit route along Speer Boulevard, which supports high speed transit and accesses many neighborhoods. In its southern portion, this express route works to connect the Lowry area with the Cherry Creek area, traveling between the two namesake nodes, largely along East Alameda Avenue. This provides a link from the East Side route into the southern portion of central Denver, which complements the link between the East Side route and the Central Business District provided by the Colfax Avenue route. Together, these routes provide options to transit users in regards to how they would like to access the heart of the city, and what they’re final destination can be when choosing enhanced transit over the private automobile.

Figure 48: Cherry Creek Express



Moving 5280 Final Line RecommendationsA map of the entire Moving 5280 concept final line recommendations and the current and future RTD system.

Figure 49: Complete System map with RTD Lines



Phasing

Figure 50: Phasing



Denver Enhanced Transit Corridors PlanDenver Rides


Executive SummaryPurposeThe purpose of Denver Rides is to establish specific actions the City and County of Denver need to take within the next twenty-years to realize the vision set out in the Denver Strategic Transportation Plan and Blue Print Denver. Denver Rides builds upon the vision for reducing singular-motorized trips in Denver, and emphasizes the need for a convenient and accessible transportation network that links people to employment centers, social services, and recreation opportunities.

Denver Rides is a mode-neutral and action-oriented transportation plan that establishes a toolbox of tier I and tier II facility types, and an implementation and phasing strategy for the enhancement of existing and proposed transportation routes. Denver Rides focuses on person trips and travel sheds, and establishes a series of measurable goals and objectives to track increases in mode share, transit access equity, and economic opportunities.

Projections & Trends• Regional population growth of 1.3 million

people by 2030• FasTracks is to be completed by 2016Between 2015 and 2030 (source: Denver TOD Economic Analysis and Market Study):• Upwards of 50,000 residential units coming

online (totaling 328,005)• Nearly 20,000 new retail jobs (totaling 117,000)• Approximately 35,000 new office jobs (totaling

240,000)

Vision StatementDenver Rides will enhance existing transit options and amenities, providing a more convenient

network that gets people where they are going faster.

GoalsDenver Rides seeks to improve mobility by providing greater geographic coverage for fixed-route transit options. The first goal states that Denver Rides will create:

A transit network where every household is within a quarter-mile (10-minute walk or 5-minute bicycle ride) of stop or station.

By making the transit system more accessible and convenient for all users, Denver Rides works to reduce motorized trips. This second goal focuses on commuter trips due to available data, and the ability to measure progress. Denver Rides puts in motion a way for the city to:

Increase transit usage/ridership/mode share to 15% by 2030.

Enhancing the transit network and increasing ridership also requires an improvement to stop and station amenities, and corridors. Not only does this goal reinforce the first two, it emphasizes the importance of economic development in a way that builds upon the success of Transit Oriented Development in the region.

Encourage increased density along transit corridors and at transfer hubs.

ObjectivesDenver Rides objectives are measurable targets to guide the transit enhancement process from technical planning and design, to community

engagement and stakeholder outreach, and finally implementation. These objectives are based on the criteria of increased mode share, improved social equity, sustainability, and economic development, and to do so requires an enhanced system for choice and non-choice riders alike.

Objective #1 – Increase Geographic Coverage Objective #2 – Invest in Stop and Station Amenities Objective #3 – Facilitate Multi modal Connections Objective #4 – Ensure Equal Access Objective #5 – Improve Convenience Objective #6 – Reconsider Auto-Centric Policies

Denver Enhanced Transit Corridors Plan Denver Rides


Executive SummaryNetworkDenver Rides establishes tier I and tier II route typologies to organize the enhancement of the existing transit network, through the expansion and/or modification of existing routes, the addition of new routes, and improved facilities and amenities. Enhancements will be physical and operational, and phased over a 15 year period.

Denver Rides proposes enhancing of 101.2 miles of the transit network, through tier I and tier II improvements. A breakdown of the proposed improvement and cost is shown in the spreadsheet below. Tier I improvements make-up 39 percent (40 miles) of the proposed network enhancement, and tier II 61 percent (62 miles).

Figure 51: Phasing, Cost, and Distance



Executive SummaryImplementationThe total estimated cost of tier II and tier II enhancements described in Denver Rides is $1.48B (2015 dollar value). Tier I improvements are projected to cost $1.2B or 81 percent of the total projected cost, and $2.9M or 19 percent for tier II improvements. The phasing plan for tier I improvements, the phasing plan breaks down to $456M for phase I, $466.5M for phase II, and $264M for phase III. For tier II improvements, the phasing plan breaks down to $60.65M for phase I, $117.2M for phase II, and $113.1M for phase III. Route prioritization informed the phasing strategy for Denver Rides, and is designed to produce the greatest return on investment by maximizing opportunities pertaining to mode share, equity, and/or economic opportunities (development). The following graphics summarize the plan’s implementation costs and phases.

Figure 52 (top left), 53 (bottom left), 54 (top right), 55 (bottom right): Length per Phase, Cost per Phase, Distance per tier, Cost per tier



BackgroundWhat is Denver Rides?Denver Rides builds upon the vision for non-singular-motorized transportation in Denver by establishing a series of measurable goals and objectives for enhancing mode share, transit access equity, and economic opportunities. Denver Rides emphasizes the need for a convenient and accessible transportation network that links people to employment, social service, and recreation opportunities. The Plan also supports the development of an efficient, clean and innovative transportation network.

Currently, the Regional Transportation District (RTD) provides transit services in the City and County of Denver, which is also responsible for the regional FasTracks program. While FasTracks is important in bringing people to and from the city, Denver also needs an enhanced transit network to better serve people living within the city who depend on or would like to use transit as a primary mode of transportation. The Plan identifies transit enhancements that complement FasTracks, and improvements from DRCOG, CDOT, and the private sector.

Denver Rides is a mode-neutral and action-oriented transportation plan that establishes tiers and implementation phases that address goals and objectives - , accounting for projected growth and transportation system demands. The Plan also addresses opportunities for partnerships, and identifies funding strategies, reflecting a need for flexibility due to financial constraints and competition for scarce resources

Policy FrameworkDenver Rides integrates citywide policy for mass-transit into particular recommendations for an enhanced transit system. Blueprint Denver remains a critical document in setting the land-use and transportation vision for Denver, particularly by identifying corridors for enhancement (p115) and areas of change. The Strategic Transportation Plan (STP) expands upon the vision established in Blueprint Denver, identifying ‘Transit Support Strategies’, that include, “upgrading transit service frequency, expanding hours of operations, expanding transit route structure, enhancing transit stops and passenger amenities, and improving transit operations by implementing strategies such as Transit Signal Priority . . .” (p19). The STP is particularly important and innovative by limiting the expansion of the public right-of-way, and focusing on moving people, not just cars; emphasizing improvements to the function and efficiency of the existing street, and stating short- and long-term strategies.

Denver Rides integrates the visions and goals outlined in Blueprint Denver and the STP, evaluates their feasibility and makes robust recommendations for an integrated and enhanced transportation network. Denver Rides is the Mass Transportation Plan for the City and County of Denver.



Goals and ObjectivesTransportation goals are intended to guide the overall planning of the enhanced transportation network. They establish a link to key goals outlined in the Strategic Transportation Plan and Blue Print Denver as well as reflect the intended outcomes of City and County of Denver. The outcomes include economic development, a greater transit modeshare, and a more equitable city. Each of these outcomes are symbolized throughout the plan as the following:

Objective #1 - Increase Geographic CoveragePhysicalLocate routes in areas with a high concentration of transit dependent residents.

Locate routes that connect directly to essential services, including social services, grocery stores medical care, and employment centers.

OperationalExtend service hours to increase service coverage area at certain times.

Objective #2 - Invest in Stop/Station AmenitiesPhysicalEnhance high traffic transit stops with permanent amenities to improve that increase rider safety, system legibility and connectivity.

Ensure basic amenities at all stops citywide.

OperationalProvide regular maintenance at all transit stops.

Keep stop and adjacent streetlights on during hours of operation.

Objective #3 - Facilitate Multi modal ConnectionsPhysicalProvide a complete pedestrian network within ¼ mile of every stop, including functional concrete sidewalks, crosswalks and curb ramps.

Connect existing bike routes to transit stops, and locate new stops at intersections where Denver Moves recommends new bike routes.Provide bike parking at transit hubs and high traffic stops.

Encourage the development of B-cycle stations at transit hubs.

Provide a wayfinding system within a ¼ mile of transit hubs and high volume stops.



Goals and ObjectivesOperationalExpand RTD’s timed transfer policy to high volume stops citywide.

Objective #4 – Ensure Equal AccessOperationalImplement a means based fare system for residents below 200 percent of the federal poverty levelBehavioralExtend travel training programs to recent immigrants, non-English speakers, and children.

Encourage the adoption of work and school based travel plans

Objective #5 - Improve ConveniencePhysical Reconfigure the right of way on Tier 1 corridors for dedicated or peak priority transit lanes.

Prioritize traffic signals for transit along Tier 1 corridors during peak hours.

OperationalReduce headways during peak times along high traffic corridors.

Develop a web based application that tracks buses and trains in real time

Develop an electronic payment system that allows riders to pay before boarding transit, and institute an electronic payment only system on high volume corridors.

Distinguish route and stop typologies through visual design elements.

Objective #6 Reconsider Auto-Centric PoliciesPhysicalReduce parking requirements for development along enhanced corridors.

BehavioralInstitute a congestion pricing policy along high traffic corridors and within urban centers.



ProcessIdentifying the NetworkRTD’s fixed-route transportation network currently has 118,385 miles of service across the region, establishing a strong foundation which Denver Rides seeks to build-upon. The City has identified three goals that informed the overall selection and analyses process: Increase Transit Mode Share, Improve Social Equity, and Stimulate Economic Development. Denver Rides was a two phased process completed between January and May 2015.

Brainstorming Workshop & MappingConducted with the Transit Alliance, this first step of the phase II transit enhancement plan development process was important in identifying critical transportation issues facing communities and corridors. The tools for the brainstorming included markers, trace paper, and three maps that accounted for the goals identified by city staff: Economic Development, Increased Mode Share, and Social Equity. We integrated their feedback into our methodology, which led to the analysis of more variables in the two concepts later developed; particularly our adoption of a “multi-destinational” approach.

The purpose of the economic development map was to identify the existing conditions (surface parking lots, supermarkets), plans (Blueprint Denver, Urban Centers) or studies (2013 Retail Study) that indicated enhanced transit may aid in realizing the vision for these areas. This is particularly true for underutilized parcels, such as parking lots, where enhanced transit may encourage redevelopment of a parcel into a more productive and intense use.

Data was collected from Denver Open Data Catalog, DRCOR Regional Data Catalog. Data collected from Denver included major trip generators (supermarkets, libraries, higher education, areas of change, etc.). Data collected from DRCOG included urban centers.

Figure 56: Areas of Change, Urban Centers, and Arterials



ProcessIncreased Mode ShareTo encourage an increase in mode-share among residents and visitors to the Mile High City, we mapped the most used transit lines, single-occupancy vehicle commute percentage, transit commute percentage, and automobile traffic citywide. Coupled with existing routes, research into headways and hours of operation, we were able to identify travel sheds that may benefit from enhanced transit service.

Figure 57: Traffic and Commute Type



Social EquitySocio-economic data was analyzed using ArcGIS, and aggregated using the Kreagin tool, to create a kind of socio-economic heat-map to illustrate the spatial intensity of these characteristics within Denver. Variables analyzed were sourced entirely from US Census tract data, and included: low-income, women as head of household, households with an above average number of kids 10-19, residents years 65+, areas of high-unemployment. These variables were chosen due to their perception as indicators of transit-dependency.

Overlaying existing fixed-routes onto the heat-map indicated where gaps exist in the geography of the current transit network, particularly identifying underserved neighborhoods and transit inclined/dependent populations.

This step in the process provided us with an enhanced understanding of the critical transportation issues facing neighborhoods and corridors, and would ultimately lead to our two concepts and route selection.

Process

Figure 58: Index of Transit Dependency



ProcessRoute – Goal Correlation Heat MatrixTo determine which routes to enhance, we first created a ‘Goal Correlation Heat Matrix’ to organize and visually represent each selected corridors relationship to the goals identified by City staff. Routes selected were informed by the existing conditions analysis conducted in phase I, and the feedback received from the Transit Alliance stakeholder group and intercept interviews.

The darker colors in the matrix indicate higher levels of correlation

Alternative Concepts & SWOT AnalysisThe final component of this stage included presenting two alternative concepts, and conducting a SWOT analysis, from which some routes were altered or removed. Concept I emphasized routes that increased social equity, and concept II routes that encouraged economic development; both routes anticipated an increase in mode share.

Concept 1 received praise for the way it expanded coverage throughout the city and had flexible infrastructure. There were concerns about the operation of proposed circulators, the number of transfers required to get downtown, whether existing right-of-way could accommodate buses, and that it did not offer benefits to each voting district.

Concept 2 was well received for its U shape across town, and the matching of public investments with areas of economic change. Its weaknesses thou were that it did not expand service to transit dependent areas and did not factor in operational constraints at line ends.

Figure 59: Phasing and Goal Correlation



ProcessFrom this process we combined the strongest components of each concept into a single concept, which would become Denver Rides.

In-Depth Research & JustificationsIn-depth research was conducted to inform our phasing recommendations, and implementation principles. The body of this research includes studies conducted for the City and County of Denver, some for neighboring municipalities, and a large amount of professional and academic research analyzing local, national and international transit enhancement data.

Economic Development The 2013 Retail Study, conducted by Economic Planning Systems for the City and County of Denver, was an important document and informed our prioritizing areas for transportation enhancements as it identified “opportunity areas” where enhanced transit may bolster economic development - particularly areas for retail growth. The opportunity areas identified include: Regional Expansion, Potential Regional Retail Center, Emerging Neighborhood District, Refill/Redevelop. The first recommendation outlined in the study’s conclusion states, “Ensure that all Denver residents have the opportunity to buy the full range of retail goods and services within the city” (p21). Denver Rides seeks to provide that opportunity, and spur economic development by doing so.

Other literature reviewed was the role of enhanced transit and access-related price effects on land, whereas land becomes more accessible, it’s perceived usefulness for locating commercial or residential activity increases, inducing demand which inevitably raises its value – ultimately

Figure 60: Areas of Retail Growth (EPS, 2013)



Processinducing the land holder/user/developer to use the land more intensely (Bartholomew and Ewing 2011, p20). The research further indicates that, introducing transit service to an area, particularly if that service operates in its own right of way, has the net effect of increasing the relative accessibility of that area compared to other areas at the same or less distance from downtown or other activity centers but without transit (retail centers, DRCOG urban centers) (Englewood Corridor Retail Assessment p2 section IV, 2011). These findings are reinforced in a report by the Center for Transit Oriented Development states, “if transit is planned in a way that makes strong connections to significant employment centers, it can also promote residential TOD in places on the transit corridor where commercial uses are less likely to locate” (p27).

Factors influencing the degree of relative accessibility (Bartholomew and Ewing 2011, p22)• Frequency• Geographic Extent• Speed• Length• Intensity• Geographic extent of traffic congestion on

same or parallel road

One example of the impact enhanced transit may have in an area is the Pearl District, near downtown Portland, Oregon. Prior to the city constructing a street car line in 2007, area development was less than half the density allowed in the zoning code. After the city constructed the street car development increased to between 60 and 90 percent of the allowable density (measure by floor-area-ratio) (Bartholomew and Ewing 2011, p21).

Figure 61: Urban Centers (DRCOG GIS)



Process

This research informed our route selection as we adopted a “multi-destinational” approach, focusing on connecting these regional employment clusters outside of the traditional hub-and-spoke system that emphasizes the Central Business District.

Mode ShareThe Recommendations in Denver Rides that pertain to increasing mode share are grounded in research. Background information on the effect of new or creative solutions is below.

On-Demand Bus ServiceA review of the literature regarding low-intensity (density being a factor of use, not form) business parks suggests that, regardless of how close office buildings may be to transit, these areas are unlikely to entice many workers to use transit if there is a lack of midday service or too great of distance between stop/station and destination (Cervo 2005). Due to these findings, and the emergence of on-demand or non-fixed bus routes, we determined this type of service would be the optimal choice for the Denver Tech Center area. Examples of this type of service include the Bridj an on-demand bus pilot project in Boston, Brookline and Cambridge, Massachusetts, where the roaming bus has been encouraged as, “supporting the City’s sustainability and traffic reduction goals well into the future”; the average fare is $5 (News Article Luna, 2014). A similar service has been implemented in Helsinki, Finland, where the on-demand service allows riders to determine a start and end point, and whether to share a journey or take a private trip. It is intended not to compete with cabs, but to make it easier for drivers to become (quasi-) public transit riders.

Equity

The following discussion describes and provides support for each policy recommendation.

Ensure basic amenities at all stops citywideThe 2014 Denver Westside Transit Enhancement Study - Physical Needs report categorized bus stops according to their local land use, transit function, and ridership, and recommended what amenities are ‘critical’, ‘should have’, or ‘nice to have’. The amenities recommend as ‘should have’ and ‘nice to have’ amenities varied by stop typology, but the study recommended that the ‘critical’ amenities at all stops include a concrete pad, curb ramp, crosswalk, and access walk.• Concrete pad – The above ground, paved

surface at a stop location meant for rider waiting, boarding, and alighting.

• Curb ramp – An accessible curb ramp at the street corner nearest the stop.

• Crosswalks – Painted crosswalks at the nearest intersection to the stop.

• Access walk – Paved connection from the stop to the nearest street corner and ramp.

Keep stop and adjacent streetlights on during hours of operationA meta-analysis (Farrington, 2002) found that the eight case studies that measures the effects of improved street-lighting on crime, taken together, showed that improved street lighting reduced crime by 7 per cent. All residents should feel safe in their daily lives, including accessing transit, and it is critical that streetlights around transit stops be kept on during hours of operation to address both real and perceived safety.

Provide a complete pedestrian network within ¼ mile of every stop, including functional concrete sidewalks, crosswalks and curb rampsResident surveys in Portland, Oregon (Strathman, 1999) were performed after pedestrian infrastructure around transit stops has been improved. The survey found that the improvements did have a positive effect on both choice and non-choice user’s decision to use transit.This suggest that sub-par pedestrian infrastructure can discourage residents from using transit, and it is a critical that the city improve the pedestrian networks around transit stops to allow all residents equal access to transit.

Implement a means based fare system for residents below 200 percent of the federal poverty levelAn aggregate study of European and American cities (Fearnley, 2013) found that reduced fares for low-income residents significantly increase trips on public transit for those residents, but most growth is former public transport users making more bus trips. Reduced fares have little proven effect on getting people to switch modes from automobile to transit, but do increase overall transit usage of those who receive reduced fares. This increased passenger volume must be concurrent with corresponding service increases, or overcrowding and unreliable service will result. The necessary services will come at a financial cost, but should be incorporated as an integral part of a transit system that places value on equity.

Extend travel training programs to recent immigrants, non-English speakers, and childrenBefore and after surveys of senior adult communities (Shaheen, 2007) found that 85%

planned to take public transit more frequently after receiving training, and that there was a significant decrease in automobile usage. The study extrapolates that travel training may have similar results with other populations that lack knowledge of the transit system, such as non-english speakers and recent immigrants. Non English speakers, recent immigrants, and children face similar knowledge based barriers to transit use, and extending current travel training programs to these demographics can help to remove these barriers.



Final ProductGiven the conclusions of this research, the existing conditions, public feedback, direction from city staff, and our own creativity, the following map details our complete concept plan for Denver Rides.

Figure 62: Denver Rides System Map



NetworkEnhanced RoutesThis section details the specific routes we have identified for enhancements. There are seventeen in total.

FederalFederal Blvd. is an important Denver corridor, stretching 9.2 miles. Along it, there are generally low household incomes, high bus ridership and the Sun Valley retail opportunity area.

Figure 63: Federal Line



NetworkColfaxColfax as another essential corridor as its 9 miles extend the length of the city and connect directly to downtown Denver. There are a wide range of income levels along its length, so an enhanced transit line can reach the transit dependent as well as choice riders. As it stands, Colfax’s Route 15 has the highest number of boardings in the city. Colfax also serves two retail opportunity areas.

Figure 64: Colfax Line



NetworkBroadway-BrightonThis Tier 2 service connects downtown with the National Western Stockshow, as well as serving a burgeoning River North district.

Figure 65: Broadway-Brighton Line



NetworkAlamedaAlameda bisects the city and therefore is an important line in extending geographic service coverage. Currently it has moderate ridership levels, but connects underserved western neighborhoods to light rail and the developing Lowry neighborhood in the east.

Figure 66: Alameda Line



NetworkBroadway-LincolnThis Tier 1 line connects Civic Center Station to the light rail. This adds convenience as it allows riders to choose whether to arrive downtown at Union Station or Civic Center Station. The line services a diverse population and has high ridership levels already

Figure 67: Broadway-Lincoln Line



NetworkColoradoColorado Avenue is another major Denver throughway which carries thousands of daily drivers. In order to increase the road’s overall capacity, fast transit service is needed. Currently, ridership levels are moderate, but it does serve two retail opportunity areas.

Figure 68: Colorado Line



NetworkEvansEvans is the southernmost arterial road that spans the entire width of Denver. Its location connects many neighborhoods to high quality transit service, either another Tier 1 line or RTD’s light rail. Along Evans, there is a mix of incomes moderate transit ridership, and one retail opportunity area.

Figure 69: Evans Line



NetworkQuebecThis tier 2 route runs the entire length of Quebec St., from Northfield to Evans. It provides a strong connection to Denver’s legacy airfields, Stapleton and Lowry.

Figure 70: Quebec Line



NetworkMontbello- Green Valley RanchAnother Tier 2 route, this connects two of Denver’s most peripheral neighborhoods to light rail service. This allows residents to take the train downtown or to Aurora.

Figure 71: Montbello-Green Valley Ranch Line



NetworkPeoriaThis is one of the smallest route recommendations, at 2.1 miles. Like the Montbello – Green Valley Ranch route, it helps connect the northeastern neighborhoods to rail.

Figure 72: Peoria Line



NetworkSpeer-LeetsdaleThis 8.8 mile Tier 1 route provides a rare diagonal connection across the entire city. It goes from the Highlands, to Downtown, to Cherry Creek, and ends at Lowry. This route serves four retail opportunity areas.

Figure 73: Speer-Leetsdale Line



Network38th AvenueThe 38th Avenue route branches off from the Federal Tier 1 service and connects Denver residents to Wheat Ridge.

Figure 74: 38th Ave. Line



NetworkGlobevilleGlobeville is a neighborhood isolated by freeways and train tracks, so providing efficient bus service was essential to improve resident access to downtown Denver and other transit opportunities. The 3 mile Globeville route circulates through the neighborhood and connects riders directly to rail service.

Figure 75: Globeville Line



NetworkElyria-SwanseaSimilar to the Globeville route, this Tier 2 enhancement connects the neighborhood’s residents with Tier 1 and rail services.

Figure 76: Elyria-Swansea Line



NetworkMLK Jr.This route is a Tier 2 cross town connecting route. It links Quebec and Downing streets and spans 3.7 miles. It serves a diverse population and has moderate preexisting ridership.

Figure 77: MLK Jr. Line



NetworkPerryThis line is a brand new route, serving the interior of neighborhoods bracketed by Federal and Sheridan Blvds. It Starts at Sloan’s Lake and the new development there and goes all the way to the Colorado Heights University. This line also serves a low income area.

Figure 78: Perry Line



NetworkFloridaAnother line in Southwest Denver, Florida helps connects low income neighborhoods to high quality transit. It connects to Federal’s Tier 1 service and RTD’s light rail at the Broadway and I-25 station.

Figure 79: Florida Line



NetworkUniversityThis route was selected for enhancement as a way to induce choice riders to the transit network. It serves a high income area, but is near the University of Denver student population and is an important link between RTD’s light rail and Cherry Creek.

Figure 80: Perry Line



Mode TypesWhile the this plan is mode neutral overall, certain corridors warrant capital intensive transit investments, Tier 1, while others would be best served by increased service frequency and duration, Tier 2. When considering the way each route will operate, Denver Rides recommends four different mode types: Tier 1, Tier 1 extensions, Tier 2, and Flex service. This section defines each in turn.

Tier 1Tier 1 services are the flagship routes of Denver Rides. They feature either designated right of way or signal priority to breeze through Denver’s increasingly congested main roads. They are also distinguishable because of their unique route names and bus designs as well as on board wireless internet. Additionally all Tier 1 routes will have five-minute peak headways to conveniently move large numbers of riders around the city.

Since Tier 1 services are capable of moving lots or riders quickly, they are capital intensive. The can come in multiple types of technologies such as Bus-Rapid-Transit or Street Car, but will require some road reconstruction.

Figure 81, 82: Tier 1 Vehicle Examples



Mode TypesTier 2: Tier 1 ExtensionsThis type of Tier 2 service will utilize the same transit technology as the Tier 1 service, only it will lack the designated right-of-way and five-minute headways. For example, Federal Blvd. serves as a Tier 1 trunk route, with three Tier 2 routes branching off at 38th Avenue. Passengers will not have to transfer from the Tier 1 service to the Tier 2 service, there will simply be three separate routes that utilize and service the same Tier 1 corridor.

Tier 2: Neighborhood RoutesTier 2 Neighborhood Routes are new, non RTD routes that reach deep into underserved neighborhoods and connect residents to either Tier 1 routes or the RTD FasTracks system. These routes are also meant to serve local, non-commute trips, connecting residents with destinations such as grocery stores, libraries, health facilities, and parks. Like other Denver Rides services, they will have unique bus designs and route names. They will have peak headways of fifteen minutes and operate at normal levels on the weekends to serve those non-commute trips. Since these buses will often run through residential areas, they will also all be hybrid vehicles, to reduce noise and air pollution, and help them be a community asset rather than a nuisance. Tier 2 Neighborhood Routes make it possible for Denver Residents to access high quality transit when they need it.

Figure 83, 84: Tier 2 Vehicle Examples



Mode TypesFlex ServiceFlex services are non-fixed route services that utilize live data to optimize routes and schedules. There are no routes, times, or bus stops. Potential riders use mobile apps to schedule their trips and destinations, and the service uses algorithms to create pickup and drop off locations for each rider within minutes. Such a systems have been successfully implemented by private entities in Boston and is being tested in Washington DC. Partnering with a private service provider would help residents make the first and last mile connections that are critical for making transit use a viable option for city residents. The service could also be provided at little cost to taxpayers. DenverRides recommends flex service implementation in the southeast, due to an irregular street grid and low population density.

Figure 85: Flex Vehicle Example



Stop and Station FacilitiesAnother important component to this plan is the experience riders will have waiting for transit or connecting from other modes. To meet the needs of existing and future riders Denver Rides establishes three transit facility types based on location, ridership, and plan goals. This section prescribes design principles for all facilities and describes how each facility type accommodates all of Denver’s riders and creates opportunities for multi-modal connections.

Design PrinciplesAll of Denver’s transit facilities should consider four design principles: Safety, legibility, dignity, and connectivity. • Safety: Efforts should be made to minimize the

chances of crime occurring at waiting facilities as well as avoid conflicts between pedestrians and automobiles

• Legibility: Riders should be able to determine where they are in the transit network, where their bus is going, and what community amenities are around their bus stop.

• Dignity: Riders should feel like their experience is a priority for the city. No transit rider should have to wait for a bus in the mud or on a snowbank.

• Connectivity: Riders should be able to access stops as pedestrians, cyclists, drivers, in wheelchairs, with strollers, etc. Storage should be available at stops, and the sidewalks should be in good repair.

Riders should also know they have arrived in Denver based off the quality, look, and feel of their bus stop. The following images are Denver examples of elements that should be incorporated into facility design where appropriate.

Figure 86, 87, 88, 89, 90, 91: Station Amenities



Stop and Station FacilitiesBaseline Bus StopThe Neighborhood Bus stop is meant to be the universal baseline standard for bus stops across the entire city. It applies to Denver Rides lines as well as the existing and future RTD lines. The neighborhood stop exemplifies the standard of care and dignity Denver hopes to provide to all transit users. Riders should know when they enter Denver by the quality of its bus stops. The Baseline Bus Stop is meant to impact its surrounding environment as little as possible while providing dignity and safety to riders. As such, every stop must have route sign and schedule, a crosswalk at the adjacent intersection, a concrete pad to wait on, and pedestrian scale solar lighting. No Denver rider should have to wait in the dark or in the mud, and no bus stop should be a neighborhood nuisance, and the Baseline Bus Stop serves both goals.

Figure 92: Baseline Bus Stop Example



Stop and Station FacilitiesHigh Traffic Bus StopHigh Traffic Bus Stops are the city-wide minimum standard for bus stops have fifty or more daily boardings. According to RTD data, there are about three hundred such stops around the city. As these stops already serve many customers, they must have the amenities to ensure that it is an enjoyable experience for all of them, as well as amenities that can attract new riders. These stops serve many transit goals, including safety, legibility, dignity, and connectivity. These stops feature signalized crosswalks, pedestrian scale lighting, route maps, shelters, seating, waste receptacles, and bike racks.

Figure 93: High Traffic Bus Stop Example



Stop and Station FacilitiesTransit HubTransit Hubs are uniquely Denver transit stations that serve the intersections of Tier 1 Routes. These are high traffic areas, meaning that they will be the face of intra-Denver transit for existing and potential riders. As such, they deserve the best design and amenities in the entire city. The Transit Hubs seek to facilitate transfers between all possible transportation modes in a comfortable and convenient way. Pedestrians will enjoy signalized crosswalks at the nearest intersections and sidewalk improvements. Cyclists will enjoy bike racks, a bike share station, and for added security, bike lockers which they can rent. Riders arriving by car will enjoy car share spaces and a pick-up or drop-off zone. All riders will enjoy maps, way-finding to nearby destinations, shelters, seating, and landscaping. All modes are welcome at Transit Hubs, and anyone waiting at one will do so in safety and comfort.

Figure 94 (top), 95 (bottom): Transit Hub Example, Transit Hub Locations



ImplementationImplementation PrinciplesDenver Rides will be implemented with the support of Public Works, RTD, private developers, and Denver Residents. Denver Rides outlines a framework to prioritize physical improvements and operational changes over time.

The phasing plan is contingent on current conditions, project timelines, and funding availability. As conditions change, the phasing can be altered to reflect a new context while remaining true to the original goals of Denver Rides.

Pedestrian and bicycle accessibility will be incorporated at all project phases.

Routes will connect to workforce/affordable housing and integrate workforce housing into the station areas at major transit hubs.

Collaborative partnerships with developers, special districts, advertisers, and citizen groups will be pursued in the design and funding of enhanced transit stops and stations.

The implementing partners will ensure a basic level of amenities at transit stops citywide before investing in new enhancements at stops and stations.

Capital improvement Program operations and maintenance funds should be prioritized to maintain a basic level of amenities at all transit stops citywide before maintain enhanced amenities.

When a Tier 1 corridor is implemented, a given supporting element (Enhanced stations, dedicated/priority ROW, signal prioritization) will be completed throughout the corridor.

Project PhasingDenver Rides is anticipated to be completed over the next fifteen years in three phases. Each phase is roughly the same cost and distance, but special priority was made for the routes that met all of the plan’s goals and could capture value to help fund future improvements. The chart below details which routes will be in which phase.

Figure 96: Phasing and Goal Correlation



ImplementationPhase 1Phase 1 places investments where they are needed most. Routes targeted in phase one have some of the highest transit ridership and car traffic numbers in the city. At the intersection of Federal and Colfax, there is a large retail opportunity area, an important location for the city to step in and energize new investment and development into the area.

Figure 97: Phase 1 Build Out



ImplementationPhase 2Phase 2 builds off the routes in the first phase, and serves to spread enhanced service across the rest of the city. These investments ensure that the city’s major grid system is just as effective at carrying transit riders as they are carrying automobiles. Combined with Phase 1, these routes bring rapid enhanced transit to the borders of nearly every neighborhood in the city. Notable areas in Phase 2 include the Northfield shopping area and South Broadway, another corridor with very high transit ridership.




ImplementationPhase 3The third and final phase completes the Denver Rides picture, focusing neighborhood connections to other enhanced service. If phases 1 and 2 were the trunk routes, Phase 3 provides the branches. These routes are especially well suited to address the city’s equity concerns, as they reach deep into underserved neighborhoods.




ImplementationEstimated CostThe estimated total cost of all tier I and tier II transit improvements identified in Denver Rides is $1.48 billion (2015 dollars). In addition, the city wide amenity upgrades are estimated to cost $87 million. Costs shown are intended to be used for long-range planning purposes and have an order of magnitude confidence internal.

Funding StrategiesThe City of Denver has identified approximately $8-$10 million in available funds for discretionary projects each year (2013-2018 Denver Capital Improvement Plan). In 2013, City agencies and departments submitted $18.6 million in discretionary project requests, 54 projects, to the Budget and Management Office, to be reviewed by Development Council. This suggests that Denver should seek additional funding support to implement the proposed enhancements. The recommendations outlined in phase I reflect the constraints of the discretionary budget, while recommending improvements if alternative funding is acquired. Recommendations outlined in phases II and III, assume alternative funding has been acquired. This also reflects the three prioritization tiers outlined in the Deferred Discretionary Capital Projects section of the 2013-2018 Capital Improvement Plan; 6-Year Work Plan projects are priority tier I, while 6-12 Year Work Plan projects are priority tiers II and III. This plan acknowledges that this timeframe and the implementation of the recommended enhancements are subject to the availability of funds and to decisions made through the CIP and the Development Council process.

Local funding options currently available off-the-shelf include: • General Obligation Bonds, Revenue Bonds • Certificates of Participation • Grants• Colorado FASTER (Funding Advancement for

Surface Transportation & Economic Recovery)• Parking meter revenue• Tolling of local streets and roadways within an

established transportation benefit district• Off-Street Parking Fees• Sales Tax on Gas

Regional, state, and federal funding sources for transit (capital improvements and O&M) are, appear likely to continue to be, increasingly scarce and competitive.

Regional funding options • DRCOG

State • CDOT• Agencies

Federal funding options currently available include: • Urbanized Area Grant Program (FTA Section

5307)• Bus, Bus Facility, and New/Small Starts Program

(FTA Section 5309)• Planning, Engineering (FTA Section 5339)• Special purpose federal grants such as the

Urban Partnership Agreement (UPA). Intended for specific to better manage peak hour traffic congestion (e.g. transit, technology, telecommuting).

• Surface Transportation Program (STP) block grants for transit projects, and distributed

by the metropolitan Transportation Improvement Program (TIP).• Congestion Mitigation and Air Quality

Improvement Program (CMAQ) funds are available for projects that aid in meeting and maintaining national ambient air quality standards, also available through the TIP process.

• The Transportation Enhancement Activities Program, also administered through the TIP process.

• The Bridge Replacement and Rehabilitation Program, provides assistance for bridges on public roads, available via the tip process.

• Transit Section 3018 Job Access/Reverse Commute Program provides funding for local programs to provide access and reverse commute services.

• Transit Section 3019 New Freedom Program provides additional tools to overcome existing barriers and improve ADA compliance so as to better integrate persons with disabilities into the workforce.

Other federal funding options may be available for unique or specific needs.

Public-Private Partnerships• Special service districts • Transit stations, shelters, benches and stops

may be provided for through franchise agreements with a private vendor that is funded through advertising

• Infrastructure improvements may be funded as part of development agreements.

Alternative Funding StrategiesA survey of transit funding strategies implemented across the US suggests a wide variety of alternative funding options for consideration exist. These include:• Value Capture: similar to impact fees and

development exactions, this betterment ad valorem tax or betterment levy represents the appropriation of land-value gains resulting from the installation of special public improvements in a limited benefit area.

• Local Improvement District¬ – Portland, OR – a property assessment tool designed to collect some site rent, based in increased land values, for funding transit-related improvements.

• Geo-Bond – Seattle, WA – financing mechanism is distinct from assessment devices that include the value of building improvements, as it focuses on the capture of land rent.

• Green Taxation• Congestion Pricing• Vehicle Emission Permit Fees• Special Benefit Districts• Impact Fees• Auto Trips Generated Fee (ATG) is based

on the premise that each net new vehicle trip generated by a project constitutes an incremental impact to the transportation network, and therefore requires mitigation. This approach establishes a direct connection between a project’s environmental impacts and mitigation, and is easily measured.

• San Francisco, CA – applied to most non-residential new development citywide to offset the impacts of new development impacts on the City’s transit system. Revenue generated is used to fund capital and system maintenance.



Implementation

Monitoring Progress/ Tracking GoalsMonitoring progress and tracking goals is a critical component of any visionary plan. Not only will such information be useful as this plan is implemented but also the information can help guide other city plans and policies.

Denver Rides proposes the below attributes be analyzed through annual reports:• Total Population• Traffic Counts along enhanced corridors• Taxable Retail Sales• Property Values• Transit Boarding Counts• Annual Transit Boardings Per Capita• Crime Rate at Transit Facilities• Customer Satisfaction• Corridor Travel Times• Bike rack Utilization• Car and Bike share revenue• Child Asthma rate• Number of schools and employers creating

transit travel plans

These attributes will provide city staff a good understanding of how the Denver Rides network is impacting city residents and whether or not the plan is achieving the three main goals.

Anticipated OutcomesA fully implemented enhanced transit network will have a number of beneficial outcomes for the City and County of Denver. The transit system will:• Attract new riders• Be more convenient• Increase retail sales

• Be safe• Reduce travel times• Improve service predictability• Create a more livable Denver• Connect neighborhoods to activity centers• Improve public healthWhile the cost may be substantial, a 21st century transit system will provide benefits to the entire city – not just current transit riders. Denver Rides will help Denver continue its rapid growth without compromising the qualities that make it such an attractive place to live, work, and play.

ReferencesCervero, Robert. Office Development, Rail Transit, and Commuting Choices. Journal of Public TransportationVol 9, No. 5. 2006.

Farrington, D., & Welsh, B. (2002). Effects of Improved Street Lighting On Crime: A Systematic Review. Home Office Research Study, 251. Home Office Research. Development and Statistics Directorate.

Fearnley, N. (2013). Free Fares Policies: Impact on Public Transport Mode Share and Other Transport Policy Goals. International Journal of Transportation, 1(1).

Luna, Taryn. November 13, 2014. Cambridge greenlights Bridj on-demand bus pilot. The Globe.

Shaheen, S., Allen, D., & Liu, J. (2007). Public Transit Training: A Mechanism to Increase Ridership Among Older Adults. University of California, Berkeley. Transportation Sustainability Research Center.

Strathman, J., & Dueker, K. (1999). Pedestrian Infrastructure Improvements: Effects on Transit Use and Perceptions of the Pedestrian Environment in Portland’s Roseway Neighborhood. Portland State University. College of Urban and Public Affairs. Center for Urban Studies.

Westside Transit Enhancement Study - Physical Infrastructure Needs. (2014, January 1). Retrieved May 2, 2015.

Documents

Denver Enhanced Transit Corridors