APPENDIX B. FLM STRATEGIES TOOLKIT Introduction to the FLM Strategies Toolkit

This toolkit provides detailed information on 37 REUSE OF EXISTING INFRASTRUCTURE TRANSPORTATION SERVICE discrete FLM strategies. The toolkit is organized by FLM strategy theme. • Curbside Management • On-Demand Each toolkit sheet includes: • Innovative Park-n-Ride Management • Shuttle Service • Support Implementation of Micromobility Service • Description of the strategy • Car Share Parking • Applicability of the strategy to each FLM • Preferential Parking for Car or Vehicles • Special Event Transit Service typology • Prioritization of RTD Owned Land and Parking • Autonomous Transit • Applicability of the strategy to any of the six • Point-to-point Car Share FLM overlays • Provide Power • Key implementing agencies • Round-trip Car Share • Potential funding sources • A case study or resource pertaining to the strategy, including a link for more information NEW INFRASTRUCTURE TRANSPORTATION DEMAND MANAGEMENT

• and Micromobility Parking and Storage • Creation of EcoPass District • Multimodal Maps and Wayfinding • Bicycle Education and Encouragement Programs • Bike End-of-Trip Facilities and Amenities • Promotion of RTD Discount Passes • Website or App • Guaranteed Ride Home (GRH) • Variable Message Signs FIRST AND LAST MILE GENERAL GUIDANCE • Dynamic Carpooling to Transit • Transit Access Marketing Plan • Pedestrian-Scale Lighting • Commuter Expert or Commuter Buddy • Improve Bicycle and Micromobility Infrastructure • Parking Cash-Out • Improve Pedestrian Infrastructure • TNC/Taxi Discounts • Transit Oriented Development • Bike or Car share Subsidies • Marketing Commuter Tax Benefits • Transporation Coordinator Network (TCN) • New Resident / Employee / Student Transportation Kits • Promotional events/fairs/challenges REUSE OF EXISTING INFRASTRUCTURE

• Curbside Management • Innovative Park-n-Ride Management • Car Share Parking • Preferential Parking for Car or Vanpool Vehicles • Prioritization of RTD Owned Land and Parking • Provide Power Curbside Management

REUSE OF EXISTING INFRASTRUCTURE Resource:

Curbside space is increasingly being recognized Applicability to Typology A curbside management plan can help NATCO—Curb Appeal: for its high value in the transportation network. when a large number of people use the Curbside Management Strategies In critical areas around transit stations, curbside station at once. for Improving Transit Reliability space can have competing interests including vehi- Urban Core Key cle lanes, parking, loading, dedicated transit NACTO TRANSIT LEADERSHIP Urban Most Applicable RESOURCE PAPER use, dedicated bicycle lanes, or parklets. NOVEMBER 2017 Suburban-Mixed More Applicable People who are less mobile may not drive, Curbside management implements time-based and may require additional assistance restrictions on the curb space to optimize its value Suburban-Residential Applicable CURB APPEAL when accessing a station or stop. Ensur- according to specific time-sensitive demands such Not Applicable CURBSIDE MANAGEMENT STRATEGIES Rural ing a curbside management plan includes FOR IMPROVING TRANSIT RELIABILITY as peak-hour transit, business loading and access, pick-up and drop-off zones close to the passenger pick-up/drop-off, or short-term parking. transit service will improve their access. Curbside management plans are most applicable to Some jurisdictions are experimenting with geofenc- O'Farrell Street, , CA urband core, urban and suburban-mixed typologies. This ing to better manage Transportation Network Com- Cities are clearing the way for transit by taking control of their curbs. To support key transit routes, cities are increasingly taking steps to shift from curbsides dominated by "free parking" to reliable lanes, safe bikeways, freight is because generally a large number of different modes loading, and public space. With transit-served streets thriving and the demand for curbside access rising, there is a pany (TNC) (i.e. Lyft/Uber) pick-ups and drop-offs growing recognition that our approach to curbs needs to make transit service reliable in an era of urban growth. Cities now have the design tools they need to make transit more reliable, but the politics of parking too often stymie will require access to these stations. Ensuring that all the best projects. The results of twentieth-century “first-come-first-served” parking are frustrating and wasteful: in high-demand areas. Geofencing is a process transit riders and drivers are delayed by double parking, with an especially large impact on the same vibrant, walkable streets where some of the highest bus and rail ridership is found. Without space for loading, delivery workers and for- modes have good access is important. In the suburban hire vehicles are both inconvenienced and cause delays to others; people bicycling and walking are put in danger by that uses GPS coordinates to define which areas blocked bike lanes and bad visibility; and drivers cruise for long distances to find parking. Yet these practices have been Implementing Agencies: tolerated for decades, in part because of the politically charged nature of "removing parking spaces" without addressing context, this may require shifting users from accessing the underlying mismatch between supply and demand. Supporting major street design changes with a curbside management system is a way to make sure that shifts to are restricted or permissive to enter. sustainable citywide mobility do not come at the expense of quality public space or small business needs. Modern curbside policies recognize that transit is fundamentally different from adding motor vehicle capacity because it can the station by private cars to other modes. Curbside deliver so many people to a street. These policies seek to make better decisions about curbs based on a recognition that transit and local businesses support one another. Transit riders, transit agencies, city governments, and local merchants all have a stake in more reliable transit and better public space. Curbside management is a critical need in dense management plans may be applicable to the subur- This paper provides examples of how cities have successfully changed curb use to support transit. It is focused on the • Local governments types of busy, store-lined streets where high-ridership transit lines often struggle with reliability. These key curbside management strategies support reliable transit and safer streets in one of two ways: either by directly making room for urban areas where a wide variety of competing ban-residential context if the station resides on a major transit, or supporting transit projects by better managing the many demands on the urban curb. curbside uses exist. These techniques can be ap- 1 active transportation route or has another mode that • Business Improvement Districts (BIDs) plied to less-dense areas where curbside activity is competes for access to the station. prevalent (e.g., activity centers). This resource paper provides best practic- • Property owners es and project examples of reorganizing or changing the restrictions on curbside space Applicability to Overlays • RTD in different communities across the United States. The four overarching concepts dis- NACTONACTO CurbsideCurbside UseManagement Illustration Illustration Historically vulnerable populations are less Funding Sources: cussed in this document are: Different curbside uses have varying abilities to draw people to an area and to support nearby businesses likely to own a private vehicle. Managing • Shifting from Parking Lane to Flex Zone curb space efficiently keeps transit moving faster and more reliably. • Future FTA innovative mobility grants • Clearing the Way for Transit

• Local funds • Moving Loading and Access Nearby

Locations with high parking utilization • BIDs • Looking Beyond the Corridor require improving access by other modes. LOADING ZONE METERED PASSENGER

20 deliveries/ & ACCESSIBLE PARKING SPOT 1,000 riders/day Providing specific pick-up and drop-off day supporting LOADING 15 vehicles/day 100 passengers/day • Property owners $10,000 in daily Serving 19% of zones for these areas will improve access. sales per block the US population https://nacto.org/tsdg/curb- • Mobility service providers appeal-whitepaper/ Innovative Park-n-Ride Management

REUSE OF EXISTING INFRASTRUCTURE Case Study:

Park-n-Ride facilities are a valuable asset for RTD. King County Metro Value Pricing Pilot Program Currently, RTD-operated Park-n-Rides are free for Applicability to Typology Implementing Agencies: the first 24 hours for residents in the RTD district ($2.00/ day for every day after that), and $4.00/ Urban Core Key • RTD day for nonresidents (rates may be higher or lower Urban Most Applicable depending on the third party operating it). • Operators of privately operated RTD Suburban-Mixed More Applicable In order to better align Park-n-Rides with changing Park-n-Ride parking transportation needs, RTD could experiment with Suburban-Residential Applicable additional uses and programming. Some tech- Rural Not Applicable niques that have been implemented elsewhere include: King County Metro received a grant funded by the Federal Highway Administration’s • Allow mid-day/short-term parking (between Innovative Park-n-Ride management is most applicable peak commuting times) (FHWA) Value Pricing Pilot Program to ex- in the urban, suburban-mixed and suburban-residen- plore opportunities for market-priced park- • Designate -parking only areas tial typologies, as these places are most likely to have Funding Sources: and-ride spaces at commercial and multi- Park-n-Rides. • Manage park-n-ride demand by pricing parking family properties near high frequency transit according to utilization rates for each location • FTA public transportation innovation service. (if the lot is less than 25% utilized it could be grants The pilot creates partnerships between King made free, while if it is greater than 90% uti- Applicability to Overlays County Metro and owners near tran- lized the price could be increased) • CMAQ sit stations and stops to provide guaranteed reserved parking to access transit. • Repurpose parking spaces closest to the station Park-n-Ride locations with high parking as multi-modal parking, such as bike parking. utilization require increased management • Future FTA innovative mobility grants The ability to reserve a space at or near full to ensure effective use of parking capaci- park-and-ride lots could enhance the reliabili- ties. ty of transit as a commute option. In addition to increasing the number of spaces available, a key benefit is the predictability improve- ments of market-priced parking.

https://kingcounty.gov/depts/transpor- tation/metro/programs-projects/tran- sit-corridors-parking-and-facilities/ park-and-ride-partnership.aspx Car Share Parking

REUSE OF EXISTING INFRASTRUCTURE Case Study:

Car share services provide short-term rentals, often Applicability to Typology Park-n-Ride locations with high parking LA Metro partnership with Zipcar by the hour. Some services provide point-to-point utilization would benefit from car share rentals, meaning the vehicle can be left anywhere parking providing an alternative to driving in a range, while other services require the car be Urban Core Key and parking a private vehicle. returned to a designated parking space. Drivers Urban Most Applicable can subscribe through a mobile app to find, re- serve and rent a car. Car share programs increase Suburban-Mixed More Applicable mobility by providing access to vehicles for those Historically vulnerable populations are rel- Suburban-Residential Applicable who might not own an automobile, and can moti- atively less likely to own private vehicles, vate households to forgo car ownership or reduce Rural Not Applicable and may use car share to access transit or the number of cars per household. for mid-day trips. Car share parking is most applicable to the suburban- By providing designated parking spaces for these mixed typology. This is because the land use is less car share programs near or within transit station dense and people might be accessing the station from LA Metro partnered with Zipcar to provide car areas, car share becomes more reliable. Car share farther away. There may also be dense pockets of Implementing Agencies: share vehicles for hourly or daily reservations has many benefits such as increasing traveler employment, meaning availability of the use of a car at LA Metro Park-and-Ride locations. flexibility, providing for increased connectivity to during the day may be an important service. Car share the station, and reducing vehicle miles traveled. Their rationale was that providing Zipcars at parking may be applicable to the urban core or urban • RTD This service would be beneficial to covering the transit locations would enhance mobility and typology, specifically where active transportation con- first and last mile for transit riders. A rider could go improve first and last mile connections to nections are difficult and other modes are needed. Car • Local governments to work via transit, and then still run an errand or stations. share parking is less applicable to suburban-residential go to a doctor’s appointment near work in an area or rural areas where there are few pockets of employ- Due to the flexibility of reservations, users that transit doesn’t serve well by using car share. ment, and generally access to a shared car during the Funding Sources: can book the car for a couple of hours up to RTD charges car share operators a fee in return for day is not needed. a full day, providing for a number of differ- a designated space. ent uses to support transit, or complement a • TMA funds transit trip. Applicability to Overlays In February 2019, LA Metro announced a • Parking revenues Shift workers may need to access the similar initiative to provide parking spaces for “Getaround” car share. Getaround is a car station or bus stop at times outside usu- • Local governments al peak periods, or run errands mid-shift share service that allows individual people to list and share their own private car for others despite having arrived by transit. Providing • Fees from car share operators car share parking will allow them to use to use. Early results from this partnership car sharing to access the station or bus have yet to be published. stop if connecting services are not opera- tional (for free-floating car share) or have a reliable vehicle available for errands or mid-shift trips (for round-trip). https://www.metro.net/projects/ tod-toolkit/car-share-programs/ Preferential Parking for Car or Vanpool Vehicles

REUSE OF EXISTING INFRASTRUCTURE Case Study:

Preferential parking assures convenient station Applicability to Typology Implementing Agencies: BART - Integrated Carpool To Transit Access access for travelers opting to use or van- (Partnership with Scoop) pools. The parking spaces should be within a short • RTD distance of the transit areas and could Urban Core Key also offer additional benefits to the rider, such as Urban Most Applicable covered parking. • Local TMAs Suburban-Mixed More Applicable Wayfinding and geofencing (creating a virtual geo- • DRCOG Way to Go graphic boundary that is communicated through Suburban-Residential Applicable mobile apps) can lead riders to the designated Rural Not Applicable parking locations. Through the Federal Transit Administration’s Funding Sources: Mobility on Demand (MOD) Sandbox Pro- Providing preferential parking requires a system to Preferential parking for carpools and is most gram, Bay Area , the Metro-pol- register carpools and enforcement of parking spac- applicable to suburban-mixed and suburban residential itan Transportation Commission (MTC), and es to ensure they remain available for the intended • Parking fees/revenue typology. This is because the land use is less dense and Scoop Technologies are partnering to inte- users. people might be accessing the station from farther away. • CMAQ grants grate carpool-to-transit service and to provide The potential benefits of providing preferential There may also be dense pockets of employment, mean- preferred parking for this service at BART parking for rideshare vehicles include reducing ing carpooling may be a likely mode of choice. Carpool • Future FTA innovative mobility grants park-and-ride facilities. traffic, improving connectivity, enhancing the parking may be applicable to the urban typology, specif- Many BART stations are over capacity for transit rider experience, and reducing vehicle miles ically where current feeder bus service is insufficient or parking, and so transit riders were driving to traveled. where active transportation connections are difficult. the park-and-ride earlier in the morning to guarantee a parking space. Leveraging this lack of parking, BART partnered with Scoop Applicability to Overlays to increase the number of people carpooling to their stations. Carpools and vanpools can operate with flexible routes, as an area changes these Scoop is a dynamic carpooling app that con- routes can change. This provides a flexible nects carpoolers to specific BART stations. route option to access transit. Carpoolers using Scoop are guaranteed a parking spot if they arrive before 10am. Car- pool drivers are sent a placard via email to print out and put on their windshield to des- Carpools and vanpools carry more than ignate that they carpooled and used Scoop. one person. Places that are at or near parking capacity require increased access by other modes to accomodate more indi- vidual users at the same level of physical capacity. Source: Ohlone College https://www.bart.gov/news/arti- cles/2018/news20180514 Prioritization of RTD Owned Land and Parking

REUSE OF EXISTING INFRASTRUCTURE Case Study:

Transit riders have an increasing range of multi- Circulate San Diego, San Diego, California modal options to access transit. RTD-owned land Applicability to Typology Implementing Agencies: and parking spaces for private cars can be con- Circulate San Diego is a non-profit organi- verted to meet the needs of other types of mobility Urban Core Key • RTD zation promoting sustainable transportation such as , micromobility devices and ride- Urban Most Applicable within San Diego. They undertook an analysis share. of parking utilization at each parking lot asso- Suburban-Mixed More Applicable The average parking space in North America is 7.5 ciated with the Metropolitan Transit System’s to 9 feet wide and 10 to 20 feet deep, providing Suburban-Residential Applicable Funding Sources: (MTS) trolley or bus stops. ample space for a converted use, such as bicycle Rural Not Applicable The analysis showed that many parking lots parking. For example, bike corrals can be installed • FTA Public Transportation Innovation had very low utilization rates, and so Circu- in place of one or two parking spaces and accom- late San Diego developed a number of pol- modate 10 to 20 bicycles. Alternatively, the foot- Similar to curbside management plans, this strategy Grants icies to make better use of the vacant land. print for a bike locker is approximately 5 feet by 2 is most applicable to the urban and suburban-mixed These include: feet, which can provide a more secure option and typologies. This is because those locations may have a • FTA Pilot Program for Transit-Oriented - Create a joint development program that protection from rain and snow, depending on site higher propensity for access by diverse modes. Ensuring Development Planning issues requests for proposals for priority sites conditions. that space around the station is distributed to numer- and actively solicits near-term development ous modes will increase access to more people. Subur- This strategy also encompasses the potential to • Parking revenue partners. increase reserved parking at select stations. RTD ban-residential is less applicable, as there is less density currently charges riders a monthly fee in exchange and less propensity for different modes to access these - Require that any residential development for a reserved parking space between 5 a.m. and stations. include a percentage of homes to be made 10 a.m. Monday to Friday. After 10 a.m, reserved permanently affordable for low income fami- parking spaces are free to anyone. Currently 15% lies. of RTD parking can be taken for reserved parking - Eliminate the costly requirement for new at any one location. Applicability to Overlays developments to replace or maintain parking In locations with high parking utilization, providing where it is already underutilized. more reserved spaces will allow people who want Alternative modes require less parking to pay to guarantee a parking space the opportuni- than driving alone. Places that are at or ty to do so. near parking capacity require increased Providing guaranteed car or vanpool parking at access by other modes to accomodate high parking utilization locations will also increase more individual users at the same level of the number of people who are able to use the sta- physical capacity. tion, while keeping the number of parked vehicles the same. Joint development on RTD property could be considered to add density and increase ridership where parking is underutilized or can be replaced http://www.circulatesd.org/ by the development. realopportunity Provide Power

REUSE OF EXISTING INFRASTRUCTURE Case Study:

Cities have increasingly been investing in electric Applicability to Typology Applicability to Overlays Jump Charging Stations at Sacramento Tran- vehicle (EV) charging stations to eliminate the sit Stations barriers to electric car ownership. Transit stations could include provision and access to power as a Urban Core Key Providing power for electric vehicles plan tactic to provide reliability of convenient charging can helpful at stations that serve uses with Urban Most Applicable facilities. In addition, users of many modes of high visitor concentrations. transportation will benefit from the charging sta- Suburban-Mixed More Applicable tions beyond personal electric vehicles, including Suburban-Residential Applicable electric bikes, scooters, micro-transit vehicles, and EV TNCs. Rural Not Applicable Advances in technology have made charging stations even more eco-friendly, and now solar Providing power is applicable in all typologies as private Implementing Agencies: powered charging stations are available that can ownership of various types of electric vehicles increas- service multiple EVs all day and night. es and transit riders would benefit from the option to • RTD Source: Uber Though currently not common, another option for charge their vehicle at the station while they continue on providing power is energy swapping technology, to work. • Local governments Jump, a dockless electric bike share company such as a battery–swapping stations that allow In the urban core, providing power is more applicable recently partnered with Sacramento Regional users to access charged batteries. to shared electric vehicles, such as car share, electric and other local government agencies to locate charging stations for the Providing power should be a strategy only under- bikes, and electric scooters. bicycles. taken where feasible due to infrastructure and cost Funding Sources: constraints. Transit riders benefit because the charging stations increase the likelihood of Jump bikes Providing power may be a potential revenue oppor- • Sponsorship deals and fees from ven- being available and fully charged at the tran- tunity for RTD whereby users pay to charge their sit station. This makes them a reliable first EV or other device while parked at a station, or dors and last mile option. use a battery bank to swap out a battery for their mobility device. • U.S. Department of Energy’s Energy Sponsorship deals may also be available with Efficient Mobility Systems program micromobility or shared EV companies that may promote RTD services in exchange for power.

https://www.sacbee.com/latest-news/ article219147755.html NEW INFRASTRUCTURE

• Bicycle and Micromobility Parking and Storage • Multimodal Maps and Wayfinding • Bike End-of-Trip Facilities and Amenities Bicycle and Micromobility Parking and Storage

NEW INFRASTRUCTURE Resource:

Bicycle Parking Applicability to Typology Locations with high parking utilization APBP Bicycle Parking Guidelines (2010) Short-term bicycle parking is typically used for short require improving access by other modes. duration trips. It should be installed in locations Dedicated bicycle and micromobility park- The Association of Pedestrian and Bicycle with relatively high turnover, such as near commer- Urban Core Key ing encourages access by those modes. Professionals (APBP) second edition of the Bicycle Parking Guidelines (2010) provides cial and retail establishments, parks, libraries, rec- Urban Most Applicable reation centers, and medical or healthcare facilities. practical information about different types of Suburban-Mixed More Applicable bicycle parking facilities, installation, and site The inverted U-rack is generally the preferred type Suburban-Residential Applicable Implementing Agencies: planning. It also provides policy guidance for of short-term bicycle rack because it is compatible bicycle parking, including recommendations Not Applicable with most bicycles. Short-term parking should be Rural for capacities based on land use and on rider- covered where possible. • CDOT ship at transit hubs. Long-term bicycle parking is intended to be used for As privately owned micromobility devices become more longer periods of time, such as all day or overnight. popular it is important to provide secure parking at • DRCOG APBP Essentials of Bike Parking (2015) These types of bicycle parking facili-ties tend to of- stations. This parking is most applicable to Urban Core, This 12-page guide from the APBP focuses fer more security and protection, such as bike lock- Urban and Suburban-mixed locations as these will be on the selection and installation of bike park- ers or secure bike cages. They are typically installed the locations with fastest uptake of new micro mobility ing, including short- and long-term options. It at major destinations such as transit hubs, employ- devices. ment centers, apartment complexes and schools. Funding Sources: also covers placement requirements. Micromobility Parking APTA Bicycle and Transit Integration (2018) • CMAC grants To support docked bike-share programs, such as This guide includes a series of recommended B-cycle, docks for these bicycles can be placed in • Fees from micromobility providers or adjacent to transit stations and stops. However, Applicability to Overlays practices for transit agencies interested in docks should only be placed if they are within one addressing the growing demand for bicycle mobility and connectivity to and trains. mile of another dock. Historically vulnerable populations are rel- Shared dockless micromobility devices such as atively less likely to own private vehicles, FTA Manual on Pedestrian and Bicycle Con- e-scooters can be accommodated at transit stations and may cycle to transit. nections to Transit (2017) by designating specific parking areas using pave- ment markings, signage, and/or virtual geofencing. This manual provides best practices to help There will be an increased demand for charging Shift workers often travel during off-peak transportation professionals improve pedestri- electric micromobility devices. To meet this de- periods when feeder bus service is lim- an and bicycle safety and access to transit. It mand, micromobility parking could include a ited and therefore may be more likely to includes information on evaluating, planning charging station to provide revenue to RTD. access the station or bus stop by bicycle. for and implementing improvements to pe- destrian and bicycle access. Additional bike racks should be installed if the Additionally, most shared micromobility transit station is within a dockless bike share area providers limit their use at certain hours of operation). (usually overnight). This may encourage shift workers to purchase their own micro- https://www.apbp.org/general/cus- RTD has developed a user agreement for use of mobility device to access transit outside shared micromobility devices and e-bike operators these service hours. tom.asp?page=publications to park on RTD property. RTD has also installed painted stencils at multiple stations in Denver. Multimodal Maps and Wayfinding

NEW INFRASTRUCTURE Resources: Multimodal transit station vicinity map Figure A. Transit Station Vicinity Map and Kiosk FHWA Manual on Uniform Traffic Control Transit station vicinity maps are important ame- Applicability to Typology Devices (2009) nities for first and last mile connectivity because This resource includes national guidance for wayfinding signage. Refer to Section 9B.01 they help people navigate their surroundings when Urban Core Key Destination I 400m CITY Destination II 500m they disembark the train or bus. CENTER Destination III 600m - Application and Placement of Signs for Urban Most Applicable signage standards, including mounting height • Maps at transit stations should include desti- and lateral placement specifications. Section nations that people are likely to walk or bike Suburban-Mixed More Applicable 0 1 KM 9B.02 has additional guidance for bicycle to, as well as pedestrian and bicycle facilities, Applicable Suburban-Residential signs. such as bike lanes and shared-use paths. Rural Not Applicable NACTO Urban Bikeway Design Guide • If possible, active transportation and microm- (2014) bility routes to destinations should be illustrat- This document includes a section on bicycle ed. Multimodal maps are most applicable in urban core, ur- tatio Nae route wayfinding, including design guidance, • Map extents should cover at least a two-mile ban, and suburban-mixed typologies to connect travelers and information on types of destinations and radius and include distances and travel times with a comparatively higher density of local and regional maintenance. by mode. denstinations. Multimodal wayfinding principles and ele- Figure B. Wayfinding Principles ments (seen in Fig. B & C) are applicable to all contexts. Multimodal wayfinding systems Connect Places - provide guidance between des- tinations Wayfinding provides navigational assistance to Case Study: users along a route. Fundamental navigational Implementing Agencies: Keep Information Simple - Use clear fonts and elements include decision, confirmation, and turn Legible London is an award-winning pedes- simple designs signs (See Figure C). Enhanced navigational ele- trian wayfinding system that is integrated into • Local governments ments provide additional wayfinding assistance in Maintain Motion- Be sufficiently legible so that the London transit system. the form of mile markers, gateway markers, pave- people do not have to stop walking or biking • DRCOG It was developed to assist people navigate ment markings, and map kiosks, among others. the city after it was discovered that many Other key considerations for wayfinding include: Be Predictable - Standardize sign placement and pedestrians relied on transit maps for navi- • Local TMAs design • When implemented on-street, signage should gation, which led many to misjudge walking distances and directions. conform with MUTCD standards. • RTD Promote active travel- Illustrate how people • When possible, wayfinding should be installed can access places with active modes Legible London map kiosks display 5- and as a comprehensive system to provide consis- 15-minute walking distances. Maps are tency and predictability for users. This requires “heads-up”, or oriented in the direction the Funding Sources: Figure C. Fundamental Navigational Elements strong collaboration between all agency part- user is facing. Other sign types in the sys- ners involved in implementing the system. tem include directional signs and pavement • CMAQ grants plaques (see above). • Locating wayfinding signage at key decision points within two miles of transit stations is • Local governments Destination 1 essential for first and last mile access. Destination 2 TO Station Name • Wayfinding should be made as accessible as • Local funds Destination 3 TO Station Name https://tfl.gov.uk/info-for/boroughs/ possible, with particular focus on non-native maps-and-signs English speakers, and people who are visually • RTD Decision Confirmation Turn impaired. Bike End-of-Trip Facilities and Amenities

NEW INFRASTRUCTURE

Concerns about sweating and or getting dirty while bicycling may prevent some people from commut- Applicability to Typology ing to work by bike. Incentivizing employers to provide changing rooms, showers, and lockers at Urban Core Key the workplace may remove that obstacle. Urban Most Applicable Encouraging employers to provide secure indoor Suburban-Mixed More Applicable bicycle parking is another way to support bicycle commuting. Racks can be installed inside parking Suburban-Residential Applicable garages, which provides weather protection and Rural Not Applicable some level of theft protection. Indoor bicycle storage is the most secure. Wall mounts can be installed to more effectively utilize Bicycle end-of-trip facilities are most applicable to space when needed. urban core, urban, and suburban-mixed locations Bike repair stations provide bicyclists with the as these will be the locations with more density and tools to complete basic repairs and maintenance. higher propensity for access by bicycle or e-bike. Tools may include a pump, a multi-purpose bike tool, tire levers, a tire patch kit, and tubes in com- mon sizes. Implementing Agencies: When providing bicycle repair stations consider the following: • Local TMAs • Transit stations are convenient locations for bike repair stations. • Property Owners • Repair stations should be located in a well-lit, • Employers more heavily-trafficked area. • In public spaces, tools may need to be secured • RTD to a fixed object to prevent theft. • Secure bike storage, such as Bike-n-Ride shel- ters, are also convenient locations for repair sta- tions. Because the shelter itself is secure, repair Funding Sources: items that cannot be secured directly can more easily be included in the repair station. • CMAQ grants • Employers can also provide workplace bicycle repair stations for their employees to incentivize • Propery Owners bicycling. • Employers FIRST AND LAST MILE GENERAL GUIDANCE

• Pedestrian-Scale Lighting • Improve Bicycle and Micromobility Infrastructure • Improve Pedestrian Infrastructure • Transit Oriented Development Pedestrian-Scale Lighting

FIRST AND LAST MILE GENERAL GUIDANCE Resource:

Pedestrian-scale lighting is often a separate sec- ondary lighting system along streets (though some- Implementing Agencies: SF Betterstreets times combined with roadway lighting infrastruc- ture). Pedestrian-scale lighting provides improved • BIDs visibility and sense of safety for people walking. Many crashes involving pedestrians occur during • Local governments no-light or low-light conditions, so providing target- ed pedestrian/roadway lighting to improve visibility at conflict areas can also lead to safer pedestrian • Developers crossings. Pedestrian-scale lighting can also be used to enhance place-making efforts. Some key considerations include: Funding Sources: • Where possible, maintain consistency of lighting along a street at regular intervals • Local government funding

• Provide a minimum of 0.5 foot-candles (lumens • BIDs per square foot) of illumination along sidewalks or pedestrian pathways (source: SFbetterstreets) Chapter 6.3 of the San Francisco SFbetter- streets guide provides detailed discussion • Use dark-sky friendly fixtures that aim light and guidance for providing pedestrian-scale down towards the sidewalk or street and tar- lighting. SFbetterstreets desgin guidelines get light where it is needed, avoiding excessive reccomend installing secondary street light- lighting of adjacent properties ing systems specifically for pedestrian areas • Pedestrian scaled lighting is more inviting and and sidewalks, with a high prioritiy on streets comfortable for users, than relying on road- with high pedestrian volumes, key civic/ way-scaled lighting. downtown/commercial streets, streets with concerns about safety or security, and small alleys and pathways. Under SFbetterstreets guidelines pedestrian-scale lighting should be provided by pole mounted light fixtures less than 18 feet in height.

https://www.sfbetterstreets.org/find- project-types/streetscape-elements/ streetlighting/ Improve Bicycle and Micromobility Infrastructure

FIRST AND LAST MILE GENERAL GUIDANCE Resources: FHWA Manual on Uniform Traffic Control De- Micromobility services are those which provide Figure A shows the various bicycle infrastructure options vices (2009) shared mobility devices, such as bicycle, e-bikes, available. Key infrastructure options include: Implementing Agencies: This manual defines the standards for installing and e-scooters, to subscribers. Due to the similari- and maintaining traffic control devices on all • Bike lanes provide dedicated space on the roadway ties in operating speed between bicycles and other roads and bikeways open to public traffic in the for bicyclists. • Local governments micromobility devices, the facilities described here U.S. It includes lane striping requirements, signal are applicable for all types. • Buffered bike lanes provide additional space between warrants, and recommendations for signage and • CDOT bike lanes and adjacent vehicle travel lanes. pavement markings. The recommended type of bicycle or micromobility infrastructure depends on the roadway context, but • Separated bike lanes (also referred to as cycle tracks) AASHTO Guide for the Development of Bicycle generally, the greater separation from motorized provide bicycles with physical separation from ve- Funding Sources: Facilities (2012) traffic, the more comfortable the facility. hicular traffic. Separation can be provided by parked This guide includes standards and guidance for vehicles, bollards, and grade-separation, etc. bicycle facility dimensions, striping, signage, and On residential streets with relatively low traffic • Local government funds pavement markings. volumes and posted speed limits (25 mph or less), • Shared-use paths (SUPs) can typically be used by NACTO Urban Bikeway Design Guide (2014) traffic calming measures such as shared lane all non-motorized modes traveling in both directions. • CDOT This document describes nationally recognized markings (SLMs), chicanes, traffic circles, and sig- SUPs are most appropriate adjacent to very high-vol- and state of the practice design standards for nage can provide additional comfort for bicyclists, ume and high-speed roads where there are relatively • Property owners bike lanes, cycle tracks, intersections, signals, particularly on streets where speeding is a con- few curb cuts. signage and pavement markings, and bicycle cern. Streets with these treatments are sometimes • BIDs boulevards. referred to as bicycle boulevards or neighborhood greenways. NACTO Urban Street Design Guide (2013) • FTA flexible funding programs - Sur- This guide includes urban roadway design guid- face Transportation Block Grant Pro- ance with high-quality visual aids for all travel Figure A. Bicycle Infrastructure by Comfort Level modes, including innovative treatments for gram bicycle facilities, particularly within constrained Least Comfortable Most Comfortable right-of-ways. Shared Lane Shoulder Bikeway Bike Lane Bu ered Bike Lane Separated Bike Lane Sidepath Smart Growth America P Smartgrowthamerica.org provides a host of

ROUTE ROUTE information on “Complete Streets,” the concept that streets should be designed to allow safe ac- cess by all mode types, including bicyclists and

P micromobility devices. Adopting a Complete Streets policy and subsequent implementation can be an effective way to improve roadways for bicyclists and micromobility device users. The website includes examples, research, and

Paved policy, and implementation guidance. Travel Lane Travel Lane Travel Lane Bike Lane Travel Lane Buffer Bike Lane Parking Lane Buffer SBL Travel Lane Buffer Sidepath Shoulder

* Also refer to Figure 3.6. Level of Comfort-Existing Facilities and Recommendations on page 3-33 in the final report. **Assuming consistent roadway speeds and volumes. Improve Pedestrian Infrastructure

FIRST AND LAST MILE GENERAL GUIDANCE Resources: AAHSTO Guide for the Planning, Design, and The definition of a comfortable sidewalk depends Figure A. Recommended Pedestrian Crossing Operation of Pedestrian Facilities (2004) on the roadway context, but generally, greater Improvements Implementing Agencies: This guide provides recommendations for ac- sidewalk width is correlated with higher pedestrian commodating pedestrians on different roadway comfort. (See Figure B.) • Local governments types. It also addresses the effects of land use and site design on pedestrian mobility. • A minimum width of five feet is ideal in all sit- Full Traffic Signal uations. Five feet is sufficiently wide for people • CDOT AASHTO Policy on Geometric Design of High- in and pushing strollers to travel ways and Streets (2011) comfortably, and for passing. This handbook includes recommendations for pedestrian facilities on streets and highways. • Landscaped buffers improve pedestrian com- Funding Sources: Section 2.6 covers pedestrian facility design fort and safety by providing additional distance Hybrid Beacon controls and criteria, including information between pedestrians and vehicular traffic. They • Local funds about walkway level of service, intersections, should be installed wherever possible on roads and reducing pedestrian-vehicular conflicts. with four or more lanes or posted speed limits • CDOT Section 4.17 provides guidance on sidewalks, in excess of 25 mph. grade-separated crossings, and curb ramps. There are many crossing improvements that can Active Warning Beacon • Property owners ADA Standards for Accessible Design (2010) be implemented to allow pedestrians to safely This document contains the standards for cross roads. The selection of a particular improve- • BIDs ADA-accessible facilities, including curb ramp ment is dependent on various factors, but general- and slope requirements. ly, the greater the number of travel lanes and the • FTA flexible funding programs - Sur- Smart Growth America higher the posted speed, the more intensive the High-Visibility Crosswalk Smartgrowthamerica.org provides a host of crossing improvement. (See Figure A.) Speeds Number of Lanes + Posted face Transportation Block Grant Pro- with Warning Signage information on “Complete Streets,” the con- • Safe opportunities to cross should be provid- gram cept that streets should be designed to allow ed at frequent intervals, especially on major safe access by all users, including pedestrians. roads, to discourage pedestrians from crossing Adopting a Complete Streets policy and sub- outside of designated crossings. Figure B. Pedestrian Infrastructure by Comfort Level sequent implementation can be an effective • Curb ramps should be installed wherever the High-Visibility Crosswalk way to improve roadways for pedestrians. The sidewalk crosses the curb and should include Least Comfortable Most Comfortable website includes examples, research, and policy Detectable Warning Surfaces. <5’ Attached Sidewalk >=5’ Attached Sidewalk >=5’ Detached Sidewalk >=10’ Shared Use Path and implementation guidance. Steps to a Walkable Community (2012) This resource produced by America Walks is a comprehensive guide for creating a more walk- able community. Recommendations cover advo- cacy, policy, land use, design and engineering, education, and enforcement. The design and

Travel Lane Attached Travel Lane Attached Travel Lane Detached Travel Lane Buffer Sidepath engineering section includes a variety of infra- Sidewalk Sidewalk Buffer Sidewalk structure types, including benefits, appropriate contexts, and examples. Transit Oriented Development

FIRST AND LAST MILE GENERAL GUIDANCE Resources:

RTD’s Joint Development of Real Property and RTD: FasTracks TOD (Transit Oriented Development) aims to Applicability to Typology Implementing Agencies: provide sustainable development around transit stations to increase transit use. Increasing density Urban Core Key • Property owners FasTracks Strate- around transit is a key recommendation to improv- gic Plan for TOD Urban Most Applicable ing First and Last Mile connections, as the closer • Local agencies (2010) describes someone lives to a high frequency transit option, Suburban-Mixed More Applicable the role of RTD in the more likely they are to use it. implementing TOD Suburban-Residential Applicable • RTD within the Denver Density of housing and employment around transit Rural Not Applicable region. The Plan increases the number of prospective riders within includes RTD’s convenient walking distance of a bus or rail stop. Funding Sources: TOD policies, vision, goals and strategies to Some strategies that could be explored within this Most applicable in Suburban-mixed locations that are achieve them. recommendation include: more likely to be situated along a high frequency transit service, include space to develop and have pockets of • Private funds • Shared complimentary amenities to promote high residential and employment. Urban Core and Urban http://www.rtd-fastracks.com/media/ multimodal access: Providing amenities that can locations are often (but not exclusively) already built out. • Public/private partnerships be shared between different developers, for ex- uploads/main/TODStrategicPlan-fi- Suburban-residential and Rural locations are less likely nal_090210.pdf ample shared secure bike facilities at residential to have the right conditions for TOD. • FTA pilot program for transit oriented apartment locations or shared bicycle loaning programs. development planning City of Denver • Wayfinding systems: Use standardized wayfin- ding system designs across the new develop- ments and the station area to provide seamless The City of Denver interaction with visitors and residents. also produced its own plan on TOD, • Shared mobility parking: Provide locations for the Transit Oriented shared mobility parking, this can include lo- Development Stra- cations for e-scooter, e-bike, car share or bike tegic Plan (2014). This plan includes the share parking. development of various TOD typologies and • Other transit supporting initiatives: Other initia- overlays to produce a framework of applica- tives include encouraging developers to reduce ble recommendations and strategies. the amount of parking they provide, and use the money saved to pay for transit passes to new residents and employees.

https://www.denvergov.org/content/ dam/denvergov/Portals/193/docu- ments/TOD_Plan/TOD_Strategic_ Plan_FINAL.pdf TRANSPORTATION SERVICE

• On-Demand Microtransit • Shuttle Service • Support Implementation of Micromobility Service • Special Event Transit Service • Autonomous Transit • Point-to-point Car Share • Round-trip Car Share On-Demand Microtransit

TRANSPORTATION SERVICE Case Study:

Microtransit is a shared-ride service where vehicles Locations with high populations of people RTD FlexRide deviate to pick up passengers or passengers walk Applicability to Typology with limited mobility may benefit from a to a specific pick-up location. Generally microtran- microtransit service to connect from the sit is provided in locations or for travel patterns Urban Core Key transit station or stop to a medical facility. that are too low to meet service standards for tra- Public and private providers should en- Urban Most Applicable ditional fixed-route transit but with enough people sure microtransit vehicles can accomodate making the same trip around the same time. Suburban-Mixed More Applicable riders using mobility aids such as wheel- chairs, crutches, or walkers. Transit service providers have provided microtran- Suburban-Residential Applicable sit for a long time in the form of Dial-a-Ride ser- Rural Not Applicable vices. Recently, private providers have entered the microtransit market, and cities are conducting pilot Implementing Agencies: programs to evaluate their effectiveness at pro- Microtransit will more be applicable to Suburban-mixed RTD recently changed the branding of their viding an additional viable transportation option. locations that may include dense residential and em- • Large employers Call-n-Ride service to FlexRide and also There are many variations of microtransit, from ployment, and suburban-residential typologies where introduced a number of additional features Uber/Lyft type services that use personal minivans feeder bus service may not be adequate. This strategy is • Local governments to make FlexRide more accessible to more to collect people, to dedicated, privately owned less likely to apply to urban core/urban locations where people. and operated shuttles. feeder transit is generally more robust than other typolo- • RTD The most important new feasture is the in- There have been a number of privately funded gies. troduction of an RTD booking app. The new microtransit services that have found it difficult • Property owners app includes trip booking and quick access to to make microtransit work financially. Two of the booking from your mobile device reducing the most recent private microtransit failures include advance reservation time from 60 minutes to Chariot and Bridj. Both companies trialled micro- Applicability to Overlays approximately 10 minutes. transit in cities throughout the US but ultimately Funding Sources: Trips on FlexRide can also be regularly sched- could not find a sustainable financial model. On-demand microtransit service could be uled, using a subscription service. Once sub- The business model for microtransit is still evolv- effective in locations where there is a high • Large employers scribed, RTD FlexRide will pick up and drop ing, and partnerships between transit agencies and historically vulnerable population. This off according to the schedule until cancelled. private microtranist providers are becoming more population are less likely to own private • Property owners prevelant. vehicles, and providing microtransit ser- vices may improve their access to transit. • RTD

Where parking is highly utilized, introduc- • User fees/ ing a microtransit service may encourage more people to use the station via modes • FTA Access and Mobility Patnership that are more efficient than driving alone. Grants http://www.rtd-denver.com/FlexRide. shtml Shuttle Service

TRANSPORTATION SERVICE Case Study:

A shuttle service can provide a connection for Lone Tree Link, Lone Tree, Colorado employees and residents to rail and high frequency Applicability to Typology bus stops in locations where regular transit service Locations that may have sustained high is not feasible. Shuttle services differ from on-de- Urban Core Key visitor numbers may benefit from in- mand microtransit in that they travel a fixed route Urban Most Applicable creased shuttle services. and provide scheduled service. They are better when service demand is higher or a sufficient fleet Suburban-Mixed More Applicable cannot be offered to support on-demand service. It Suburban-Residential Applicable is most often appropriate when a specific employer A shuttle service from the transit station or group of businesses in a geographically limited Rural Not Applicable or stop location to a medical or retirement area are looking for last-mile solutions to boost facility could encourage increased transit transit commutes. use. Shuttle services are most applicable to station and stop Link On Demand is a free shuttle service that locations with a large institution nearby (such as a hos- operates within the Lone Tree city limits. pital, university or shopping mall). Suburban-mixed is After a successful pilot throughout 2018, the most likely to have a large institution in close proximity, Lone Tree Link has been relaunched for 2019 but too far to walk (e.g. 1-3 miles away). Urban core Implementing Agencies: with new app features making it easier to and urban locations are more likely to have services book a ride . and other travel modes to access nearby locations, and The vehicles used for the Lone Tree Link suburban-residential locations are less likely to have a • Local governments are branded and accessible. The nearby large instiution. • Large employers shuttle can be used to access RTD transit stations within the service boundary. Applicability to Overlays Service hours for the service are Funding Sources: Monday-Thursday: 7am -7pm Source: www.lonetreelink.com/ Areas that have high historically vulnerable Friday: 7am - 10pm and populations and concentrations of employ- • CMAQ grants ment (such as warehouse work), a shuttle Saturday: 10am - 10pm. service from a station or stop to those em- • Large employers The service is not operational on Sundays. ployment sites may encourage increased The Link Circulator is another free shuttle ser- transit use. • Property owners vice in Lone Tree that runs from the Lincoln Station to the Sky Ridge Medical Locations with high parking utilization may • User fees/fares Center to link major employment hubs and require additional shuttle services if there entertainment centers to the light rail station. are no longer places to park. • Local government funding

• FTS Access and Mobility Partnership http://www.lonetreelink.com/ Grants Support Implementation of Micromobility Services

TRANSPORTATION SERVICE Case Studies:

Micromobility services provide dockless shared mobility devices, such as bicycle, e-bikes, and Applicability to Typology Implementing Agencies: Denver, CO e-scooters, to subscribers. Many of these services The City and County of Denver established a emerged during 2018. Dockless Mobility Pilot Program that allows Urban Core Key • Local governments applicants to apply for one-year, revocable As these services are relatively new, many local Urban Most Applicable permits for the operation of dockless micro- agencies do not have the policies and ordinances • Service providers mobility devices, including bicycles, e-bicy- Suburban-Mixed More Applicable in place to effectively manage shared micromo- cles, and e-scooters. The program includes bility operations. At a minimum, programs should Suburban-Residential Applicable guidelines and requirements for device usage, outline requirements for right-of-way usage, park- parking, user privacy, data-sharing, and in- Rural Not Applicable Funding Sources: ing, data-sharing, and insurance and liability. surance and liability. Permitted operators are When supporting implementation of shared micro- required to make devices available at transit mobility services consider the following: Micromobility services are most applicable to contexts • Local funds stations. where first and last mile connectivity to transit needs im- Monrovia, CA • Pilot programs allow cities and regions to provement. Due to this, supporting the implementation • Fees charged to service providers The City of Monrovia partnered with Lyft and allow micrmobility services on a trial basis and of micromobility is most applicable to suburban-mixed LimeBike to provide subsidized ride-hailing evaluate performance after a set period of time. typology environments. Micromobility services are also • User fees and bike share through the GoMonrovia pro- Standards and performance measures should more applicable to urban core and urban typologies than gram, which replaced the suburban commu- be designed to support city goals. suburban residential and rural contexts due to a higher nity’s high cost and underutilized Dial-a-Ride • Permits can require that micromobility services density of prospective riders and destinations. shuttle service. Through the program, people are available at transit stations to enhance first can access dockless LimeBikes and Lyft rides and last mile access in coordination with the Applicability to Overlays at discounted rates within the GoMonrovia transit agency. service area. • Policies and ordinances can also address equity Historically vulnerable populations rely rel- , CA considerations by subsidizing use for certain atively more on diverse modes rather than The Los Angeles County Metropolitan Trans- demographics or including requirements for the driving as car ownership is lower. Encour- portation Authority (LA Metro) launched its distribution of devices in lower-income commu- aging increased micromobility options may own bike share system called Metro Bike. nities. improve their access to transit. Payment is fully integrated with LA Metro, • Some devices are self-locking, while others meaning that users who enroll with Metro need to be secured to a fixed object, such as a Shift workers may not follow typical peak Bike can use their reusable TAP card to pay bike rack. Bike racks for these types of devices period commuting, providing an option for bike share rides as well as transit trips. should be made readily available in the service for them to access a station at any time, St Louis, MO area. such as using shared micromobility ser- The City of St Louis’s bike share program ad- • Micromobility services can be specifically vices, could improve their access to station dresses equity by requiring that 20 percent subsidized for access to and from transit using locations. of bike share bikes be available in certain geofencing. neighborhoods that meet metrics for vehicle • Daily redistribution of micromobility devices access, English proficiency, and income. can be a tool to dictate type of trip. For exam- ple, they can be redistributed to bus stop loca- tions and residential areas to encourage access to transit. Special Event Transit Service

TRANSPORTATION SERVICE Case Study:

This strategy includes offering additional, frequent BroncosRide transit service on relevant routes for special events. Applicability to Typology Applicability to Overlays Usually this involves connecting a major transit station to an event space to facilitate transporta- Urban Core Key In locations with a large event space or tion of large numbers of visitors. higher visitor numbers, special transit ser- Urban Most Applicable Providing free shuttle service to major events near- vices could be introduced to ensure visitors Suburban-Mixed More Applicable by transit stations encourages event attendees to can access their event using transit. use transit to access the event, providing an effi- Suburban-Residential Applicable cient first and last mile connection for the duration Rural Not Applicable of the event. In addition, event organizers can subsidize RTD to increase service frequency during an event to Most applicable in suburban-mixed locations that are assure that adaquate transit capacity is available more likely to include large event spaces, as well as Implementing Agencies: to assure all attendees who wish to use transit can good access to transit. Less applicable to suburban-resi- do so. dential locations where event spaces are less likely. This strategy may be applicable to urban typologies, depend- • Event organizers ing on the proximity of transit to the event space.

RTD’s BroncosRide service enhances transit Funding Sources: connectivity to and from Mile High Stadium for Denver Bronco’s home games. Riders can hop on special event shuttles up to 1.5-2.5 • Event management hours before regular season games at over 20 local and regional stop locations. BroncosRi- de service back to these special event stop locations is available immediately after the game, with the last bus departing 45 minutes after its conclusion. Additionally, the C, E, and W rail lines stop at Miles High Station on game days. RTD’s RockiesRide service offers similar service enhancements for Colorado Rockies’ home games.

http://www.rtd-denver.com/BroncosRide. shtml Autonomous Transit

TRANSPORTATION SERVICE Case Study:

Autonomous transit encompasses passenger RTD: 61AV vehicles that can operate without a human driver. Applicability to Typology Implementing Agencies: Although the technology is still in its infancy, ap- plications of autonomous transit will likely become Urban Core Key • Private firms more prevalent in the future. Urban Most Applicable Applications of current autonomous transit are • RTD Suburban-Mixed More Applicable limited to locations with more controlled environ- ments, such as parking lots, university campuses Suburban-Residential Applicable • Property owners and locations with little additional traffic. Rural Not Applicable The slow operating speed of current technology • Large employers may limit application, as many shorter trips may not be competative from a time standpoint with Autonomous transit currently travel at very slow speeds walking, bicycling, or using mobility devices. and in relatively controlled environments. This service RTD launched their first on-road transit route would be most applicable to the Suburban-mixed and Funding Sources: that uses autonomous vehicles in January As autonomous transit technology improves, the Suburban-residential typologies where more controlled 2019. The pilot project, called 61AV, uses potential applications of autonomous transit will environments maybe more prevalent. an autonomous transit vehicle on a circuitous increase for first and last mile connections. • Private funding route from the 61st and Peña University of Some models, such as those operated by • USDOT Automated Driving System Colorado A Line transit station to the Panaso- EasyMile, have roll-aboard ability for riders in nic and EasyMile offices nearby (a one-mile wheelchairs. Applicability to Overlays Demonstration Grants round trip). The transit service makes a total of four stops and runs every 15 minutes. Locations with high number of historically There is no driver aboard the vehicle, but an vulnerable populations rely relatively more “ambassador” is present at all times to an- on diverse modes rather than driving as swer questions and ensure passenger safety. car ownership is lower. Encouraging in- The vehicles hold up to 12 people and run creased travel options may improve their at speeds between 12 and 15 miles per access to transit. hour. The pilot will run for six months to test the feasibility of using driverless vehicles for transit. At locations with high parking utilization, an autonomous transit service could pro- vide access from parking locations further away from the station to provide access.

Autonomous transit may provide an effi- cient travel option to accessing an event or http://www.rtd-denver.com/61AV. location with high visitor numbers. shtml#faq Point-to-point Car Share Service

TRANSPORTATION SERVICE Case Study:

Support point-to-point car share, such as car2go, Car2Go through the provision of free and highly visible Applicability to Typology Implementing Agencies: parking spaces, marketing, and subsidies. Providing point-to-point car share spaces at tran- Urban Core Key • Car share operators sit stations and bus stop locations both promote Urban Most Applicable access to the station and provide a mobility option • RTD Suburban-Mixed More Applicable for first and last mile connectivity. Although point- to-point car share systems predominantly work Suburban-Residential Applicable best in high density situations and are limited to Rural Not Applicable Funding Sources: a car share provider’s service boundary, provid- ers can often create “islands” where cars can be • Sponsorship agreements parked outside the main service area. Mostly applicable to Urban Core typologies, could also Providing point-to-point car share parking at transit be applicable to the Urban or Suburban-mixed typology, • User fees where shorter trips and density support a network of Although outside of car2go’s main service stations and stops will also open up increased area, there are two car2go parking spots at transportation opportunities for people. For exam- point to point . Less applicable to less dense • Car share operators Suburban-residential typologies, and not applicable to Yale Park-n-Ride Station to facilitate picking ple, if someone currently drives to work because up and dropping off a shared car. they need access to a car during the work day, and Rural typologies. if a car sharing vehicle was likely to be available at This provides an option for people travelling the end of their trip, they may take transit to work to Yale Station to pick up a point-to-point car share vehicle and making a first or last mile and use the carsharing vehicle for daytime trips Applicability to Overlays instead. trip to their final destination, combining both transit and car share. Stations or stops that include point-to-point car Shift workers may not follow typical peak sharing should be in a highly visible location, in- period commuting, providing an option for cluding signs and/or parking space markings, and them to access a station at any time, such close to the transit loading area. as using point to point car share, could im- RTD charges car share operators a fee in return for prove their access to station locations. a designated space.

https://nacto.org/tsdg/curb- appeal-whitepaper/ Round-trip Car Share

TRANSPORTATION SERVICE Case Study:

Round-trip car share is a transportation service Getaround whereby someone can book a car parked at a des- Applicability to Typology Implementing Agencies: ignated spot for an hour up to a few days. The car then has to be returned to the same location it was Urban Core Key • RTD picked up from. Urban Most Applicable Round-trip car shares are generally used for longer • Carshare operators Suburban-Mixed More Applicable periods of time and used for longer distances than point-to-point car share. Suburban-Residential Applicable Round-trip car shares can be split into two catego- Rural Not Applicable Funding Sources: ries:

• Traditional round-trip car share: Includes pro- Most applicable the urban typology, where density and a • Car share operators viders in the RTD service area such as ZipCar, greater proportion of carless households support the need Getaround is a peer-to-peer car share pro- eGo and Maven. Car share providers own and for occasional, short term vehicle access for many trips. • User fees vider that launched its services in Denver in provide support for the vehicles, and trips Less applicable to the urban core where point-to point car December 2018. It allows registered users to generally include the cost of gasoline and insur- share is more prevalent, and suburban-mixed locations • Sponsorship agreements list their personal car and then allows other ance. due to lower density. Less applicable to suburban-residen- members to rent it for an hour up to a num- • Peer-to-peer round-trip car share: Includes pro- tial typologies, where most households already own one ber of days. viders in the RTD service area such as Turo and or more vehicles, although peer-to-peer car share may A key difference from other peer-to-peer Getaround. Peer-to-peer car sharing allows peo- work here. Not applicable to rural typologies. providers is that Getaround installs a device ple to rent out their personal vehicle to others. to enable the car to be opened and unopened All vehicles are privately owned, and generally via their app, reducing the need to pick up does not include the cost of gasoline, but does keys and providing more flexibility to both the include insurance. Applicability to Overlays owner and user.

Locations with high number of historically Encouraging placement of Getaround cars vulnerable populations rely relatively more around transit stations and stops will help to on diverse modes rather than driving as provide increased first and last mile options. car ownership is lower. Encouraging in- creased travel options may improve their access to transit.

While round-trip car sharing is not ideal for commuting and station access appli- cations, it can help support and enable transit commutes by letting workers feel confident that a vehicle would be available https://www.getaround.com/den- for occasional appointments or mid-shift ver-car-rental errands that require a car. TRANSPORTATION DEMAND MANAGEMENT

• Creation of EcoPass District • Commuter Expert or Commuter • Bicycle Education and Buddy Encouragement Programs • Parking Cash-Out • Promotion of RTD Discount • TNC/Taxi Discounts Passes • Bike or Car share Subsidies • Website or App • Marketing Commuter Tax • Guaranteed Ride Home Benefits (GRH) • Transporation Coordinator • Variable Message Signs Network (TCN) • Dynamic Carpooling to Transit • New Resident / Employee / • Transit Access Marketing Plan Student Transportation Kits • Promotional events/fairs/ challenges Creation of EcoPass District

TRANSPORTATION DEMAND MANAGEMENT Case Study:

One of the most effective ways to increase tran- City of Boulder sit ridership is by reducing the cost. This can be Applicability to Typology Implementing Agencies: achieved through the distribution of annual Eco- Passes, which cover the cost of unlimited rides on Urban Core Key • BIDs all RTD bus and rail services. Besides reducing Urban Most Applicable cost, EcoPasses make riding transit more conve- • Parking districts nient. With an EcoPass transit riders do not need Suburban-Mixed More Applicable to purchase passes or find exact change to pay Suburban-Residential Applicable • Employers fares. Rural Not Applicable EcoPasses can be purchased by employers for • Property owners their employees, through a district-wide contract The City of Boulder’s downtown EcoPass pro- for all employees within the district’s boundaries Creation of EcoPass districts applies most to stations or • Homeowners associations gram provides a way for businesses that fall and by neighborhood groups for all residents with- transit service areas with high densities of employment within the Central Area General Improvement in the neighborhood’s boundaries. The cost of the around them. This will most apply to suburban-mixed District, the Downtown Boulder Business passes is based on an insurance model that allows locations with good transit access and a higher likeli- Improvement District or the University Hill infrequent users to subsidize frequent users. hood of large employment centers, and least to subur- Funding Sources: General Improvement District an opportunity Within a district, EcoPasses can be purchased by a ban-residential and rural locations with less employ- to offer their permanent, full time employees BID, parking authority, employer, master developer ment. The development of EcoPass districts may also • BID funds an EcoPass. or property manager. apply to urban or urban core locations. • Parking fees The EcoPasses are offered to businesses and employees free of charge, providing they are • Employers located within one of the three improvement districts. • Property owners

• Homeowners associations The cost of the EcoPass program is covered through parking revenues.

Pearl Street Mall, Boulder https://bouldercolorado.gov/commer- Source: BoulderColoradoUSA.com cial-districts/downtown-ecopass Bicycle Education and Encouragement Programs

TRANSPORTATION DEMAND MANAGEMENT Example Programs:

Bicycle education and encouragement programs/ Applicability to Typology Bicycle Ambassadors courses may improve first and last mile access by Bicycle Ambassadors are volunteers who educating and empowering people to travel to and work within their communities to encourage from transit by bicycle. Some people may not bicy- Urban Core Key bicycling and improve bicycle safety. They cle for transportation because they may not know Urban Most Applicable often lead presentations on bicycling and how to ride a bicycle or may feel uncomfortable promote safe bicycling at community events. riding one, they may not know how to maintain a Suburban-Mixed More Applicable Fort Collins has a successful Bicycle Ambas- bicycle, or they may not know how to reach desti- Suburban-Residential Applicable sadors program. nations by bicycle. Workshops and programs may lead more people to bicycle by increasing their Rural Not Applicable Bike to Work Day skills, confidence, and knowledge. Bike to Work Day is a nationally-organized event that encourages people to ride bicycles Bicycle workshops and courses advertised and to work. Businesses and organizations partic- Applicable to all typologies. held at transit stations can highlight the opportuni- ipate by hosting breakfast and water stations, ties and benefits of biking to and from transit. as well as “bike parties”. Hosting stations or Bicycle encouragement programs can be specifical- Implementing Agencies: parties at transit stations can introduce peo- ly designed to encourage bicycling within the first ple to the concept of using transit in conjunc- tion with bicycling. and last mile areas. Bicycle special events held at • Employers or near transit stations can be fun ways to increase Confident Commuter awareness about bicycling to and from transit and • Property owners This type of workshop or course focuses on get local businesses and organizations involved. increasing bicyclists’ confidence by teach- Hosting giveaways or raffles of bicycles, equip- • Bicycle Colorado ing the safety, traffic, maintenance, and ment, or accessories at or near transit stations navigation skills necessary to commute by can encourage people to bicycle. Providing safety • Local TMAs bike. Programs can also include guidance for equipment has the added benefit of promoting safe taking bicycles on transit, storing bicycles at bicycling. • DRCOG transit stations, and using bike share with transit. Bicycle Colorado offers this course in Bicycle benefits offered by employers to employees a three-part series. or by businesses to customers are effective ways to encourage people to bicycle more. Employers Funding Sources: Mechanics 101 can provide annual allowances for bicycle-related A basic bicycle maintenance workshop or purchases or maintenance; businesses can offer course, which teaches people how to patch discounts to registered bicyclists. • CMAQ funding or change a flat tire, how to oil a bike chain, and other simple tasks, can boost bicyclist Employers can also provide complimentary shared • Employers confidence and encourage people to ride amenities that make mid-day trips easier to com- more. plete by biking (or walking), such as bike lights, • Property owners bike seat rain covers, bags, ponchos, bike pumps, Road User Respect Campaign and high visibility safety vests. Promoting respectful behavior between bicy- • Local governments clists, pedestrians, motorists, and other road- way users can make roads safer. Free Event Transit Passes

TRANSPORTATION DEMAND MANAGEMENT Case Study:

Include transit passes in the cost of tickets for Applicability to Typology Implementing Agencies: Metro Transit (serving Minneapolis/St. Paul large events and promote the service. This strate- area) occasionally partners with organiza- gy will help manage the large demand for parking tions and events to provide free trial rides and high traffic congestion associated with large Urban Core Key • RTD in exchange for advertising and promotional events. Urban Most Applicable opportunities. As an example, Metro Transit Producing event transit passes for major events • Event management partnered with the Minnesota Timberwolves Suburban-Mixed More Applicable can concurrently help promote transit use, and in to offer fans with game-day tickets free rides some partnerships provide free advertising during Suburban-Residential Applicable on buses and trains before and after games. In exchange, Metro Transit receives an ad- the event for RTD/transit use. Not Applicable Rural vertising package that promotes transit to Along with the immediate effect of using transit to Funding Sources: fans before they get to the arena and during access an event, this strategy also may encourage games. event attendees to use transit on a more regular Most applicable in suburban-mixed locations that are basis. more likely to include large event spaces, as well as • Sponsorship arrangements good access to transit. Less applicable to suburban-resi- Partnerships between event organizers and transit dential locations where event spaces are less likely. This • Parking fees providers are critical to the success of this strategy. strategy may be applicable to urban typologies, depend- Depending on the likely demand, it may be neces- ing on the proximity of transit to the event space. • Ticket revenue sary to coordinate with RTD to provide additional transit service during an event.

Applicability to Overlays

High visitor population: In locations with a large visitor attractor (such as a stadium or music venue), providing a discounted tran- sit pass along with an event ticket would encourage event attendees to use transit to get to events.

https://www.metrotransit.org/timberwolves Promotion of RTD Discount Passes

TRANSPORTATION DEMAND MANAGEMENT Case Study:

Promotion of the various programs Metro Transit developed by RTD, targeted to specific populations Applicability to Typology Implementing Agencies: around the station or transit service location. • RTD RTD offers four discount pass programs: Urban Core Key • Low Income Pass (a 40% discount to qualify- Urban Most Applicable • TMAs ing riders whose incomes are at or below 185 Suburban-Mixed More Applicable percent of the federal poverty guidelines to be • DRCOG Applicable available in the Summer of 2019). Suburban-Residential Not Applicable • Youth Special Discount Card (70 percent Rural discount for youth ages 6-19 on all regular bus and train service). This mostly depends on the surrounding population Funding Sources: • Senior Special Discount Card (50 percent fare and demographics of a transit location. Urban core and urban locations may be most applicable due to the prox- discount for people ages 65+ on all regular bus • RTD and train service). imity to transit services and employement opportunities. Rural locations have a more dispersed population and • Individuals with Disabilities Special Discount • CMAQ therefore would not be applicable. Metro Transit (servicing the Minneapolis/St. Card (50 percent fare discount for individuals Paul Area) offers reduced fare to low income with disabilities on all regular bus and train riders through the Transit Assistance Program service). (TAP). Metro accepts a wide range of public These discounted pass programs encourage in- Applicability to Overlays assistance documentation to qualify riders for creased access and use of transit. Targeting the the program, including: State of Minnesota correct discount type to the corresponding popula- Generally, people who classify in an area EBT cards, Hennepin and Ramsey County tion will enhance uptake. of historically vulnerable populations have community cards, free/reduced lunch approv- relatively lower incomes. Marketing the al letters, energy assistance approval notices, low-income pass pricing here may encour- Minnesota health care programs cards, and age more people to use transit. public housing certificates. All family mem- bers listed on the approved document will qualify for $1.00 fares for 365 days from the date of issuance. Riders who still meet TAP program requirements after a year can re-en- roll with proper ID and updated certification documents.

https://www.metrotransit.org/tap-riders Website or App

TRANSPORTATION DEMAND MANAGEMENT Case Study: Go Denver Create or promote a website or app that aggre- Go Denver is an app that lets users plan trips gates all relevant information about local transpor- Applicability to Typology Implementing Agencies: in the Denver Metro area from start to finish. tation options, programs, and incentives available The app will show the available transporta- to employees or residents surrounding transit stops Urban Core Key • Local TMAs tion modes, travel times, arrival times, trip and stations. Urban Most Applicable costs, calories burned and carbon emissions. Ideally the website or app would provide a stream- • RTD Suburban-Mixed More Applicable Go Denver does not provide transportation lined process for applying for any RTD discounted services, but it is a good resource to find the fare programs. Applicable • Local governments Suburban-Residential best transportation option for your individual The website can serve as a one-stop-shop for Rural Not Applicable trip. specific transit station or bus stop locations with • Property owners areas of dense employment and other destinations. Developing a website or app would be most appli- Highly applicable to suburban-mixed locations that have • Private app developers cable to station areas undergoing change, as the numerous and diverse destinations, as well as different modes for accessing the station or stop location. https://www.denvergov.org/pocket- website or app can provide up-to-date information Funding Sources: about transportation services and infrastructure. gov/#/mobility Websites and apps are also applicable to areas with numerous transportation options such as • Local government agencies transit, car share, and micromobility. Applicability to Overlays Atlantic Station Any website developed should be designed and • Property owners Atlantic Station is a high-density, mixed-use developed with smart phone use in mind. Locations with a high propensity to change development with numerous employment, have a higher chance of new transporta- • Private app developers shopping, entertainment, and housing op- tion options and new developments occur- tions in Atlanta, Georgia. ring nearby the transit service. Developing A dedicated website provides information for an app or website at these locations is all modes accessing the area, in particular likely to encourage behavior change by from a nearby MARTA station. The website keeping new employees, employers and provides a one-stop-shop for people access- residents up-to-date with the latest trans- ing the area, showing the key transit routes, portation options. rideshare options, tax benefits and other commuter programs. The website includes a Locations that have large events may direct link to a transportation coordinator, via already have a website or app that can be an online chat option, to help with any ques- used to promote transit and transit access. tions about accessing the area. The website also provides a resource for employers, showing the benefits of promoting employee commute strategies.

https://asap-plus.com/gettingaround/ Guaranteed Ride Home (GRH)

TRANSPORTATION DEMAND MANAGEMENT Case Study:

Promote the regional Guaranteed Ride Home (GRH) program that provides commuters who do Applicability to Typology Implementing Agencies: Way to Go’s Guaranteed Ride Home not drive alone to work with a free ride home in program case of an approved emergency. A GRH program Urban Core supports commuters who do not drive alone with Key • DRCOG a subsidized or free ride home if an unexpected Urban Most Applicable emergency arises. Suburban-Mixed More Applicable This “commuter insurance” for those who carpool, Suburban-Residential Applicable take transit, bicycle, walk or vanpool to work is a low-cost program that removes a barrier to em- Rural Not Applicable Funding Sources: ployees’ use of alternative modes of transportation. In case of an emergency, such as illness, the need • Employers to pick up a sick child from school, or unscheduled The guaranteed ride home strategy is most applicable mandatory overtime, the program covers the full or to both Urban and Suburban-mixed typologies. These partial cost of participants taking a taxi, Lyft/Uber, locations tend to have more surrounding employment, or a rental car to get home. and so employees may be more likely to use transit with the knowledge that a guaranteed ride home is available Denver’s regional GRH program is managed for dealing with unexpected events. This strategy relates by DRCOG’s Way to Go program and is avail- to the promotion of EcoPass district strategy, as well as able to commuters who use its vanpool ser- areas where a large percentage of residents use transit. vices or have an EcoPass. The GRH program can also be purchased as a standalone program for employers interest- Applicability to Overlays ed in promoting the use of tranist, vanpool, carpool, or other sustainable transportation In places with high parking utilization, options. One major employer utilizing the riders may not be able to use their car to service, Denver International (DIA), access a station. Providing a guaranteed specifies that the service covers personal ill- ride home program will allow them to ness, family illness, child related emergencies, access the station without parking, safe in and instances where an employee misses their mind that they can still get home if they carpool or vanpool ride due to unexpected have an emergency. overtime. DIA specifies that the service does not cover disruptions in public transit service, work-related injuries, prescheduled appoint- Places with higher concentrations of high ments, odd shift hours, or circumstances in shift workers are more likely to find them- which an employee drove a motor vehicle selves leaving home outside of the peak alone to work. times. Providing a guaranteed ride home program will allow them to get home re- https://waytogo.org/getting-around/ gardless of the time. guaranteed-ride-home Variable Message Signs

TRANSPORTATION DEMAND MANAGEMENT Case Study:

Variable message signs are commonly used throughout Colorado to provide travel information Applicability to Typology Implementing Agencies: to drivers on state highways, specifically to high- light delays or weather changes. These signs could Urban Core Key • CDOT be used to highlight the time savings and other Urban Most Applicable benefits by using transit instead of driving along • RTD congested corridors. Examples include transit ver- Suburban-Mixed More Applicable sus drive time, parking availability, Suburban-Residential Applicable • Local TMAs and potential cost savings. Rural Not Applicable Variable message signs showing transit options should be placed near Park-and-Ride exits on con- There is little information about use of vari- gested corridors. Simple information such as tran- This applies anywhere a station or stop serves a major Funding Sources: able message signs for transit purposes. The sit time to major destinations against driving time destination with parallel congested roadways. It is more University of California, Berkeley did under- should be displayed during times of congestion. likely in locations with Suburban-mixed or rural typolo- take a study describing how transit variable The use of variable messaging signs showing gies that are nearby a major congested highway. Urban • CMAQ grants message signs were placed by Caltrans (page transit information along highways emerged as and suburban-residential typologies are less likely to be 8), but no assessment regarding their impact a potential pilot project from the Mobility Choice situated along a major congested highway. • USDOT: Advanced transportation on behavior was conducted. Blueprint Initiative (2019). and congestion management tech- Other examples from California include way- finding along a highway to advertise Park-n- Applicability to Overlays nologies deployment grant program Rides and indicate parking availability.

In locations that may change in the near future, it is important to make sure that messaging for new transit services is widespread. Providing variable messaging information for new transit services run- ning parallel to a major congested highway will encourage use.

Highly utilized Park-n-Rides may use variable message signs to indicate parking availability.

http://www.vejdirektoratet.dk/DA/ viden_og_data/temaer/its/Documents/ Evalueringer/Parker%20og%20rejs/ UCB-ITS-CWP-2009-2.pdf Dynamic Carpooling to Transit

TRANSPORTATION DEMAND MANAGEMENT Case Study:

Facilitate or market dynamic carpool matching Applicability to Typology Implementing Agencies: DRCOG: Way to Go and Commuting Solu- through services like Waze Carpool, Scoop and tions TMA SPLT for rides to and from transit stations. Dynam- ic carpool matching and dispatch can significantly Urban Core Key • DRCOG increase the number of people using carpooling, Urban Most Applicable in part by getting around some of the reasons • Local TMAs traditional carpools may be unappealing (such as Suburban-Mixed More Applicable having to ride with the same group of people and Suburban-Residential Applicable on the same schedule every day). Companies like Waze, Scoop and others can create neighborhood Rural Not Applicable areas or pool employees from specific work-sites Funding Sources: for improved access to the transit service location. This strategy can apply to all typologies, but is less likely Carpoolers should be guaranteed a parking space to apply to the urban core where there are few Park-n- • CMAQ grants that is close to bus and rail loading areas at their Ride stations. It could apply at rural stations where den- DRCOG’s Way to Go program utilized the preferred Park-n-Ride. sity is not high enough to support feeder transit service. • User payments Waze app to encourage dynamic carpooling. The app was announced for use during Way • Parking fees to Go’s “Go-Tober” campaign in 2018. Applicability to Overlays In February 2019, Commuting Solutions TMA, in partnership with DRCOG and RTD, In locations with a higher proportion of introduced a new program for “casual car- shift workers providing dynamic carpooling pooling” along US 36 between Denver and meets the needs of commuting outside of Boulder. the peak periods.

The program allows carpoolers using the In locations with high parking utilization, Waze carpool app to drive on the US 36 ex- dynamic carpooling can increase the press lanes free of charge. occupancy rates of vehicles accessing the station. The carpool pick-up locations are all RTD stations, providing a link between carpooling and transit.

https://commutingsolutions.org/ ride-sharing/casual-carpool/ Transit Access Marketing Plan

TRANSPORTATION DEMAND MANAGEMENT Case Study:

If no TMA is active within the station location, Denver Regional Mobility & Access Council developing a transit marketing and encouragement Applicability to Typology Implementing Agencies: campaign and materials through Way to Go pro- gram can help to increase ridership and spread Urban Core Key • DRCOG information about a specific transit station or bus Urban Most Applicable stop location. • Property owners Suburban-Mixed More Applicable Marketing plans should identify surrounding pop- ulations that are most likely to use transit. They Suburban-Residential Applicable • DRMAC should also include linking transit stations/bus stop Rural Not Applicable locations to nearby key destination and origins. • Local TMAs Locations with high populations of non-native English speakers should have materials tailored to This strategy can apply to all typologies, though it will Funding Sources: their native language. Similarly, populations with apply less to the urban core where transit information is high accessibility needs should be provided with generally readily available. • CMAC information about how to access and use transit. “The Getting There Guide” from DRMAC Marketing campaigns should have a start and end • RTD (Denver Regional Mobility & Access Council) date and track any rises in ridership during the Applicability to Overlays provides information in a variety of languag- es to getting around the Denver region. This campaign’s lifespan. This will help to increase the • Local governments effectiveness of future marketing campaigns. includes providing information for different Locations with high number of historically online apps and tools, and a full range of vulnerable populations may include a large • DROCOG transportation options alternative to driving. immigrant population that may not speak Similar informational guides could be devel- English as a first language. Transit infor- • FTA Enhanced Mobility of Seniors & oped for specific station or bus stop locations mation available in their native language Individuals with Disabilities grant pro- within the district. could increase their use of of transit. gram

People who are lesser less mobile or that have other disabilities may require more direction to help get to their destination than others. Information on how to access transit with disabilities may encourage them to use transit for more trips. https://static1.squarespace.com/ static/59bc49549f7456435f- 78deaa/t/5b9fe0ce40ec9a8ad- c3c4695/1537204434063/GT- G2018English.pdf Commuter Expert or Commuter Buddy

TRANSPORTATION DEMAND MANAGEMENT Case Study:

Commuter expert or commuter buddy programs Smart Commute Metro North enlist expert commuters at an employer or residen- Applicability to Typology Implementing Agencies: tial location show people how to use transit and/or volunteer to ride with people the first time they use Urban Core Key • Local TMAs transit. Urban Most Applicable This recommendation is not confined to transit use • DRCOG Suburban-Mixed More Applicable but can also be used for walking and cycling to transit, and then using transit. Suburban-Residential Applicable • RTD Providing incentives, such as free rides, to regular Rural Not Applicable transit commuters to become a commuter buddy or commuter expert will lead to more sustainable growth of the program. Funding Sources: Commuter experts or buddies can provide one-on- Applicability to Overlays Smart Commute Metro North TMA runs a one guidance to using different modes or can lead • CMAC grants a group of people. Recording group trips can then Transit Experience and Transit Trek. These Locations with high number of historical- be posted online as information for others. are guided transit trips and walking tours of ly vulnerable populations may include a • FTA Enhanced Mobility of Seniors regional transit facilities, including Wagon As this recommendation can be very flexible, it large immigrant population that may not & Individuals with Disabilities grant Road. Along with the “Transit Trek” they also can be tailored to different populations and demo- speak English as a first language. Provid- developed an informational video for using graphics. ing a buddy or commuter program in these program RTD services. For more information please areas in different languages may empower contact Smart Commute Metro North. people to use transit.

People who are less mobile or that have other disabilities may require more direc- tion to help get to their destination than others. Providing a buddy service may en- courage them to use transit for more trips.

https://www.youtube.com/ watch?v=kaopjXLIGME&fea- ture=youtu.be Parking Cash-Out

TRANSPORTATION DEMAND MANAGEMENT Case Study:

With parking cash-out employees who choose to SolidFire, Boulder, Colorado give up their employer-provided parking space Applicability to Typology Implementing Agencies: are offered a payment that can be used to pay for transit or vanpool fares, to pay for bike purchases Urban Core Key • Employers SolidFire is a technology company located or maintenance, or kept as cash. in downtown Boulder within the Central Urban Most Applicable Parking cash-out rewards commuting via alter- Area General Improvement District (CAGID). Suburban-Mixed More Applicable native modes and helps employers who provide SolidFire experienced a shortage of parking and developed a parking cash out program to free parking improve fairness by assuring that all Suburban-Residential Applicable Funding Sources: employees receive a benefit regardless of how they encourage employees to use alternative trans- Rural Not Applicable get to work. By providing benefits for more than portation modes to commute to and from the just parking, cash-out programs increase transit • Employers office. The company pays $150 per month to any employee who foregoes a month- ridership. A parking cash-out program is best implemented when ly parking pass, which costs the company parking is leased, there is a shortage of parking, park- Employers that provide cash-out can often realize more than $200 a month on average, or ing is access controlled and street parking surrounding cost savings when parking spaces are leased or reimbursement for occasional daily or hourly the site is priced. Dense urban environments are likely where parking is overutilized. parking charges, which range from $17 to to meet these criteria and are therefore best suited to a $25 per day. In addition, full-time employees parking cash-out program. Since free parking is typically are also eligible to receive an RTD EcoPass. available in suburban environments, a parking cash-out program can lead to spill-over parking in surrounding SolidFire currently has 86 employees partici- neighborhoods and is often difficult to enforce. Suburban pating in its program, 33 percent of its Boul- environments with access-controlled parking and limited der workforce. The company estimates that street parking may be considered. Rural environments the net savings of this program amount to are generally not suited to parking cash-out. approximately $17,000 a month. Employees like the program and SolidFire believes it is beneficial for recruiting and retaining employ- ees. Applicability to Overlays

Establishing a parking cash-out program in conjunction with a new building can pre- vent the need to build additional parking and inform successful program design. The money saved on avoiding additional park- ing infrastructure costs could be diverted to other programs such as transit pass subsidies. https://www.solidfire.com/ TNC/Taxi Discounts

TRANSPORTATION DEMAND MANAGEMENT Case Study:

Many studies have found that transportation net- Applicability to Typology Some effective first-last mile TNC subsidy SEPTA-Uber Pilot Program, Philadelphia, work companies (TNCs) are being used as a first programs have targeted stations that have Pennsylvania and last mile solution. Consequently, transit agen- oversubscribed parking effectively increas- cies and municipalities throughout the country are Urban Core Key ing the parking supply at the station by establishing partnerships to subsidize the cost of allowing more patrons to access the sta- Urban Most Applicable using TNCs for first and last mile trips between tion without a car. These programs free origins, destinations and transit stops. Suburban-Mixed More Applicable up additional spaces by converting some Subsidy scenarios and details vary by program. Suburban-Residential Applicable existing drive alone trips to the station to Though, typically, programs that offer first and last TNC trips that do not require a parking Rural Not Applicable mile solutions to transit stations specify that the space. trip must begin or end at a qualifying transit stop or station and set service area boundaries for the A study in Massachusetts that evaluated the potential opposite trip end. The subsidy structures most impact on transit ridership of TNC subsidies for trips Locations that require increased accessi- commonly used is a percentage of the total fare up between commuters’ homes and nearby transit rail bility may benefit from providing TNC/taxi to a maximum dollar amount. stations found that stations with the highest projected discounts to provide a service between a SEPTA ran a 14-month Uber subsidy pilot Subsidies can be administered through promotion- ridership were stations in dense areas; transit station and a medical facility, such for travel to and from 11 sta- al codes or automatically by setting up geofencing. where above average time savings was achieved by as a hospital. tions. The subsidy, in effect from May 2016 Subsidies should be limited to those trips that switching from driving to TNC and transit; and where to September 2017, provided a 40 percent transit cannot serve productively due to geographi- transit station parking is oversubscribed. This study sug- discount (up to $10) to encourage commutes cal, scheduling, or other constraints. The incentive gests that a TNC subsidy program may be most effective from suburban rail stations. The stations should be made available when the TNC/taxi ser- in suburban environments with commuter and light Implementing Agencies: selected for the pilot were among SEPTA’s vice supports, replaces or otherwise complements rail stations with high parking utilization. Additionally, busiest, with high ridership and limited avail- a current RTD service. suburban-mixed or suburban-residential typologies are • DRCOG ability of parking spaces. Several stations had complementary to this transit-access service because parking that was temporarily restricted due TNC/Taxi discounts can also be offered on a tem- they may lack robust feeder transit service or active • Local TMAs to construction. Uber reported an increased porary and/or targeted basis to encourage transit transportation infrastructure. Urban typologies, on the number of riders at all 11 stations, however ridership to mitigate temporary parking shortages other hand typically have adequate access by transit and • Property owners the program was not renewed at the end of or road access challenges due to construction, other modes. the pilot in October 2017 in part due to the large events or seasonal demand, such as the holi- • RTD need for better data to evaluate its perfor- day season for retail. mance. Applicability to Overlays Funding Sources: Pilot projects across the country are under- way to test the financial feasibility of provid- As TNC and taxis do not follow a set route, • Local funding ing ongoing subsidies, including subsidies by providing discounts to the transit service developers to help residents access transit. in lieu of a fixed route service will provide • Property owners flexibility as an area changes and devel- ops. http://www.septa.org/media/releas- • Emloyers es/2016/05-25-16a.html https://www.iseptaphilly.com/blog/Uber Bike or Car share Subsidies

TRANSPORTATION DEMAND MANAGEMENT Case Study:

Car share, bike share and scooter share programs Subsidizing car share, bike share and University of Denver allow people to rent cars, bikes and scooters for Applicability to Typology scooter share rides near oversubscribed short periods of time and at a low cost. stations can increase the number of people Numerous car share providers at the Uni- Urban Core who can access the station without having Subsidies can be an effective way to encourage Key versity of Denver offer car share discounts to to park. employees or residents to use these services to Urban Most Applicable students and staff to join and use their ser- travel between transit stops and work and to pro- vices. Suburban-Mixed More Applicable vide employees with ways to get around for mid- Car share providers that offer a discount for day trips on days they choose not to drive to work. Suburban-Residential Applicable University of Denver affiliates include: Subsidies could be provided at targeted transit sta- Rural Not Applicable Implementing Agencies: • Car2Go tions and stops and their corresponding surround- • Zipcar (Discounted annual membership ing communities to encourage access and use of • Local TMAs transit services. This strategy is most applicable to mixed-use locations fee of $15 instead of $70) where share services are already available. Vehicle share • Maven These programs have been shown to decrease pri- services tend to be in mixed-use environments due to • Universities vate automobile use and ownership while increas- the complementary demand (e.g.: days and time of day) ing mobility. for services. Residential land use is more likely to gener- • Property owners Car share, bike share and scooter share companies ate demand for services in the evenings and weekends may offer discounts to specific groups to encourage and in commercial environments employees make trips use. These are often specific to large institutions, during the workday. Funding Sources: such as medical facilities and university campus- This strategy is less applicable to suburban-residential es, but could be expanded to new developments locations however, a subsidy might still help some em- • Local funding nearby transit stations and stops. ployees who live in the service area bridge the first mile In addition, property owners and employers can access to transit. While less dense urban locations may • Employers purchase and distribute discount codes or mem- benefit from this strategy, many already have adequate bership subsidies to employees and visitors who connections. • Property owners use car share, bike share and scooter share to access their properties. • Service operators Applicability to Overlays

High historically vulnerable populations rely on transit and other non-auto modes relatively more than other groups in the district. Providing subsidies to bike, car or micromobility share memberships may open new ways for people to access tran- sit. https://www.du.edu/parking/mobility/

Courtesy: eGo carshares.html Marketing Commuter Tax Benefits

TRANSPORTATION DEMAND MANAGEMENT Resources:

The federal commuter tax benefits based on The National Center for Transit Research Section 132(f) of the federal tax code enables Applicability to Typology Implementing Agencies: commuters to pay for “qualifying transportation The National Center for Transit Research expenses” which include transit passes, vanpool Urban Core Key • Local TMAs compiles and regularly updates a summary of fares, and parking fees using pre-tax income. Em- Urban Most Applicable the tax benefits available to commuters. The ployees can use pre-tax income to pay for transit, • Employers summary provides a simple table to explain vanpool, and parking expenses through a payroll Suburban-Mixed More Applicable the commuter benefits available that employ- deduction up to a maximum amount designated Suburban-Residential Applicable ers can offer their employees. by the IRS every year, much like a flexible savings Not Applicable plan. Rural Funding Sources: When employees purchase a transit pass, van- This strategy is highly applicable to typologies in the pool seat, or a monthly parking spot they pay no https://www.nctr.usf.edu/programs/ urban core and urban areas where many employees income tax (up to the allowable amount) on the • Employers clearinghouse/commutebenefits/ receive free parking but no transit benefits. benefit and the employer saves money through reduced payroll taxes. This financial benefit can This strategy is also applicable to suburban-mixed, incentivize employees to choose to commute via where there may be good transit connections and high public transit. density of employment. It is less applicable to subur- ban-residential locations that may have less employment This strategy includes encouraging employers that and relatively fewer transit connections. are located near transit stations and stops to both inform and provide commuter tax benefits to their employees to encourage them to use transit as part of their commute. Applicability to Overlays Shift employees may not be aware of the The Best Workplaces for Commuters pre-tax benefits. Similarly, business owners that employ shift workers may also not The Best Workplaces for Commuters (BWC) be aware. Ensuring that businesses and provides qualified employers with national employees are aware of commuter benefits recognition for offering commuter benefits may encourage increased access to the based on the standards described by The Na- station. tional Center for Transit Research. Employers that achieve the standard are recognized on the BWC website. The website also provides High historically vulnerable populations employers with resources on how to promote rely on transit relatively more than other their recognition and support their employees groups in the district. Ensuring that busi- to commute more sustainably. ness owners and employees understand the pre-tax benefits that are available to them could increase their access to transit. https://www.bestworkplaces.org/ Transportation Coordinator Network (TCN)

TRANSPORTATION DEMAND MANAGEMENT Case Study: Commuting Solutions TMA: Workplace Com- TCNs can help to spread information about trans- mute Ambassadors portation options to specific groups of people in a Applicability to Typology Implementing Agencies: sustainable and organic way. Most often, but not Commuting Solutions runs a TCN program that aims to recruit and empower employees exclusively, TCNs are situated within employer Urban Core Key • Local TMAs groups to encourage more sustainable commute to meet the following objectives: Urban Most Applicable modes. • Reduce the number of single-occupancy Suburban-Mixed More Applicable The goal of a TCN is to build a network of knowl- vehicle (SOV) trips edgeable people to support information sharing on Suburban-Residential Applicable • Educate and inspire co-workers to use commuter benefits, hold transit encouragement Rural Not Applicable Funding Sources: sustainable transportation options events, and support commuter challenges. • Set realistic goals in the workplace to mea- Often, TCNs are built up from volunteers who are This strategy is most applicable to locations with numer- • TMA funding sure effectiveness passionate about bringing change to a workplace. ous major destinations, areas where significant redevel- Commuting Solutions provides the following Usually a dedicated individual from a TMA or local opment is taking place or transit stations where ridership support and resources to the Workplace Com- agency helps to support the development of Trans- is dropping. These characteristics are most commonly mute Ambassadors: portation Coordinator Networks to create sustain- found in urban and suburban-mixed typologies. able change. • Information and resources on commute TCNs can also be developed within residential options communities, for example, a community with a Applicability to Overlays • New employee packets neighborhood association may include someone dedicated to spreading information about new Locations with a high propensity to change • Employee commute surveys transit initiatives at neighborhood meetings and have a higher chance of new transporta- • RTD pass consultations within neighborhood newsletters. tion options and new developments oc- • A “commute resources corner” in the office Transportation Coordinator Networks work well curring nearby the transit service. A trans- because of their flexibility and “grassroots” style portation coordinator network at these • Exclusive access to events, such as trans- of implementation. They can be especially useful locations are likely to encourage behavior portation fairs and lunch-n-learns in locations with new developments, where new change to keep on top of the changing • Carpool and vanpool matching assistance employees and residents may be moving into an characteristics around a station or stop. area near a transit station or stop. • Telework consultations

Locations that have large events may al- • Individual trip-planning assistance ready have a coordinator. Making sure the Commuting Solutions holds monthly events event coordinators are aware of all transit for the Workplace Commuter Ambassadors options and discounts will make it more inviting different agencies to present and likely that transit is promoted to access the share information about programs operating event. within their agency. https://commutingsolutions.org/news- events/workplace-commute-ambassa- dors/ New Resident / Employee / Student Transportation Kits

TRANSPORTATION DEMAND MANAGEMENT Case Study:

Welcome kits provide information to educate new Locations with a high propensity to change Transportation Solutions TMA residents, employees, and students about their Applicability to Typology may include new residential and com- transportation options. The kits should include mercial developments. New residential/ Transportation Solutions, a TMA that services transit schedules, bicycle maps, information on Urban Core Key employee transportation information packs the south of Denver, developed a welcome available subsidies and transportation programs, are critical at these locations to ensure kit for residents at a new apartment build- Urban Most Applicable and, ideally, multiple free bus passes. new residents and employees are aware of ing called “The Henry” near RTD’s I-25 and Suburban-Mixed More Applicable their travel options. New employees should be provided with informa- Broadway station. Door hangers were left on tion on the travel options and programs available Suburban-Residential Applicable apartment doors for new residents with infor- to help them get to work. Starting a new job is mation about the Transit App, two free transit Rural Not Applicable tickets, a bike map, and information about one of several behavior change moments when Implementing Agencies: a person is more willing to try new travel options how to enter a sweepstakes to win a bike. (others include moving to a new home, starting an Applies to all typologies, but most relevant to locations educational program and having a child). Taking where riding transit, or how to ride transit, may not be • Local TMAs advantage of this moment can increase the rate at obvious to travelers. which employees take transit to work. Similarly, • Employers workplace relocations present an opportunity to take advantage of this behavior change moment • Universities for the entire workforce. Applicability to Overlays Onboarding transportation education is a cost-ef- • Property owners fective way to educate new employees and incen- Historically vulnerable populations often tivize alternative commute options at a time when include high migrant populations. These commuting is front of mind for employees. This populations may not speak English, there- in turn leads to reduced parking demand, higher fore providing packages of information in a Funding Sources: employee satisfaction and retention. range of languages is important. Providing these kits and incentives at new develop- ments around transit stations increases knowledge • Local funding Generally, shift workers require additional of how to access and use transit. travel information as they may not have a • Employers set commuting pattern. Providing improved information regarding how to use transit • Universities outside of the peak periods may increase the numbers of shift workers accessing • Property owners and using transit. Promotional events/fairs/challenges

TRANSPORTATION DEMAND MANAGEMENT Case Study:

The strategy encompasses all promotion events GO-TOBER Challenge: DRCOG/Way To Go and incentives that encourage transit ridership. Applicability to Typology Implementing Agencies: They can range from information tables at an em- ployment site to regional month-long competitions Urban Core Key • Local TMAs or challenges that allow individuals and organiza- Urban Most Applicable tions to compete against each other. Targeted “Try • DRCOG It” days or weeks are another way to encourage Suburban-Mixed More Applicable transit use. Suburban-Residential Applicable • Employers Challenges that utilize “gamification” often in- Rural Not Applicable crease user participation. Gamification is the • Property owners notion of providing points and badges to achieve GO-TOBER Challenge: DRCOG/waytogo individual and group goals. The theory behind This applies predominantly to the denser locations with Go-tober is a month-long challenge run by gamification is to tap into people’s self-esteem, high employment, such as in the Urban Core, Urban waytogo (a program of DRCOG). The annual giving them a feeling of achievement when they and Suburban-mixed. Less applicable to Suburban-resi- Funding Sources: challenge pits employers against each other perform a particular action. Providing points and dential and Rural typologies with less employment. to encourage employees to try different ways badges also increases the competitiveness of peo- of getting to and from work during the month ple, encouraging them to continue to perform the • CMAQ of October. action to rank higher among their peers. Applicability to Overlays • Employers The challenge ranks employers by how many of their employees participate in the chal- lenge and try other modes of commuting. Locations with a high propensity to change • Property owners Winning organizations receive recognition as have a higher chance of new transpor- well as awards and prizes. tation options and new developments occurring nearby the transit service. Devel- oping events, fairs and challenges at these locations are likely to encourage behavior change. https://waytogo.org/gotober

RideAmigos provide the platform for the Go-tober challenge and provide a number of pointers towards how gamification can lead to behavior change.

https://rideamigos.com/platform/com- muter-gamification-incentives/