RTD 2011 Annual Report to DRCOG on Fastracks 4-3-12

2011 Annual Report to DRCOG on FasTracks

Table of Contents

EXECUTIVE SUMMARY ...... 1 INTRODUCTION ...... 13 1.0 Project Definition: Scope and Costs ...... 13 1.1 Project9B Definition and Scope ...... 13 1.2 Current10B Plan and Costs ...... 15 1.3 201211B Annual Program Evaluation (APE) ...... 25 1.3.1 Cost23B and Revenue Challenges, Risk Factors, and Opportunities ...... 25 1.3.1.141B Construction Costs and Variability ...... 26 1.3.1.242B Sales And Use Tax Forecast Change ...... 28 1.3.1.3 Management Reserve Fund 43B...... 30 1.3.1.4 Railroad Negotiations ...... 31 1.3.1.544B Grant Opportunities ...... 31 1.3.2 Results24B of the 2012 APE ...... 32 1.3.2.145B Major Changes from 2011 APE ...... 32 1.3.2.247B Financial Plan Alternatives Considered ...... 34 1.3.2.348B RTD Board Financial Plan Selection ...... 36 1.3.3 Collaborative25B Efforts ...... 36 1.3.3.149B Metro Mayors FasTracks Task Force ...... 36 1.3.3.250B Sales and Use Tax Forecast Working Group ...... 38 1.3.3.351B FasTracks Construction Inflation Workshop ...... 39 1.3.3.4 FasTracks Construction Review Council ...... 39 1.4 Status12B of FasTracks Lines ...... 42 1.4.1 Central26B Rail Extension ...... 42 1.4.2 Denver27B Union Station ...... 44 1.4.3 Eagle28B Project ...... 48 1.4.3.153B East Rail Line ...... 50 1.4.3.254B Gold Line ...... 52 1.4.3.355B Northwest Rail Line – Phase 1 ...... 54 1.4.3.456B Commuter Rail Maintenance Facility ...... 56 1.4.4 I29B -225 Rail Line ...... 58 1.4.5 Maintenance30B Facilities ...... 60 1.4.5.157B Light Rail Maintenance Facility ...... 60 1.4.6 North31B Metro Rail Line ...... 62 1.4.7 Northwest32B Rail Line – Phase 2 ...... 64 1.4.8 Northwest Rail Line – Phase 3 ...... 64 1.4.9 Northwest BRT ...... 66 1.4.10 Southeast33B Rail Extension ...... 68 1.4.11 Southwest34B Rail Extension...... 70 1.4.12 US35B 36 Bus Rapid Transit (BRT) Line - Phase 1 ...... 73 1.4.13 US36B 36 Bus Rapid Transit (BRT) Line - Phase 2 ...... 73 1.4.14 West Rail Line ...... 76 2.0 Summary2B of Financial Plan ...... 78 3.0 Implementation3B Schedule ...... 79 3.1 14BModifications to Line/Project Schedules ...... 79 3.2 Status15B of Environmental Process ...... 85 4.0 Bus4B Service Levels ...... 88

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5.0 OperatingB Characteristics ...... 88 6.0 Transit6B Oriented Development (TOD) ...... 98 7.0 Downtown7B Denver Circulator ...... 102 8.0 Other8B FasTracks Plan Elements...... 104 8.1 Legislative16B Update ...... 104 8.1.1 Senate38B Bill 11-223, concerning state sales tax revenues retained by a vendor as compensation for expenses incurred by the vendor in the collection and remittance of such tax revenues to the state, and making an appropriation therefore...... 104 8.2 Quality7B Management Oversight ...... 104 8.3 Quality18B of Life (QoL) ...... 105 8.4 FasTracks19B Public Information/Public Outreach Program ...... 105 8.5 Citizens20B Advisory Committee (CAC) ...... 109 8.6 Sustainability21B Program ...... 109 8.7 FastConnects22B ...... 111 8.8 Workforce Initiative Now (WIN) ...... 113 8.9 Transformation through Transportation (T3) Industry Forum ...... 113

List of Figures

Figure 1: FasTracks Plan - Rapid Transit Lines ...... 14 Figure 2: Historical Copper Prices ...... 26 Figure 3: Historical Crude Oil Barrel Prices ...... 27 Figure 4: Unit Costs for Running Rail (per ton) ...... 27 Figure 5: Unit Costs for Reinforcing Steel (Cwt) ...... 28 Figure 6: Projected Sales and Use Tax Growth 2005-2035, 2011 vs. 2012 APE ...... 30 Figure 7: FasTracks Program Capital Cost Summary (YOE$) ...... 33 Figure 8: Historical Perspective of Tax Revenue Forecasts 2005-2035 ...... 33 Figure 9: Central Rail Extension ...... 43 Figure 10: Denver Union Station Transit Improvements ...... 44 Figure 11: Denver Union Station ...... 45 Figure 12: Eagle Project ...... 49 Figure 13: East Rail Line ...... 51 Figure 14: Gold Line ...... 53 Figure 15: Northwest Rail Line ...... 55 Figure 16: CRMF Site Location ...... 57 Figure 17: I-225 Rail Line ...... 59

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Figure 18: Light Rail Maintenance Facility ...... 60 Figure 19: North Metro Rail Line ...... 63 Figure 20: Northwest Rail Line ...... 65 Figure 21: Northwest BRT ...... 67 Figure 22: Southeast Line ...... 69 Figure 23: Southwest Rail Line ...... 71 Figure 24: US 36 BRT Line ...... 75 Figure 25: West Rail Line ...... 77 Figure 26: FasTracks SB 208 Original Schedule (2004) & 2012 Financial Plan Schedule ...... 81 Figure 27: FasTracks SB 208 2010 Report Schedule & 2012 Financial Plan Schedule ...... 83 Figure 28: Updated Rail Operating Plan and Peak Hour Capacities for FasTracks Lines in 2035 ...... 91 Figure 29: BRT Peak Hour Capacities (Opening Day) ...... 92 Figure 30: Downtown Denver Circulator Proposed Route ...... 103 Figure 31: FastConnects ...... 112

List of Tables

Table 1: Comparison of 2010 & 2011 FasTracks Capital Cost Characteristics ...... 17 Table 2: Opening Day Parking by Line ...... 23 Table 3: FasTracks Projected Costs by Project ...... 24 Table 4: Growth in Sales and Use Tax Revenues 1992 – 2011...... 29 Table 5: FasTracks Estimated Capital Sources of Funds Through 2022 (Millions of Dollars) ...... 79 Table 6: FasTracks Plan Bus Service Levels ...... 88 Table 7: FasTracks Rail Line Capacity and Year 2035 Maximum Line Loads ...... 90 Table 8: Northwest BRT and US 36 BRT Routes ...... 96

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ACRONYMS

ABT Additional Bonds Test ACEC American Consulting Engineers Council ADA Americans with Disabilities Act ANPRM Advanced Notice of Proposed Rulemaking APE Annual Program Evaluation ARRA American Recovery and Reinvestment Act BE Basic Engineering BNSF Burlington Northern Santa Fe BRT Bus Rapid Transit CAC Citizens Advisory Committee CCA Colorado Contractors Association CCD City and County of Denver CDOT Colorado Department of Transportation CE Categorical Exclusion CLC Colorado Legislative Council CM/GC Construction Manager/General Contractor CMAQ Congestion Management Air Quality COMTO Conference of Minority Transportation Organization CPI Consumer Price Index CRC Construction Review Council CRMF Commuter Rail Maintenance Facility DBFOM Design-Build-Finance-Operate-Maintain DEIS Draft Environmental Impact Statement DIA Denver International Airport DMAP Denver Multimodal Access Plan DMU Diesel Multiple Unit DOT Department of Transportation DRCOG Denver Regional Council of Governments DTP Denver Transit Partners DUS Denver Union Station DUSPA Denver Union Station Project Authority EA Environmental Assessment EE Environmental Evaluation EIS Environmental Impact Statement EMU Electric Multiple Unit EPA Environmental Protection Agency

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FCRC FasTracks Construction Review Council FEIS Final Environmental Impact Statement FFGA Full Funding Grant Agreement FONSI Finding of No Significant Impact FRESC Front Range Executive Service Corps FTA Federal Transit Administration HCC Hispanic Contractors of Colorado IBEW International Brotherhood of Electrical Workers MMC Metro Mayors Caucus MOS Minimum Operable Segment MOW Maintenance-of-Way MPO Metropolitan Planning Organization NPRM Notice of Proposed Rulemaking NTP Notice to Proceed NWES Northwest Rail Electrified Segment P3 Public-Private Partnership PE Preliminary Engineering Penta-P Public-Private Partnership Pilot Program PI Public Information/Involvement PNRS Projects of National and Regional Significance QoL Quality of Life RAQC Regional Air Quality Council RFP Request for Proposal RFQ Request for Qualifications ROD Record of Decision ROW Right-of-Way RRIF Railroad Rehabilitation & Improvement Financing RTP Regional Transportation Plan SB Senate Bill SEA Supplemental Environmental Assessment T3 Transformation through Transportation TIF Tax Increment Financing Transportation Infrastructure Finance and Innovation Act of TIFIA 1998 TIGER Transportation Investment Generating Economic Recovery TIGGER Transit Investments in Greenhouse Gas and Energy Reduction TIP Transportation Improvement Program TOD Transit-Oriented Development TOFC Trailer On Freight Car

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UPRR Union Pacific Railroad USA Union Station Alliance USACE US Army Corps of Engineers USNC Union Station Neighborhood Company WIN Workforce Initiative Now YOE Year-of-Expenditure

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EXECUTIVE SUMMARY The 2011 Annual Report to DRCOG on FasTracks was prepared pursuant to Senate Bill 208 (SB 208), which was passed by the Colorado legislature in 1990. SB 208 requires Metropolitan Planning Organization (MPO) approval of the financing and technology for all fixed guideway projects. The original report on FasTracks was prepared and approved by Denver Regional Council of Governments (DRCOG) in 2004. In the resolution approving the original report, the requirement for RTD to submit a report annually to DRCOG was a condition of approval. Since that time, reports have been submitted each year. This report represents the seventh annual report to DRCOG on FasTracks.

This report further documents progress on FasTracks projects; presents information on additional FasTracks efforts; and includes a summary and discussion of the approved 2012 FasTracks Financial Plan.

Project Definition and Scope The FasTracks Plan consists of nine rail lines (new or extended); two bus rapid transit (BRT) lines; redevelopment of Denver Union Station (DUS); a new Commuter Rail Maintenance Facility (CRMF) and an expanded light rail maintenance facility. By the 2022 opening day, the Plan will add approximately 64 miles of commuter rail (East Rail, Gold Line, North Metro Rail, and Northwest Rail – Phase 1 and 2); approximately 28 miles of light rail (Southeast Rail and Southwest Rail Line Extensions, Central Rail Line Extension, I-225, and West Rail Line); Park-n-Ride improvements and/or relocations at existing Park-n-Ride lots along US 36 (US 36 BRT – Phase 1), and up to 80 miles of BRT (US 36 BRT – Phase 2 and Northwest BRT).

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FasTracks Plan – Rapid Transit Lines

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Status of FasTracks Lines Below is a description and status of each line.

Central Line Extension The Central Line Extension is 0.8-miles in length and extends light rail from the 30th and Downing Station to the 38th/Blake Station where it will facilitate transfers to the East Rail Line. The Environmental Evaluation (EE) was completed in February 2010. Of the $305 million available due to the lower-than-expected Eagle Project bid price, $0.5 million is being used on this Extension for additional technical analysis including the use of a streetcar vehicle as well as the feasibility of other alignments.

Denver Union Station Denver Union Station is a multimodal transportation hub that will include light rail, commuter rail, and bus connections, as well as pedestrian access to downtown businesses and the 16th Street Mall Shuttle system. In October 2008, the Federal Transit Administration (FTA) signed the Record of Decision (ROD), and a contract for early construction was signed in May 2009. The Denver Union Station Project Authority (DUSPA) was created in 2008 to provide oversight; distribute project funding; and to contract with the design-builder for all transit infrastructure.

Eagle Project The Eagle Project consists of the East Rail Line, the Gold Line, and a portion of the Northwest Rail Line known as the Northwest Rail Electrified Segment (from DUS to the Westminster Station) as well as the CRMF, the commuter rail cars, and other ancillary improvements. In July 2010, RTD entered into a Concession Agreement with Denver Transit Partners (DTP) to design, build, finance, operate, and maintain the Eagle Project. The final Eagle Project cost estimate from DTP was $305 million under RTD’s internal estimates. These funds were allocated to seven unfunded FasTracks projects.

East Rail Line The East Rail Line is a commuter rail line, using Electric Multiple Unit (EMU) vehicles that is 22.8-miles in length and extends from DUS to Denver International Airport (DIA). The FTA signed the ROD in November 2009. On August 31, 2011, FTA granted this project a Full Funding Grant Agreement (FFGA).

Gold Line The Gold Line is a commuter rail line, using EMU vehicles, that is 11.2-miles in length and extends from DUS to Ward Road in Wheat Ridge. It shares 3.6 miles from DUS to Pecos with Northwest Rail. FTA signed the ROD in November 2009. On August 31, 2011, FTA granted this project a Full Funding Grant Agreement (FFGA).

Northwest Rail Line – Phase 1 Phase 1 of the Northwest Rail Line is the 5.5 mile portion of the Northwest Rail commuter rail line that extends to Downtown Longmont. This commuter rail segment originates at DUS and extends to the Westminster Station and is shared with the Gold Line between DUS and the Pecos Station (3.6 miles). This segment received environmental clearance in both the Northwest Rail EE, which was adopted by the RTD Board of Directors in May 2010 and released to the public in June 2010, as well as the Gold Line Final Environmental Impact Statement (FEIS).

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Commuter Rail Maintenance Facility (CRMF) This project includes a maintenance shop for commuter rail vehicles, a commuter rail control center, employee facilities, administrative offices, parking, and a building and laydown areas for maintenance-of-way (MOW) equipment and materials. In early 2009, the Fox North (48th & Fox) site was selected as the preferred location in the Supplemental Environmental Assessment (SEA), which was completed in April 2009. The environmental analysis was incorporated into and cleared through the East Rail Line, Gold Line, and North Metro Rail Line EISs.

I-225 Rail Line I-225 is a 10.5-mile light rail line that extends along I-225 from the existing Nine Mile Station, north and east to a station that will be constructed at Peoria/Smith. This station will serve as a transfer point to the East Rail Line. RTD’s current plan is for the I-225 Rail Line to be built in two segments with two different procurement delivery methods. Segment 1 is the segment of the line from the end of line immediately north of the Nine Mile Station to the Iliff Station. Segment 2, the remainder of the line, will continue north from the Iliff Station to the Peoria/Smith Station, which is shared with the East Rail Line. The Draft EE was released in July 2009 and the RTD Board adopted the Final EE in October 2009. Of the $305 million available due to the lower-than-expected Eagle Project bid price, $90 million will be used on this Line to pay for completion of Segment 1.

Light Rail Maintenance Facilities This project includes the expansion of existing light rail maintenance facilities at Elati and Mariposa. It essentially doubled the maintenance and operational capacity for light rail. Construction on Elati began in May 2009 and was completed in 2010. Construction on Mariposa began in 2010 and was completed in 2011.

North Metro Rail Line North Metro is a commuter rail line, using EMU vehicles, which is 18.4-miles in length and extends from DUS north to 162nd Avenue. In 2009, additional analysis was done on alignment refinements in the southern portion of the line. The Draft Environmental Impact Statement (DEIS) was released in November 2009. The FEIS was released in January 2011 and a ROD was signed on April 22, 2011. Of the $305 million available due to the lower-than-expected Eagle Project bid price, $90 million will be used on this Line to complete the segment from DUS to the National Western Stock Show Station.

Northwest Rail Line – Phase 2 Phase 2 of the Northwest Rail Line is comprised of a section of commuter rail using Diesel Multiple Unit (DMU) rail vehicles that is approximately six miles in length that extends from Westminster Station to Church Ranch Station. Of the $305 million available due to the lower-than-expected Eagle Project bid price, $17 million will be used on this Line to complete the Downtown Longmont Station, which will be constructed early and open in 2015. Construction of Phase 2 is scheduled for completion in 2022. The Final EE was adopted by the RTD Board of Directors in May 2010 and released to the public in June 2010.

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Northwest Rail Line – Phase 3 The remainder of the Northwest Rail Line, 29 miles of DMU commuter rail, will be completed from Church Ranch Station to Downtown Longmont Station as funding becomes available from the original 0.4% sales and use tax. Funding is anticipated to be available during the period of 2026 – 2032. Northwest BRT Northwest BRT, together with US 36 BRT, will serve the Northwest Corridor area from DUS to Longmont and will consist of up to 80 miles of BRT. The exact BRT alignment and other project elements will be finalized subsequent to environmental clearance and final design. This project is anticipated to be completed in 2020.

Southeast Rail Line Extension The Southeast Rail Line Extension is a 2.3-mile light rail extension from the current Southeast Line end-of-line station at Lincoln Avenue and I-25, south to the RidgeGate Parkway/I-25 interchange. The EE for this project was initiated in July 2008 and the Final EE was adopted by the RTD Board of Directors in February 2010. Of the $305 million available due to the lower-than-expected Eagle Project bid price, $9 million will be used on this Line to complete final design and undertake a federal environmental process to prepare for a federal grant application.

Southwest Rail Line Extension The Southwest Rail Line Extension is a 2.5-mile light rail extension from the current Southwest Line end-of-line station at Mineral Avenue and Santa Fe Drive (US-85), south and east to the southwest corner of the C470/Lucent Boulevard interchange. The EE for this project was initiated in July 2008 and the Final EE was adopted by the RTD Board of Directors in February 2010. Of the $305 million available due to the lower-than-expected Eagle Project bid price, $8.5 million will be used on this Line to relocate Union Pacific Railroad (UPRR) track.

US 36 BRT - Phase 1 This project includes Park-n-Ride improvements, improved pedestrian access to the bus stations, and the construction of bus loading areas along US 36. All improvements associated with Phase I were completed in spring 2010.

US 36 BRT - Phase 2 The US 36 BRT-Phase 2 includes funding for RTD’s proportionate share of 18 miles of managed lanes (high-occupancy toll and vehicle and BRT) on US 36. Also included is construction of a pedestrian bridge at the Table Mesa Park-n-Ride and a new eastbound bus pull-out ramp on the south side of US 36. The ROD for the EIS prepared jointly by RTD with Colorado Department of Transportation (CDOT) was signed in December 2009. Of the $305 million available due to the lower-than-expected Eagle Project bid price, $90 million is committed to complete the managed lanes on US 36 to Interlocken. This, and an additional $30 million previously allocated to this project, is being used to partner with the CDOT to extend the managed lanes past Interlocken to 88th Street in a contract that was awarded on February 29, 2012.

West Rail Line The West Rail Line originates at DUS and extends for 12.1-miles ending at the Jefferson County Government Center. On January 16, 2009, an FFGA with FTA was executed for $308.68 million to help fund the line. A full Notice to Proceed (NTP) was issued on June

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16, 2009. Significant construction on this light rail line has been accomplished since construction began in 2008. As of October 2011, a total of 15 bridges, flyovers, and tunnels have been substantially completed and overall construction progress is at 84%. Opening day is scheduled for May 2013.

Summary of Environmental Process In 2011, the North Metro EIS, was completed and the ROD was signed on April 22, 2011. In order to be eligible for federal funding, additional environmental studies were undertaken in 2011 for the I-225 Rail Line and for the Southeast Rail Extension. The I- 225 EA was completed in September 2011 and the Southeast Rail Extension AA/EA was initiated in October 2011.

Current Plan and Line Costs An Annual Program Evaluation (APE) was conducted in late 2011/early 2012 to determine changes in FasTracks project costs and to further evaluate these costs against projected revenues. Overall, it shows an increase in costs from 2004 ($4.7 billion to $7.4 billion), through 2022, and a decrease in projections of sales and use tax receipts for the period 2005 through 2035 ($13.7 billion to $8.0 billion) from 2004 forecasts. The 2012 APE serves as the cost basis for the approved 2012 FasTracks Financial Plan.

Annual Program Evaluation Since 2007, RTD has conducted an APE to update both the costs and projected revenues of the FasTracks Program. This information is then used to prepare the FasTracks Financial Plan. This Annual Report includes results of the 2012 APE. Following voter approval of the FasTracks Plan in 2004, commodity prices began an unprecedented rise. In 2008, a drop in prices was observed; however, through 2009, 2010, and 2011 commodity prices have continued an upward trend. Raw materials costs remain well above original 2004 project estimates.

Overall, there has been an increase in capital costs from the 2011 APE. This increase is primarily the result of extending the Program schedule out to 2022 and to an increase in the costs for the Northwest Rail line to Church Ranch Station (based on the most recent information from negotiations with Burlington Northern Santa Fe Railroad). Capital costs increased from $6.8 billion (2011 APE) to $7.4 billion (2012 APE). Further, sales and use tax revenues through 2035 are projected at $8.0 billion, which remains below those projected in 2004. FasTracks Program Capital costs and revenue projections for 2004 and 2007-2012 are shown in the two figures below.

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FasTracks Program Capital Cost Summary $10.0 $7.9 $8.0 $6.9 $6.8 $7.4 $6.1 $6.7 $6.0 $4.7 $4.0

Billions $2.0 $0.0 2004 2007 2008 2009 2010 2011 2012 APE FasTracks APE APE APE APE APE

Historical Perspective of Tax Revenue Forecasts 2005-2035

Sales and Use Tax Forecast Change To address the challenges of long-term sales and use tax revenue projections, RTD decided in 2010 to engage a contractor to develop sales and use tax revenue projections for 2011 and beyond. The Leeds School of Business at the University of Colorado at Boulder was selected as the contractor. Leeds developed short-term, medium-term, and long-term sales and use tax revenue forecast models. The Sales and Use Tax Forecasting Working Group which was originally convened in 2009 and consists of a group of state and local government economic advisors, was reconvened twice in 2011 to review progress from Leeds. The group agreed that the long-term models developed by Leeds would be used in the FasTracks 2012 Financial Plan, in the 2012 APE, and going forward.

Using the methodology developed by Leeds, average annual growth rates were determined. The medium growth rate scenario of 3.39% per year for the period 2005- 2035 was recommended for use in the 2012 Financial Plan. The average annual growth

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rate for the period 2012-2035, or the future years of the Financial Plan, is 3.89% in the medium scenario.

FasTracks Construction Inflation Workshop A FasTracks Construction Inflation Workshop was held on November 1, 2011, to discuss and evaluate the construction cost inflation rate that is applied to FasTracks capital cost estimates. Participants included RTD staff, senior transit consultants, representatives from local government and regional agencies, and Ken Simonson, Chief Economist for The Association of General Contractors. In the workshop, RTD’s current cost-estimating methodology and current method for analyzing, forecasting, and estimating construction cost inflation and sales tax revenue were presented.

Construction Inflation Workshop participants generally agreed that RTD’s current methodology (and forecast values) for estimating Construction Cost Inflation is conservative, considering the current market trends, expert forecasts, and averages for other similar transit agencies.

Financial Plan Alternatives Considered RTD continues to work closely with elected officials, local governments, corridor stakeholders, and the public to identify how to move the FasTracks Program forward. On December 6, 2011, staff presented the RTD Board of Directors with updated cost estimates for the Northwest Rail Line (based on inputs from BNSF). The cost estimate for the Northwest Rail Line represents a significant increase compared to costs assumed last year, and staff indicated at that time that completion of the Northwest Rail Line would likely have to be delayed to 2023 – 2025 to match RTD’s cash flow constraints. Staff identified the following options for RTD Board consideration: Option 1 (Base Case): Delay completion of Northwest Rail to 2024 to match RTD’s cash flow requirements; Option 2: Delay completion of Northwest Rail to 2024 to match RTD’s cash flow requirements, but accelerate select capital projects and increase funding for bus service for Northwest Rail and US 36 BRT Service Areas. This option would require a six-month delay for the remaining partially-funded lines; Option 3: Remove Northwest Rail from the FasTracks plan and commit remaining Northwest Rail project funds, capped at $894.6 million (YOE), for expanded/enhanced BRT in the Northwest Corridor area to be completed by 2020. Subsequently, based on RTD Guiding Principles and discussions with RTD’s stakeholders, on March 20, 2012, RTD proposed a hybrid option that includes the following: Extending the Northwest Commuter Rail Line from Westminster Station to the Church Ranch Station with revenue service commencing at a point between 2020 - 2022 to provide bi-directional peak service for commuters connecting to/from DUS; Completing the Northwest Rail Line incrementally or in its entirety from Church Ranch to Longmont, pending future action by the RTD Board of Directors, as funding becomes available from the original 0.4% sales and use tax. Funding is anticipated to be available to initiate construction and begin revenue service during the period of 2026 – 2032;

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Building a BRT system by 2020 that will provide cost effective, immediate relief/ mobility improvements for the Northwest Corridor area.

RTD Financial Plan Selection On March 27, 2012 the RTD Board of Directors adopted a Financial Plan that incorporated the staff recommendation for the Northwest Rail Corridor area. This Financial Plan assumes an election in 2012 with an additional 0.4% sales and use tax increase commencing in January 2013. The Financial Plan also assumes opening day for the FasTracks Program by 2022. The remainder of the Northwest Rail Line from Church Ranch Station to Downtown Longmont Station will be completed pending future action by the RTD Board of Directors and as funding becomes available from the original 0.4% sales and use tax. Project costs determined from the 2012 APE and included in the FasTracks Financial Plan are shown in the table below.

FasTracks Projected Costs by Project (In Millions of YOE Dollars)

Project 2012 APE West Rail Line $684.3 Total Eagle Project Costs $2,185.0 I-225 Rail Line $748.5 Northwest Rail Corridor (Phase 2 to Church Ranch) $396.0 Northwest BRT $894.6 North Metro Rail Line $978.7 Central Rail Extension $60.3 Southeast Rail Extension $209.1 Southwest Rail Extension $182.2 U.S. 36 BRT – Phase 1 $19.0 U.S. 36 BRT – Phase 2 $220.4 Denver Union Station $287.3 Light Rail Maintenance Facility $18.2 Downtown Denver Circulator $17.3 Other FasTracks Project Costs $482.5 Total FasTracks Program Costs $7,383.4

Bus Service Levels Background bus service levels in the financial plan have changed due to an RTD Board of Directors initiative to ensure long-term fiscal sustainability of RTD’s services that are funded through the original 0.6% sales and use tax. In October 2011, the Board of Directors approved service reductions designed to maximize ridership in a cost-effective manner, or “right-sizing” the level of service to meet current and projected future revenue streams. This resulted in a decrease of 3.5% between 2011 and 2012 bus service hours, including fixed route, call-n-Ride, and ADA services. RTD is committed to funding rubber tire service increases through the FasTracks Program. In 2012, the FasTracks Program is funding approximately 7% of the fixed-route rubber tire service. Without this financial commitment through FasTracks, RTD would be forced to make deeper cuts in rubber tire service to balance its budget. Future year projected service increases range between

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0.7% and 1.1% from 2013 through 2022 and approximately 1.9% annually from 2023 through 2035.

Operating Characteristics Since the DRCOG approval of the FasTracks Plan in 2004, the planning horizon for the Regional Transportation Plan (RTP) has been extended to 2035 for most projects. There have been minor changes to the transit operating characteristics, including travel times and speeds, for some of the FasTracks lines, based on changes in technology and alignment refinements.

The two most significant changes to the FasTracks operating plan are related to light rail operations and the Northwest Rail Line. The FasTracks light rail operating plan has been updated due to signal timing changes in downtown Denver and the implementation of four-car train platforms. The Northwest Rail Line is now phased. Phase 2 will travel from DUS to Church Ranch Station, Phase 3 will extend the line to the Downtown Longmont Station, and BRT will be implemented to the Downtown Longmont Station.

Conclusion Though the unprecedented rise in costs of labor and materials observed after 2004 has moderated, costs have continued to fluctuate. Likewise, sales and use tax revenue projections remain below those originally projected in 2004. The result is the continuation of a funding gap that was first observed during the 2008 APE.

Throughout 2011, RTD evaluated different options for completing the FasTracks Plan including various options for future sales and use tax increases. Additionally, to more accurately forecast revenue and determine costs, RTD reconvened a Sales and Use Tax Forecasting Working Group and conducted a Construction Inflation Workshop. These efforts have included recognized experts and stakeholders and have yielded results that were used in preparation of this year’s APE (2012) as well as the 2012 FasTracks Financial Plan. In particular, the Sales and Use Tax Forecasting Working Group utilized the Leeds School of Business at the University of Colorado to develop sales and use tax revenue projections for 2011 and beyond.

On March 27, 2012 the RTD Board of Directors adopted a Financial Plan that incorporated the staff recommendation for the Northwest Rail Corridor area. This Financial Plan assumes an election in 2012 with an additional 0.4% sales and use tax increase commencing in January 2013, and would result in opening day for the FasTracks Program by 2022, with Northwest Rail completion to Longmont, incrementally or in its entirety, in the 2026-2032 timeframe.

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INTRODUCTION

In May 2011, RTD prepared and submitted its annual report to the Denver Regional Council of governments (DRCOG) titled RTD 2010 Annual Report to DRCOG on FasTracks. This 2011 Annual Report provides DRCOG with an update on the FasTracks Program (Program) and addresses notable Program changes that have occurred since the RTD 2010 Annual Report to DRCOG on FasTracks. The Financial Plan has also been updated to reflect current forecasting assumptions.

1.0 PROJECT DEFINITION: SCOPE AND COSTS In 2004, the FasTracks Plan (Plan) was approved by the voters. Since Plan approval, annual reports have been prepared and submitted to DRCOG documenting work progress, issues facing the Plan, and the current Financial Plan. The original report prepared pursuant to Senate Bill (SB) 208 was completed in February 2004, prior to voter approval of FasTracks in November 2004. DRCOG reviewed the original report and documented its findings in an April 2004 report. In approving the original report, the DRCOG Board of Directors approved eighteen resolutions that included an annual report as a condition of approval (Appendix A). To date, there have been seven reports submitted and approved by DRCOG. These include the original 2004 report and subsequent reports for 2005 through 2010.

This report, the RTD 2011 Annual Report to DRCOG on FasTracks, further documents progress on FasTracks projects; presents information on additional FasTracks efforts; and includes a summary and discussion of the 2012 FasTracks Financial Plan.

1.1 Project9B Definition and Scope

The FasTracks Plan (FigureX 1)X consists of nine rail lines (new or extended); two bus rapid transit (BRT) lines; redevelopment of Denver Union Station (DUS); a new Commuter Rail Maintenance Facility (CRMF) and an expanded light rail maintenance facility. By opening day, the Plan will add approximately 64 miles of commuter rail (East Rail, Gold Line, North Metro Rail, and Northwest Rail – Phase 1 and 2); approximately 28 miles of light rail (Southeast Rail and Southwest Rail Line Extensions, Central Rail Line Extension, I-225, and West Rail Line); Park-n-Ride improvements and/or relocations at existing Park-n-Ride lots along US 36 (US 36 BRT – Phase 1), and up to 80 miles of BRT (US 36 BRT – Phase 2 and Northwest BRT).

The Financial Plan included in this report incorporates the results of the Annual Program Evaluation (APE) for 2012. The 2012 APE results are discussed in Section 1.3.2 and the corridor descriptions are discussed in Section 1.4. A summary of the 2012 FasTracks Financial Plan is presented in Section 2, with the full Financial Plan description presented in Appendix B.

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Figure 1: FasTracks Plan - Rapid Transit Lines

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1.2 Current10B Plan and Costs The FasTracks Plan characteristics for all FasTracks lines and major components, such

as maintenance facilities, are summarized in TableX 1.X This table highlights changes from the 2010 Annual Report. Information presented in the RTD 2010 Annual Report to DRCOG on FasTracks is shown in yellow and 2011 Annual Report information is shown

in blue. Changes from 2010 are identified by bolded type. TableX 2 X is a companion to Table 1 and provides additional parking information for opening day for each line. Parking has been updated to reflect the changes in the Northwest Rail phasing as well

as the addition of Northwest BRT (see Sections 1.4.7 – 1.4.9). X

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Table 1: Comparison of 2010 & 2011 FasTracks Capital Cost Characteristics

Central Rail Line Install CBD signal software; and build second pair of tracks from Broadway Station to Alameda Station and from 10th/Osage Station 2010 Existing Facility n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a to Colfax (CPV/CBD split). Enhancements

Build single track in each traffic lane between 38th and Blake and 30th/Downing, rather than exclusive ROW; use existing light rail Central Rail Line Light 2011 alignment to 20th/Welton Station, then through downtown loop. Two stations are included along Downing St: 33rd & Downing and Use Denver Downing St ROW. 3 2,4 0 1 2 0 2 18 0 0.8 Extension Rail/Streetcar6 35th & Downing. Central Rail Line Install CBD signal software (completed); Upgrade to 4-car platforms from I-25/Broadway Station to 18th/Stout & 2011 Existing Facility n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 18th/California Stations (with substation capacity improvements (completed); Enhancements

Light Rail, Light rail station will be located at grade along the CML; the commuter rail station will be located at grade; the Mall Shuttle will be Denver Union 2010 Commuter Rail extended along 16th Street from DUS to the light rail station; RTD Express and Regional bus terminal will be located underground Use RTD ROW (already acquired) and RR ROW (purchased). 1 1 n/a n/a n/a n/a n/a n/a Station (DUS) & Bus below 17th Street.

Light Rail, Light rail station will be located at grade along the CML; the commuter rail station will be located at grade; the Mall Shuttle will be Denver Union 2011 Commuter Rail extended along 16th Street from DUS to the light rail station; RTD Express and Regional bus terminal will be located underground Use RTD ROW (already acquired) and RR ROW (purchased). 1 1 n/a n/a n/a n/a n/a n/a Station (DUS) & Bus below 17th Street. The light rail portion of the project was completed in 2011.

The alignment follows the UPRR corridor between DUS and Airport Blvd and then heads north and east to DIA. The alignment will have 16.8 miles of double track and 6 miles of single track. The new track will not be shared with existing or planned freight rail 13 (Broadway, 38th Ave, BNSF Market Lead, Quebec, Sand Creek, UPRR- Commuter Use a combination of UPRR ROW, private property, and shared City and County of 2010 East Rail Line operations. East Rail Line will use the shared alignment north of DUS to access the CRMF with the FasTracks Gold Line, North 6 2, 5 2 3 1 3,529 7 15 Airport Blvd-31st Ave-32nd Place-I70, 56th Ave, First Creek, E-470, Pena 22.8 Rail/EMU Denver and City of Aurora ROW. Metro, and Northwest commuter rail lines. The line includes 6 stations: 38th & Blake, Colorado, Central Park Blvd (existing Blvd, New Castle, Airport Entrance Rd, Airport Exit Rd) Stapleton PnR), Peoria/Smith, Airport Blvd/40th (existing), DIA.

The alignment follows the UPRR corridor between DUS and Airport Blvd and then heads north and east to DIA. The alignment will have 16.8 miles of double track and 6 miles of single track (additional segments will be reinstated to double track pending an 13 (Broadway, 38th Ave, BNSF Market Lead, Quebec, Sand Creek, UPRR- Commuter IGA in 2012). The new track will not be shared with existing or planned freight rail operations. East Rail Line will use the shared Use a combination of UPRR ROW, private property, and shared City and 2011 East Rail Line 6 2, 5 2 3 1 3,529 7 15 Airport Blvd-31st Ave-32nd Place-I70, 56th Ave, First Creek, E-470, Pena 22.8 Rail/EMU alignment north of DUS to access the CRMF with the FasTracks Gold Line, North Metro, and Northwest commuter rail Lines. The County of Denver and City of Aurora ROW. Blvd, New Castle, Airport Entrance Rd, Airport Exit Rd) line includes 6 stations: 38th & Blake, 40th/Colorado, Central Park Blvd (existing Stapleton PnR), Peoria/Smith, Airport Blvd/40th (existing), DIA.

The Gold Line will operate between DUS and Ward Road in Wheat Ridge primarily on a double track system (with the exception of one single track segment of approximately 1.5 miles from Ralston Road to Carr St in Arvada) dedicated to commuter rail with no Commuter track shared with freight rail operations. Gold Line will use the shared alignment north of DUS to access the CRMF with the 6 (Federal Blvd, Clear Creek, Moffat Line Flyover, Ralston Creek, 2010 Gold Line Purchase RR ROW and additional private land. 7 2 5 0 2,300 18 11.2 8 Rail/EMU FasTracks East, North Metro, and Northwest commuter rail lines. Gold Line will share track with Northwest Rail from the CRMF to Wadsworth Bypass, Kipling) Pecos Station. The project includes 7 stations: 41st Ave, Pecos, Federal, Sheridan, Olde Town (existing), Arvada Ridge and Ward Rd (existing).

The Gold Line will operate between DUS and Ward Road in Wheat Ridge primarily on a double track system (with the exception of one single track segment of approximately 1.5 miles from Ralston Road to Carr St in Arvada) dedicated to commuter rail with no Commuter track shared with freight rail operations. Gold Line will use the shared alignment north of DUS to access the CRMF with the 6 (Federal Blvd, Clear Creek, Moffat Line Flyover, Ralston Creek, 2011 Gold Line Purchase RR ROW and additional private land. 7 2 5 0 2,300 18 11.2 8 Rail/EMU FasTracks East, North Metro, and Northwest commuter rail lines. Gold Line will share track with Northwest Rail from the CRMF to Wadsworth Bypass, Kipling) Pecos Station. The project includes 7 stations: 41st Ave, Pecos, Federal, Sheridan, Olde Town (existing), Arvada Ridge and Ward Rd (existing).

Build new double tracks for entire length; the project will travel through the City of Aurora and through one small section of the City 8 (I-225 Mainline NB lanes only, Yale, Iliff/Abilene/I-225 NB off-ramp and County of Denver. It will extend from the existing Nine Mile Station to the proposed terminus at Peoria St and Smith Rd. Will No RR ROW required; Use CDOT I-225 ROW, Aurora ROW, and RTD ROW. intersection, NB I-225 to Mississippi Ave off-ramp-Mississippi-Mississippi 2011 I-225 Rail Line Light Rail operate on the east side of I-225 from Nine Mile to Florida Station. The alignment crosses over to the west side of I-225 at 13the Ave 8 2,3 0 5 3 1,800 7 31 10.5 For stations/PnRs acquire private property. Ave to NB I-225 on-ramp, 6th Ave/I-225 NB ramps intersection, I-225 NB & to serve the Fitzsimons Medical Campus and remains on the west side to the Peoria/Smith station. The project includes 8 stations: SB mainline, Colfax, Sand Creek) Iliff, Florida, City Center, 2nd/Abilene, 13th Ave, Colfax, Montview, and Peoria/Smith. Notes: 1. Parking is summarized by corridor in Table 2. Parking in this Table represents parking built by each project. 2. The East Rail Line shares stations with the I-225 Rail Line, where commuter rail and light rail meet, and with the Central Rail Extension (parking to be built by the East Rail Line). 3. I-225 Rail Line also includes Nine Mile Station, which is existing, and is not included in the number of stations listed. 4. The Central Rail Extension terminates at the 38th/Blake Station and creates a transfer point between Commuter Rail (East Rail Line) and Light Rail (Central Rail Extension). 5. Two "design option" stations (East Rail Line) to be privately funded include 62nd/Pena Boulevard and 72nd/Dunkirk. These are not shown in the station total. 6. The Central Rail Extension will utilize a single light rail vehicle in a streetcar function. 7. 550 parking spaces at the Peoria Station (East Rail Line) are shared with the I-225 Rail Line. 8. Gold Line and NW Rail Line share 3.6 miles of track from DUS to Pecos. 9. US 36 & Church Ranch and US 36 & E. Flatiron Circle (NW Rail Line - Flatiron Station; US 36 BRT - Flatiron/96th St. Station) are existing PnRs with 396 spaces and 264 spaces respectively. These will be shared stations by both the US 36 BRT Corridor and the NW Rail Corridor. The existing spaces are accounted for in the Existing and Total Opening Day columns for both US 36 BRT and NW Rail. 10. For additional corridor-specifc information please see the Status of FasTracks Corridors (Section 1.4). 11. Represents only new construction. 12. A bus maintenance facility for the Northwest Corridor BRT is included with that project. 13. Shifted from "Other Items" budget

Changes from 2010 Annual Report are shown in Bold.

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18 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

Table 1: Comparison of 2010 & 2011 FasTracks Capital Cost Characteristics (continued)

Maintenance Light Rail and New commuter rail maintenance facility with buildings and vehicle storage areas. Expansion of the Elati and Mariposa facilities for 2010 Purchase private ROW. n/a n/a n/a n/a n/a n/a n/a n/a Facilities 12 Commuter Rail light rail maintenance.

Maintenance Light Rail and New commuter rail maintenance facility with buildings and vehicle storage areas. Expansion of the Elati and Mariposa facilities for 2011 Purchase private ROW. n/a n/a n/a n/a n/a n/a n/a n/a Facilities 12 Commuter Rail light rail maintenance. All completed in 2011.

Approximately 13 miles of the alignment is single-track, with passing track segments in five locations from DUS to 38th Street; from south of 72nd Avenue to just north of I-76; from north of Thornton Parkway to just north of 104th Avenue; from south of 124th Avenue Commuter 12 (Delgany Wye Track, South Platte River [3], Washington St, 47th Ave, North Metro Rail to south of York Street; and from SH 7 to the end of line, approximately 162nd Avenue. Eight stations proposed: National Western Purchased UPRR ROW Boulder Branch and additional RR ROW; Purchase 2010 Rail/EMU 8 1 7 0 4,020 18 Marion St, Race Ct, York-BNSF-Brighton-UPRR-O'Brian Canal-Sand 18.4 Line Stock Show, 72nd Ave (will replace existing Commerce City PnR); 88th Ave; 104th Ave; 112th Ave; Eastlake/124th Ave; 144th Ave private ROW. Share UP Boulder Branch with one UP train per week. (pending ROD) Creek-I270, O'Brian Canal, 104th, 120th) West; and SH 7/162nd Ave. The alignment is proposed to be adjacent to the BNSF Brush Subdivision freight ROW from DUS to 58th Ave and within the UPRR Boulder Branch ROW between the 72nd Ave Station and the SH 7/162nd Ave area.

Approximately 13 miles of the alignment is single-track, with passing track segments in five locations from DUS to 38th Street; from south of 72nd Avenue to just north of I-76; from north of Thornton Parkway to just north of 104th Avenue; from south of 124th Avenue 12 (Delgany Wye Track, South Platte River [3], Washington St, 47th Ave, North Metro Rail Commuter to south of York Street; and from SH 7 to the end of line, approximately 162nd Avenue. Eight stations proposed: National Western Purchased UPRR ROW Boulder Branch and additional RR ROW; Purchase 2011 8 1 7 0 4,020 18 Marion St, Race Ct, York-BNSF-Brighton-UPRR-O'Brian Canal-Sand 18.4 Line Rail/EMU Stock Show, 72nd Ave (will replace existing Commerce City PnR); 88th Ave; 104th Ave; 112th Ave; Eastlake/124th Ave; 144th Ave private ROW. Share UP Boulder Branch with one UP train per week. Creek-I270, O'Brian Canal, 104th, 120th) West; and SH 7/162nd Ave. The alignment is proposed to be adjacent to the BNSF Brush Subdivision freight ROW from DUS to 58th Ave and within the UPRR Boulder Branch ROW between the 72nd Ave Station and the SH 7/162nd Ave area.

This Phase is a 5.5-mile portion of the Northwest Rail commuter rail corridor. This EMU commuter rail segment originates at DUS Northwest Rail Line: Commuter 6 (South Platte River, 38th Ave, Jersey Cutoff, BNSF TOFC/UPRR, UPRR 2010 and extends to the South Westminster/71st Avenue Station and is shared with the Gold Line between DUS and the Pecos Station. Purchase private property as well as share RR ROW with BNSF. 1 0 1 0 350 2 5.5 8 Phase 1 Rail/EMU & relocated BNSF flyover at Utah Junction, Clear Creek) It includes one station: South Westminster/71st Ave Station.

Phase 2 comprises the remainder of the NW Rail Line from the Westminster Station to Downtown Longmont. Between the Westminster Station and Longmont, the existing BNSF track would be rehabilitated/replaced, and one new track adjacent to the existing BNSF track would be constructed. Both tracks would be utilized by freight and commuter rail vehicles. Between the South Northwest Rail Line: Commuter 7 (Church Ranch Blvd, Old Wadsworth, 75th St, SH 7/Arapahoe Rd, South 2010 Westminster/71st Ave Station and DUS, the track would be in exclusive transit ROW, owned by RTD. The project includes 6 Purchase private property as well as share RR ROW with BNSF. 6 3 3 0 3,010 9 40 35.5 Phase 2 Rail/DMU Boulder Creek, Boulder Creek, St. Vrain Creek) stations: Walnut Creek (existing US 36 & Church Ranch PnR), Flatiron (existing US 36 & E. Flatiron Circle PnR ), Downtown Louisville, Boulder Transit Village, Gunbarrel, and Downtown Longmont (existing). Northwest Rail Corridor will use the shared alignment north of DUS to access the CRMF with the FasTracks Gold Line, North Metro, and East Commuter Rail Lines.

This Phase is a 5.5-mile portion of the Northwest Rail commuter rail corridor. This EMU commuter rail segment originates at DUS 7 (23rd st Flyover13 South Platte River, 38th Ave, Jersey Cutoff, BNSF Northwest Rail Line: Commuter and extends to the Westminster Station and is shared with the Gold Line between DUS and the Pecos Station. It includes one 2011 Purchase private property as well as share RR ROW with BNSF. 1 0 1 0 350 2 TOFC/UPRR, UPRR & relocated BNSF flyover at Utah Junction, Clear 5.5 8 Phase 1 Rail/EMU station: Westminster Station. Between the Westminster Ave Station and DUS, the track would be in exclusive transit Creek) ROW, owned by RTD.

Phase 2 comprises the portion of the NW Rail Line from Westminster Station to Church Ranch Station. The existing BNSF track would be rehabilitated/replaced, and one new track adjacent to the existing BNSF track would be Northwest Rail Line: Commuter 2011 constructed. Both tracks would be utilized by freight and commuter rail vehicles. The project includes one station Purchase private property as well as share RR ROW with BNSF. 1 1 0 0 636 10 1 (Church Ranch Blvd) 6.0 Phase 2 Rail/DMU Church Ranch (existing PnR). Northwest Rail Corridor will use an exclusive DMU maintenance facility at a location to-be- determined.

Phase 3 comprises the remainder of the NW Rail Line from the Church Ranch Station to Downtown Longmont Station. Between the Church Ranch Station and Longmont, the existing BNSF track would be rehabilitated/replaced, and one Northwest Rail Commuter new track adjacent to the existing BNSF track would be constructed. Both tracks would be utilized by freight and 6 (Old Wadsworth, 75th St, SH 7/Arapahoe Rd, South Boulder Creek, 2011 Purchase private property as well as share RR ROW with BNSF. 1 1 0 0 575 30 35.0 Line: Phase 3 Rail/DMU commuter rail vehicles. The project includes adding rail platforms to 4 PnRs (Flatiron - existing US 36 & E. Flatiron Boulder Creek, St. Vrain Creek) Circle PnR; Downtown Louisville; Gunbarrel; Downtown Longmont - existing) and constructing the Boulder Transit Village Station. Northwest Rail Corridor will use an exclusive DMU maintenance facility at a location to-be-determined.

Freeway BRT portion of the project includes: Exclusive guideway on SH 119 (buffer separated), transit signal priority upgrades at existing signalized intersctions. Buses will utilize existing infrastructure on US 36 as completed with the US 36 managed lanes project. The project constructs parking and/or upgrades to include BRT station elements at the Gunbarrel and Flatiron Stations.

Northwest Arterial BRT portion of the project includes transit signal priority and queue jumps at existing signalized intersections Primarily CDOT ROW along state highways. Some purchase of private 2011 BRT 6 3 3 0 2,003 0 0 80.0 Corridor BRT along SH 7, SH 42, US 287, and S. Boulder Rd. The project constructs parking and/or upgrades to include BRT station property will be required. elements at the following stations: Downtown Louisville, Lafayette (existing PnR to be relocated), Hwy 119/Niwot (existing PnR, and US 287/Niwot (existing PnR).

New, specially branded BRT vehicles will be purchased and a new BRT maintenance facility will be constructed along the corridor.

Notes: 1. Parking is summarized by corridor in Table 2. Parking in this Table represents parking built by each project. 2. The East Rail Line shares stations with the I-225 Rail Line, where commuter rail and light rail meet, and with the Central Rail Extension (parking to be built by the East Rail Line). 3. I-225 Rail Line also includes Nine Mile Station, which is existing, and is not included in the number of stations listed. 4. The Central Rail Extension terminates at the 38th/Blake Station and creates a transfer point between Commuter Rail (East Rail Line) and Light Rail (Central Rail Extension). 5. Two "design option" stations (East Rail Line) to be privately funded include 62nd/Pena Boulevard and 72nd/Dunkirk. These are not shown in the station total. 6. The Central Rail Extension will utilize a single light rail vehicle in a streetcar function. 7. 550 parking spaces at the Peoria Station (East Rail Line) are shared with the I-225 Rail Line. 8. Gold Line and NW Rail Line share 3.6 miles of track from DUS to Pecos. 9. US 36 & Church Ranch and US 36 & E. Flatiron Circle (NW Rail Line - Flatiron Station; US 36 BRT - Flatiron/96th St. Station) are existing PnRs with 396 spaces and 264 spaces respectively. These will be shared stations by both the US 36 BRT Corridor and the NW Rail Corridor. The existing spaces are accounted for in the Existing and Total Opening Day columns for both US 36 BRT and NW Rail. 10. For additional corridor-specifc information please see the Status of FasTracks Corridors (Section 1.4). 11. Represents only new construction. 12. A bus maintenance facility for the Northwest Corridor BRT is included with that project. 13. Shifted from "Other Items" budget

Changes from 2010 Annual Report are shown in Bold.

19 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

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20 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

Table 1: Comparison of 2010 & 2011 FasTracks Capital Cost Characteristics (continued)

Total Number New Rapid Stations in New Corridors At-Grade SB 208 Annual of Parking Transit Crossings - Finding Report 10 Mode ROW Spaces Grade Separations: Structures and Tunnels 11 Alignment Corridor Track, Facilities, and Stations New Transit Require- Year New: New: (opening day) Length Lines ment Total Existing With Without 1 (miles) Parking Parking Build new double track for entire extension. The extension runs along the west side of I-25 from existing Lincoln Station to Sky SE Rail Line 2010 Light Rail Ridge Ave, crosses over I-25, and proceeds south along the east side of I-25 past RidgeGate Parkway. Three stations proposed: Use mostly developer donated ROW (pending) and purchase private ROW. 3 12 0 1 2 2,000 2 3 (Lincoln, I-25, RidgeGate Parkway) 2.3 Extension Sky Ridge, Lone Tree City Center, and RidgeGate end-of-line station. SE Rail Line Build bicycle and pedestrian improvements at Belleview and Arapahoe stations; Build 520 parking spaces at Lincoln Station and 2010 Existing Facility Light Rail n/a 1 1 0 0 520 n/a n/a n/a upgrade all platforms to 4-car platforms. Enhancements Build new double track for entire extension. The extension runs along the west side of I-25 from existing Lincoln Station to Sky SE Rail Line 2011 Light Rail Ridge Ave, crosses over I-25, and proceeds south along the east side of I-25 past RidgeGate Parkway. Three stations proposed: Use mostly developer donated ROW (pending) and purchase private ROW. 3 12 0 1 2 2,000 2 3 (Lincoln, I-25, RidgeGate Parkway) 2.3 Extension Sky Ridge, Lone Tree City Center, and RidgeGate end-of-Line Station. SE Rail Line Build bicycle and pedestrian improvements at Belleview and Arapahoe stations; Build 520 parking spaces at Lincoln Station and 2011 Existing Facility Light Rail n/a 1 1 0 0 520 n/a n/a n/a upgrade all platforms to 4-car platforms. All elements completed. Enhancements

SW Rail Line: Build new double track for entire extension. The extension runs south from the existing Mineral Station along the west side of the Use existing RTD ROW; use RR ROW (already use agreement); use CDOT 2010 Light Rail 1 0 1 0 1,000 0 2 (County Line-C470, Erickson Blvd) 2.5 Extension UPRR and BNSF lines. One station proposed at C-470/Lucent Blvd. C-470 ROW, use Englewood ROW and purchase private ROW.

SW Rail Line Enhancements include additional parking at the Englewood Station, coordination with the City of Englewood for a potential Bates 2010 Existing Facility Light Rail n/a 1 1 0 0 440 n/a n/a n/a Station, and improving all existing stations so they can accommodate 4-car trains. Enhancements

SW Rail Line: Build new double track for entire extension. The extension runs south from the existing Mineral Station along the west side of the Use existing RTD ROW; use RR ROW (already use agreement); use CDOT 2011 Light Rail 1 0 1 0 1,000 0 2 (County Line-C470, Erickson Blvd) 2.5 Extension UPRR and BNSF lines. One station proposed at C-470/Lucent Blvd. C-470 ROW, use Englewood ROW and purchase private ROW.

SW Rail Line Enhancements include additional parking at the Englewood Station, coordination with the City of Englewood for a potential Bates 2011 Existing Facility Light Rail n/a 1 1 0 0 440 n/a n/a n/a Station, and improving all existing stations so they can accommodate 4-car trains. Enhancements

Improvements to Westminster and Flatiron PnRs. Bus pull-outs at Church Ranch PnR. Bus pull-outs and a pedestrian bridge at US-36 BRT: 2010 Bus both Broomfield and McCaslin PnRs. Bus superstops on 28th St built by the City of Boulder. Project includes 5 stations (all Use CDOT ROW (US 36); purchase private ROW for pnR expansion. 5 5 0 0 3,376 9 0 n/a n/a Phase 1 existing): US 36 & McCaslin, Flatiron & 96th, Broomfield, US 36 & Church Ranch, and Westminster Center.

Improvements to Westminster and Flatiron PnRs. Bus pull-outs at Church Ranch PnR. Bus pull-outs and a pedestrian bridge at US-36 BRT: 2011 Bus both Broomfield and McCaslin PnRs. Bus superstops on 28th St built by the City of Boulder. Project includes 5 stations (all Use CDOT ROW (US 36); purchase private ROW for pnR expansion. 5 5 0 0 3,376 9 0 n/a n/a Phase 1 existing): US 36 & McCaslin, Flatiron & 96th, Broomfield, US 36 & Church Ranch, and Westminster Center. All completed in 2010.

US-36 BRT: Eighteen miles of new managed lanes (BRT/HOV/HOT) from Table Mesa PnR to existing managed lanes in the vicinity of Pecos St. 2010 HOV/BRT Use CDOT ROW. 1 1 0 0 824 0 0 18.0 Phase 2 Service continues to DUS. Pedestrian bridge and ramp pull-outs at the existing Table Mesa PnR.

US-36 BRT: Eighteen miles of new managed lanes (BRT/HOV/HOT) from Table Mesa PnR to existing managed lanes in the vicinity of Pecos St. 2011 HOV/BRT Use CDOT ROW. 1 1 0 0 824 0 0 18.0 Phase 2 Service continues to DUS. Pedestrian bridge and ramp pull-outs at the existing Table Mesa PnR.

Build new double track from Auraria West Station and existing CPV connection to Denver Federal Center Station and single track Use RTD ROW; use CDOT US-6 ROW; use City and County of Denver ROW; 11 (Burnham Lead/Shoshone Street-CML-Umatilla, Platte River, Federal, westward to Jefferson County Government Center Station. Project includes 11 stations: Jefferson County Government Center, Red 2010 West Rail Line Light Rail use Lakewood ROW; and purchase private ROW. Will operate in a separate 11 1 5 5 5,605 20 Sheridan, Wadsworth, Kipling, West 6th & Frontage Road, Union, West 12.1 Rocks Community College, Federal Center (existing Cold Spring PnR), Oak, Garrison, Wadsworth, Lamar, Sheridan, Perry, Knox ROW, US 6 ROW and city streets. 6th-Indiana, I-70, West Colfax) and Federal.

Build new double track from Auraria West Station and existing CPV connection to Denver Federal Center Station and single track Use RTD ROW; use CDOT US-6 ROW; use City and County of Denver ROW; 11 (Burnham Lead/Shoshone Street-CML-Umatilla, Platte River, Federal, westward to Jefferson County Government Center-Golden Station. Project includes 11 stations: Jefferson County Government 2011 West Rail Line Light Rail use Lakewood ROW; and purchase private ROW. Will operate in a separate 11 1 5 5 5,605 20 Sheridan, Wadsworth, Kipling, West 6th & Frontage Road, Union, West 12.1 Center-Golden, Red Rocks Community College, Federal Center (formerly the existing Cold Spring PnR), Oak, Garrison, ROW, US 6 ROW and city streets. 6th-Indiana, I-70, West Colfax) Lakewood-Wadsworth, Lamar, Sheridan, Perry, Knox and Decatur-Federal.

Build 23rd Street Flyover bridge over the CML for both the Gold Line and the Northwest Corridor Commuter Rail, which consists of a Commuter Rail 2010 Other Items bridge structure near Park Ave and southeast of the South Platte River; and overall project management. Purchase ROW options in n/a n/a n/a n/a n/a n/a n/a n/a & other northeast (US-85/I-76) corridor. Install new downtown circulator (not defined).

Build 23rd Street Flyover bridge over the CML for both the Gold Line and the Northwest Corridor Commuter Rail, which consists of a Commuter Rail 2011 Other Items bridge structure near Park Ave and southeast of the South Platte River; and overall project management. Purchase ROW options in n/a n/a n/a n/a n/a n/a n/a n/a & other northeast (US-85/I-76) corridor. Install new downtown circulator (see Section 7.0 for project definition).

Changes from 2010 Annual Report are shown in Bold.

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Table 2: Opening Day Parking by Line Existing PnR: Existing PnR: New PnR: Total Opening Day Corridor Existing Spaces Spaces Subtracted1 Spaces Added Spaces Added Spaces Central Rail Extension 0 0 0 0 0 East Rail Line 3 2,848 -1,769 0 2,450 3,529 Gold Line 691 -491 200 1,900 2,300 I-225 Rail Line3 0 0 0 1,800 1,800 North Metro Rail Line 83 -83 0 4,020 4,020 Northwest Rail Line: Phase 1 0 0 0 350 350 Northwest Rail Line: Phase 2 396 0 240 0 636 Northwest Rail Line: Phase 3 0 0 0 575 575 Northwest BRT2,4 569 -237 0 1,671 2,003 Southeast Rail Extension 0 0 0 2,000 2,000 Southeast Rail Enhancements 0 0 520 0 520 Southwest Rail Extension 0 0 0 1,000 1,000 Southwest Rail Enhancements 0 0 440 0 440 US 36 BRT Line 2 3,826 0 374 0 4,200 West Corridor Line 646 0 354 4,605 5,605 Total 9,059 -2,580 2,128 20,371 28,978 1. In most cases subtraction of spaces is due to relocating an existing PnR that becomes a rapid transit station. 2. US 36 & Church Ranch and US 36 & E. Flatiron Circle (NW BRT - Flatiron Station; US 36 BRT - Flatiron/96th St. Station) are existing PnRs with 396 spaces and 264 spaces respectively. These will be shared stations by both the US 36 BRT Corridor and the NW Rail Corridor. The existing spaces are accounted for in the Existing and Total Opening Day columns for both US 36 BRT and NW BRT. 3. East Rail Line and I-225 share the 550 spaces at the Peoria/Smith Station. Those spaces are counted in the Total Opening Day Spaces for both corridors. 4. Northwest BRT includes parking at existing Hwy 119/Niwot and US 287/Niwot PnRs that will be BRT stations.

23 March 2012

2011 Annual Report to DRCOG on FasTracks

Table 3: FasTracks Projected Costs by Project (In Millions of YOE Dollars)

In identifying the scope for a potential sales and use tax election in 2012, RTD established a fiscally responsible approach that balances the immediate mobility needs of the region with the long-term affordability of building out the entire system. The new tax would complete North Metro, I-225, the Central, Southeast and Southwest Extensions, the Downtown Denver Circulator and Northwest BRT by 2020 and an extension of the Northwest Rail Line to the Church Ranch station by 2022. Assuming a successful sales and use tax election in 2012, this approach will allow RTD to address mobility needs across the region by opening day (2022), and will allow RTD to completely sunset the new sales and use tax earlier.

Additionally, RTD remains committed to completing the Northwest Rail Line to Longmont, as included in the original 2004 plan, when funding becomes available from the original 0.4% sales and use tax. Completing the Northwest Rail Line when it is affordable will fulfill the voter approved 2004 FasTracks Plan.

The 2012 FasTracks Financial Plan currently assumes funding will be available to complete the Northwest Rail Line to Longmont starting in 2026 and completing in 2032. It is difficult to quantify the exact cost of the remainder of this corridor given the need to complete various negotiations and the uncertainties involved with projecting project costs this far into the future. However, to be consistent with RTD’s strategic approach of the past few years to use a conservative methodology for projecting costs and revenues, the agency is currently and conservatively projecting a cost of $830 million (Base Year costs)/$1.8 billion (Year of Expenditure costs) to complete the Northwest Rail Line from Church Ranch to Longmont by 2032.

24 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

1.3 20111B 2 Annual Program Evaluation (APE) Since 2007, RTD has conducted an APE, which includes updating the FasTracks Financial Plan with current capital costs, operating costs and revenue estimates, reflecting ever-changing economic conditions. During the 2008 APE, RTD identified a funding gap for the FasTracks Program. The gap was a result of extraordinary escalation of costs for commodities and materials, combined with an economic slowdown and the corresponding downward impact on current and forecast sales and use tax revenues. Since the 2008 APE, RTD has been working with stakeholders, elected officials and DRCOG to determine how to implement the FasTracks Program given the gap in funding for the Program. The following sections further discuss these challenges and other risk factors for the FasTracks Program. The 2012 Financial Plan included in this report incorporates the results of the 2012 APE.

1.3.1 Cost23B and Revenue Challenges, Risk Factors, and Opportunities In 2010, RTD reached a major milestone in the FasTracks Program with the award of the contract for the Eagle Project to Denver Transit Partners (DTP). In 2011, RTD received a Full Funding Grant Agreement (FFGA) from the Federal Transit Administration (FTA) in the amount of $1.03 billion for this project. The Eagle Project, which includes the East and Gold Line Lines, a Commuter Rail Maintenance Facility (CRMF), and Northwest Rail Line – Phase 1, is the largest public-private partnership transit project in the United States. RTD has contracted with DTP to design, build, and finance the initial construction of the projects, and to operate and maintain all project assets through the year 2044. Through this contract, RTD realized savings over its internally estimated construction costs, and established its operating and maintenance costs for the first 30 years of line operations. The DTP bid came in $305 million lower than RTD’s internal estimate. Those funds have been allocated to seven unfunded FasTracks projects. Additionally, RTD has signed right-of-way (ROW) agreements with the railroads for all lines, and continues negotiating with Burlington Northern Santa Fe (BNSF) railroad for an operating agreement for the Northwest Line. Ongoing railroad negotiations and the Eagle Project are discussed in more detail in Sections 1.3.1.4 and 1.4.3.

Despite its success with the Eagle Project award and receipt of a $1.03 billion FFGA, implementation of the FasTracks Plan continues to present challenges to RTD. The current Financial Plan, assuming a successful sales and use tax election in 2012, identifies an opening day (2022) program cost of $7.4 billion, representing an increase of $2.7 billion over the original projected cost of the Program. At the same time, the continued challenges of the regional economy resulted in a decrease in projected sales and use tax collections through 2035.

In late 2011, RTD reconvened a working group of local government economists and financial experts to review its long-term sales and use tax forecasts and a group with experience on both national transit construction projects and local public works projects to review its construction escalation assumptions. Those processes resulted in a FasTracks Financial Plan that relies on conservative tax projections and construction costs, which will set the stage for the successful completion of the FasTracks Program.

Since the last Annual Report to DRCOG, RTD hired the Business Research Division of CU Leeds School of Business to develop a third party methodology for projecting sales and use tax growth. This resulted in a very slight decrease in annual growth rate assumptions for sales and use tax as part of the 2012 financial plan. The new

25 April 3, 2012 2011 Annual Report to DRCOG on FasTracks methodology was reviewed with the Regional Sales and Use Tax Working Group on October 27, 2011, who determined that the methodology represented a reasonable approach for forecasting long-term growth in sales and use tax (see Section 1.3.3.2).

RTD’s annual Construction Inflation Workshop was held on November 1, 2011. Results of the Construction Inflation Workshop are generally consistent with the assumptions and methodologies used and approved by DRCOG as part of last year’s APE (see Section 1.3.3.3).

1.3.1.141B Construction Costs and Variability Building the FasTracks Program requires a significant amount of raw materials. As such, project cost estimates fluctuate depending on the market price for project commodities. Following voter approval of the FasTracks Plan in 2004 commodity prices began an unprecedented rise. In 2008, a drop in prices was observed; however, through 2009, 2010, and 2011 commodity prices have generally continued an upward trend. Raw materials costs remain well above original 2004 project estimates. For more information on cost estimating methodologies see Appendix C.

To illustrate this trend, the following figures identify prices for copper and crude oil for the past nine years. The increase in prices for both copper and crude oil from 2009 through 2011 is expected to continue. These materials are critical in the construction of the FasTracks Program and are generally representative of the commodities market. The

results are summarized in FigureX 2 X and FigureX 3.X

Copper (LB) $5.00

$4.50

$4.00

$3.50

$3.00

$2.50

$2.00

$1.50

$1.00

$0.50

$0.00 2003 2004 2005 2006 2007 2008 2009 2010 2011

Figure 2: Historical Copper Prices

26 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

NYMEX Crude Oil (Barrel) $120.00

$100.00

$80.00

$60.00

$40.00

$20.00

$0.00 2003 2004 2005 2006 2007 2008 2009 2010 2011

Figure 3: Historical Crude Oil Barrel Prices

Since 2008, the cost for copper and crude oil has significantly increased. However, increases in raw materials have not translated to similar increases in the cost of finished goods such as running rail and reinforcing steel. As an example, the cost of running rail and reinforcing steel has remained relatively constant. In the case of running rail, the

cost has fallen since 2008 and 2009. See XFigure 4X and XFigure 5X for a summary in the price of running rail and reinforcing steel, respectively.

115# Running Rail (Ton) $1,600.00

$1,400.00

$1,200.00

$1,000.00

$800.00

$600.00

$400.00

$200.00

$0.00 2003 2004 2005 2006 2007 2008 2009 2010 2011

Figure 4: Unit Costs for Running Rail (per ton)

27 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

Reinforcing Steel (Cwt) $70.00

$60.00

$50.00

$40.00

$30.00

$20.00

$10.00

$0.00 2003 2004 2005 2006 2007 2008 2009 2010 2011

Figure 5: Unit Costs for Reinforcing Steel (Cwt)

1.3.1.242B Sales And Use Tax Forecast Change Implementation of the FasTracks Program depends on a variety of financial assumptions and projections. Projected revenue received through sales and use tax is one critical financial assumption that is used to forecast and implement the FasTracks Program. Sales and use taxes, which are RTD’s primary local funding sources, have been affected by changing and challenging economic circumstances.

Average annual sales and use tax growth from 1980 – 2002 was 6.3%. To be conservative, and based on input from DRCOG and their financial consultants, in the original 2004 FasTracks Financial Plan, RTD used a projected growth rate of 6.06%, which was below this historic average. However, as a result of the recent economic environment, sales and use tax growth declined below this historic average in 2001, 2004, 2006, and 2007, and even includes years of contraction in 2002, 2003, 2008, and

2009. Growth was above this historic average in 2010. TableX 4 X shows historical sales and use tax growth for the years 1992-2011.

28 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

Table 4: Growth in Sales and Use Tax Revenues 1992 – 2011 (Dollars in Thousands) Sales and Use Percentage Fiscal Year Tax Rate Tax Revenues Growth 1992 0.6% $108,389 1993 0.6% 121,611 12.20% 1994 0.6% 134,431 10.54% 1995 0.6% 142,214 5.79% 1996 0.6% 153,807 8.15% 1997 0.6% 164,565 6.99% 1998 0.6% 179,990 9.37% 1999 0.6% 202,303 12.40% 2000 0.6% 224,182 10.81% 2001 0.6% 224,648 0.21% 2002 0.6% 213,668 (4.89%) 2003 0.6% 210,447 (1.51%) 2004 0.6% 221,276 5.15% 2005 1.0% 386,427 74.64% 2006 1.0% 399,558 3.40% 2007 1.0% 418,407 4.72% 2008 1.0% 412,824 (1.33%) 2009 1.0% 371,405 (10.03%) 2010 1.0% 397,669 7.07% 2011 1.0% 415,137 4.42%

To address the challenges of long-term sales and use tax revenue projections, RTD decided in 2011 to engage a contractor to develop sales and use tax revenue projections in 2012 and beyond. The Working Group was reconvened in 2011 to review forecasts made in 2010, and discuss the upcoming contractor procurement for future forecasts. The Leeds School of Business at the University of Colorado at Boulder was selected as the contractor. Leeds developed short-term, medium-term, and long-term sales and use tax revenue forecast models. The Sales and Use Tax Forecasting Working Group, which was originally convened in 2009 and consists of a group of state and local government economic advisors, was reconvened twice in 2011 to review progress from Leeds. The group agreed that the long-term models developed by Leeds would be used in the FasTracks 2012 Financial Plan, in the 2012 APE, and going forward.

Using the methodology developed by Leeds, average annual growth rates were determined. The medium growth rate scenario of 3.39% for the period 2005-2035 per year was recommended for use in the Financial Plan. The average annual growth rate for the period 2012-2035, or the future years of the Financial Plan, is 3.89% in the medium scenario. Forecasted rates of increase vary by year, and the forecasted annual growth rates by year for the period 2005-2035 are shown in Figure 6.

29 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

Figure 6: Projected Sales and Use Tax Growth 2005-2035, 2011 vs. 2012 APE

1.3.1.3 Management Reserve Fund 43B

In order to provide greater assurance that the Program will be able to stay on schedule if there is an additional downturn in the economy or rapid escalation in commodities or construction costs, a Management Reserve Fund has been added to the adopted FasTracks Plan. Use of the Management Reserve would be subject to approval of the RTD Board of Directors, and no corridor or project would be allowed to access the Management Reserve until all project contingency has been expended. Potential uses for the Management Reserve include covering capital cost increases caused by unexpected construction cost escalation, changes in regulatory requirements (i.e., new FTA rules) or unknown site conditions, or to meet debt service requirements in the event of a decrease in sales and use tax receipts.

The current $30 million FasTracks Contingency Reserve will be reclassified into the Management Reserve in 2013 and the balance in the Management Reserve will increase by approximately $30 million per year until it reaches 3% of the projected remaining cost of the FasTracks Program as of January 2012, or $166 million. This reserve will be maintained for four years after completion of the opening day program. At that time, RTD will work with stakeholders to develop a recommendation concerning the use of any funds remaining after the entire program is complete. Options for use of remaining funds could include fulfilling outstanding commitments allowed by the original FasTracks Plan or paying down the existing bonds so that the additional 0.4% sales and use tax would be able to sunset earlier than anticipated.

30 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

1.3.1.4 Railroad Negotiations Through 2010 RTD and the railroads had entered into agreements for the Gold Line, East Rail Line, West Rail Line, North Metro Rail Line (Boulder Industrial Lead) and Northwest Rail – Phase 1.

RTD closed on the UPRR ROW transaction for the Gold Line in January 2012. With this transaction, RTD will have the entire railroad ROW needed to build the Gold Line. RTD closed on the Burnham Yard Lead section of UPRR ROW for the West Rail Line on April 26, 2011. RTD acquired an additional easement from the BNSF for the West Rail Line in 2011. Both BNSF and UPRR relocated the Burnham Yard Lead this year and ROW was made available for the West Rail Line to tie-into the existing system. Tie-in was completed August 2011.

The East Rail Line ROW closing will occur when UPRR infrastructure has been relocated to its final location (estimated closing 2014).

RTD entered into an agreement with BNSF in early 2011 to study the required operating easements necessary for a shared track commuter rail on the Northwest Rail Line – Phase 2 and Phase 3, from Westminster Station to Downtown Longmont Station. Engineering work and operational estimates were completed late in 2011.

Primary activities between the railroads and RTD have been to ensure the compliance to the agreements. Both railroads are currently reviewing RTD’s plans for capital improvements on the Gold Line, East Rail Line and the Northwest Rail – Phase 1. Construction has started for the UPRR relocation work, including fiber optic relocation and several utility modifications on the East Line. UPRR and BNSF have also completed their at grade road crossing improvements on the Gold Line (Tennyson and Lowell).

2012 should see the design approval for all RTD capital improvements by BNSF and UPRR for the Gold Line, East Rail Line and Northwest Rail – Phase 1. Construction is also anticipated on all three of the lines throughout 2012.

1.3.1.544B Grant Opportunities In 2011, RTD continued to apply for Federal grant dollars. As a result, RTD received $7.02 million in Federal competitive grants in 2011. RTD has applied across a wide spectrum of federal grant programs with diverse and competitive projects for both the FasTracks Program as well as RTD’s base system.

All of the $7.02 million in grant funding received came from the Department of Transportation (DOT) Bus and Bus Facilities (State of Good Repair) Program, which will be used to fund repairs at the Civic Center Station and to help complete an Asset Management Database. RTD will make permanent repairs to several large springs underneath the bus way at the Civic Center Station as well as repair leaks in the roof.

Throughout 2011, RTD also pursued Federal grant funding for several other projects. These applications, however, were not selected for grant funding. These applications included the following projects:

Nine Mile Park-n-Ride Repairs Intercity Bus Replacement Deferred Maintenance Projects

31 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

Downtown Denver Circulator Project 16th Street Mall Reconstruction 16th Street Mall Shuttle Replacement Eagle Project Energy Conservation Initiative I-225 Rail Line between Parker Road and Iliff 14th/Walnut Bus Transfer Facility Enhancements Senior Resource Center Special Transit

In addition to the $7.02 million, on August 31, 2011, U.S. Transportation Secretary Ray LaHood and FTA Administrator Peter Rogoff officially awarded RTD a $1.03 billion FFGA to help build two FasTracks rail lines, the East Rail Line and the Gold Line.

1.3.2 Results24B of the 2012 APE Since 2008, there have been significant fluctuations in commodity prices as a result of the current recession; however, these prices still remain higher than original forecasts. At the same time there have been significant additional decreases in projected sales and use tax revenues.

1.3.2.145B Major Changes from 2011 APE

The 2012 FasTracks Program opening day capital costs in FigureX 7 X (expressed in YOE dollars) are approximately $600 million (8.8%) higher than 2011 forecasts. This increase is primarily the result of extending the opening day Program schedule out to 2022 and proposing a FasTracks Plan amendment that will include extending Northwest Rail to Church Ranch and building out a BRT system in the Northwest Corridor Area (see Sections 1.4.7 and 1.4.9). The 2012 costs are approximately $2.7 billion (57%) higher than those in the original FasTracks Financial Plan presented to the voters in April 2004.

The 2012 capital cost estimates were updated based on most current information on alignments, railroad issues, stations, facilities and planning/engineering progress. The key factors for the increase in capital costs since 2004 include: (1) material, labor and ROW escalation which increased at a rate higher than the 2003-2008 Consumer Price Index (CPI) that was used as the FasTracks escalation factor; (2) changes with respect to stations and Park-n-Rides; (3) changes resulting from negotiations with the railroads for the Program; and (4) scope clarifications/changes.

The 2012 Financial Plan, as with the 2011 Financial Plan, assumes a 0.4% sales and use tax increase commencing in 2013 following voter approval in 2012. This results in a delay in the projected completion of the FasTracks Program to 2022.

32 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

Figure 7: FasTracks Program Capital Cost Summary (YOE$)

Economic conditions have also required a reevaluation of how RTD projects future sales and use tax revenue growth. In 2011, RTD contracted with the Business Research Division of CU Leeds School of Business to develop a new methodology for forecasting sales and use tax growth. This new methodology resulted in a very slight decrease in annual growth rate assumptions for sales and use tax as part of the 2012 financial plan. Using this new methodology, the sales and use tax forecast for 2005 – 2035 is currently $7.992 billion. Previous 2004 forecasts projected $13.7 billion over the same time period. This represents a 42% reduction from the 2004 forecast. RTD reconvened a working group of local government economists to review the new methodology for forecasting sales and use tax growth on October 27, 2011 (see Section 1.3.3.2). The group determined that the methodology represented a reasonable approach for forecasting long-term growth in sales and use tax. See Figure 8 for a summary of tax revenue forecasts.

Figure 8: Historical Perspective of Tax Revenue Forecasts 2005-2035

RTD also reconvened a group with experience on both national transit construction projects and local public works projects to review its construction escalation assumptions

33 April 3, 2012 2011 Annual Report to DRCOG on FasTracks on November 1, 2011 (see Section 1.3.3.3). Results of the Construction Inflation Workshop are generally consistent with the assumptions and methodologies used and approved by DRCOG as part of last year’s Annual Report on FasTracks.

1.3.2.47B 2 Financial Plan Alternatives Considered RTD continues to work closely with elected officials, local governments, corridor stakeholders, and the public to identify how to move the FasTracks Program forward. On December 6, 2011, staff presented the RTD Board of Directors with updated cost estimates for the Northwest Rail Line (based on inputs from BNSF). The cost estimate for the Northwest Rail Line represents a significant increase compared to costs assumed last year, and staff indicated at that time that completion of the Northwest Rail Line would likely have to be delayed to 2023 – 2025 to match RTD’s cash flow constraints. Since December 6, 2011, RTD stakeholders have raised concerns about the increased costs and schedule risk for the Northwest Rail Line. In response to stakeholder concerns, staff identified the following options for RTD Board consideration: Option 1 (Base Case): Delay completion of Northwest Rail to 2024 to match RTD’s cash flow requirements; Option 2: Delay completion of Northwest Rail to 2024 to match RTD’s cash flow requirements, but accelerate select capital projects and increase funding for bus service for Northwest Rail and US 36 BRT Service Areas. This option would require a six-month delay for the remaining partially-funded projects; Option 3: Remove Northwest Rail from the FasTracks plan and commit remaining Northwest Rail project funds, capped at $894.6 million (YOE), for expanded/enhanced BRT in the Northwest Corridor area to be completed by 2020. RTD staff presented the technical and financial results of Option 1 to the RTD Board of Directors on January 17, 2012. On January 24, 2012 the RTD Board directed staff to conduct additional technical and financial analyses on Options 2 and 3 prior to the RTD Board of Directors finalizing their decision on the 2012 APE. The Board also directed staff to continue working with regional stakeholders and elected officials to determine a path forward.

From January – March of 2012, RTD met with elected officials, local governments, line stakeholders and the public to discuss these options. RTD also held two half-day charrettes with line stakeholders to further refine these options, and held a public education meeting on February 22, 2012 with national subject matter experts in commuter rail transit and BRT to explain how either of these transit modes could operate in the Northwest Corridor Area.

As determined through staff discussions, and formal feedback received from RTD’s stakeholders, there was no consensus around any of the three options proposed. Therefore, RTD relied heavily upon the following FasTracks Guiding Principles, presented to the RTD Board of Directors in 2010, to develop the staff recommendation to the RTD Board of Directors:

Ensure every step contributes to the full vision Focus money available to the greatest good Spend public money wisely Maximize outside funding before going to taxpayers

34 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

Deliver key investments in all corridors.

Subsequently, based on these Guiding Principles, and discussions with RTD’s stakeholders, on March 20, 2012, RTD staff proposed a hybrid option that includes the following: No schedule or cost impacts for any other partially-funded corridor projects Completing the Northwest Rail Line incrementally from Church Ranch to Longmont as rail becomes more cost effective and funding becomes available from the original 0.4% FasTracks sales tax A combination of an incremental segment of diesel-multiple unit (DMU) commuter rail in the Northwest Corridor area during the period of 2020 - 2022 and a BRT system by 2020 that will provide comprehensive, cost effective mobility improvements for the region o Including funding for an EA or EIS that will be required prior to finalizing an exact BRT alignment, etc. o When and if the RTD Board of Directors selects this option, RTD would begin working immediately with stakeholders to develop a formal Request for Proposals (RFP) for the remaining environmental work that would be advertised in early 2013 if there is a successful sales and use tax election in November of 2012 Extension of the Northwest Commuter Rail Line from Westminster Station to the Church Ranch Station to provide bi-directional peak service for commuters connecting into/from DUS. Extending rail to Church Ranch would provide approximately 12 of the 41 miles of commuter rail for the Northwest Corridor (30% of the complete corridor length), and will allow RTD to continue moving forward with our ultimate vision of building rail to Longmont. o Based on conservative estimates of cost, it is currently anticipated that funding would be available to complete the rail extension during the period of 2020 – 2022 RTD’s remaining financial commitment to Phase 2 of the US 36 BRT project, $82 million (YOE), would be available in 2014 and 2015 In addition to the $82 million (YOE) remaining for the US 36 BRT project, $894.6 million (YOE) would be provided to expand the BRT system in the Northwest Corridor area by 2020. This financial cap (including prior expenditures) was based on last year’s APE and was chosen to reflect the level of capital funding available to complete the FasTracks program by 2020 Consistent BRT service levels, as identified through the SB 208 process and subsequent environmental analyses, until five years after opening of the full BRT system – after which time all routes would be required to meet service standards. RTD will also increase service during or after this five year period, according to service criteria, if ridership levels increase to such levels where they dictate more BRT service in the corridor. RTD staff chose this hybrid option over the other options considered for two main reasons:

35 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

This approach allows the entirety of the Northwest Rail Line to remain in the FasTracks plan, completing the Northwest Rail Line incrementally from Church Ranch to Longmont as rail becomes more cost effective and funding becomes available from the original 0.4% FasTracks sales tax As RTD incrementally builds the Northwest Rail Line, BRT will provide a cost effective solution to effectively address mobility needs sooner in the Northwest Corridor Area.

1.3.2.48B 3 RTD Board Financial Plan Selection On March 27, 2012 the RTD Board of Directors adopted a Financial Plan that incorporated the staff recommendation for the Northwest Rail Corridor area. This Financial Plan assumes an election in 2012 with an additional 0.4% sales and use tax increase commencing in January 2013. The Financial Plan also assumes opening day for the FasTracks Program by 2022. The remainder of the Northwest Rail Line from Church Ranch Station to Downtown Longmont Station will be completed in the timeframe between 2026-2032 pending future action by the RTD Board of Directors and as funding becomes available from the original 0.4% sales and use tax.

1.3.3 Collaborative25B Efforts In 2011, key stakeholders and RTD staff evaluated the FasTracks Program’s financial assumptions and provided recommendations on the Program’s direction. This was accomplished through the Metro Mayors Task Force, Sales and Use Tax Forecast Working Group, the FasTracks Construction Review Council, and the FasTracks Construction Inflation Workshop.

1.49B 3.3.1 Metro Mayors FasTracks Task Force The Metro Mayors FasTracks Task Force was convened in 2008 to explore options for delivering the full FasTracks Program. The Task Force is comprised of elected officials, RTD Board members, and key stakeholders from the business and environmental communities. The Task Force has continued to meet as needed to promote stakeholder input to the FasTracks Program.

In 2011, RTD staff worked extensively with the Task Force to validate RTD’s financial assumptions through third-party reviews of capital costs, sales and use tax forecasts, construction inflation, etc. During this time, staff also worked with the Metro Mayors and other FasTracks stakeholders to gain consensus on the amount of the sales tax to pursue and the timing of a future election.

As part of these efforts, the mayors requested that RTD and the Metro Mayors Caucus (MMC) develop and agree upon an “Accountability Agreement” that addresses the following two broad issues:

Clear definition of how the proposed tax increase will be used; Specific ballot language to be used for a future election.

On March 1, 2011, RTD staff presented detailed financial information to the RTD Board of Directors that outlined the financial constraints RTD faces in developing an Accountability Agreement that provides the stakeholders the assurances they need, while maintaining enough financial flexibility to complete the program on time, and to successfully issue new bonds.

36 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

In this presentation, RTD agreed that a reasonable financial construct would be for the proceeds of debt payable from the new sales and use tax to be used only for the remaining FasTracks lines and projects and that the new sales and use tax can fully sunset. However, to provide adequate coverage to both issue the new debt and to be able to operate and maintain the remaining lines, revenues from the new tax must be combined with existing available revenues for debt coverage purposes. RTD presented the results of two analyses to illustrate why these constraints exist:

If revenues from the new sales and use tax cannot be combined with existing revenues, RTD could not issue bonds in the timeframe needed to complete the remaining lines and projects on schedule at a 2.00x Additional Bonds Test (ABT). RTD could issue debt at less than 2.00x ABT, however, this could result in:

o Lower credit rating o Higher interest rates o Reduced pool of potential investors o More risk for completing the program if revenues do not meet expectations.

If revenues can be blended together for debt coverage purposes, but cannot be used to fund operations and maintenance on the new lines, the existing sales and use tax would not be able to fund operation and maintenance on all the remaining lines and projects until after 2035.

On March 8, 2011, RTD met with members of the Metro Mayors Task Force to discuss these challenges in more detail. During this meeting, the mayor’s asked whether all of the revenue from the new sales and use tax is assumed to be used on the remaining partially-funded lines. RTD responded that under all financial plan analyses conducted by RTD staff, no proceeds of the new 0.4% sales and use tax are applied to the construction of the currently funded lines. The proceeds of the new 0.4% sales and use tax are assumed to be used only to (a) finance construction of the new lines, and (b) operate and maintain both the new and the currently funded lines. While it is assumed that the new 0.4% sales and use tax is available to operate and maintain both the new and currently funded lines, the existing 0.4% sales and use tax is sufficient to operate and maintain all of the currently funded lines.

However, as stated above, to maintain the program schedule, RTD needs to combine the receipts of the existing and new sales and use tax for debt service coverage purposes and to provide for operation and maintenance of all lines. Combining the existing and new sales and use taxes on this basis provides benefits to the remaining partially-funded lines by:

Achieving a higher credit rating on the bonds issued to finance construction of the new lines than can be achieved absent the existing sales and use taxes. This results in reduced interest expense and increased cash flow to ensure the remaining lines get built on time. Providing more financial flexibility to structure debt service to accommodate the increased operations and maintenance expense associated with the completion of all lines.

37 April 3, 2012 2011 Annual Report to DRCOG on FasTracks

Providing for an earlier sunset of the new sales and use tax due to the improved cash flow, resulting in enhanced debt service coverage and an increased cash flow cushion.

On March 8, 2011, the MMC formally provided the following list of recommendations to the RTD Board of Directors (several of which relate to the proposed Accountability Agreement):

The MMC will negotiate an agreement with the RTD Board of Directors to formally commit to building each line’s specific list of line improvements as described in the FasTracks Plan and if possible such a commitment should be embedded in ballot language for any tax increase. RTD should accelerate construction wherever this is possible and will result in savings. All possible revenue strategies must be employed to close the funding gap and shorten the life of any new tax. The MMC supports an election for a sales tax increase of 0.4% to take effect as soon as feasible and with enforceable sunset provisions, provided that the SB 208 review of the 2011 APE by DRCOG confirms the cost and revenue estimates that RTD has used to ensure that 0.4% is adequate to complete the entire system by 2020. All revenues raised by a voter approved sales tax increase must be used exclusively for construction and operation of the improvements described in the FasTracks plan and not for any other purpose. Should a sales tax increase of less than 0.4% be approved, necessitating additional funding sources to complete the FasTracks plan, the MMC will join RTD in lobbying Congress and FTA for New Starts and Small Starts funding on qualifying lines. The Metro Mayors FasTracks Task Force should remain active to provide ongoing input into RTD decision making regarding FasTracks funding and line construction priorities.

In addition, discussions with the Task Force indicated a continuing interest from select members to establish a clear firewall to ensure that the new revenues are only applied to the FasTracks partially-funded lines.

The Metro Mayors FasTracks Taskforce has indicated understanding and support for how RTD intends to use a proposed tax increase to fund the remaining portions of the FasTracks Program. Conversations concerning the Accountability Agreement and specific ballot language are on-going and are anticipated to continue into 2012.

1.3.3.250B Sales and Use Tax Forecast Working Group To address the challenges of making longer-term sales and use tax revenue projections, RTD convened a group of state and local government economic and financial advisors in 2009 to review RTD’s current forecasting methodology; evaluate potential forecasting methodologies; and obtain consensus on a future forecasting method.

Information gained from the work sessions was used to forecast sales and use tax revenue for input into RTD’s 2010 and 2011 Financial Plans. Based on discussions throughout the sessions regarding source data and model input, a final recommendation was made that the group reconvene on an annual basis, change model parameters as

38 April 3, 2012 2011 Annual Report to DRCOG on FasTracks dictated by changing economic conditions, and revise sales and use tax revenue forecasts based on updated forecasts for the independent variables.

During 2010, RTD staff updated sales and use tax revenue projections quarterly and updated input data as they became available. RTD decided in 2010 to engage a contractor to develop sales and use tax revenue projections in 2011 and beyond. The Leeds School of Business at the University of Colorado at Boulder was selected as the contractor. Leeds developed short-term, medium-term, and long-term sales and use tax revenue forecast models. The Working Group reconvened twice in 2011 to review progress from Leeds. The group agreed that the long-term models developed by Leeds will be used in the FasTracks Financial Plan, for the 2012 APE, and going forward.

1.3.3.51B 3 FasTracks Construction Inflation Workshop A FasTracks Construction Inflation Workshop was held on November 1, 2011, to discuss and evaluate the construction cost inflation rate that is applied to FasTracks capital cost estimates. Participants included RTD staff, senior transit consultants, representatives from local government and regional agencies, and Ken Simonson, Chief Economist for The Association of General Contractors. In the workshop, RTD’s current cost-estimating methodology and current method for analyzing, forecasting, and estimating construction cost inflation and sales tax revenue were presented.

The following recommendations from the Construction Inflation Workshop were incorporated into the 2012 APE:

Materials cost escalation of 5.1% per year from 2012-2020 Escalation assumptions for other cost elements such as operations and maintenance, labor, fuel, and others were updated based on the most current CPI forecasts from Moody’s Economy.com

1.3.3.4 FasTracks Construction Review Council In 2011, RTD instituted a FasTracks Construction Review Council (FCRC). The Council consists of 15 members from the construction industry including representatives of major construction firms, engineering companies, small and disadvantaged businesses, labor organizations and public agencies that perform major construction projects. Specifically, RTD worked with the Colorado Contractors Association (CCA), the American Consulting Engineers Council (ACEC), the Hispanic Contractors of Colorado (HCC), the Conference of Minority Transportation Organization (COMTO), the International Brotherhood of Electrical Workers (IBEW), Front Range Executive Service Corps (FRESC), CDOT, CCD and the City of Aurora to provide members. Key RTD staff from the Capital Programs Department participates in the meetings.

RTD reviews its construction program, planned contracts, assumptions and approaches with the Council. It has proven to be an excellent process to gain outside feedback and input from experienced construction professionals with a diverse background. The FCRC meetings are held quarterly and are open to the public.

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1.4 Status12B of FasTracks Lines The descriptions below provide new information on each of the FasTracks elements that have changed since the 2010 Annual Report to DRCOG on FasTracks. Included is a summary of the project, notable milestones or events that have occurred, description of the current status, and current cost estimates (in YOE dollars).

1.4.1 Central26B Rail Extension The Central Rail Extension begins at the 30th and Downing Station and extends north approximately 0.8 miles to the 38th/Blake Station. This station will serve as the terminus for the Central Rail, as well as a transfer hub to the East Line. The alignment will operate within a traffic lane in each direction along Downing Street from 30th and Downing to 36th. The alignment will continue along 36th from Downing to the new proposed end of th line station at 38 Avenue and Blake Street, shared with the East Line (Figure 9).X The alignment does not connect with the North Metro Rail Line.

The Final Environmental Evaluation (EE) was completed in February 2010. The recommended alternative for the Central Rail Extension is in-street rail transit with single light rail vehicles operating as a streetcar operation. This is preferred because it does not require acquisition of buildings, minimizes community impacts, and can be built within the proposed budget. There are two stations recommended along Downing Street: 33rd and Downing, and 35th and Downing.

As a result of $305 million being available due to the lower-than-expected Eagle Project bid price, $0.5 million is being used on this Extension for additional technical analysis including the potential use of a streetcar vehicle as well as the feasibility of other alignments. This is due in large part to CCD changing the traffic signal timing in downtown Denver in May 2011. The downtown traffic signals went from a 75-second cycle length to a 90-second cycle length. This reduced the number of trains that could operate through the downtown light rail loop. As such, the operating plan proposed in the EE is no longer feasible.

The 2011 cost estimate for the Central Rail was $70.6 million YOE$. The current cost estimate is $60.3 million YOE$.

Central Rail Extension Summary Length: 0.8 miles (approximate) Mode: Light Rail Costs: The $60.3 million-2012, YOE$; $70.6 million-2011, YOE$ Method of Delivery: Design-Bid-Build Status: Additional study underway Tasks Remaining: Final Design and Construction; Operation and Maintenance Scheduled Completion: 2017 Notable Changes: None.

Additional FasTracks improvements were programmed for the Central Rail. These upgrades include 4-car platforms from I-25/Broadway to 18th/Stout & 18th/California, substation capacity improvements, and downtown traffic signal software. All of these projects were completed in 2010.

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Figure 9: Central Rail Extension

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1.4.2 Denver27B Union Station Denver Union Station is a multimodal transportation hub that will include light rail transit, commuter rail transit, bus connections, as well as pedestrian and bicycle access to

downtown businesses and the mall shuttle system (Figure 10)X . It will serve as the catalyst for redeveloping and preserving Denver's historic Union Station and 19.5 acres of surrounding land. Union Station will be transformed into a transportation hub serving

the needs of residents, tourists, and commuters (FigureX 11)X .

Figure 10: Denver Union Station Transit Improvements

In 2008, the City and County of Denver (CCD) created the Denver Union Station Project Authority (DUSPA), which is a board made up of the following stakeholders: RTD, CCD, the Colorado Department of Transportation (CDOT), DRCOG, and the Union Station Neighborhood Company (USNC) (the master developer). The group is responsible for receipt and distribution of project funding and for contracting with the Design-Builder for all transit infrastructure. In February 2010, DUSPA issued a full Notice to Proceed (NTP) to the Design-Builder.

In July 2010, the DUS project became a fully funded project with the loan approval for $155 million under the Railroad Rehabilitation & Improvement Financing (RRIF) Program. At the same time, DUSPA received a Federal Transportation Infrastructure Finance and Innovation Act of 1998 (TIFIA) Loan for $146.6 million. Other funding sources include, in net contributed dollars, CDOT’s SB1 grants ($17.4 million) and Projects of National and Regional Significance (PNRS) grants ($45.3 million), DRCOG Transportation Improvement Program (TIP) grant ($2.5 million), various FTA grants ($9.5 million), proceeds of land sales and other non-FasTracks local funds ($39.5 million), and RTD’s local FasTracks funds. The loan closings guarantee the completion of the public transportation infrastructure of the redevelopment including a 22-bay

44 April 3, 2012 2011 Annual Report to DRCOG on FasTracks underground bus facility, a light rail station for current and future light rail routes, a commuter rail station that will serve Amtrak and the East, Gold, North Metro, and Northwest Rail commuter rail lines, extension of the 16th Street Mall Shuttle, streets and public plazas to integrate transit service with adjacent neighborhoods.

Figure 11: Denver Union Station

Now that full construction is underway, the schedule has been set with key milestones, which will meet the RTD’s commitments to hand over the project area to the Eagle Project Concessionaire to install systems in May 2014. The light rail station was opened August 15, 2011 and approximately 50% of the bus facility has been constructed. The bus facility is generally considered the critical path with the facility opening to operations in 2014. Excavation of the commuter rail platforms is underway and it is expected that commuter rail operations will commence in 2016 (operated by the Eagle Project Concessionaire). Substantial completion of all transit facilities design packages were completed by the end of 2011.

The 2011 cost estimate for RTD funding at DUS was $283.3 million YOE$. The current cost estimate is $287.3 million YOE$.

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Denver Union Station Summary Length: NA Mode: NA RTD Costs: $287.3 million-2012, YOE$; $283.3 million-2011, YOE$ Method of Delivery: Design-Build; Eagle Project (systems) Status: In construction Tasks Remaining: Bus Facility and Commuter Rail Construction; Operation and Maintenance Scheduled Completion: 2014 (for civil construction of bus facility and commuter rail); 2014 (for systems components required for project turnover to Eagle Project Concessionaire); 2016 (overall systems completion) Notable Changes: None.

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1.4.3 Eagle28B Project The Eagle Project consists of the East Line, the Gold Line, and a portion of the Northwest Rail Line (Phase 1) (from DUS to the Westminster Station) as well as the

CRMF, the commuter rail cars, and other ancillary improvements (Figure 12).X Northwest Rail – Phase 1 will be built as part of the Eagle Project but will be funded locally (i.e. not using Federal funding).

In September 2009, RTD issued the Eagle Project RFP to the pre-qualified teams. Final proposals were received in April 2010. In July 2010, RTD entered into a Concession Agreement with DTP to design, build, finance, operate, and maintain the Eagle Project.

The Eagle Project is being advanced in two phases. Phase 1 comprises the design, construction and operation of the East Rail Line, the CRMF, and purchase of the commuter rail vehicles, as well as final design of the entire project. Phase 2 comprises the balance of the work including the Gold Line and Northwest Rail – Phase 1. The NTP issued in August 2010 authorized Phase 1. The Phase 2 NTP was issued after the receipt of the FFGA, in August 2011.

Funding for the Eagle Project comes from three sources. Approximately $1.03 billion is secured from the FTA in the form of an FFGA. RTD is also utilizing funds from the FasTracks Program to pay for ROW, project budget contingencies, and design-build oversight. The remainder of the project funding will include debt and equity from the Concessionaire to assist in funding the capital improvements. During the operations and maintenance phase, RTD will make service payments to the Concessionaire. Payment amounts will consider how the Concessionaire performs against the performance metrics defined in the Concession Agreement. The metrics are designed to provide strong financial incentives to maintain quality service.

DTP originally proposed a single track section on the East Rail Line from I-70 to the north. Due to cooperative efforts between RTD and CCD, a portion of the double track from the EIS will be reinstated. This section of double track will be added back into the project, in part, to facilitate the addition of stations in the future. Additionally, CCD will add two grade separations to the project (at Green Valley Ranch and Tower Road). These grade separations will be locally funded (to be paid for jointly by RTD and CCD). These changes in scope will occur once an IGA is completed between RTD and CCD (anticipated in spring of 2012).

Since the project elements are being built as one project costs are increasingly difficult to separate. Eagle Project costs for all elements are provided below. Individual costs for the project elements are not broken out in subsequent sub-sections.

This section includes updates for the FasTracks lines and major elements that comprise the Eagle Project.

The 2011 cost estimate for RTD funding for the Eagle Project was $2,185.0 million YOE$. The current cost estimate is $2,185.0 million YOE$.

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Eagle Project Summary Length: 35.9 miles Mode: Commuter Rail/Electric Multiple Unit (EMU) RTD Costs: $2,185.0 million-2012, YOE$; $2,185.0 million-2011, YOE$ Method of Delivery: DBFOM Status: In Final Design; Major construction began in the Fall of 2011. Tasks Remaining: Complete Final Design; Construction; Operation and Maintenance Scheduled Completion: East Rail Line January 2016; Gold Line July 2016; NWES March 2016; CRMF May 2014 Notable Changes: Sections of double track reinstated on the East Rail Line.

Figure 12: Eagle Project

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1.4.3.153B East Rail Line The East Rail Line is a commuter rail service utilizing electric multiple unit (EMU) vehicles from DUS to Denver International Airport (DIA). The Line serves the Denver communities of Five Points, Cole, Elyria/Swansea, Northeast Park Hill, Stapleton, Gateway, and DIA, as well as northwest Aurora. It also serves to transport passengers

arriving and departing from DIA (FigureXX 13).

The Final Environmental Impact Statement (FEIS) was released in September 2009 and the Record of Decision (ROD) was signed by FTA on November 6, 2009. The FTA granted an FFGA for this project on August 31, 2011.

As described in Section 1.4.3, the East Rail Line will be built in the first phase of the Eagle Project. In July 2010, DTP was selected as the Concessionaire for the Eagle Project. The groundbreaking for the East Rail Line occurred in August 2010. The current DTP plan indicates that the East Rail Line will begin revenue service in January 2016.

DTP originally proposed a single track section on the East Rail Line from I-70 to the north. Due to cooperative efforts between RTD and CCD, a portion of the double track from the EIS will be reinstated. This section of double track will be added back into the project, in part, to facilitate the addition of stations in the future. Additionally, CCD will add two grade separations to the project (at Green Valley Ranch and Tower Road). These grade separations will be locally funded. These changes in scope will occur once an IGA is completed between RTD and CCD (anticipated in spring of 2012)

Aurora and CCD have initiated the environmental work for a grade separation over the East Rail Line and the UPRR at Peoria. RTD is working with the stakeholders to coordinate this project with the East Rail Line. The grade separation is planned to be open by/before testing begins on the East Rail Line. This grade separation will not be funded as part of the Eagle Project.

Since the project elements, including the East Rail Line, are being built as one project, costs are increasingly difficult to separate. Individual costs for the project elements are not broken out. Eagle Project costs for all elements are provided in Section 1.4.3.

East Rail Line Summary Length: 22.8 miles Mode: Commuter Rail/EMU Method of Delivery: DBFOM; Eagle Project Status: FEIS released September 2009; ROD signed November 2009; Construction began August 2010. Tasks Remaining: DBFOM Scheduled Completion: January 2016 Notable Changes: Sections of double track to be reinstated pending an IGA between RTD and CCD.

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Figure 13: East Rail Line

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1.4.3.254B Gold Line The Gold Line is commuter rail service, utilizing EMU vehicles, from DUS to Ward Road

in Wheat Ridge (Figure 14)XX . The project is 11.2 miles from the DUS platform to Ward Road. The alignment from DUS to Pecos is shared with Northwest Rail Line (3.6 miles). This section will be constructed as part of the Northwest Rail - Phase 1 through the Eagle Project. There is a single track section of the Gold Line from Ralston Road to Carr Street in Arvada, a distance of approximately 1.5 miles. This single track section was designed during the Environmental Impact Statement (EIS) process to minimize environmental impacts.

The FEIS was released in August 2009 and a ROD was signed by FTA in November 2009. The FTA granted an FFGA for this project on August 31, 2011.

As described in Section 1.4.3, the Gold Line will be built in the second phase of the Eagle Project. In July 2010, DTP was selected as the Concessionaire for the Eagle Project. RTD broke ground on this project in August 2011. The current DTP plan indicates that the Gold Line is scheduled for completion by July 2016.

Since the project elements, including the Gold Line, are being built as one project, costs are increasingly difficult to separate. Individual costs for the project elements are not broken out. Eagle Project costs for all elements are provided in Section 1.4.3.

Gold Line Summary Length: 11.2 miles (3.6 miles from DUS to Pecos are shared with Northwest Rail – Phase 1) Mode: Commuter Rail/EMU Method of Delivery: DBFOM; Eagle Project Status: FEIS released August 2009; ROD signed November 2009; Construction began August 2011 Tasks Remaining: DBFOM Scheduled Completion: July 2016 Notable Changes: None.

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Figure 14: Gold Line

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1.4.3.355B Northwest Rail Line – Phase 1 The Northwest Rail Line – Phase 1 is the 5.5 mile portion of the 41-mile Northwest Rail commuter rail project that will extend to Downtown Longmont. This segment (Phase 1)

originates at DUS and extends to the Westminster Station (FigureX 15)X and is shared with the Gold Line between DUS and the Pecos Station (3.6 miles).

This phase underwent environmental study in both the Northwest Rail EE, which was released to the public in June 2010, as well as the Gold Line FEIS.

The Northwest Rail project will be built in three phases. Phase 1 will be built as part of the Eagle Project, but will be funded locally. Construction began on Phase 1 in August 2011. Phase 2 of the Northwest Rail project builds DMU from DUS to the Church Ranch Station and will also be funded locally. Refer to Section 1.4.7 for information on Phase 2 of the Northwest Rail Line project. Phase 3 of the project will be built incrementally from Church Ranch Station to Downtown Longmont Station as funding becomes available from the original 0.4% FasTracks sales tax.

Since the Eagle Project elements, including the Northwest Rail Line – Phase 1, are being built as one project, costs are increasingly difficult to separate. Individual costs for the project elements are not broken out. Eagle Project costs for all elements are provided in Section 1.4.3.

Northwest Rail Line – Phase 1 Summary Length: 5.5 miles (3.6 miles from DUS to Pecos are shared with the Gold Line) Mode: Commuter Rail/EMU Method of Delivery: DBFOM; Eagle Project Status: EE completed; Construction began August 2011 Tasks Remaining: DBFOM Scheduled Completion: March 2016 Notable Changes: South Westminster/71st Avenue Station was renamed to Westminster Station.

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Figure 15: Northwest Rail Line

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1.4.56B 3.4 Commuter Rail Maintenance Facility The Fox North site (48th Ave and Fox St) has been selected as the preferred location for the CRMF. The Fox North site encompasses approximately 31 acres and is generally bounded by 48th Avenue on the south, 54th Avenue on the north, Fox Street on the east, and the BNSF Trailer On Freight Car (TOFC) Yard and UPRR North Yard on the west. The CRMF will include facilities to repair, maintain, clean, fuel, and store the FasTracks commuter rail vehicles and maintain the commuter rail network.

The facility will include a maintenance shop, commuter rail control center employee facilities, administrative offices, employee parking facilities, and a building and laydown area for maintenance-of-way (MOW) equipment and materials. The CRMF site includes space for offices, storage of equipment, storage for spare parts, and parking. The MOW building is no longer needed as its function was incorporated into the CRMF and yard.

FigureX 16 X displays the proposed location.

The CRMF is part of the Eagle Project, which is separated into two phases. The East Rail Line and CRMF will be built in the first phase. The Concessionaire, DTP, plans to open the East Rail Line by January 2016. To achieve opening in this timeframe, DTP has scheduled completion of the CRMF by December 2014. Delivery of the first commuter rail vehicles is planned for November 2013 and will likely be stored in the CRMF yard.

Since the project elements, including the CRMF, are being built as one project, costs are increasingly difficult to separate. Individual costs for the project elements are not broken out. Eagle Project costs for all elements are provided in Section 1.4.3.

Commuter Rail Facility Summary Length: NA Mode: Commuter Rail Method of Delivery: DBFOM (part of Eagle Project) Status: SEA completed April 2009. Tasks Remaining: Design and Construction; Operation and Maintenance Scheduled Completion: May 2014 Notable Changes: None.

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CRMF Building

Figure 16: CRMF Site Location

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1.4.4 I29B -225 Rail Line The FasTracks I-225 Rail Line project will extend RTD’s light rail 10.5 miles within the I- 225 corridor, while not precluding a future eight-lane highway widening within the CDOT ROW. The light rail extension will begin at the existing Nine Mile Station, serve the Aurora City Center, the Anschutz/Fitzsimons Medical Campus and provide a transfer to the planned East Rail Line commuter rail at a shared station near the intersection of

Peoria Street and Smith Road (FigureX 17).X

The Draft EE was released in July 2009 for agency and public review. The Final EE was adopted by the RTD Board in October 2009.

The I-225 Rail Line has been divided into two segments. Segment 1 is the segment from the end of line immediately north of the Nine Mile Station to the Iliff Station. Segment 2, the remainder of the Line, will continue north from the Iliff Station to the Peoria/Smith Station, which is shared with the East Rail Line. The design of Segment 1 was completed to 100% design in January 2011.

In 2010, $305 million became available due to the lower-than-expected Eagle Project bid price. Of that $305 million, $90 million will be used to pay for completion of Segment 1. The current program delivery plan for Segment 1 of the I-225 Rail Line is to partner with CDOT to construct the structural and civil elements of the 1.5 mile light rail extension from Nine Mile Station to the Iliff Station and expand the highway from Parker Road to Mississippi Ave. A separate project will be procured through RTD including construction of the transit elements (track, electrical systems, the station and the Park-n-Ride).

In order to meet the federal environmental clearance requirement for the combined project, RTD conducted an Environmental Assessment (EA) exclusively for the Segment 1 of the I-225 Rail Line. On August 20, 2011, the I-225 Light Rail minimal operable segment EA completed the public review and comment period. Responses to comments were summarized in the report documenting the Finding of No Significant Impact (FONSI), which was signed by the FTA on September 22, 2011.

The I-225 FasTracks team prepared an application for a TIGER III discretionary grant for Segment 1 of the I-225 rail line. The application, which was submitted on October 31, 2011, emphasized the multimodal project and partnership with CDOT for the widening of the I-225 highway and the extension of the light rail from Nine Mile Station to Iliff Station. The application was ultimately unsuccessful.

The 2011 cost estimate was $750.8 million YOE$. The current cost estimate is $748.5 million YOE$.

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I-225 Rail Line Summary Length: 10.5 miles Mode: Light Rail Costs: $748.5 million-2012, YOE$; $750.8 million-2011, YOE$ Method of Delivery: Design-Bid-Build for Segment 1 and Design-Build for Segment 2 Status: EE and PE completed Tasks Remaining: Design and Construction; Operation and Maintenance Scheduled Completion: Segment 1 completion scheduled for 2014; entire project will be completed in 2020. Notable Changes: None.

Figure 17: I-225 Rail Line

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1.4.5 Maintenance30B Facilities This section includes facilities for light rail and bus. The CRMF is being built as part of the Eagle Project and is included in Section 1.4.3.4. The light rail maintenance is accommodated by an expansion of the existing Elati and Mariposa Facilities. As noted in previous Annual Reports, evaluation of the need for an additional bus maintenance facility determined that it is not needed until after 2035.

1.4.557B .1 Light Rail Maintenance Facility The Elati Maintenance Facility opened in 2004 with the capacity to maintain and store 100 vehicles. In 2006, RTD completed the construction of additional storage tracks and catenary systems to accommodate the West Rail Line fleet at the Elati facility.

The change of the Gold Line technology from light rail to commuter rail resulted in a decrease in light rail fleet requirements. It was determined that an expanded Elati facility could accommodate the entire FasTracks light rail fleet. RTD made the decision to expand the Elati facility eliminating the need for a second light rail maintenance facility. Construction for the expansion of the Elati facility started in May 2009 following RTD’s Board approval of the construction contract. The work was phased to accommodate the ongoing operational requirements of the facility. The Elati facility work was completed in

2011. FigureX 18 X below shows the site plan for the Elati Light Rail Maintenance Facility Expansion.

The scope of work for the extension of the light rail maintenance facility includes a new vehicle wash bay, additional parts storage capacity, additional power supply into and for the system elements for the added light rail vehicles to be stored at the site, modifications to the drainage system, added tracks, yard lighting, walks, and access drive improvements. Associated with the expansion of the Elati Facility is the expansion of the Mariposa Facility where RTD conducts heavy maintenance on the light rail vehicles. This Program doubles the maintenance and operational light rail capacity. The construction Program for the light rail facility improvements (including Elati and Mariposa) was completed in 2011.

LEGEND:

Improvement Boundary

Railroad Track

Surface Improvements/ Drainage

Figure 18: Light Rail Maintenance Facility

The 2011 cost estimate for the light rail maintenance facility was $20.9 million YOE$. The final cost estimate is $18.2 million YOE$.

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Light Rail Maintenance Facility Summary Length: NA Mode: Light Rail Costs: $18.2 million-2012, YOE$; $20.9 million-2011, YOE$ Method of Delivery: Design-Bid-Build Status: Design and construction complete Tasks Remaining: Operation and Maintenance Scheduled Completion: Elati Facility completed in 2010; Mariposa Facility completed in 2011 Notable Changes: None.

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1.4.6 North31B Metro Rail Line The North Metro Rail Line begins at DUS and extends north 18.4 miles to SH 7/162nd Avenue traversing the jurisdictions of Denver, Commerce City, Adams County, Northglenn, and Thornton. In 2008, as a result of the UPRR negotiations, the alignment was revised in order to avoid the 36th Street Yard owned by UPRR. The alignment now follows the BNSF rail alignment to near 54th Avenue, then further north it joins the UPRR

Boulder Branch ROW (FigureX 19).X The five areas of the alignment that are double tracked (passing track) are: from DUS to 38th Street; from south of 72nd Avenue to just north of I-76; from north of Thornton Parkway to just north of 104th Avenue; from south of 124th Avenue to south of York Street; and from SH 7 to the end of line, approximately 162nd Avenue.

The FEIS was released for public review in January 2011. The ROD was signed on April 22, 2011.

As a result of $305 million being available due to the lower-than-expected Eagle Project bid price, $90 million of that amount is being used on this rail line to complete the segment from DUS to the National Western Stock Show Station. Construction on this segment is scheduled to begin in 2014.

The 2011 cost estimate for North Line was $904.3 million YOE$. The current cost is $978.7 million YOE$.

North Metro Rail Line Summary Length: 18.4 miles Mode: Commuter Rail/EMU Costs: $978.7 million-2012, YOE$; $904.3 million-2011, YOE$ Method of Delivery: Design-Bid-Build Status: ROD signed April 2011 Tasks Remaining: Final Design; Construction; Operation and Maintenance Scheduled Completion: Segment 1 (DUS to National Western Stock Show Station) 2017; Entire project 2020. Notable Changes: Contract changed from design-build to design-bid-build. Segment 1 completion date changed from 2015 to 2017 due to changing from design-build to design-bid-build contract methodology and ROW requirements.

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Figure 19: North Metro Rail Line

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1.4.7 Northwest32B Rail Line – Phase 2 The Northwest Rail Line is a 41-mile commuter rail line that originates at DUS and extends northwest to Downtown Longmont. Jurisdictions served include northwest Denver, Adams County, Westminster, Broomfield, Louisville, City of Boulder, Boulder

County, and Longmont (Figure 20).X Phase 2 will operate along a six-mile commuter rail segment, using diesel multiple unit (DMU) rail vehicles, between Westminster Station and the Church Ranch Station.

The Northwest Rail project will be built in three phases. Phase 1 will be the 5.5-mile, locally-funded, portion of the alignment from DUS to the Westminster Station and will be built as part of the Eagle Project (see Section1.4.3.3). Construction began on Phase 1 in August 2011. Phase 2 of the Northwest Rail project extends the alignment from the Phase 1 end-of-line at Westminster Station an additional six miles to the Church Ranch Station and will also be funded locally. Phase 3 of the project will be built incrementally from Church Ranch Station to Downtown Longmont Station as funding becomes available from the original 0.4% FasTracks sales and use tax (see Section 1.4.8).

Included in Phase 2 is a DMU maintenance facility to be used exclusively by the Northwest Rail Line at a location to-be-determined. Construction of Phase 2 is scheduled for completion in 2022. The Final EE was adopted by the RTD Board of Directors in May 2010 and released to the public in June 2010.

As a result of a lower-than-expected Eagle Project bid price, $305 million was available for other lines. Of that amount $17 million will be used on the Northwest Rail project to complete the Downtown Longmont Station, which will be constructed early and open in 2015. Longmont Station’s design is currently on hold, pending the completion of the Longmont Station Area Master Plan (STAMP). The STAMP is expected to be completed in early 2012. The completed STAMP will influence the final design and layout of the station Park-n-Ride.

The current cost estimate is $396.0 million YOE$.

Northwest Rail Line – Phase 2 Summary Length: 6 miles (3.6 miles from DUS to Pecos are shared with the Gold Line) Mode: Commuter Rail/DMU Costs: $396.0 million-2012 YOE$ Method of Delivery: Line infrastructure to be built by BNSF Railway. Design-Bid-Build will be used to construct the Park-n-Ride. Status: EE and PE completed Tasks Remaining: Final Design and Construction; Operation and Maintenance Scheduled Completion: 2022 Notable Changes: Phase 2 was previously the segment from Westminster Station to Downtown Longmont Station. Based on an RTD Board action on March 27, 2012, the Northwest Rail Line is now being constructed in three phases and Phase 2 terminates at the Church Ranch Station.

13B 1.4.8 Northwest Rail Line – Phase 3 The remainder of the Northwest Rail Line, 29 miles of DMU commuter rail, will be completed from Church Ranch Station to Downtown Longmont Station as funding becomes available from the original 0.4% sales and use tax. Phase 3 may be built in

64 April 3, 2012 2011 Annual Report to DRCOG on FasTracks segments or all at once depending on funding. Funding is anticipated to be available to initiate construction and begin revenue service during the period of 2026 – 2032. Phase 3 has been addressed environmentally under the Northwest Rail EE which was adopted by the RTD Board of Directors in May 2010 and released to the public in June 2010. Phase 3 includes upgrading four Park-n-Rides to include commuter rail station platforms and associated elements: Flatiron, Louisville, Gunbarrel, Downtown Longmont. Park-n- Ride improvements for these stations will be built with the Northwest BRT (see Section 1.4.9). Phase 3 also includes construction of parking and station platforms at the station near the Boulder Transit Village, as well as adding up to 575 spaces at Westminster Station (350 spaces are to be built with Phase 1).

Figure 20: Northwest Rail Line

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1.4.9 Northwest BRT Northwest BRT, together with US 36 BRT, will serve the Northwest Corridor area from DUS to Longmont and will consist of up to 80 miles of BRT. It is anticipated that BRT service will be provided between DUS and Longmont along US 36 and Hwy 119. Additionally, BRT will serve Louisville and other existing park-n-rides along US 287. The exact BRT alignment and other project elements will be finalized subsequent to environmental clearance and final design.

Northwest BRT will build parking and/or upgrade Park-n-Rides to include BRT station elements at the following locations: Flatiron (existing), Louisville, Gunbarrel, Lafayette (existing but to be relocated), Hwy 119/Niwot (existing), US 287/Niwot (existing). New BRT vehicles will be purchased and a new BRT maintenance facility will be constructed along the corridor at a location to-be-determined.

This project is anticipated to be completed in 2020. This project will be capped at a total cost, including prior expenditures, not to exceed $894.6 million YOE$.

Northwest BRT Summary Length: up to 80 miles Mode: BRT Costs: $894.6 million-2012 YOE$ Method of Delivery: TBD Status: Environmental process pending Tasks Remaining: Completion of environmental process; design and construction; operation and maintenance Scheduled Completion: 2020 Notable Changes: This is a new element of the FasTracks Program that will be included in a Plan Amendment and referenced in the 2012 ballot language. If the election is not successful, then this element will not be included in the Program moving forward.

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Figure 21: Northwest BRT

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1.4.10 Southeast33B Rail Extension The Southeast Rail Extension is 2.3 miles in length and extends from the existing Lincoln Station south to RidgeGate Parkway. There are three proposed stations: Sky Ridge, Lone Tree City Center and a new end-of-line station immediately south of

RidgeGate Parkway (FigureX 22).X

The Final EE was adopted by the RTD Board in February 2010, which finalized the environmental phase of the project. The project team is currently evaluating options for moving forward with advanced design.

As a result of $305 million being available due to the lower-than-expected Eagle Project bid price, $9 million of that amount will be used on this Line to complete final design and undertake a federal environmental process.

In 2011, the RTD Board of Directors approved a financial plan that assumed federal funding in the form of a Small Starts grant for the Southeast Rail Extension project. To be eligible for Small Starts funding, an Alternatives Analysis (AA)/EA was initiated in October 2011. The AA is scheduled for completion in early 2012 and the EA in late 2012.

The 2011 cost estimate for the Southeast Rail Extension was $209.1 million YOE$. The current cost is $209.1 million YOE$.

Southeast Rail Extension Summary Length: 2.3 miles Mode: Light Rail Costs: $209.1 million-2012, YOE$; $209.1 million-2011, YOE$ Method of Delivery: Design-Build Status: Basic Engineering (BE) and Final EE complete; AA and EA underway Tasks Remaining: Design and Construction; Operation and Maintenance Scheduled Completion: 2017 Notable Changes: None.

Additional FasTracks improvements were programmed for the Southeast Line. These upgrades include the addition of 520 parking spaces at Lincoln Station and upgrading all Southeast Rail Extension stations to accommodate 4-car trains. Bicycle and pedestrian improvements at Arapahoe and Belleview are also included. All of these elements have been completed.

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Figure 22: Southeast Line

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1.4.11 Southwest34B Rail Extension The Southwest Rail Extension is 2.5 miles in length and extends from the existing Mineral Station south and east to C-470/Lucent Boulevard, where a new end-of-line

station is planned (FigureX 23).X

As a result of $305 million being available due to the lower-than-expected Eagle Project bid price, $8.5 million of that amount will be used on this Line to relocate UPRR track. Relocation of the UPRR track addresses a key schedule risk area for the project, and will facilitate efficient project completion once the remainder of the funding is identified.

The 2011 cost estimate for the Southwest Rail Extension was $185.1 million YOE$. The current cost estimate is $182.2 million YOE$.

Southwest Rail Extension Summary Length: 2.5 miles Mode: Light Rail Costs: $182.2 million-2012, YOE$; $185.1 million-2011, YOE$ Method of Delivery: Design-Bid-Build Status: BE and Final EE complete Tasks Remaining: Design and Construction; Operation and Maintenance Scheduled Completion: 2020 Notable Changes: None.

Additional FasTracks improvements are programmed for the Southwest Line. These upgrades include additional parking at the Englewood Station, coordination with the City of Englewood for a potential Bates Station, and improving existing stations so they can accommodate 4-car trains. Four-car train platform improvements at existing stations have been completed.

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Figure 23: Southwest Rail Line

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1.4.12 US35B 36 Bus Rapid Transit (BRT) Line - Phase 1 The US 36 BRT – Phase 1 project provides for modifications and/or relocations to the existing Park-n-Ride lots along US 36, improved pedestrian access to the bus stations, and the construction of bus loading areas. Phase I projects include Park-n-Ride improvements and/or relocations at the Church Ranch, Broomfield, and McCaslin Park- n-Rides. These three FasTracks-funded projects include the location of bus loading areas adjacent to US 36 on/off ramps. Completion of these projects, together with the existing Westminster Center and Flatiron Crossing Park-n-Rides, mark the completion of Phase 1 projects.

In 2010, RTD completed the remaining elements of the US 36 BRT – Phase 1 project. The Broomfield Park-n-Ride, which was relocated from Wadsworth Boulevard to 116th Avenue and US 36, adjacent to the 1stBank Center, and bus-only slip ramps opened in May 2010.

The final cost to complete the project was $19.0 million YOE$, which was $2.3 million less than the budget of $21.3 million. This remaining $2.3 million was transferred to the US 36 BRT – Phase 2 project.

US 36 BRT – Phase 1 Summary Length: Not Applicable Mode: BRT Costs: $19.0 million-2012, YOE$; $21.3 million-2011, YOE$; Method of Delivery: Design-Bid-Build Status: Construction complete Tasks Remaining: None Scheduled Completion: Completed Spring 2010 Notable Changes: None.

1.4.13 US36B 36 Bus Rapid Transit (BRT) Line - Phase 2 The US 36 BRT – Phase 2 project includes FasTracks funding for RTD’s proportional share of building 18 miles of managed lanes (BRT/high-occupancy toll/high-occupancy vehicle) on US 36. As part of the FasTracks Plan, RTD has a set financial commitment to this project. Additional funding from other sources will be required to complete the entire project. The lanes will extend from the existing managed lanes in the vicinity of Pecos to the Table Mesa Park-n-Ride. RTD will provide BRT service from DUS to the Table Mesa Park-n-Ride. Construction of a pedestrian bridge at the Table Mesa Park-n- Ride and a new eastbound bus ramp pull-out on the south side of US 36 are a

separately-funded part of the project improvements (FigureX 24)X .

The US 36 Project FEIS, jointly funded by CDOT and RTD, which includes the elements of Phase 2, was signed on October 20, 2009. A ROD for the EIS prepared jointly by RTD with CDOT was signed in December 2009.

The Table Mesa pedestrian bridge design is completed and construction began in late 2011. Additionally, construction of bus-only queue jumps/ramp improvements at four locations (Sheridan Boulevard, Church Ranch Boulevard, Flatiron/96th Street and McCaslin Boulevard) has received Categorical Exclusion (CE) approval and final design is proceeding. Construction of a portion of these improvements at Church Ranch and

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McCaslin is expected to begin in early 2012. Additional construction at Sheridan, Church Ranch and Flatiron/96th Street will be included as part of the managed lanes project (see below for more details).

Funding for the Table Mesa Park-n-Ride and a new eastbound bus ramp pull-out on the south side of US 36 includes Senate Bill 1 funds in the amount of $3.5 million for construction of the pedestrian bridge. RTD will provide the match for these funds from the US 36 - Phase 2 BRT budget. In addition, $7.6-million of the RTD apportionment of ARRA funds will be used for the US 36 queue jumps that are a component of the US 36 - Phase 2 BRT project.

As a result of $305 million being available due to the lower-than-expected Eagle Project bid price, $90 million of that amount is committed to complete the managed lanes on US 36 to Interlocken. This, and an additional $30 million previously allocated to this project, is being used to partner with CDOT to extend the managed lanes. CDOT was awarded a TIFIA loan of $54 million in 2011. Together with RTD’s contribution, the TIFIA loan will provide the funding to construct the managed lanes past Interlocken/96th Street to 88th Street in a contract that was awarded on February 29, 2012. Construction of the Managed Lanes Project is expected to begin in July 2012.

The 2011 cost estimate was $218.1 million YOE$. The current cost estimate is $220.4 million YOE$.

US 36 BRT – Phase 2 Summary Length: 18 miles Mode: BRT Costs: $220.4 million-2012, YOE$; $218.1 million-2011, YOE$ Method of Delivery: TBD Status: Environmental process complete/ROD signed in December 2009. Tasks: Final Design and Construction (to be implemented in phases); Operation and Maintenance Scheduled Completion: Managed lanes to Interlocken/96th Street expected to be completed in 2015. Segment to Table Mesa to be determined based on availability of funding from CDOT. Notable Changes: None.

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*The managed lanes will extend from the existing managed lanes in the vicinity of Pecos to the Table Mesa Park-n-Ride. RTD will provide BRT service from DUS to the Table Mesa Park-n-Ride.

Figure 24: US 36 BRT Line

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1.4.14 West Rail Line The West Rail Line extends from DUS to the Jefferson County Government Center including the existing CPV spur, and 12.1 miles of new light rail. The areas served include the Auraria Campus, west Denver, Lakewood, Lakewood Industrial Park, Denver Federal Center, Red Rocks Community College, and the Jefferson County Government

Center in the City of Golden (FigX ure 25)X . This line is furthest along in the development and construction process, with completion of civil construction scheduled for June 2012, systems construction scheduled for December 2012, and Wadsworth and Sheridan parking structure construction scheduled for May 2013. The entire line is scheduled to open in May 2013.

Construction has been on-going for three years and six months (since early construction and utility work began in April 2008). As of October 2011, a total of 15 bridges, flyovers, and tunnels have been substantially completed.

Overall construction progress is at 84%. Overall wall and underground work is 98% complete. Trackwork is 79% complete and stations are 70% complete, with all stations in varying states of completion, including the newly relocated Auraria West Station which opened to the public in October 2011. Systems construction is 70% complete and contracts were recently awarded for the design and construction of the final two parking structures (at Wadsworth and Sheridan).

The alignment is double-tracked between Auraria West Station in downtown Denver and the Federal Center Station. There will be single track from the Federal Center Station to the Jefferson County Government Center-Golden Station.

West Rail Line Summary Length: 12.1 miles Mode: Light Rail Costs: $709.8 million-2012 YOE$ (Federal Project Only); $709.8 million-2011, YOE$ Method of Delivery: Construction Manager/General Contractor (CM/GC) Status: Under construction Tasks Remaining: Construction; Operation and Maintenance Scheduled Completion: December 2012 (construction complete); May 2013 (opening) Notable Changes: None.

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Figure 25: West Rail Line

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2.0 SUMMARY2B OF FINANCIAL PLAN

The current $7.4 billion cost is a revision from the originally estimated $4.7 billion (2004), and previously estimated $6.8 billion (2011) costs following updates to material, ROW, financing, and labor cost estimates. The ability to implement the FasTracks Plan depends on a variety of financial assumptions and projections which have been developed using the best available current estimates of costs, reasonably anticipated federal funding based on current federal law and regulations, and revenues from other sources including RTD sales tax and fare collections. Over the anticipated remaining build-out, specific cost items, federal and other contributions, and RTD revenues may vary from this Financial Plan. Based on the extensive analysis behind the financial assumptions used, RTD expects to deliver the major transit corridors and related improvements within the time frames set forth. RTD cannot guarantee that each separate assumption will be met, and expects that over a multi-year time-frame, certain adjustments and modifications will be required.

On an annual basis, through the APE process, RTD updates the FasTracks Financial Plan with new revenue and cost projections, reflecting ever-changing economic conditions. Each APE update to the Financial Plan projects capital, financing and operating costs for each of the lines and projects in YOE dollars, and reflects the currently adopted FasTracks implementation schedule for each of the lines. The current 2012 APE Financial Plan extends to the year 2035, and covers both the FasTracks Program and the base public transit system and services provided by RTD.

During the 2008 APE, RTD identified a funding gap for the FasTracks Program as a result of rapidly escalating costs for commodities and materials on the world market, combined with the economic slowdown and the corresponding downward impact on current and forecast sales and use tax revenues. Over the past four years, RTD has worked closely with elected officials, local governments, corridor stakeholders and the public to identify how to move the FasTracks Program forward, addressing these challenges. During this period, there have been significant fluctuations in commodity prices as a result of the current recession; however, these prices still remain higher than original forecasts. Additionally, there have been concurrent significant additional decreases in projected sales and use tax revenues.

On March 27, 2012, the RTD Board of Directors adopted a financial plan scenario for the 2012 FasTracks APE that assumes the passage of 0.4% sales and use tax increase commencing in January 2013 and a FasTracks Plan amendment that will include extending the Northwest Rail Line to Church Ranch and building out a BRT system in the Northwest Corridor Area (see Sections 1.4.7 and 1.4.9). This scenario results in an opening day for the FasTracks Program of 2022 (excluding Phase 3 of the Northwest Rail Line), assuming current cost escalation and revenue growth forecasts.

The remainder of the Northwest Rail Line (Phase 3), 29 miles of DMU commuter rail, will be completed from Church Ranch Station to Downtown Longmont Station, as funding becomes available from the original 0.4% sales and use tax. Funding is anticipated to be available during the period of 2026 – 2032.

If a tax increase initiative is not approved by the voters, a revised, updated Financial Plan would be adopted by the Board at that time, recognizing the new opportunities and constraints that would exist.

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The FasTracks Program is currently financed in part through a 0.4% regional sales and use tax approved by voters in November of 2004. If the initiative is placed on the ballot in 2012 and it passes, the total transit tax rate for RTD will increase to 1.4% (i.e., 0.6% for the base system, 0.8% for FasTracks).

The Plan also includes $1.3 billion in Federal New Start Grant funding in conjunction with $277.6 million in other Federal grant funding. Contributions from local jurisdictions benefiting from transit in an amount equal to 2.5% of eligible project costs are expected to yield 2.0% of total program costs or $144.5 million system-wide. In addition to Federal grants, the Plan includes a loan from the US DOT under the TIFIA program in the amount of $280.0 million.

Table 5 summarizes the sources of funds expected to pay for the Plan’s $7.4 billion of project expenditures:

Table 5: FasTracks Estimated Capital Sources of Funds Through 2022 (Millions of Dollars) Revenue Bond Proceeds $2,551.8 34.6% COPs Proceeds $251.5 3.4% TIFIA Loan Proceeds $280.0 3.8% Denver Union Station Note Proceeds $168.0 2.3% Pay-as-you-go Capital $1,857.0 25.2% Federal New Start Grants $1,339.1 18.1% Federal Small Start Grants $75.0 1.0% Other Federal Grants $202.6 2.7% Local Match Funding $144.5 2.0% Other Local Funding¹ $26.1 0.4% Public-Private Partnerships $487.8 6.6% Total FasTracks Program Funding $7,383.4 100.0%

3.0 IMPLEMENTATION3B SCHEDULE The following section identifies the current schedule for FasTracks, discusses modifications since the 2011 Financial Plan and provides a status of the environmental processes for all the projects.

3.1 Modifications14B to Line/Project Schedules RTD has revised the FasTracks Plan schedule submitted to DRCOG in this 2011 Annual

Report. The updated FasTracks schedule is shown in FigureX 25 X and FigureX 26.X Figure 25 contrasts the current schedule with the original 2004 FasTracks schedule and Figure 26 contrasts the current schedule with the schedule in the 2010 Annual Report.

Based on the 2012 Financial Plan, the current implementation schedule assumes a tax vote would occur in November 2012. This has affected the timing of when final design and construction contracts can be awarded as well as when other activities, like purchasing ROW, could occur. The impact of the financial gap on the overall FasTracks Program and the assumption of a vote in 2012 are reflected in the schedule delays for

79 April 3, 2012 2011 Annual Report to DRCOG on FasTracks some elements of the FasTracks Program. FasTracks projects with delays are summarized below.

Light Rail Projects: The Southeast Line Extension project schedule is now projected for completion in mid 2017. Final design is scheduled to occur concurrently with an application for federal funding.

Commuter Rail Projects: The North Metro overall schedule is consistent with last year’s schedule. However due to changing from design/build to design-bid-build contract methodology and ROW requirements, segment 1 (DUS to the National Western Stock Show) has moved out to mid 2017.

The Northwest Rail Line now has a rail component (Westminster Station to Church Ranch Station), and an overall BRT component. The overall schedule has been adjusted to match this revised scope. The BRT portion of the Northwest corridor is currently scheduled to be complete in 2020, with the rail portion to Church Ranch Station completed in 2022. The remainder of the Northwest Rail Line (Phase 3) will be completed in the 2026-2032 time period once funding is available from the original 0.4% sales and use tax.

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Corridor 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 Denver Union Station 2004 SB208EIS/PE P Final Design P Construction LRT CR

EIS/PE Current P Design / Construction LRT CR Commuter Rail - EAGLE Projects East Corridor 2004 SB208 EIS/PE ROW P Final Design P Construction / Test

EIS / AE Current P Design / Construction / Test Gold Line 2004 SB208 P EIS/PE ROW P Final Design P Construction / Test

P EIS / AE Current P Design / Construction / Test Northwest Rail - Pecos to Westminster (Phase 1) 2004 SB208 EIS/PE ROW P Final Design P Construction / Test

Current Design / Construction / Test (Pecos to Westminster - Phase 1) Commuter Rail Maintenance Facility EIS Current P Design / Construction Light Rail Projects West Corridor 2004 SB208 ROW P Final Design P Construction / Test

P Final Design Current Construction / Test I-225 Corridor 2004 SB208 P EIS/PE ROW P Final Design P Construction / Test

P EA/PE Fnl Dsn-Nine Mile to IliffP Construction / Test - Nine Mile to Iliff Current P - Iliff to EOL Design / Construction / Test - Iliff to EOL Southeast Corridor Extension 2004 SB208 P EA/PE P Final Design P Construction / Test

Final Design Current P EA/PE New Starts / NEPA P Construction / Test Southwest Corridor Extension 2004 SB208 P EA/PE P Final Design P Construction / Test

Fnl Dsn - RR Relo P Constr - RR Relo Current P EA/PE Final Design P Construction / Test Light Rail Maintenance Facility Design - Elati P Construction - Elati Current Design - Mariposa P Construction - Mariposa Central Corridor Extension 2004 SB208 EIS/PE P ROW-Prep-FD-BD Final Design P Construction / Test

Current EE / PE P Final Dsn P Construction / Test Commuter Rail Projects North Metro Corridor 2004 SB208 P EIS/PE ROW P Final Design P Construction / Test

P EIS / AE P - DUS to StockshowDesign-DUS to Stockshow P Construction / Test - DUS to Stockshow Current P - Stockshow to EOL Design / Construction / Test - Stockshow to EOL Northwest Rail - Westminster to Church Ranch (Phase 2) 2004 SB208 EIS/PE ROW P Final Design P Construction / Test

EE P EE/PE Design - Longmont Station P Constr - Longmont Sta P Design / Construction / Test - BRT Current P Final Design - to Church Ranch P Construction / Test (Westminster to Church Ranch - Phase 2) Bus Projects US 36 BRT - Phase1 2004 SB208 EIS/PE Final Design BRT1 Final Design P Station and HOV Lane Construction - BRT2

Current Design and Construction US 36 BRT - Phase 2 2004 SB208 EIS/PE Final Design BRT1 Final Design P Station and HOV Lane Construction - BRT2

Current EIS/PE RTD Funding Available Corridor 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 Figure 26: FasTracks SB 208 Original Schedule (2004) & 2012 Financial Plan Schedule

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Corridor 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 Denver Union Station EIS/PE 2010 SB208 P Design / Construction LRT CR

EIS/PE Current P Design / Construction LRT CR Commuter Rail - EAGLE Projects East Corridor EIS / AE 2010 SB208 P Design / Construction / Test

EIS / AE Current P Design / Construction / Test Gold Line P EIS / AE 2010 SB208 P Design / Construction / Test

P EIS / AE Current P Design / Construction / Test Northwest Rail - Pecos to Westminster (Phase 1) 2010 SB208 Design / Construction / Test (Pecos to Westminster - Phase 1)

Current Design / Construction / Test (Pecos to Westminster - Phase 1) Commuter Rail Maintenance Facility EIS 2010 SB208 P Design / Construction

EIS Current P Design / Construction Light Rail Projects West Corridor P Final Design 2010 SB208 Construction / Test

P Final Design Current Construction / Test I-225 Corridor P EA/PE Fnl Dsn-Nine Mile to Iliff P Construction / Test - Nine Mile to Iliff 2010 SB208 P - Iliff to EOL Design / Construction / Test - Iliff to EOL

P EA/PE Fnl Dsn-Nine Mile to IliffP Construction / Test - Nine Mile to Iliff Current P - Iliff to EOL Design / Construction / Test - Iliff to EOL Southeast Corridor Extension Final Design 2010 SB208 P EA/PE New Starts / NEPA P Construction / Test

Final Design Current P EA/PE New Starts / NEPA P Construction / Test Southwest Corridor Extension Fnl Dsn - RR Relo P Constr - RR Relo 2010 SB208 P EA/PE Final Design P Construction / Test

Fnl Dsn - RR Relo P Constr - RR Relo Current P EA/PE Final Design P Construction / Test Light Rail Maintenance Facility Design - Elati P Construction - Elati 2010 SB208 Design - Mariposa P Construction - Mariposa

Design - Elati P Construction - Elati Current Design - Mariposa P Construction - Mariposa Central Corridor Extension 2010 SB208 EE / PE P Final Dsn P Construction / Test

Current EE / PE P Final Dsn P Construction / Test Commuter Rail Projects North Metro Corridor P EIS / AE P - DUS to Stockshow Design / Construction / Test - DUS to Stockshow 2010 SB208 P - Stockshow to EOL Design / Construction / Test - Stockshow to EOL

P EIS / AE P - DUS to StockshowDesign-DUS to Stockshow P Construction / Test - DUS to Stockshow Current P - Stockshow to EOL Design / Construction / Test - Stockshow to EOL Northwest Rail - Westminster to Church Ranch (Phase 2) EE P EE/PE P RTD Station Fnl Dsn RTD Station Construction / Test 2010 SB208 Final Design - Longmont Station P Constr - Longmont Sta BNSF - Guideway Design / Construction / Test

Current Design and Construction US 36 BRT - Phase 2 2010 SB208 EIS/PE RTD Funding Available

Current EIS/PE RTD Funding Available Corridor 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 Figure 27: FasTracks SB 208 2010 Report Schedule & 2012 Financial Plan Schedule

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3.2 Status15B of Environmental Process In 2011, the North Metro EIS, was completed and the ROD was received on April 22, 2011. Proactive coordination with reviewing agencies such as FTA and Environmental Protection Agency (EPA), including preparation of an anticipated review schedule for all FasTracks Program documents, has helped to expedite the completion of environmental processes.

In order to be eligible for federal funding, additional environmental studies were undertaken in 2011 for the I-225 Rail Line and for the Southeast Rail Extension. The I-225 EA was completed in September 2011 and the Southeast Rail Extension AA/EA was initiated in October 2011.

The progress and status of the environmental documentation for each of the FasTracks projects is discussed below.

Central Rail Extension The Draft EE was released in December 2009 and the Final EE was completed in February 2010. The recommended alternative for the Central Rail Extension is in-street rail transit with single light rail vehicles operating as a streetcar operation.

Denver Union Station In 2006, a master developer, USNC, was selected and in March 2006, the DEIS was issued. In 2008, the Denver City Council created the DUSPA, which is the primary financing entity for the DUS project and will be the contracting entity for the construction contracts. The FEIS was released in August 2008 and a ROD was issued on October 17, 2008. Construction has started on this project.

East Rail Line The DEIS was released in January 2009 and the FEIS was released in September 2009. The ROD from FTA was obtained on November 6, 2009 signifying the completion of the environmental process for the line. Construction has started on this project.

Gold Line The DEIS was released on July 18, 2008 and the FEIS was released on August 21, 2009. A ROD from FTA was obtained on November 2, 2009 signifying the completion of the environmental process for the line. Construction has started on this project.

I-225 Rail Line The I-225 Rail Line EE was initiated in August 2007. In July 2009, the Draft EE was released for public and agency comment. The RTD Board of Directors adopted the Final EE in October 2009. In February 2011, an EA for the I-225 Minimum Operable Segment (MOS) from the current end- of-line station at Nine Mile to the proposed new end-of-line station at Iliff was initiated. This EA was necessary to permit use of Congestion Mitigation and Air Quality Improvement (CMAQ) Program funds for the Iliff Station. The EA also provides the environmental clearance necessary for eligibility for other federal funding opportunities that might become available. The EA was completed and a Finding of No Significant Impact (FONSI) obtained on September 22, 2011.

Maintenance Facilities

Light Rail Maintenance Facility This project consists of the expansion of the existing Elati Facility and the Mariposa Facility. Because these are being expanded within the existing footprint, an environmental process was

85 April 3, 2012 2011 Annual Report to DRCOG on FasTracks not required. Both were included in the Southeast Rail FEIS. The construction program for the light rail facility improvements (including Elati and Mariposa) was completed in the second quarter of 2011.

Commuter Rail Maintenance Facility The environmental process for the CRMF was a SEA to the Gold Line, North Metro and East Rail Line EISs. This document was released for public review on April 15, 2009. The Gold Line and East Rail Line RODs, which were received in November 2009, provided the environmental clearance for the CRMF.

North Metro The North Metro environmental process was initiated in August 2006. The DEIS was released in November 2009. The FEIS was released in January 2011, and the ROD was signed in April 2011.

Northwest Rail The Final EE was adopted by the RTD Board of Directors in May 2010 and released to the public in June 2010. The EE addresses all phases of the Northwest Rail project.

Northwest BRT The Northwest BRT project will be cleared environmentally either through and EA or EIS, which would begin in the first quarter of 2013 and be complete by the second quarter of 2016.

Southeast Rail Extension The Southeast Rail Extension EE was initiated in July 2008. The Draft EE was released in November 2009 and the RTD Board of Directors adopted the Final EE in February 2010. A CE for portions of the alignment that will utilize CDOT ROW will also be necessary. The CE will be timed so that it is completed prior to the projected construction start date.

Beginning in October 2011, an AA/EA for the Southeast Rail Extension was begun and scoping meetings were held in November 2011. The AA is scheduled for completion in the first quarter 2012 and the EA will be completed in late 2012. It is necessary to complete an environmental process, such as an EA, in order for the Southeast Rail Extension to be eligible for Federal funding.

Southwest Line Extension The Southwest Line EE was initiated in July 2008. The Draft EE was released in November 2009 and the RTD Board of Directors adopted the Final EE in February 2010. A CE for portions of the alignment that will utilize CDOT ROW will also be necessary. The CE will be timed so that it is completed prior to the projected construction start date.

US 36 BRT – Phase 1 All necessary environmental clearances have been obtained and this project is completed.

US 36 BRT – Phase 2 The DEIS for US 36 BRT was released in August 2007 and the FEIS was released in October 2009. A ROD was obtained in December 2009 signifying the completion of the environmental work for this line.

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West Rail Line A ROD was received for the West Rail Line project on April 19, 2004. Construction on the West Rail Line began in early 2008 and Final Design was completed in late 2008. An FFGA was received in January 2009 and a full NTP was issued in June 2009.

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4.0 BUS4B SERVICE LEVELS

Background bus service levels in the 2012 financial plan have changed due to an RTD Board of Directors initiative to ensure long-term fiscal sustainability of its services that are funded through the original 0.6% sales and use tax. In October 2011, the Board of Directors approved service reductions designed to maximize ridership in a cost-effective manner, or “right-sizing” the level of service to meet current and projected future revenue streams. This resulted in a decrease of 3.5% between 2011 and 2012 bus service hours, including fixed route, Call-n-Ride, and ADA services. RTD is committed to funding rubber tire service increases through the FasTracks Program. In 2012, the FasTracks Program is funding approximately 7% of the fixed-route rubber tire service. Without this financial commitment through FasTracks, RTD would be forced to make deeper cuts in rubber tire service to balance its budget. Future year projected service increases range between 0.7% and 1.1% from 2013 through 2022 and approximately 1.9% annually from 2023 through 2035 (Table 6).

Table 6: FasTracks Plan Bus Service Levels Total Service Hours (millions) Year All Bus Hours (Fixed, % Change from Prior call-n-Ride, ADA) Year Actual 2006 3.78 N/A 2007 3.88 2.60% 2008 3.9 0.47% 2009 3.85 -1.19% 2010 3.86 0.27% 2011 Budget 3.88 0.50% Programmed 2012 3.74 -3.54% Future Planned 2017 3.94 1.06% 2023 4.15 1.90% 2035 5.22 1.94%

5.0 OPERATINGB CHARACTERISTICS Since the DRCOG approval of the FasTracks Plan in 2004, the planning horizon for the Regional Transportation Plan (RTP) has been extended to 2035 and most of the FasTracks environmental documents have individually assumed a 2035 horizon year. However, to be consistent with final federal funding applications, three lines have not changed to a 2035 planning horizon: East Rail Line, Gold Line, and West Rail Line. There have been minor changes to the transit operating characteristics, including travel times and speeds, for some of the FasTracks lines, based on changes in technology and alignment refinements. In addition, there have been more substantial changes to the Northwest corridor operating characteristics as well as the light rail operating plan. These changes are described below.

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The FasTracks light rail operating plan has been updated due to two recent changes that impact the existing RTD light rail system. First, RTD updated the existing platforms and systems to accommodate four-car light rail trains. This was done to better accommodate the ridership demand for special events and during peak hours. Second, CCD changed the timing of the traffic signals in downtown Denver. The change in signal timing reduced the number of light rail trains per hour that can travel through the downtown Denver light rail loop. Prior to the change in signal timing, there were 24 slots per hour available for light rail trains. The change in signal timing reduced the number of slots to 20 per hour. The existing light rail operations utilize 18 of the 20 slots during the peak periods. As such, the system is operating near capacity with only two slots available for recovery time. The resultant decrease in the capacity of the light rail system to carry additional light rail trains required changes to be made to the original FasTracks operating plan.

The original FasTracks operating plan included increased frequencies on three of the existing light rail lines in the future. These increased frequencies were planned to be implemented after the opening of all other FasTracks lines. The existing C and E Lines were planned to increase from 30 minute peak headways to 15 minute peak headways and the existing F Line was planned to increase from the existing 15 minute peak headway to a 10 minute peak headway. Given the reduction in the number of available light rail slots from the change in the downtown Denver signal timing, these increased frequencies cannot be accommodated. As such, the FasTracks operating plan no longer includes these frequency increases. However, the total corridor passenger capacities have not been reduced from the original FasTracks plan due to the increase in consist sizes from a combination of two- and three-car trains to a combination of three- and four-car trains.

The change in the downtown Denver signal timing also requires a change in the operating plan for the Central Rail Extension. This is described in detail below.

Table 7 lists the approximate peak hour capacity and maximum peak hour passenger line loads and Figure 28 displays the updated operating plan and peak hour capacities for FasTracks lines in 2035.

Figure 29 shows the peak hour capacities for the US 36 and Northwest BRT lines. RTD has committed to operating at least these BRT service levels until five years after opening of the full BRT lines – after which time all BRT routes would be subject to service reductions if they are not meeting RTD service standards. RTD will increase service, according to service criteria, if ridership levels increase to such levels where they dictate more BRT service in the corridor. Service increases could occur anytime after the opening of the BRT lines if ridership criteria are met. The capacities shown in Figure 29 assumes a seated capacity of 60 passengers per bus on US 36 and 40 passengers per bus north of Boulder (SH 119, US 287, Arapahoe Rd). These capacities are subject to change based on the final BRT vehicle selected for the corridors. For BRT routes operating on freeways, the maximum capacity is assumed to be the same as the seated capacity. For arterial BRT routes, the maximum capacity is assumed to be 1.25 times the seated capacity.

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Table 7: FasTracks Rail Line Capacity and Year 2035 Maximum Line Loads Original Plan (2025) Current Plan (2035) Corridor Peak Hour Max Line Peak Hour Max Line Peak Hour Capacity Peak Hour Capacity Load Load Central 7,625 7,479 9,145 6,261 CPV 6,500 6,424 5,425 2,999

East 1 2,160 1,742 3,344 2,107 Gold 1 3,000 2,228 1,672 1,193 I-225 2,500 1,424 4,340 2,797 North Metro 1,620 1,689 3,344 2,901 Northwest - Phase 2 1,080 416 764 373 Southeast 4,375 3,225 5,270 3,138 Southwest 3,250 3,068 3,875 3,132

West 1 4,500 4,248 3,720 2,763 1. Max Load numbers for the federally funded corridors (East, Gold, West) are based on the approved 2030 travel model outputs that were used in the final federal funding applications. The 2030 maximum loads have been extrapolated to 2035 using an 8.9% growth rate based on regional population change between the 2030 and 2035 models. The peak hour capacities are based on these results and are only valid for this report.

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Figure 28: Updated Rail Operating Plan and Peak Hour Capacities for FasTracks Lines in 2035

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Figure 29: BRT Peak Hour Capacities (Opening Day)

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Central58B Rail Extension The Central Rail Extension was originally planned to be interlined with the train from I-225; however, the EE for the Central Rail Extension suggested that an operating plan with an independent line between downtown Denver and 38th/Blake Station would better match the modeled demand for this line, which is one light rail vehicle every 15-minutes during peak hours. Therefore, the plan for the Central Rail Extension was subsequently updated to operate single- car trains around the downtown loop to the 38th/Blake Station. However, CCD changed the traffic signal timing in downtown Denver in May 2011. The downtown traffic signals went from a 75- second cycle length to a 90-second cycle length. This reduced the number of trains that could operate through the downtown light rail loop. As such, the operating plan proposed in the EE is no longer feasible. RTD is in the process of completing a planning study looking at other operating plans for this line including the feasibility of changing the technology to streetcar.

The operations plan included in this report assumes that a three-car D Line train will continue to serve the Welton corridor to the 30th/Downing Station every 15 minutes. The segment from 30th/Downing Station to 38th/Blake Station is tentatively planned to be a one-car light rail or streetcar vehicle operating every 15 minutes. However, this operating plan is subject to change based on the outcome of the study. In addition to looking at the feasibility of streetcar, the primary objective of the study will be to determine the best southern terminus for the extension to tie into the existing light rail system.

East59B Rail Line The East Rail Line has always been planned as 15 minute peak and off-peak service between DUS and DIA. Denver Transit Partners is constructing and will operate the East Rail Line as part of the EAGLE Project. The East Rail Line will open in 2016 with 15 minute all day service. Two- car EMU commuter rail trains will be utilized for opening day and expanded to four-car trains when ridership demand warrants the increased capacity.

Gold60B Line In the original FasTracks Plan, the Gold Line was originally planned as a light rail line with 7.5 minute peak service and 15 minute off-peak service. During the environmental planning process the technology for the Gold Line was changed to EMU commuter rail and the service was changed to 15 minute peak and off-peak headways. The Gold Line was combined with the East Rail Line as part of the Eagle Project and it is being constructed and will be operated by DTP with an opening day of 2016. Two-car commuter rail trains will meet the forecasted ridership demand for the Gold Line through 2035.

I61B -225 Rail Line The service plan for the I-225 Rail Line has been refined since the FasTracks Plan was completed. The FasTracks Plan indicated that the I-225 Rail Line would have 7.5 minute peak service and 10 minute off-peak service between Nine Mile Station and the Peoria/Smith Station. The operating plan has been refined to include the H-Line terminating at Florida Station and the Z Line serving the entire I-225 Line (originating at the RidgeGate Parkway Station on the Southeast Rail Line and terminating at the Peoria/Smith Station). The H Line headways are planned to remain at 15 minutes peak and off-peak. The Z Line is planned to open with 10 minute peak and 15 minute off-peak headways. By 2035 the Z Line peak period service will be increased to 7.5 minutes. This will result in the section between Nine Mile Station and Florida Station having better service than was originally planned. The H Line will continue to operate with a combination of three- and four-car light rail trains as it does today. The Z Line will be served by a combination of one- and two-car light rail trains.

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An extension of the H Line from Nine Mile Station to Iliff Station (Segment 1) is planned to be completed in 2014 in advance of the build-out of the full I-225 Rail Line. Segment 1 will be served with 15 minute peak and off-peak service from the H Line. The Z Line will be implemented with the completion of the full I-225 Rail Line.

Nort62B h Metro Rail Line The original FasTracks Plan included 30 minute peak and 60 minute off-peak service for the North Metro Rail Line between DUS and SH 7/162nd Avenue Station. The project also included double-track to 124th Avenue with short turn trains providing 15 minute peak service and 30 minute off-peak service between DUS and 124th Avenue Station. Since originally planned, the short turn at 124th Avenue Station was eliminated and all trains were defined to operate between DUS and 162nd Avenue Station with 15 minute peak and 30 minute off-peak headways. The North Metro Rail Line will open with two-car EMU trains and expand to four-car trains as ridership warrants increased capacity.

The first segment of the North Metro Rail Line from DUS to the National Western Stock Show Station is planned to be completed in 2016. The service on this segment will be 30 minute peak and off-peak headways until the entire line is completed, at which time 15 minute peak service will be introduced.

Northwest63B Rail Line The Northwest Rail Line was included in the FasTracks Plan as a commuter rail line with 30 minute peak and off-peak service between DUS and Longmont. In addition, short turn trains would be utilized during the peak period to provide 15 minute peak service between the Boulder Transit Village and DUS. The opening day service level was planned to be 30 minute peak, 60 minute off-peak for the entire line. The Northwest Rail Line is planned to operate in a shared right-of-way with the BNSF. RTD and BNSF have begun negotiations for an operating agreement for the corridor. The completion of this rail line is now planned as a phased approach as described below.

Northwest63B Rail Line – Phase 1 The first segment of the Northwest Rail Line between DUS and Westminster Station and has been combined with the EAGLE Project and will open in 2016 with two-car EMU commuter rail trains. Phase 1 will operate as an independent segment with 30 minute peak and 60 minute off- peak frequencies. Denver Transit Partners is building and will operate Phase 1 from 2016 until 2022 when the next Phase of the Northwest Rail Line is scheduled to be completed. Once Phase 2 is constructed this segment will switch from operating with EMU trains to DMU trains.

Northwest63B Rail Line – Phase 2 Phase 2 of the Northwest Rail Line includes the completion of the DMU commuter rail line from DUS to Church Ranch Station. Phase 2 will operate with a minimum of 30 minute bi-direction peak period and 60 minute off-peak service. The BNSF has indicated that RTD will be able to operate a maximum of 55 trips per day in their ROW. BNSF is currently evaluating a proposal that would allow RTD to operate Phase 2 with more frequent peak period service within the 55 trip per day limit. An increase in peak period service would likely result in a reduction in the total hours of operation for the rail line.

Northwest63B Rail Line – Phase 3 Phase 3 consists of completing the Northwest DMU commuter rail line from Church Ranch Station to Downtown Longmont Station. The original operating plan for the full rail line is described above. However, RTD has begun negotiations with BNSF for operations on this

94 April 3, 2012 2011 Annual Report to DRCOG on FasTracks corridor and learned that operating more than 55 trips per day will likely not be possible. Therefore, RTD is considering a modified operating plan for the full build out of the line.

RTD is evaluating the distribution of the 55 trains per day limit with 30 minute bi-drectional service between DUS and Longmont with short-turn trains providing 15 minute bi-directional peak hour service between Boulder Transit Village and DUS. Off-peak service will be hourly for the entire line. Due to the 55 trains per day limit, the hours of operation for the line will be reduced from the original span of service assumptions. The modified operating plan is shown to have a minimal impact on forecast ridership. This modified operating plan for the full rail line is subject to BNSF approval.

Northwest63B BRT The Northwest BRT, in conjunction with the US 36 BRT, will provide rapid transit service between DUS and Longmont. The exact BRT alignments, routes, vehicles and operating characteristics will be finalized through an environmental process and final design. However, for purposes of defining the Northwest BRT project and this report the following assumptions were made about the BRT operations.

Three types of BRT routes would be included in the Northwest BRT project:

All-Stop Freeway – routes that operate on a freeway and stop at all BRT stations. Express Freeway – routes that operate on a freeway and only stop at select stations providing faster travel times between key origin-destination pairs. Arterial – routes that connect destinations on arterial roads with fewer stops and faster travel times than local bus routes.

The BRT routes will operate in a combination of running ways to ensure buses have priority over automobiles traveling along the same roadways. The freeway BRT routes will utilize a combination of center running Bus/HOV lanes and the outside shoulder. In general, the express freeway routes will utilize the Bus/HOV lanes and the all-stop freeway routes would use the shoulder instead of merging from the ramp stations into the center Bus/HOV lane. The arterial routes will utilize a combination of signal priority and queue bypass lanes to ensure faster travel times along the corridor.

The preliminary BRT routing and service frequencies are summarized in Table 8.

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Table 8: Northwest BRT and US 36 BRT Routes Route Description Type of BRT Peak Hour Service Denver Union Station - US 36 & Broomfield BF Express 10 min via US 36 Denver Union Station - Boulder Transit Center BV All-Stop 30 min via US 36 and Broadway in Boulder Denver Union Station - Longmont (1st & Main) BV-Long All-Stop 30 min via US 36, Broadway & SH 119 Denver Union Station - Boulder Transit Center BX Express 10 min via US 36 and Broadway in Boulder Denver Civic Center Station - Boulder Junction HV All-Stop 15 min via US 36 and 28th St in Boulder HV- Denver Civic Center Station - Longmont (1st & All-Stop 30 min Long Main) via US 36, Foothills Pkwy & SH 119 Denver Civic Center Station - Boulder Junction HX Express 10 min via US 36 and 28th St in Boulder Denver Union Station - Longmont (1st & Main) L All-Stop 30 min via US 36, SH 42/96th St, S Boulder Rd, SH 287 Denver Union Station - Longmont (1st & Main) LX Express 20 min via US 36, SH 42/96th St, S Boulder Rd, SH 287 Denver Union Station - Louisville LoX Express 20 min via US 36, SH 42/96th St Louisville - Boulder Junction LBX Arterial 10 min via Arapahoe Rd or S Boulder Rd

Southeast Rail Extension The FasTracks Plan included the extension of the E, F and Z Lines from Lincoln Station to RidgeGate Station. The plan included increased service on the E, F and Z Lines to combine to four minute peak and six minute off-peak service for the Southeast Rail Extension. However due to the change in the downtown Denver traffic signal timing, the Southeast Rail Extension service plan has changed to maintain the existing frequencies on the E and F Lines. Increased capacity will be provided on the Southeast Rail Line with longer trains. The service frequencies for the E and F Lines combine for 10 minute peak and 15 minute off-peak service. The E and F Lines are served by a combination of two-, three- and four-car trains.

The original FasTracks service levels will be achieved on the Southeast Rail Extension with the addition of the Z Line that will be implemented with the completion of the I-225 Rail Line. The Z Line will open with 10 minute peak and 15 minute off-peak service with a combination of one- and two-car light rail trains. By 2035, the Z Line will operate with 7.5 minute peak service. With the addition of the 2035 Z Line service the Southeast Rail Extension will operate with the originally planned four minute peak and six minute off-peak headways.

Southwest Rail Extension The FasTracks Plan included the extension of the existing C and D Lines from Mineral Station to C-470/Lucent Boulevard Station with increased peak service on the C Line to combine for 6 minute peak and 7.5 minute off-peak service. Due to the change in the downtown Denver traffic signal timing, the Southwest Rail Extension service plan has changed to maintain the existing

96 April 3, 2012 2011 Annual Report to DRCOG on FasTracks service level on the C Line. Increased capacity will be provided with longer trains. The C and D Lines provide 7.5 minute peak and 10 minute off-peak service with a combination of two-, three- and four-car light rail trains.

US 36 BRT The FasTracks Plan has always included 18 miles of BRT for a Bus/HOV lane on US 36 between I-25 and the Table Mesa park-n-ride. Through the EIS process, it was determined that the US 36 BRT project would include a center running Bus/HOV lane and side ramp stations. The BRT service would include a combination of express and all-stop routes between Boulder and Denver. In Boulder, the BRT routes would serve both the Boulder Transit Center and Boulder Transit Village Station. In Denver, the BRT routes would serve both DUS and Civic Center Station.

FasTracks has completed several station enhancements including slip ramps and pedestrian access improvements along the corridor. The opening of the new US 36 & Broomfield park-n-ride in May 2010 is the first full project to be completed as part of FasTracks. This was the first step in upgrading the existing US 36 bus service to BRT as the opening of the new park-n-ride with slip ramps saves up to 15 minutes of travel time between Denver and Boulder.

RTD has partnered with CDOT to fund the extension of the US 36 managed lanes from Federal Boulevard to Interlocken/96th Street. The extension of the managed lanes to Interlocken will be completed in 2015. The completion of the managed lanes project will coincide with the official opening of US 36 BRT as it will result in significant travel time savings and improved reliability over the existing bus service. The US 36 BRT routes are all of the B and H routes shown in Table 8. The service levels and routing associated with the US 36 BRT service are summarized in the table.

West Rail Line The West Rail Line was included in the FasTracks Plan as a light rail line with 5 minute peak and 15 minute off-peak service. In 2007, as one of the cost containment strategies for the West Rail Line, double track between the Denver Federal Center and the Jefferson County Government Center-Golden Stations was changed to single track. This modification changed the operating plan. Under this revised operating plan approved by FTA, peak period trains to downtown Denver will operate every 15 minutes from the Jefferson County Government Center-Golden Station and every 5 minutes from the Federal Center Station. Two-car light rail trains will be utilized to serve this corridor and are forecasted to meet the 2030 ridership demand.

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6.0 TRANSIT6B ORIENTED DEVELOPMENT (TOD)

Station64B Area Planning In 2011, RTD staff collaborated with local government jurisdictions on 13 station area and station- related plans. The affected stations are listed by line below.

West Rail Line: Decatur-Federal (Denver), Federal Center (Lakewood) Northwest Rail Line: Boulder Transit Village, Louisville, Downtown Longmont Gold Line: Olde Town (Arvada) I-225 Rail Line: Colfax/Fitzsimons (Aurora), Florida (Aurora) East Rail Line: 38th/Blake (Denver), Central Park Blvd (Denver) North Metro Rail Line: National Western Stock Show (Denver) Central/CPV: 10th/Osage (Denver), Welton Stations (Denver)

ResearchU and Reporting RTD’s 2011 TOD Status Report is anticipated to be released in early 2012. The report details new real estate development and changes in the status of existing real estate projects within a half-mile of existing and planned stations and transfer centers. Combining the data for the existing RTD system and planned FasTracks expansion, the following development has either already been built or is currently under construction:

22,406 housing units 5,909 hotel rooms 5.65 million square feet of office space 5.28 million square feet of retail 2.4 million square feet of governmental space 5.81 million square feet of medical-related space 160,000 square feet of cultural space 1.94 million square feet of educational space 2.62 million square feet of convention/sports space.

Additionally, the following levels of development have been proposed: 6,804 housing units, 1,585 hotel rooms, 857,206 square feet of retail, 2.95 million square feet of office space, and 4.3 million square feet of medical-related space. In developing the 2011 TOD Status Report, RTD looked at the changes that have occurred since 2010 and found that there continues to be slow real estate growth. Economic recovery remains elusive, and although Denver’s market appears stronger than many other parts of the country, new development is projected to come online much more slowly than during the peak years between 2006 and 2009. Residential for-rent apartment development is poised to recover most quickly according to our projections and should reverse the declining trend of the last two years

98 April 3, 2012 2011 Annual Report to DRCOG on FasTracks with increasing levels of production in 2012 and 2013. In contrast, office and retail development are projected to continue their downward trend over the next couple of years.

TOD Pilot Program In 2010, RTD made a significant change to its TOD policy, with a decision to take a more prominent role in the planning and execution of mixed-use development around transit centers. This decision, based on the new federal livability guidelines and local interests, with the support of the RTD Board of Directors, places greater emphasis on the creation of affordable housing in relation to transit centers through:

Strategic management of parking Being more flexible with the use of RTD land in public private partnerships that are consistent with FTA guidelines Seeking grant funding for TOD that has an emphasis on community growth Forming partnerships with other government agencies To implement this new policy, RTD has initiated a TOD Pilot Program to test new approaches. Four sites have been selected for the Program, which RTD believes have the greatest chance of successful TOD implementation. The Program will serve as a model for the rest of the region.

The TOD Pilot Program was launched to test this expanded role with a focus on stations considered to have the greatest opportunity for success within a 3- to 5-year timeframe. Criteria for “success” was determined to consist of a station’s presence on an existing or funded corridor, commitment by both public and private sector interests, market potential, a TOD plan in place, and RTD’s ability to advance development through actions such as offering land as equity with other partners and accelerating certain project elements (e.g., initial structured rather than surface parking).

The TOD Pilot Program progressed this year with continued focus on the four pilot projects: Alameda Station, The Federal Center Station in Lakewood, the Welton corridor, and Olde Town Station in Arvada.

The most significant TOD Pilot Program accomplishments: Reported on Lessons Learned with the TOD Pilot Program in November 2011 Completed ULI Technical Advisory Panels for the Federal Center Station and Welton Corridor TOD Pilots Developed a draft MOU with the General Services Administration (GSA) and Lakewood to move forward with a development framework at the Federal Center Station Established draft design criteria to address optimizing transit operations with implementation of joint development Advanced discussions on the Alameda Station and Olde Town Station pilots to the point where substantive agreements for joint development implementation will be required in 2012

In addition, the TOD team worked on a number of other key projects throughout 2011: Actively participated in the development of ULI’s TOD Marketplace program Successful approval of design-build contract for Boulder Transit Village joint development QoL 2010 detailed reports completed and results presented at the National Performance Measures Conference

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Release of Request for Qualifications (RFQ) and RFP for DUS Historic Building reuse and successful selection of a development partner Assisted with solidifying the preliminary design for the Sheridan Station parking garage in support of community goals for TOD

RTD’s TOD work also included facilitating the process to determine a developer of the historic building at DUS. After public input meetings and consultations with stakeholders, historic preservation, and development experts, RTD staff took a final recommendation for the historic building reuse process to the RTD Board of Directors in early April, 2011. That process called for the release of a RFQ and a subsequent request for a business plan proposal. RTD received two final proposals on October 5th. The first, from USNC, proposed retail and restaurant uses on the bottom floor that included a market concept that incorporated local vendors. USNC proposed office and creative entrepreneurial office space in conjunction with “Create Denver.” The second, from the Union Station Alliance (USA) - made up of Urban Neighborhoods, Sage Hospitality, Milender White Construction, and Tryba Architects, among others – proposed a boutique hotel on the upper floors with retail and restaurant uses on the main floor. USA’s proposal also called for expanding what has been traditionally thought of as usable space in the station by repurposing the attic on the third floor and adding a mezzanine level on the part of the first floor wing buildings.

The Historic Building Evaluation Panel took up deliberations and the two development groups offered their visions for the reuse to a well-attended (over 550 people) public meeting on November 3rd. The Evaluation Panel took its recommendation to the RTD Board of Directors on November 22nd, and after several weeks of deliberating, the Board voted to approve the USA proposal on December 20th. RTD staff will now begin working with the USA team on signing an exclusive negotiation agreement. If USA’s initial timeline remains consistent, the historic building redevelopment should be complete in 2014.

Transit Oriented Communities Understanding transit’s impact beyond simply moving people from point A to point B, RTD’s thinking around transit-oriented development has shifted in recent years. Instead of simply serving as the “T” in “TOD,” RTD is looking at other ways to encourage transit-supportive development around existing and planned rail stations. The launch of the revised Strategic Plan for TOD in 2010 marked the first step in this new direction, when RTD redefined its measures of success for TOD. Instead of simply considering ridership and revenue impacts of TOD, the revised strategic plan incorporated livability benefits represented by the Federal HUD-DOT-EPA Partnership for Sustainable Communities. Also incorporated in the 2010 revision is a mixed- income housing policy that guides the incorporation of an affordability goal when issuing RFPs for development on RTD property.

Proactive engagement (such as the TOD Pilot program and the WIN program) has allowed RTD to take a more holistic approach to moving beyond acting as just the “T” in “TOD.” Instead of simply encouraging the construction of a transit-supportive building, RTD is developing transit- supportive communities by fostering jobs and affordable housing in transit accessible neighborhoods. This philosophy at RTD is why the agency is moving beyond the term “transit- oriented development” and thinking instead of an entire “transit-oriented community.”

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7.0 DOWNTOWN7B DENVER CIRCULATOR

The Downtown Denver Circulator is a planned shuttle route that is designed to complement the 16th Street Mall Shuttle and local bus network. The Circulator is intended to connect DUS, where all of the FasTracks lines will tie into downtown, with the employment centers throughout downtown Denver. The Circulator was defined in the Denver Multimodal Access Plan (DMAP), which was led by the CCD, with participation from RTD. The DMAP study addressed mobility needs for vehicles, freight, pedestrians, bicycles, and transit for downtown Denver.

Funding for the Downtown Denver Circulator rolling stock and operations have always been and remain part of the FasTracks Financial Plan. Capital costs are also represented in Table 3 of this report. The project was previously assumed to be part of the ongoing bus service cost and now it includes a mix of buses and capital improvements along the alignment. Since the project is moving into preliminary engineering, RTD is presenting the project separately for tracking purposes.

In March 2010 a draft of the Proposed Downtown Denver Circulator/Distributor plan was published. The Plan includes several recommendations for the final design and implementation of the Circulator. These recommendations include the following elements:

Type of buses to be used Stop locations Routing Schedule Unique stop design with bus bulbs

The proposed route starts at DUS and travels down 19th Street and Broadway to 12th Ave & Acoma St (just south of the Denver Art Museum), where it will then turn around and return to DUS th along Lincoln and 18 Street. The proposed route is shown in FigureX 30. Traffic analysis and PE are currently underway to provide a better understanding of the feasibility and impacts of adding bus bulbs. Upon completion of PE, traffic analysis, and coordination with the CCD, the final number of stops and locations will be determined. The overall plan for the Circulator will be presented to the RTD Board for approval in 2012 and it is anticipated that the Circulator will begin operating in 2014 concurrent with the opening of the DUS bus facility.

102 April 3, 2012 2011 Annual Report to DRCOG on FasTracks LITTLE RAVEN ST

28TH ST 19TH ST

Connection to Light Rail and Commons Park CHESTNUT16th PL Street FREE MallRide Coors Field

WYNKOOP ST !( WEWATTA ST

Connection to WAZEE ST Commuter Rail MARKET ST

BLAKE ST LARIMER ST 19TH ST

LAWRENCE ST Denver Union Station !( 18TH ST ARAPAHOE ST

Lawson

17TH ST CURTIS ST Park

CHAMPA ST 16TH ST

STOUT ST ST WASHINGTON

CALIFORNIA ST 15TH ST

WELTON ST Skyline Park 11TH ST 14TH ST GLENARM PL Benedict !( !( Fountain E 20TH AVE Park

12TH ST

!( E 19TH AVE University of AURARIA PKWY !( Colorado 9TH ST Denver !( E 18TH AVE 8TH ST Auraria Campus 11TH ST

7TH ST Denver 10TH ST Performing Denver Arts !( Pavilions E 17TH AVE Complex LINCOLN ST

Colorado Convention Center BROADWAY E 16TH AVE GLENARM PL

COURT PL TREMONT PL CLEVELAND PL Civic Center !( W COLFAX AVE Station E COLFAX AVE

City and County of Civic State Denver Center Capitol E 14TH AVE

PECOS ST

Legend Denver Public SPEER BLVD RIO CT Downtown Denver Circulator Proposed Stop Library E 13TH AVE Denver (! Light Rail Station Art

Museum ELATI ST ELATI

OSAGEST Downtown Denver Circulator Proposed Alignment E 12TH AVE

KALAMATH ST KALAMATH

LIPAN ST LIPAN

SANTA FE FE DR SANTA MARIPOSA ST MARIPOSA QUIVAS ST QUIVAS DUS Bus Box Proposed Circulator Route

16th St. FREE MallRide E 11TH AVE CHEROKEE ST

BANNOCK ST

BROADWAY

DELAWARE ST DELAWARE ACOMA ST ACOMA LINCOLN ST RTD Light Rail November 2011 ±

Figure 30: Downtown Denver Circulator Proposed Route W 10TH AVE E 10TH AVE !(

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8.0 OTHER8B FASTRACKS PLAN ELEMENTS

8.1 Legislative16B Update The 2011 First Regular Session of the 68th Colorado General Assembly convened on January 12, 2011, and adjourned on May 11, 2011. The following bill of relevance to RTD and FasTracks was passed in the 2011 session:

8.1.1 Senate38B Bill 11-223, concerning state sales tax revenues retained by a vendor as compensation for expenses incurred by the vendor in the collection and remittance of such tax revenues to the state, and making an appropriation therefore.

The Governor signed this bill into law on May 5, 2011. This bill temporarily reduces the fee that vendors can retain for compensation of sales tax collection expenses between July 1, 2011 and June 30, 2014, from the current amount of 3.33% of the sales tax they collect to 2.22%. (In 2009, Senate Bill 09-212 and SB 09-275 temporarily repealed the vendor fee from July 1, 2009 through July 1, 2011. This bill will reinstate a vendor fee of 2.22% for FY 2011-12, FY 2012-13, and FY 2013-14.) RTD will see a slight increase in the amount of sales tax it receives.

8.2 Quality7B Management Oversight RTD’s quality philosophy is to place primary responsibility for quality assurance on the contractors who are performing the work; including environmental planning, design, construction, manufacturing, and installation services and products. To that end, every contractor or consultant performing work on the RTD FasTracks Program must submit a Quality Management Plan to RTD that meets the criteria found in the international standard ISO 9001, Quality Management Systems – Requirements; as well as U.S. Department of Transportation FTA-IT-90-50001-02.1, Quality Assurance and Quality Control Guidelines. By meeting these two related quality management standards, RTD can be assured that its contractors and consultants are adequately reviewing RTD’s requirements, planning their work, checking their work, and resolving nonconforming work to RTD’s satisfaction.

RTD ensures contractor quality assurance programs are functioning satisfactorily through a robust quality oversight program that assesses the work products on a sampling basis, and the quality processes of each contractor/consultant. By looking at the processes, RTD can proactively prevent nonconforming work from occurring. The RTD Quality Management Oversight team focuses on providing program-wide procedures, tools, training, and support to the project teams so that consistent quality oversight processes can be applied from the planning stage through commissioning. RTD’s Quality Oversight Program is ISO 9001 registered, and includes:

Planning Reviews (ensuring that EIS/EA/EE documentation meets the requirements of RTD’s Environmental Policies and Procedures Manual).

Design Reviews (ensuring that BE, PE and final design plans and specifications meet the requirements found in RTD’s design criteria, environmental documentation, system safety criteria, and other required industry standards).

Management Audits (ensuring contractors and consultants are effectively implementing their approved management plans, such as the Quality Management Plan, Health and Safety Plan, etc. Management Audits are a macro view of the management system.)

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Process Audits (ensuring contractors and consultants are properly following their management and production procedures. Whereas management audits are a macro view of the management system, process audits are narrowly focused on a particular procedure, and are conducted more frequently.)

Construction Verification Inspections (ensuring the constructed or fabricated product complies with the requirements in the design plans and specifications).

Construction Verification Testing (ensuring that the contractor is providing accurate test results of construction materials that are incorporated into the project).

Internal Audits (ensuring that RTD is following its own management procedures and processes, and implementing continuous improvement).

8.3 Quality18B of Life (QoL) The QoL Study is a multiyear monitoring Program intended to identify, track and measure how the FasTracks Program is achieving the goals adopted in the April 2004 FasTracks Plan. In doing this, the study measures how the region changes as transit lines are planned, constructed and opened for service. This study focuses on “quality of life” in the context of those areas most affected by transit improvements: mobility, environment, economic activity, and development/land use. Data collection for the QoL Study has been underway since 2006. Five reports have been published and the latest report is scheduled for release in early 2012.

8.4 FasTracks19B Public Information/Public Outreach Program The mission of the FasTracks Public Information/Public Outreach Program is to support the implementation of the FasTracks Plan by creating and maintaining a comprehensive and proactive internal and external communications Program. The Program Public Information Team has established a “big picture” approach to communicating to the entire region about FasTracks.

To establish coordination and consistency of messaging with the rail and BRT line/project public information teams, the FasTracks Public Information (PI) Team has assigned staff members to serve as project liaisons. These PI liaisons work as part of the rail line and BRT line/project teams and closely with the contractor PI teams to provide a consistent information “bridge” through each phase of FasTracks implementation, (environmental, design and construction). The PI liaison concept ensures a convenient and streamlined flow of communication between the FasTracks PI Team and the rail and BRT line/project PI teams.

The FasTracks Public Information (PI) team focuses on two major elements, Public Information Strategic Planning and Communications Implementation.

Public Information Planning. A Strategic Public Information Plan serves as the overarching approach to program-wide public information and outreach. The team develops an Annual Public Information Plan to define the anticipated tasks and approaches necessary for the coming year. Each quarter, the team then further defines the work plan into a Quarterly Plan of specific tasks and activities for the upcoming quarter, which also includes a progress report of activities from the previous quarter.

Communications Program Implementation. The FasTracks PI Team communicates and engages internal and external stakeholders through seven strategic communication

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Programs: Internal Relations, Public Involvement, Public Outreach, Government Relations, Media Relations, Issues Management and Crisis Communications.

PI Team primary activities during 2011 included:

Public Education Campaign. The PI team developed two FasTracks public education campaigns in 2011. The first campaign was the first one developed with the new RTD brand. Much of the campaign focused on the destinations of FasTracks and where people could eventually take transit through this program. The campaign used a variety of communication tools including community newspaper ads, bus and light rail ads, banners in high profile RTD facilities and social media.

The second 2011 FasTracks public education campaign was based on feedback received in the Annual FasTracks Public Opinion Survey, which was conducted in October 2011, as well as focus groups that were conducted in summer 2011. The messages that resonated most with people were reducing traffic congestion, providing choice, reducing air pollution, and offering convenience. To capture commuters, FasTracks used primarily outdoor advertising – billboards, exterior signage on buses and the FREE Mall Ride, as well as banners and LCD displays at various RTD stations. Relying on these outdoor tools, the message was created to be quick, relevant and compelling through a simple message using everyday language that speaks to how people feel when they’re stuck in traffic. Thus, the campaign phrase, “because traffic s#©!s.”

The “Call to the People”. In April, RTD General Manager Phil Washington encouraged members of the public to let the agency know whether it should pursue a sales tax increase vote in 2011 to complete the FasTracks Program sooner rather than later, or perhaps sometime in the future. The two-week mini-campaign utilized community newspaper advertising, social media elements, a video along with an online survey.

North Metro RODeo. RTD FasTracks celebrated the signing of the ROD by the FTA for the North Metro Rail Line on Thursday, May 19, 2011. The ROD signified the end of environmental planning and the beginning of final design and construction. The event commemorated the milestone with a western-themed “RODeo” ceremony at the National Western Stock Show, the first stop of the North Metro Rail Line. This marked the end of more than four years of in-depth project development, evaluation, refinement and extensive public involvement, which RTD began in September 2006.

Full Funding Grant Agreement Signing Ceremony and Gold Line Groundbreaking. On August 31, U.S. Transportation Secretary Ray LaHood and FTA Administrator Peter Rogoff officially awarded RTD a $1.03 billion FFGA to help build two FasTracks rail lines, the East Rail Line and the Gold Line. A special signing ceremony was followed by the groundbreaking for the Gold Line at the site of the future Olde Town Arvada Station. Actors dressed as gold prospectors used pick axes to “break ground” near where real gold miners struck gold in the 1850s as a symbolic tribute to the history of the Gold Line. An estimated 600 people attended the event that drew regional, national and international attention in the transportation world.

T3 Industry Forum. RTD’s call for innovations enticed many high-level executives from a cross-section of large and small firms to the T3 industry forum. More than 200 people attended the forum, representing numerous engineering, construction, financial, technology and other major corporate firms. They came to learn more about RTD and the

106 April 3, 2012 2011 Annual Report to DRCOG on FasTracks types of innovative solutions RTD is looking for in the areas of capital programs, operations and maintenance along with technology. The intent of the forum was to spur innovative proposals on how to complete the FasTracks transit expansion program as soon as possible, enhance the overall RTD customer experience and reduce the cost of the agency’s operations.

RTD’s New Commuter Rail Car Model. For five weeks in May and June, RTD displayed its new rail car model for public viewing at DUS, drawing more than 7,800 visitors. The 10,700-pound unit gave the public opportunity to tour the model and provide feedback on its interior design. Feedback on surveys filled out by visitors were evaluated by the project team and rail car manufacturer Hyundai Rotem USA resulting in some changes to the features of the rail cars. The display, which depicted the front third of an actual 85-foot commuter rail car, showed how a commuter rail car is designed for longer lines, faster speeds and more passengers.

Final FasTracks Light Rail Car. RTD received its final light rail vehicle to complete the fleet needed to accommodate the additional service that will be provided through the FasTracks Program on October 5, 2011. The car is the final of 55 vehicles ordered for RTD’s future light rail service planned for the West Rail Line, I-225 Rail Line and the Southwest and Southeast Rail Extensions. This final light rail car brings RTD’s total light rail fleet up to 172 vehicles.

Telephone Town Halls. RTD Directors started a new method of public outreach on November 28, 2011, through telephone town hall meetings. A series of 15 town halls – one in each director district – were conducted through December 2011. Through the series, RTD randomly called more than 400,000 people across the eight-county district. This allowed board members to reach out in a more direct and interactive way to far more constituents than through traditional public meetings or newsletters.

Opening of the Federal Center Station. The West Rail Line was the first project in RTD’s FasTracks Program to start construction and will be the first to open in May 2013. July 28 marked the official opening of the Federal Center Station on the line and the closing of the Cold Spring Park-n-Ride. This action was taken to assist with existing RTD bus service and parking as well as to prepare commuters for future rail service.

Annual FasTracks Public Opinion Survey. The 2011 FasTracks Public Opinion Survey provided RTD and the FasTracks PI Team with helpful insights on public perception about RTD, FasTracks, and how the PI program should craft its communications in the coming year. Seven years into RTD’s multi-billion FasTracks transit expansion program, 80 percent of metro-area residents say that approving FasTracks funding in 2004 was a good decision. Not surprisingly, jobs/employment/economy continued to be seen as the top issue facing the Denver metro area, as cited by 47% of survey participants.

Annual Program Evaluation Outreach. In an effort to keep internal and external stakeholders informed about the goals and progress of the APE, the PI Team implemented a communication plan to share information through a number of communication channels, including the FasTracks website, Inside FasTracks e- newsletter, Director District newsletters, and community and stakeholder presentations.

Growth of Facebook and Twitter. The PI team and RTD Public Relations and Marketing continued to grow their presence on social media. The FasTracks PI team also looked at

107 April 3, 2012 2011 Annual Report to DRCOG on FasTracks different ways of using social media to promote the public education campaign and events, and has received significant results by doing so. For instance, in the weeks leading up to the FFGA event, a photo of a gold nugget at a location along the project alignment was posted every day. The first person to guess the correct location each day won a prize. The photo contest received more than 28,000 impressions on Facebook in the two-week period.

Inside FasTracks e-newsletter. A monthly e-newsletter called Inside FasTracks is distributed the last Monday of each month to elected officials, their staff, and other key stakeholders to keep them informed and engaged about FasTracks progress, timely news, and facts.

Information Materials. The PI Team develops and distributes a number of collateral materials to inform and educate the public about FasTracks. The materials produced throughout the year include a general FasTracks brochure, the final issue of the quarterly Transit Times District Newsletters, corridor and project fact sheets, and Program brochures on specific topic areas.

Media Relations. The PI Team continues to foster a good working relationship with local and national media organizations, many of whom inquire about FasTracks on a regular basis. The PI Team conducts annual media visits with the major local media organizations and community newspapers to provide an update on FasTracks and give the media an opportunity to ask questions about various aspects of the program. This year, the team also kicked off a FasTracks Media Working Group with representatives of local media entities to get feedback on the elements of FasTracks of most interest to them, their readers, viewers and listeners, and how the PI Team can best serve them as our media partners.

Photo/Video Documentation. An ongoing effort is capturing periodic still-photo and video documentation of the progress on FasTracks. Photos and video are compiled of construction, public meetings, special events, and other visual opportunities to show the progress of FasTracks. The photos and video are utilized throughout the year in information materials on the FasTracks and RTD websites, in videos, in public education campaigns, in community presentations, and in outside publications to accompany stories on FasTracks. The photos and video also help to document the projects before, during and after construction.

Video Education. As part of the annual public information campaign, the PI Team produces a short video to help educate the public about the progress of FasTracks and the benefits of the program. The 2011 video focuses on the various ways FasTracks benefits and connects communities across the region. An e-mail with a link to the video was sent to elected officials and key stakeholders in the region. The video was also distributed to the local Channel 8 station for inclusion in their programming when possible, and is available on the FasTracks website as well as on YouTube.

Website Maintenance. Regular updates of the FasTracks website occur to keep information fresh and easy to navigate. Three news features on the home page are changed out frequently to share the latest information that is of interest to the community at large.

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Speakers Bureau. The PI Team documents the community presentations that RTD Board Members and members of the FasTracks team deliver in an effort to keep stakeholders informed and updated about FasTracks. The process also tracks the collective number of attendees the team is reaching each year. Through December 2011, RTD reached about 6,481 people around the region through community presentations.

8.5 Citizens20B Advisory Committee (CAC) The FasTracks CAC completed its sixth full year serving in an advisory capacity to the RTD Board of Directors and the FasTracks Team on the implementation of the Program.

The 17-member committee holds regular meetings each quarter and work sessions on the off months. During 2011, the CAC held three quarterly meetings at locations around the District - in Louisville, Greenwood Village, and Lakewood - to enhance outreach efforts to the community. Some of the issues the CAC focused on during 2011 include:

Review and input to the 2010 SB 208 Annual Report to DRCOG. Review and input on timing and level of future sales tax election. Review and input on RTD’s DUS historic building reuse review process. Review Public Education Plan and RTD re-branding efforts. Review updated FasTracks Public Involvement Plans. Review TOD Report, proposed revisions to TOD Policy and Station Pilot Project. Review Public Information Survey results. Review progress for each Line; toured East Rail Line and DUS. Review the 2011 APE process, financial modeling and schedules. Review short-term and long-term options for completing FasTracks. Participated on RTD’s Fiscal Sustainability Task Force. Review and input on DUS historic building redevelopment proposals.

8.6 Sustainability21B Program On October 17, 2006, the Board of Directors adopted a Sustainability Policy and Guidelines for existing and new transit systems and facilities throughout the District.

The Policy objectives include: (1) Environmental Sustainability, (2) Travel choices and Accessibility, and (3) Livable Cities and Communities. RTD has established two sustainability committees to implement this policy. The Interdepartmental Committee consists of representatives from each of the nine RTD departments. The FasTracks Sustainability Committee meets monthly to check on sustainability progress, to educate on innovation and to evaluate the program’s sustainability initiatives.

In 2011, the FasTracks Sustainability Committee revised its areas of focus for sustainability and they are now grouped into the following three categories:

Business Practices. RTD implements sustainable business practices with a number of measures, which include reviewing processes that eliminate, reduce or recycle waste, increasing the number of purchased recyclable products, and curbing the use of nonrenewable resources by increasing the use of alternatives energies. RTD determines what products are harmful to the environment and disposes of them properly if no green alternatives are available. RTD takes into account the life cycle costs for inputs of items purchased. Input costs must be considered in regards to regulations, energy use, storage, and disposal. RTD recycles metals, construction debris, printer cartridges, cardboard,

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paper, and developed electronic fiche systems. RTD supports the use of locally available products to reduce shipping costs and transportation, and promotes the use of ultra-low sulfur diesel fuel in off-road vehicles.

Resource Efficiency. RTD has implemented measures that help reduce the use of fuel, increased the efficiency and effectiveness of its transit system, maintained the use of renewable energy for light rail operations above 11%, recycled tires, lubricants, batteries, refrigerant and filters, and upgraded building systems throughout the district.

Knowledge Exchange. As the dialogue on societal, economical and environmental sustainability continues, RTD looks at its impact on this “Triple Bottom Line” in order to improve efficiency and effectiveness, to reduce expenses and to keep the public informed. RTD knowledge exchange explores options for using renewable resources, sustainability certifications for professionals and consultants, products and their reliability, and tax or other incentives. RTD focuses on three areas:

1. Informing RTD staff about sustainable practices, 2. Engaging the public on the practice of sustainability 3. Collaborating, sharing, discussing and presenting with and to academia, businesses and other agencies.

Some FasTracks line-specific accomplishments include:

Denver Union Station: The Station redevelopment area officially applied for LEED Certification in 2009 and continues to develop to LEED Silver standard, including utilizing materials with a total of 20% post-consumer recycled content. New lighting standards include the utilization of efficient lighting design and equipment such as LED and T8 fluorescent lamps.

Eagle Project: Project offices are located in a LEED Certified building. Included sustainability language within the Eagle Project contract, including using renewable energy for traction power and sustainable practices. Planning for various LEED elements within the project design, including the requirement to provide a renewable electrical energy source. Employees are required to contribute to VMT reduction by commuting on public transit. I-225 Rail Line: Project specifications include using recycled asphalt and concrete within pavement sub-base. North Metro Rail Line: Required that the consultant team include sustainable measures in the line design. Northwest Rail Line: Plan to procure vehicles that have the flexibility to accommodate future advancements in alternative fuel engines through upgrades and retrofits. US 36 BRT Line: Monitoring LED test area at Westminster Center parking structure. Design for queue jumps at several locations intended to reduce congestion, minimize wait times and emissions. Developed a pedestrian bridge at Broomfield Park-n-Ride that serves mixed-use development, improves regional transit efficiency and reduces congestion. West Rail Line: New parking structures are specified to be ready for solar photovoltaic retrofitting. Obtained a variance to the parking structure design to optimize lighting.

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Allocated 49,000 tons of concrete to be recycled. Utilized shredded tires as a vibration mitigation measure.

8.7 FastConnects22B The FastConnects program is designed to improve transit service by improving the experience for transferring passengers. FastConnects uses timed transfers, where certain transit services are specifically scheduled in order to minimize the time passengers must wait for connecting service.

The basic components of FastConnects are the transit services and facilities themselves (FigureX 31). Related components are important to the design of the FastConnects system; these are land development and transit priority. FasTracks introduces six new rapid transit lines and three extensions, and FastConnects will help link them and all supporting bus services together. Prior to the FasTracks vote, RTD had already completed a preliminary study of the FastConnects concept with the report Network Developed Timed Transfer Sketch Plan, February 2003. In June 2010, RTD completed a detailed FastConnects Service Development Report.

Two types of connections are envisioned as part of the FastConnects program: grid transfer and timed transfer. Grid transfer refers to locations where intersecting routes offer a high frequency of service (many at 15 minutes or better) and, therefore, simultaneous timing of vehicle schedules is not required for a convenient transfer. For timed transfer, schedules need to be written on clock- face headways (for RTD, multiples of 15 minutes) and transfer centers carefully selected so that bus, Call-n-Ride and rapid transit lines all have vehicles timed to arrive at the same time, minimizing the time a passenger has to wait.

Critical factors in design of timed transfers include:

Bus route schedules designed to provide efficient clock-face headway Call-n-Ride service area and circuit designed to provide efficient clock-face headway Reliable running times Efficient transfer window A suitable site for vehicles to wait and passengers to make their connections

With these FastConnects factors considered, investments can be directed towards making the bus routes as productive as possible as the FasTracks rapid transit lines begin to open in the coming years. The primary FastConnects location along the West Rail Line, opening in 2013, is the Federal Center Station which opened for bus access in July 2011.

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Figure 31: FastConnects

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8.8 Workforce Initiative Now (WIN) RTD has received a $486,465 grant from the FTA for the Workforce Initiative Now (WIN), a partnership between RTD, Community College of Denver, Urban League of Metropolitan Denver, and Denver Transit Partners. WIN is a sector workforce partnership that strives to meet the hiring and training needs of local employers by helping to create and retain living wage careers in the transit and construction industries, as well as providing local residents with skills development training, jobs and career pathways to work in these industries. This funding represents the largest grant awarded through FTA’s Innovative Workforce Development Grants program.

WIN will use this funding to provide enhanced access to training equipment and materials for WIN network partners, hire support staff, and increase available funds to support foundational and skilled training. Training and supportive services are provided through the WIN Network, a collaborative of over 30 community-based organizations, community and technical colleges, industry training providers, and workforce development regions.

By awarding the full amount requested, FTA has once again acknowledged the value of this initiative and the innovative thinking and planning in the RTD FasTracks program. The WIN partners are encouraged that this level of financial commitment from FTA may indicate that this collaborative workforce partnership will be used as a model for future transit projects.

8.9 Transformation through Transportation (T3) Industry Forum RTD held its first transit “industry forum” in September 2011, which brought the private sector together with RTD and other public partners to seek out innovations for the FasTracks Program, enhance the RTD customer experience, and reduce the cost of RTD operations. Nearly 240 high- level executives attended the forum, known as Transformation through Transportation (T3). Representatives from dozens of national and international firms attended, such as AT&T, Balfour Beatty Rail, CenturyLink, CH2M Hill, General Electric, Goldman Sachs, Herzog, IBM, Panasonic, RNL Design, Sprint, and Xerox.

RTD’s main goal of the T3 process was to receive unsolicited proposals for various components of either the FasTracks Program or enhancements to RTD’s base system. To better familiarize attendees with its process, RTD presented, among other things, its unsolicited proposal methodology should they choose to move forward. RTD also described the base system, profiled progress made through the FasTracks program, and described RTD’s financial situation.

As a result of RTD’s efforts to evaluate and investigate innovative proposals to help complete the FasTracks Program sooner and enhance its base system, RTD received an unsolicited proposal for the North Metro project. North Metro Constructors, a joint venture led by Fluor Enterprises Inc., Balfour Beatty Rail Inc., and Ames Construction submitted the proposal to RTD in October 2011. RTD evaluated the proposal after declaring it had initial merits; however, financial restrictions prevented RTD from moving forward on the proposal. RTD remains open to any proposals and will evaluate each for both technical and financial merits.

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