Pedestrian and Bicycle Access Plan for the Sheridan Boulevard, Olde Town Arvada, and Arvada Ridge Transit Oriented Development Sites

Prepared for: Prepared by: City of Arvada Charlier Associates, Inc. Parks, Golf and Hospitality Services Department www.charlier.org December 1, 2009 (720) 898-7400 (303) 543-7277 Contents Plan Purpose and Intent ...... 1 Chapter summarizing the need for this plan, its intended outcomes, and the planning process undertaken. Discusses criti cal diff erences between walking and bicycling to create an understanding of the specifi c facility recommendati ons that follow.

Stati on Access Plans...... 9 Detailed recommendati ons for both bicycling and walking within a half-mile planning radius from each of the three Gold Line stati ons: Arvada Ridge Stati on Access Plan ...... p. 10 Olde Town Stati on Access Plan ...... p. 15 Sheridan Ridge Stati on Access Plan ...... p. 21

Citywide System Connecti ons ...... 25 Map and corridor descripti ons showing how the three stati on plans connect together and link to the City of Arvada Major Bicycle and Trails Corridor Plan in the southeastern part of the community. Map of Primary Bicycle Corridors and Missing Links ...... p. 26

Spot Improvements ...... 31 Specifi c roadway intersecti on modifi cati ons and trail connecti ons that are desired to ensure seamless and convenient travel across the system.

Bicycle/Pedestrian Retrofi t Recommendati ons ...... 35 Recommended modifi cati ons to retrofi t current roadway cross-secti ons to create complete streets that encourage bicycling and walking.

Pedestrian Environments ...... 61 Policies for pedestrian supporti ve design and recommended modifi cati ons to retrofi t current roadway cross-secti ons to create complete streets that encourage walking.

Implementati on Details ...... 65 Facility-specifi c infrastructure details to aid in implementi ng this plan.

Implementati on Prioriti es ...... 77 A discussion of the top ten priority projects. Project Background FasTracks is a voter-approved $7.7 billion, 12-year program to expand rail and bus service throughout Denver’s Regional Transportati on District (RTD) service area. The FasTracks initi ati ve represents support of a sustainable, forward-thinking approach to regional transportati on and land use issues designed to provide improved transportati on choices and opti ons, increase transit mode share during peak travel ti mes, and establish a proacti ve plan that balances transit needs with future regional growth. Scheduled for completi on in 2017, the FasTracks system will create six new commuter rail and light rail corridors, extend three existi ng corridors, add signifi cant additi onal parking, and expand bus service across the enti re District.

One of the six new corridors, the Gold Line, will pass through the City of Arvada as it routes 11.2 miles from Denver Union Stati on in downtown Denver to the vicinity of Ward Road in Wheat Ridge. Uti lizing the existi ng Burlington Northern Santa Fe (BNSF) rail corridor, the Gold Line will provide commuter rail service with three stati ons located within Arvada city limits – the Arvada Ridge Stati on at Kipling Parkway, the Olde Town Stati on, and the Sheridan Boulevard Stati on.

The vision for these stati ons, as established by the community in 2007 through the Arvada Transit Stati on Framework Planning eff ort, is to implement seven principles of transit-oriented development (TOD). These include: • Establishing a defi ned center, • Creati ng an acti ve 18-hour place, • Providing a diverse mix of land uses, • Designing walkable neighborhoods, • Requiring compact development, • Managing parking supply, and • Sustaining public leadership to bring about change.

In March 2009, the City of Arvada began this planning eff ort to further look at access needs within one half mile of each of the stati on sites. The objecti ves are to promote walkability, provide intermodal linkages by bicycle, and to minimize parking requirements by increasing use of

nonmotorized modes to access transit. This plan intends to address both specifi c infrastructure ffi c, pedestrian ti ons that merge land use, urban design, tra needs and broad policy recommenda Purpose and Intent and bicycle circulati on. Plan Pedestrian and Bicycle TOD Access Plan p. 2

Why Plan for Alternati ve Modes? According to the Gold Line Environmental Impact Statement (EIS), the Denver metropolitan region is expected to grow from 2.60 million people (2005) to 3.39 million in 2025. If these citi zens rely exclusively on automobiles to reach their jobs, schools, shopping and entertainment desti nati ons, existi ng levels of congesti on during peak travel ti mes will worsen and quality of life will erode. Preventi ng this is a major goal of the regional FasTracks program.

Similarly, the Gold Line study area is forecast to see increases in populati on (34%), employment (45%), regional person trips (45%), regional vehicle miles traveled (61%), and regional vehicle hours of delay (160%). The Gold Line team esti mates that implementi ng fi xed-guideway transit service along the BNSF corridor will yield an average weekday ridership of 20,100 in 2030. Within the City of Arvada, RTD esti mates its 2030 parking needs to be 330 spaces at the Arvada Ridge Stati on, 600 spaces at the Olde Town Stati on, and 400 spaces at the Sheridan Stati on. The City desires additi onal riders to be able to safely and conveniently access the commuter rail stati ons without having to drive and park an automobile – targeti ng 30% of trips for non- single occupant vehicle (SOV) modes including arriving by bus, bike and foot.

This plan is intended to enhance bicyclist and pedestrian transit stati on access by recognizing the functi onal diff erences and similariti es between the two modes, and the diff erences and similariti es between Arvada’s three TOD sites.

Understanding Pedestrians Pedestrians make transit oriented developments acti ve, vibrant and successful. Within a TOD, pedestrian acti vity increases when travel distances are short, land uses are mixed, and streets and walkways are inviti ng, enclosed and interesti ng. It is important to recognize that people on foot enjoy small details, and relate to buildings and transportati on infrastructure that are arranged in a way that creates safe, comfortable and convenient walking environments. Such environments are created not merely by providing sidewalks, but are also infl uenced by the characteristi cs of adjacent roadways, buildings, and the spaces in between.

Planning for TODs typically is based on the concept of the 10-minute walk. At an average walking speed of 3.5 feet per second, the pedestrian walk shed around a transit stati on equals 2,100 feet or a litt le less than 1/2 mile. Nati onally, the average walking trip length is only 1/4 mile (1,320 feet), but studies have shown that people will walk further given comfortable walking environments that include gentle grades, nice climate and, most importantly, built environments that have been enhanced for pedestrian comfort and convenience. Pedestrian and Bicycle TOD Access Plan p. 3

Designing pedestrian-friendly spaces that accommodate walking and encourage 10-minute and Pedestrian Place longer trips on foot requires an understanding of the diff erent types of walking behavior and walking environments. People walk for various reasons including uti litarian walking (as a mode of travel/to reach a desti nati on), rambling (recreati onal walking), strolling and lingering (walking with children, people- watching), promenade (walking to see and be seen), and special events (such as a farmers market).

Various types of physical environments will support or discourage these walking acti viti es – all of which are desirable within mixed-use TOD centers. However, not all environments are created equal, and the way buildings and streets relate to each other creates a conti nuum of pedestrian friendliness with four classifi cati ons ranging from pedestrian intolerant environments to pedestrian places. Within a hypotheti cal 1/2-mile pedestrian shed drawn around a transit stati on, only a small core area can have Pedestrian Supporti ve the intensity and diversity of uses necessary to create and support a vibrant “pedestrian place.” The rest of the TOD planning area should strive to be pedestrian supporti ve through a process of eliminati ng pedestrian intolerant environments within public rights-of-ways and simultaneously building to higher densiti es that provide a diversity of uses within comfortable walking distance. Major roadways, rivers, railroads, and other barriers to pedestrian travel require frequent crossings within the TOD core to support walking as a travel opti on, or the detours created to get around these barriers will lengthen trips beyond a comfortable walking distance. Likewise, people will only walk 1/2-mile distances into the TOD center from adjacent neighborhoods if the corridors that serve as transiti on areas contain pedestrian supporti ve infrastructure and interesti ng buildings and land uses. Pedestrian Tolerant This plan is not intended to be a comprehensive pedestrian environment inventory. This plan also does not take the approach of mapping and promoti ng a select network of preferred walking routes, as successful pedestrian networks need to be fi ne-grained to support multi ple travel opti ons. Mixed-use development patt erns are intended to disperse trip origins and desti nati ons, and people will desire to walk diff erent routes for diff erent reasons at diff erent ti mes. The best pedestrian networks are therefore

formed in areas with small block sizes, which are oft en further subdivided by alleys, multi use paths, and FRIENDLINESS PEDESTRIAN mid-block walkways – all of which combine to create a myriad of preferred walking routes.

Instead, the pedestrian element of this plan focuses on identi fying key missing links and corridors Pedestrian Intolerant targeted for future sidewalk widening near each of the stati ons, and presents policy recommendati ons for applicati on to all corridors. This approach involves making long-term transportati on investments that refl ect the mul ti modal prioriti es of the City of Arvada. Street components, such as detached walkways, street tree shade canopies, pedestrian furnishings and street crossing improvements, will be included as a routi ne part of providing and maintaining transportati on infrastructure. Pedestrian and Bicycle TOD Access Plan p. 4

Understanding Bicyclists Group A: Advanced Similar to pedestrians, individual bicyclists ride for diff erent reasons, to varying desti nati ons, preferring a variety of route opti ons, and possess widely divergent levels of endurance and comfort riding in traffi c.

It is generally recognized that there are two types of cyclists – Group A: Advanced Bicyclists, and Group B: Basic Bicyclists. There is also a Group C: children, whose needs are similar to the basic bicyclists and thus the two are oft en classifi ed together as Group B/C. • G roup A – Composed of experienced riders who can operate a bicycle under most traffi c conditi ons. This includes bicycle commuters, bike club riders and other cyclists currently following the rules of the road and riding on area streets and roadways. • Group B – Casual or new adult and teenage riders who are less confi dent of their ability to Group B: Basic operate in traffi c without special provisions for bicycles. Some will develop greater skills and progress to the advanced level, but nati onally there will always be millions of basic bicyclists who prefer comfortable access to desti nati ons and well-defi ned separati on of bicycles and motor vehicles. • Group C – Pre-teen cyclists who typically ride close to home under close parental supervision.

Bicycle planning generally promotes a “design cyclist” concept that recognizes and accommodates the needs of both Group A and Group B/C bicyclists. Group A cyclists will be best served by making every street bicycle-friendly by removing hazards and maintaining smooth pavement surfaces. Group B/C riders Group C: Children will be best served in key travel corridors where designated bicycle faciliti es are provided in the form of signed and striped bicycle lanes on selected roadways, and off -street trails following waterways and other linear open space corridors.

This study’s approach was therefore to assess bicycle system functi onality and make recommendati ons to prioriti ze and complete diffi cult missing links that work for both types of bicyclists. Bicycle connecti vity is assessed within a 2.5-mile radius of the Sheridan, Olde Town and Arvada Ridge stati ons – a distance which corresponds to the nati onal average length of a bicycle trip. Providing complete bicycling corridors with seamless transiti ons between facility types is criti cal to create connecti ons between stati ons and link to the regional system, including the Van Bibber Creek Trail, Ralston Creek Trail, Clear Creek Trail and bicycle faciliti es proposed in adjacent jurisdicti ons.

The map opposite shows current bicycle faciliti es within the City of Arvada, highlighti ng the need for improvements in the vicinity of the TOD planning areas. Pedestrian and Bicycle TOD Access Plan p. 5

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W S 7 L . N S F B E S D L A R T

A C 8 . L E R

O LEYDEN Y NATIONAL A T H B PL. 7 C S

T S S . D . I . A I T . T . N R . R 9 CENTER L I .

L L . . T S H DR H L N W. 77T E . A I T 7 Y . S L CR. W L O T CT. . D L B V 7 8 T R K . H .

9 E W A A T T E A 9 9 7 T . . D 7 E T A C . R N C . T I L L N C O W

P

S 7 R R P

R WILDLIFE M N O W N L D LAKE V T N E S . R R H T H T . W F C PL. E 8 O T N E H . N EAD 9 W W. A A 8 S E

I T V A 7 U . T A E

C . A . 7 S A T R

V S 7 . R T O I C

. W 9 C T . E W S T L H E

N H O P

Y

E . 8 R L O S G G N T L 7 K Y

T L S S A T

M

REFUGE R T M

S E

E W. 79TH PL. Y

P S

N S

A

F T CT.

T O R

L . L N N 7 F C S L S V N T H A P A . J I I i P 7 A W E

R Y t . .

T L W C t N A A I L TH R l C

I T

E eD C O W W. U R E

A W.78TH PL. E

T W W H . A

T E

E

. I I Y S . W W. LITTLE DRY C T . W. 78TH DR. G . L . D . 79TH AVE. T r D R G E

W C C F

T . Y

N P 79TH y L 7 7 B E T R 8 7 . 78 O C GEORGE J. MEYERS A S R 7 W. 78TH 7 . A T C L C W IV AVE. 7 I T 6 . O MARSHALL . S W.78TH DR. S W.78TH PL. H 8 S CREEK PARK r O 8 . T E L e Q G

A V E . H AV T R e U E T T L . L A AVE. N

E k D H 78 78TH . S D DR. 78 AVE. A POOL D R P H U . R Y I V . T 7 INDIAN TREE R

S S H TH AVE. R R C S W.78TH PL. r E 6 E T 78 T 8 W. G P E R S a 7 T . T C R. Y E Z R S i U Y 8 R O . l R L A C E H D 7 C 7 H D E D H PL. 8T L . . Z E . CR. R D 7 E I 8 V CENTER N V W . I W N N O U A R I W S O . (CSH 121) R . S T A 8 I A E N 78 A R AVE. SIERRA D O . U . W. I D W W A 78 O L T C WY. V R T C 7 C H R MCINTYRE L Y THOMSON K N P K D D H . M R V D S . E S . 78TH AVE. W.7 T . L N R T C 7T . W. 77TH PL. NILE CR. W C A N H L 7 L I U L W.78TH AVE. N H L E 77 PL. . . O 7 PL L H T 7 T A 7 W. 77T T . P I H PL. 8 . 6 6 . PARK E . Y C 7T A . . I S T .7 7 A W. S T W O N TH I E R C T . E.S. B W . . 7 E T S T S R B T . h G T 8 H . . T S . . D A . R 77TH . D .

. E O T T R I S E . . T T R C T E L T H S R A 7 . W T

G

R . A L W . S R N

E S D V 6 .

S T D H S T S WARDER

S L SIERRA R T C W.77TH PL.

INDIANA ST. (CSH72) ST. INDIANA T

L . T H E 7 T C

N T D H A H 7 T 7 H E C R E E . T 7 S 7

E W. 78TH AVE. . E 7 C 8 .

. N N K L A S 7 O E N . R. S T A A 7 S D 8 R. Z T N W I 7

Y 7 7 T D L T

7 C E T T F H T . R L . . . 77 6 . 7 H T T . W T . 7 E E.S. . O L . .

7 Z E.S. 7 Y

O H

7 E . U W N . P 7 R 7 T P 7 S A W T S R ND TH 7 O H T W T T W. 77TH S H R L T

N S D V

D 77 T C DR T B S A . O E A R. O S L 7 . E E . S D M W I

T U S R V

. PARK S C A . C T S 7 E E K T L CR. I Y

C N 8 H R

C O . 7

T L W R DR. . N F C E L W S

S L YD U Y I L R . A E A

E I . D

EL P . L

S E A Q W A S T R S D R N A

E PL. R R U R A

A W O S E R C L E I T D . T H L V L C R O RM H E I

C R R . B R M

I L C N

A

R V A . U T

K O O L A E S L L 7 R

R . LEWIS R Y Y. F W 7

T W R C C A

N L A A

Y L H E 7 A

O T A B

6 R R E 7 U B A U

. E

A Y . . T W C . R 7 A . 7 . TH D D W E 7 T N G . C Y . R L L R NILE ST. NILE C

R T B J C R Y . R RS 7 7 7 . ALLISON C S

. T O D T A H . T

M R N E G 7 N

T O T T N T L 7 N D G

E H O R E .

N R. I CLUB CREST AVE T R L

T . CT.

C O T S B H . ST. C W 7

. R E H M 6 S

A S A 7 S N

D R

7 O 7

O A Y P N

L 7

U 5 PL. M E E

9 T S 77 7 . CT. M

T N . T Y B E V D N PARK H L

N T AV E

C A 6

S M A O L S S N A

. C O L B VE NORTH PARK A

T N C RF . O A E S - E

S I

7 D U K L T . L

S

3 C Y O E U Y

G

. . A S T H

N R H L . . W. E R 7 N AVE. N I

A

R O E L . N DI . E

T N .

W A P R N Q YOUTH T T R

E D P PL.

. L N E W. 76TH AVE. EW P

ROAD E T D

R # U A T N S I

E S H O H J S W . . N E C . S S L . I T D 7 O 6 I T

T R E .

S H T T H 8 U S L CT U DR T N . B N 7 T O R T E U G S W U O .

V

C T R A C . T

E DR W N

MEMORIAL J R OW C E S N J B W. . . T

. C T . INDIANA Q . . F E

T O

. E W . V O . H CT. O 76TH AVE. RR T A S

QUARTZ ST. QUARTZ E H

E T N P . E .

R UNION 76TH

Y A ST T T

L L . E R D W.76TH PL. W . N W

C T H . . S U SPORTS OW E .

D T R W. 76TH PL VE

Y T

R A

Y S . T 76TH V e T EQUESTRIAN . R 75 E

L DR. O

S W. 76TH DR. I 6 R C

O 7 DR. Y EN S 6 D ST E r T . P 7 B

G S W.75TH PL. HACKBERRY A F CT. U W. 76TH DR. A R W.76TH AVE.

W. 75TH PL. T COMPLEX I E L A L i . C WAY S H N. 76 AVE. H .

CENTER I t

L . L. T

S D WA E T W. P W T D H N a 5 . .

MO IL 7 T W Y

CO . . T T R W S C

W HILL E.S. . W

A . N E g 7 W. 75TH CR. H S U D M C E . W T 75TH DR. M 76 AVE. R T

7 E 5

C T Y . A W. N E B H C L 7 e O E L E W. 75TH PL. . S T O L S

O L C A . . P

R O L 7 75TH

. 7 VAN . . 5 S . P O T 75TH PL. . H T E T

. 7 R T T B W T R H L N Y T 75TH W. 75TH PL. . W HACKBERRY HILL T A T L . T . 5 . T

PL. C T H R W .7 AVE. L. T . W U T 7 S P

T CT. . S B 5 A M T . O S S W R T L W P W. 5 S T 7 INDIAN TREE N

S S K 7 7 E W S C I I S . N CT ARSDALE R H S H . 5T

C A . I 5 W H E E S a 5 T C PARK S U C 75TH DR. L G PL. L. E T JEL 7 S 5 H I P

. . T S Y DR. 5 B W 7 T 7 n W

.

L O

R . . T T S H S GOLF COURSE 75 L R ST. . . T Q G A . P

I . N W 75 H

T H E.S. L FLOWER ST. LAMAR E L

F 75TH AVE. T a . C T T Y 75TH AVE. J P LOVELAND D U I W. H A W 75 V C 5 C L . 75T 5 . AV

C C T. 7 JUNIPER REEK . U 7 7 C . A AV . S A 4 R W 7 H N E l E . N M T Y R T . W. 75TH AVE.

D 4 L A

T N SIMMS R W. . CT. R H 5 A AVE. T W . W. T T . C R L 75TH E L . 7 . T E E T D . H . V U L O . N U ST. T E L W A T N

R T N . . AVE. W. 75TH AVE. C E C C CT. 75 PL. AV K AVE. N CLUB CREST T DR

N A KIPLING

D A N r . B . C . 74 7 S P QUAKER N L T . O 5 U I IT W CT INGALLS

I A P a S T

7 A O D S R Y 4 T M C S T O R H

R

.

S CT. NDALL H E N L K

H . L

O SOUTH PARK L T Y . B D S ST.

S L E . P i E E I Y

N D

. M S

74 E R L ACRES T o . . E O l T . T . 4 T W URBAN K E A

W R N LAMPLIGHTER S S . E

S N S CT.

A N U S 7 R W C A

Y O R o O C E ROBBY C S I

W PARK B R R 7 M T . A . WY. A A . E 74TH U 74 3 W. E L H M

A

R H n E E H T A . H S

T

CT. N

PARK TERRY T T A D HOLLAND

AY . A Y H C D H

C H R I 4 . E H

O W. 75TH AVE. R Q

A PARK HILLSIDE P S R T 7 W. 74TH W L L T

N

T D I O

L S

A R

G PL. O L ST. FERRUFINO 4 C 7 M C 4 C h C C 7

E W

TH H P 7 H R L U 7 C N . P SWADLEY W 4TH W.74TH PL. 4 PL. J R V . . S 74 PL. I AC V W. 7 I UP

T. 4 T 75TH Y R S W. u G P . E T N R L F H Q W P 74TH W B . PARK

Y W.

Y H

A C l B CR. AVE.

D 74TH P U F SIMMS c L. 74 PARK U W. 74TH AVE. e A E L T

74 PL. C E

E . A W. 74TH PL. P A H INE A

h . C

R

W. B .

T D G C S R T AVE.

O T I

P W.

N 74TH I 74TH B T W . Tr W F B Y WY. S 74 EC C .

O y . . W. 74TH AVE.

N S . O S O W. 74TH AVE. I 74TH Y 74 E T I a T W.74TH AVE. R . . . P ISABELL R U . C AL V B N S W . T FIRE STATION VE i A A T C VE T S ST. . T . A l d . Ralston Creek Trail S 73RD 73RD 7 L E W 7 AVE. S PL. I . W. 74TH S U C 4 T

R R

4 T h M 3 A R . W D MO B T C W. 74TH D 73RD PL. E C

. . 7 R S T 3 R . eD DR. U P A W.73RD PL. . 7 7 O T L C

.

7 L KENDALL . 3 T 3 VE. . 3 . W N R A R T T Q D S RE

. R . RD A H D E P T T .

U L L B D . T . A . W. S

S T R . T S E

P P L R T R S

Y . P N S K E B . K I T R S . O Y

. FARMSTEAD n P L S

C . . T

E P

E LEYDEN L L . O T S . U K E C T A

E Y E

. T C O T OB (CSH95) SHERIDAN BLVD.

R W S AVE. E.

T T

L J V

I S L . M A S D W. 73RD DR. R T . 73R I I E . R

T

ST. V E W

T S C

S C N V

CT S T A

A R A

E S

I 73 . R . D

T Y . . AVE. L S

L P W. R CREEK L

E 3 N 73 Y H 7 O

OBERON R U T S

S T

W BLVD. WADSWORTH R . . L

7 E

A C

. R W

S L . . 3

D I P

D 7 B P

AVE. A ST. 7 I .

PARK S C D T 3

73 A O L

N E CT. OTIS D T S D

T O A 3 W W E U E L

E AVE. A I

R P D W. E 73RD N . R R

V L U .

H . . 3

7 H PARK AVE.

C R V 3 E I

3 S H S G N M.S. 7

R ST. V

R Y E R O C P O L 7

D . INDEPENDENCE M

E D T 3

T

O . J

T R E I B D R UL ST. CARR W

I C 7 E HOLLAND D CT. . E W. L L E C ST. QUARTZ AVE. . D 72ND DR.

PL. A C

D K E A E .

S N P 72 PL.

W C V F D T r R 72 A

E

C E N ROUTT . F . GARLAND

E P A E W T . M C

A S ORION ST. I E C V H A 73RD EMIL H NORTH

N PARK M SCHNEIDER T

E . C D E

. A

T I

S M N 73 A T U N V R e E. CT. F W. 73RD AV R P T W.73RD AVE. . S A

D R . . E

B I A B S .

P U ND

Y 72 T . W

N O B Q L R S . E P O PL. . U

J r I B L P ARVADA S I MCINTYRE ST.

R . DR. T N R W.72ND

Y U W C O I H D 72 R E

R D ST.

B N R C

E e T 72 F N . T E A

U E T C L E KER T N C .

. a U R W

W

2 A C

E L

A Y D E S R T K . N T TUCKER U 7 UA M.S. O

CT. N ST. L O

H INGALLS L R S POPPY WY. I D 72 T W. PL. E PL. Y . C A N . D S I 72N k Q W. 72ND AVE. L

72 C O T T i E L V I MOON GULCH . T T R R

S L CROKE H . C E PL. T T S DI l 72 R C W. 72ND AVE. L D M R W. 72ND PL. H R. A S C BRAUN PL. C E T E 7 D PARK S N E N DR. A A 2 W. 72ND AVE. . T E ROGERS N C THUNDERCLOUD W. 72ND FRONTAGE RD. R G B . T 2 E U

RUSSELL W D LA E 7 . I URB . 7 K . W. 72ND F. R. E D 7 1 . D W. 72ND AVE. IR K V L. 2ND PARK L 71ST PL. S P T T T D R . T S S A . 1 . W.71S A V 71 . . T PL. E H 7 . T C W. E

. MAJESTIC . T . N S

B .

T . E C T WEST 71ST PL. C T T 7 N W.71ST T E . E N 71 S E 1 SWADLEY . U F S T 71 L S T 71 . R 71 S O R L I A S S S 71 A T R T T W. 71ST PL. D C C I C Y . R . . R W A N CR. CR. G T E P 7 . C DR. 71 PL. W R 71 L VIEW PARK C N C . S .

R E A R T Y 2 . FENTON

A Y N PL. R PL. D L W. 71ST PL. T E . . Y W L

I O T T PL. D C . . T . 7 T . PL. T 1 E . LAKE S U . 7 V T W .71ST A S . S T . V R U R T E. N . R

O F E .

T T C 0 S

E . T N PL. R O R

A . . R . . T E

C T W. R R Y C I . V T Q L

N T N CT. T 71 AVE. R E . C 70 S 71ST AVE. O PIERSON CT. PIERSON

A T .

T T . D APEX E

I

C S E D E H D H DO S . E

S S

L

ST. . . AVE. N

A T R LI L D R R N M . T

E . T T R W. 71ST O C .

.

7 S S

M . 1 T E

C . A C

.

T D W R R D K A

TUCKER LAKE . L . R A . L 7 T 71ST 70 . A T W. E

. AVE. F T E H

R C N O WEST WOODS T A I N

P S P T N L

RECREATION C 1 T R T N CR. E T S C T . T R R S L 71ST

T R S . T R

T Y N B C T . S Y . S . P H R S . .

S H A

S E O O E T T S T T P A R M H

C O T

E O S S C

7 C . . S

. 1 1 B T T U CR S

P S . OPEN SPACE L A I N E . B 7 E.S. T . . W L

S C R PL. S . C

E. L AV 71 W.7 E I L E 0T . CENTER S H DR 7 A T . 7 N S T U O R C S T 1 T P S W S E

S O CR. C M W. N 1

T W T PL. Y C . S S T A

G U

F E V O AVE. D R R A

O AVE. N . V 71 U I I N I R S S . R Z W A C . F S E W.

S . O S P U T 70TH W.70TH PL. E M

S A M O B F A M R .

K A A R

T C

G

S U ZEPHYR S T T . DR E WEST WOODS I O O B C O E C AV. 7 E

E Q S DR. A A I E K N R P 71ST PL. N

0T F L I

H W R L N

7 T 69 H T B M T X . N S 7 . U T T

D P

E M 7 C Y O O L

C

0 B N D I N E D T E 1 H O L D W Y D L I W. O 0 I W 70TH AVE. E P V F . T Y C L . ELLIS A S N

S T H . 70

N C A PARK C L W . T H A H S D T

H A S . E R

. T P U D . E . N E R T W R R E W. 70TH PL. O

. I A E E N L T N E

N H C E A

G T 70TH

2 O O T T . Y P D T 70 Y U S Y Y CT. DEVINNEY E ARVADA 7 E

E E PL. I . . F O . . . Y L T

D D V

PL. E UPPER 70TH C E W. E S W.70TH AVE . R C W

W C . I A C R S O N Y W. 70TH PL. R D KE R . H . T U Q Z C P S R W. 71ST AVE. R

L R

D D H G T ST. . E

T L 0

. V

R E W N E L U P T E T W C 7

H . I PL. WATER E V A E Y R G O . 69TH 9 V AVE. . 70TH AVE. I A W A C 68 U T C I DR. 6 X 70 N C 69TH PL. U ST. OBERON Q A E T R . H W C . AVE. W. 70TH . E T F . AVE.

. . W

T F L . O Q E A T CT. . B

S E T . W. 70TH N ON 0 U ULYSSES AVE. Y A T TREATMENT 70TH C . DANNY T D UMBER L 7 S . V S

A T T W.70TH PL. SHADOW R T W. AVE S RALSTON E 69 WY. 70TH Q S U R

T

70 N

PL. 69 PL. C 69 Y S ORI L PL. LAKE . R S

A

B 6 D VE. R

A ST.

UMBER 69 9 U R C E W

PLANT . . KENDRICKS E W. 70TH ST. 70TH O MOUNTAIN 70 PL.

E. W.70TH PL. E E AV I R R VALLEY 69 P T WY. # RALSTON B

. L L OTIS A T 6 D . ARVADA W. 69TH 69

A PL. S

.

. . R 8 V S I T T V T . L .

CT. . DANNY E D . H R S WY. . C

E D

N Y T T C PL. MAJESTIC L

Y L L V PARK W . E 69TH DR. . . O T T

WEST PARK R N DR T L

A T S

C T R 69TH AVE. L T V . A A 69 PL. 70 A

A L ST.

PARK T E E 69 FLORA L T C PL. . D L C

P

S

. .

Y CENTER A

C E T

C T KENDRICKS C W.69TH Y B ARVADA/BLUNN N PL.

L

F

O C AL . D . 6 9 U O 9T O C E H

O Y A . . S L P PL

6 S T A

K I E VIEW T A LEW WALSH E

W

P

E S T E D

A I C

W. 69TH A O

W . G T A . B R L G

I D S

E

E G

S C U EAST G SECREST . 6 9

G R Y

I L W S 8 . . 6 T FOR THE 69 T 69 TH N W IRIS CT. 69

O T N P

C . 6 W. L 69TH PL. S H A B T H ST. C PL. A W T 9 Y D P NATURE W. PL. S T P D D R A

F N

P S . PARK L. .

N DAVIS LANE N .

T

TH JELLISON 68 S

A

O L HAYES

YANKEE ST. AVE. I T

6 E I I

P

I

. A O C . J T AVE PARK T

H T 9 T N W. 69TH AVE.

L C

. B N

C . TORREY ST. TORREY I H E ARTS AND 69TH 69

K J . I W. R

R 69 P M V AVE. AVE. . T

A OAK DR.

QUAKER ST. N A S CENTER

L CT. BRENTWOOD

S 9 S

I I C A 6 . T AVE. G W. 69TH CR. L D N . PARK

L

L W. . .

D W E . N R CT.

. . T 69 E VE Y A I

N . LAKE . R B C T T E E U L HUMANITIES AVE. RESERVOIR C L.

O # V L AVE.

T P A T I R S W. 69TH AVE. D A T S E 69TH WY. W. . L 9 - 68TH PL. S W A CR. N Y O E H M A T .68T

H ST. R 68TH W

CT. 6 S

S C H CT. U

H 68TH E .

. AVE. Y O U SWANSON E

R # . A A 69TH N

. R . O

A L

. S

L Ralston Creek Trail T

. T

T E

F A

69TH . . .

G C S . H H Q R G C Q .

T N W. 68TH PL.

D L . C

E

B R I 68TH PL.

T T F R

. R ST.

W H E S . H TAFT

. T T

R T NORTH

S T T DR.

S

A C N L C MAPLE L E.S. R T R S . N T

# Y C C . T . PL.

H S T A ON 68 CT. ROBB E A

P

T O N

.

A E

R 68TH C D G

68 D P

C

R R S S M S

S T

S JEFFCO E 68TH 68TH N T

A S

O

R S

E E

E WAY G E E

W. 68TH WAY. T R N S

T TABOR

E D WY. C AVE. A H S

C TW U V

N U A

N

D E D

KILMER ST. 68TH

6 O P I C

S S W O Y 67 WY. K L S FIRE STATION

7 SIMMS E VALLEY O

E

O B E COMMUNITY N N T 68 S K R U E PL. W 8 Y L

COORS CT. COORS O

S H D N

W

A

O

CT. S L

E . W . WY. 6 PL. A S

A O CR.

B N D .

N

.

S S N

M O

K . M A

H SWADLEY RECREATION

T L W A D 68 PL. N L R T A N V L

O I I W I 4

D

D . T E U S I E

. Y C EE T O E PARK N V H . 68

O V ST. EATON

N T

# E PL. A A A R C

C R T R O M T T C O

CENTER E V

I C T C S E R 7 67 BENTON CT. Q S 68TH . # A W. M 68 PL. O T W. 68 TAFT W . 6 E L TH 68TH E B . W. S W. 68TH PL. A A

. C

E O O O N M R Q S 68 N I BRENTWOOD N W. AVE. CR. J AVE. AVE.

68TH A C 68 AVE. B

T W.

F . X S U AVE. 67TH U 68TH ST. U G

D D W. G U

. R . A . . . O PL W O H PIERCE

. T S

. 67 R . W I

. O C . A O

T

Q . T W T T T

.

S T T

E

T PL. T

R T PL. E W. 68TH AVE. U

V W. S R N TABOR

N T . SUNRISE WY. . . T

E R S R

C S S S I C

L H W

S E . . W A 6 C N T H S I I JOYCE 7 67 PL.

T C C T

T Q C R T T

R A H D Q

E D C W O S O

.

T E . . R V 67 PL. W. 68TH AVE. Y. S

. Z G O . ISABELL C A

L W. 67TH PL. 67 PL. M . V R

L S S HIDDEN

W. R

E I T

P T 67TH U PARK N T

E 6 PL. U Y N 68 T N TH S 8 T O .

6 W L E 67TH PL. T A 8 Y

. S

U PL. E N E E . S L C . 67TH N

. 7 R . A .

CT 6 . W. A T

7 67TH N

P 6 S A

R A Y W

6 E S I O E 7 67 T T T R .

C Z A

T Y C W. W T

T

T . S 68TH Y D

ON A L N

NI D 6 AVE. S . Y

L A

S Y S P E O H E W 7 B T C N B T . P

. AVE. ST. O W

S S Y T

h L S t E ST. M T . S PL. N C S N H A 67 L 7 N W. 67T R W T 6 T R H P PL. O R . R

R. 67 DR. B

S C E E N O O S H O . O . . D T R S A E 67TH I E H . . . E E

T

F

E C A . AVE. H R O A C T K A I G B 7 . PL. W. 67TH AVE. T Z P E. M V . A O O TH 67TH T T T R 67 S CR. L . W . 6 ST. CARR L G 6 P W . R W S 7T

N H

S R L W S T A P

P C E I L R . M F E

. . . URB C A . . B F T M G L WY. NTM WATER D FLOWER 67 CR.

L G H L C T N S S L S S S A N T . R . W R T . M A E 7 T T A

E A T N E INDEPENDENCE E O U W A . 66 S T C 6 L L A

L U U T E T 7 U X 6 T C Y

7 E A Z B K L S

I 7 T S H 67TH R A Y R . 67T VE. 6 6 E W A B AVE. R W.67TH H W

P I Y R A W. S V

. A T 67TH I LAKE S E AVE. . S . A . I

TREATMENT PLANT R . C . L

L N 67 Q . 67 AVE. AVE. U E

F N E L . . O

I G

. T R

IN R I

E D . N P Y A U PARK P T AV T D E. . 67TH AVE. 66TH O L N C H . P C . T. PL. CR. . E T T

I N

. T . .

T B . E F A T

W . K W T . . L B L A N S

R R O D Y 66TH N S P N S

. . 67 T E M M

C W T 7 E T AVE. AVE. W Y O I .

67TH T 6 V V I W. T D S S Y T D T A L W

A C

O

R C D . .

T CITY OF ARVADA 6 E CT. . PL. . E

6 C N E 66 H Y S T E W. 66T

N G V S . W V S I C . E S .

O T T M S

B R L R A A W. S A K Y T . I T C N ST S C . W S E

C A L R

P E O

.

N C

7 F R N 66TH AVE. N D L 6 K 66 66 T R

. . L A

C C W CITY OF ARVADA WEST ARVADA R S H U T T C . S 66 PL. W. 66T CR.

E N

E X . SERVICE CENTER R 66 LN. S E D

. TH A D .

U T . . S

L S A R I C . W 66 PL. . N

S

L C 6 6 E C C T L B R PL U WAY Y S

A V O . T M H R 6 6 . L E D Z

.

Y L C U V 6 T . BIRDS NEST A 65 S R A L 6 O A H N R T

KILMER E E .

O P DOG PARK H C N C S E R. O M D R . . E T F T

G RALSTON TREATMENT PL. I E T T N

L

DOVER ST. DOVER C

. O N T N . E H LN. S L N T R L Y I . D ES S E PL. L S N . S I L C E A E . A G A T C . J

. Z AVE. W S L U N L . S

T 66TH A A O S I

S S DISK GOLF W. A I 6 CT R . S N . P E N O

P A

N A . U G R . N T

L I I . D R T . N

6 W .

Y B N CR. R S C G Y 66TH AVE. M I E Y

PLANT C . ROAD B

B .

N PL G T 6 TH

6 Y 6 N 6 E W. G T

W R T T E A A 66 H

S R X D V A E VIOLET I T T PL. 6 C O A I E N

. P E TH . A L 66

COURSE C C C A 6 C A . N OAK D ARVADA N . N N V

K C A H S

N LOOP S Z h J T A V I O O I C 8 E

W V 6 . R T 65TH WY. N M L O I

E A FIRE STATION 8 H D AVE. . WEST WOODS U O T T . W. 66TH W. 66 TH AVE. H . T N N T R. ST. Z C N PL. O

6 E . 6 . L W. 66TH 6 Z D W R I 6 L R AVE. T . C C E

E A 6 R T CLARK . h Y 6 W 66 . W. PARK W.66TH AVE. .

CT. S D COLE W.

S SR.H.S. N . 66TH L I O T PL. C GOLF CLUB 65 T T W. 64TH PKWY. 66 AVE. T 65TH C

R Y

O O E N

T

. .

LN. 7 . . H U 65 S 5 AVE. R 6

E PL. N G 6 L S A

E . STOTT N O H T T

. E SECREST N W T . 6 W.65TH . N S 6TH PL . DR. . E L . JEFFCO NORTH P . 65TH AVE. LADYBUG W. C H Y W. A

T E 5 R N W.65TH CR. BENTON 6 N D

E T

D PL. T D T

S S A C W

T . T N L A C

66TH W I . L

A

. . A

W WY

PL. E A D G . A DR A S Ú S 6 L D S I 6 S L

T

E.S. C Y S A # 5 65T I RECREATION 5 H . PL. T C . TH E O # E . Z . W. 66TH DR. .

L I E PL. T

AREA STADIUM P . A 5 . O 65TH PL. U W.65TH AVE. 65 AVE. V PARK HARRY W M N S. N .

B E T B T ER M G N H V 6 T S

W R E

V T

S AVE. T

T . CAMPBELL N C T

G T

S

I

E E

W M S L . E S C

E AVE. N T 65 S W. 65TH A O N

N S

. C

W ST. L W. 65TH N 65 CENTER S C 6 H . NORTH U T G V N

R S E N 65 PL. R A P COMPLEX 5 T W

O .

I 64 I P

TAFT E C . IRIS ST.

. O 6 I E H N A . AV

. TRUMAN TH

Y R N 65 . A C D A 65TH V CR. C .

6 WARD

C E.S.

I N T

5 .

R O E E L

CT. R

F

. Y E WY. A .

6 T E . N H Y T AVE. R W. T PL. I

K E

B P W . IO C E Y H 65 B T 6 A E

T . . K S

T . . 5 V L T A P CT. PARK V

F

GARRISON C V A P I P

D

ST. K SECREST O A L C L S A

A 64 D Z W. TH . T

P . 65 N

R LE

T l PL. 65 V E I

R R E I i H . E R C W W S a

V YANKEE 64

C O r V . S N E T A . . E PARK E T T E M T R

. K N 65TH e A 5 S E C 6 C AVE. R . .

A 64 H E 6 N

P

O 65 ST. K E E . O C U T . I 64 C . PL K U 6 . oodl I R W. 65TH WY. R 5 6 T ST. PIERSON

.

5 D D 65TH AVE. EATON T D 5 S A T W. PL. CENTER D

T T HOMER PARK T G F L

L . P H AV

ee Y H

T S L W. . O . . I nk 64TH 64TH T . . 4 W PL. PL. . a S . DOODLE . E Y S S O N C H L

. FIELD

S

5 H 6 D . T 6

T

T T 4 I R I 6 AVE. T AVE. P R T L

CT. T S IO K W H A Trail Union Street N IR W. . N 5 65 AVE. . TABOR WY P E P . WY.

LN . 64TH PL. T

C O S .

N L VE PECK S S P C S

R U

. C . ARVADA D . S . T I . 6 A . . R T PL. R T Y 64TH 65 PL. S T E . . O PARK T R S U E

N C Y R 4 ARLINGTON T C 6 . L O T E T . E

. . (CSH 95)

S T O B Y . S I 6 . BRENTWOOD

E I . T 65TH AVE. 4 . Y S T C

S

64 B T S . D T CT.

R A B R Y P S S WAY A I S

I S O W. 64TH O CR. 6

S

S S

D T FREMONT N E.S. W R M 4 ST C 64 N T WE N WY. A S . TENNIS W R

N W R

G C S L E

MOSS E W W . T I F S PL R

A R M E

S C . T M R N L N R

S

O M A K D Y . I CENTER . . S E N

64 N . 64TH PL. A 64 E . T C G I N T I . U F O Y PL N O 64 PL. E FIRE STATION E F I D O

A

Z E A

T L S L

T E G N E P C I N I I U

R O D SECREST D O O . I E

G ST. N O . PL. A W TORREY CT. T R 6 R Y 64 PL. C T L N E.S.

T S A N S E R H . I N Q W CENTER A

C T O PL. U R R 4 S C S . W I I C F T L. I E V S . N TH P 6 4 64 A L . R W E M V CR. . C I W.64TH AVE. N

O A K F PL. N C E C M

R D I L

A

LONG LAKE L F T R

A E L P ST.

O I

K C I R 6 L O R

N Z 64 R A L L Y B

S A G D T O DR.KENDRICK 64 R A L E ARVADA WEST D Ú R A E E.S. N

Z

DR. P

U V O E 64 P E E W . A L N M . Z R

INDIANA E 64 E SHOPS AT V W

A U

X

THE MEADOWS AT L . WELCH W.64TH X W W MCINTYRE L

O QUAKER R S N RALSTON U A T R O 64 S 64TH B

D E I

Z

C

ST. E B A A W. 64TH AVE.

REGIONAL PARK D WRIGHT B G Y WELCH S E 6 64 DR. N . Y . L C I 4 E F QU H U WEST WOOD TOWN CENTER R U PL. Y O R

D N

MARKETPLACE R AVE.

O M WEST WOODS N

S E R E N

A A D AVE.

E AVE. W .

W. 64TH AVE. (RALSTON ROAD) .

P N RALSTON PL. PLAZA A O

DR. R S 6 .

. 4 V T P 64TH DR. 64 DR. H L T L DR. T . . . T L N R . D I S W. 63RD PL. T L .

PARK T EASLEY RD. . G R . T Y R V U 63 PL. RD PL. O W. 63

T S .

E L . O T VERN S

S S MCINTYRE ST. L T KILMER ST. A . L C S (CSH 72) I A T

. N 63 WY. P L L .

S

S . EVERETT L Z ALLEN 63RD S

L

A

Y

N C RALSTON T

. T . L R R . H C

L M A E I .

. S . C . N A

A

Y A

. P . T D T R Y E N T H .

I . 63R AVE C . C

S D . L A

LAKE LN. E . A W

WY. T

ST. T T B W. A C 63 T S PL. T A 63 D J T R

T . A . T

Z 63 AVE. PL. C

C

63 E T R 63 T S S RAVINIA E . S . S

HOUSE T N . . 63RD PL. S

63 W. A O R E 3

I R PL. N W I E Y . N R L SQUARE 63RD S S I S M G N S WIER . N O

I N N L

ST. S . N 6 Y S A S CT. L SAFEWAY MARKETPLACE T S

R

T OB

3 S T .

W C

6 C O

S O 63 PL.

R

D T T UN

I T L W. 62ND P R NORTH JEFFCO J PL. E

V N PL. a O

O T

S WY. K J N BRAUN Y O

A R

C O

CT. E UMBER CR. N EVERETT S S H D

. E

E I D O O

S W LN. L FITZMORRIS

. A A D E

. PARK V U

P U Y 6 Y. M. C. A . RALSTON R A TENNYSON W. 64TH AVE. K K

RACQUETBALL & T

3 R L T T

L O

K N

W C R N . S

TERRY G P

. R . RA K R N O U 63 L K PL. T

E WY. L . W. 63RD PL C AT MEADOWLAKE . NEWLAND A D . LIOYD I P E 6 CR. L E

I T X K 3 . M WY. 3 . L K N L A PL. U

O B U 6 S 63 SECREST N 3 63 S N I A T CT. PIKE ST. . E T J R 63 FITNESS CENTER FIRE STATION 8 R l Y V I I 6 S . C W C S A C D 62 C . . T T R ESTES P E L S PARK R N

6 E O D . E N WADSWORTH PARK HOLMAN A A W 3 . 3 Y R Y SPORTS Y KNOLLS C R 3 63 DR. Z L D CT. 6 ST. S R s 62

. A ROGERS . R R W. 3 Y 6 O E W R 63 W. 63RD DR. D T . . O 63 R C PL. H 6 C VIOLET E R 6 C

GLADIOLA VILLAGE S 63 KING O

S O O A 2 N PL. O S T G . 63 63RD E . T P WESTWOODS O MOORE N A L U Y T CR. C N

. . D T A V

6 D Y V T T 63 Y PL. . 63 E T L CT. BEECH S T C . N E.S. PL. E Y H COMPLEX AVE. S t A A CT. N . 2 62ND PL . B

E T I E 63 W. T 63 W. 63RD AVE. VIRGIL WY. A 3 3 . RD N T L 63 AVE. A T W. 63 6 63 L 3 6 CENTER 63 S H V DOVER N A . O S VE AVE. CT. 6 BRA .

E CT. U N 62 R C PL. E S

N

2 F R B 6 S W M . O o

S CENTER 62 N . Y . PL. PL. R T LN R T N AVE. S N E R E I O S D

N

63 O L O .

R . . K D . N O PIKE AVE T T .

G E E C L S R 62ND O

W. I A FITZMORRIS A F E A L . . C AVE. c R W . . Y HOMESTEAD

O Y 6 N E I D E.

E V AVE. AVE. . T L L A

. P 2 L U L P T O R POPPY S P

C N S F A DR O LONG LAKE N Y H . L S AVE. R CT. N 63RD

O PL. B . E A W. A n P I

D R PA I

M

PL. L E N T D COLE . R R 62 R M . C A A P E W.62ND PL. R A P S A A N J

PIERSON ST. O

N A 2 D L M W

I E M . 62ND L U T S R L K E T

2 E R 63 W U

. N 62ND S R A PL. PARK ST.

.

6 K YANK W. R Y W

U O . E M R W. 6 E E . S D W L C N .

N . V

.

B E.S. . D S . T 62 O V 62 Y

R S W. 63RD AVE. H S

REGIONAL PARK R IC W 62 N . I L A

T A M

C N E S S N K . S T K E U ST. S M Y R A N T P U

T BALSAM Q T E 6 T T E E PL. T 2 A R Y A Y

L L . W S

Y R M T . 3 E . T C . . B C N D A B A . N . T UMBER CR. UMBER ARVADA WEST R S

6 R . W. 62ND PL. V 6 P A S . P BENTON

R ST. DR. T C PL. PL. PL. . U E C I 2 3 A W. 62ND 6 M T E L U S 2 2 K 6 V . TENNYSON N

ORION CT. ORION ALLENDALE A I 6 Y DR R D W.62ND PL. T E L . PL. . R S N E Y 62N E 62 AVE CT. E T D D D 6 S 62 C I I Q S A 1 . . N S B

S

. LN Z R 2 T E SR. H.S. H ORCHARD . N PIERSON AVE. L R W. D S E . c I C V 6 . 2 62ND AVE. W. 62ND W.62ND AVE. 62 AVE. Y . C

R V R O L R CT. AVE QUAKER ST. QUAKER L W. . W. S 62 62ND W. 62ND AVE. A 62ND Y 6 KNOLLS

P WRIGHT C T I PARK T AVE. C T E . . R A C O P N I

A N M MEADOWLAKE . P C W . 2 W S

R r E . . L W. 62ND DR. . W R . T 2 S L M T . LN. D L E . I R 6 R T E 6 N U Y B N C R Y BRANCH E . W. 62ND C E E I O DR. A T

H W Y . . S . BRAUN CR. e V

6 L 61 E RALSTON 2N 6 62 PARK L S D WADSWORTH T C

Q A 2 O O

V O

. PL. E. Y T CT. L V L R

O C T A . . U . T

C L N 62 R. V A D E J E . . LAKE T W 62 BROAD . P W.62ND AVE. A LN. . N A T Y T

. ALLENDALE N R L OM E TH 6 6 L. DR. W 1 P CEMETERY A X

1 S D S PL. S W. 62ND AVE. T Y e T W. 61ST PL. S A SHOPS W. 61ST PL. . E X

T S

. C . T . . .

W S . .

.

A M O

. H A R C . A

T S S T L . . 61 T T S . . T T W L T Z . . . . T T PARFET CT. S B T S

T A I . 1 L . A T W N . D 6 V MEADOWLAKE S E T

. R ALKIRE A T S

T T Q N W. 62ND AVE. N T T N H R T T T T Y N . . E N N C S S

. S L 61 1 D I . Y T . . C S S N . . . S

61 WILDFLOWER T

. . . N B T . S N 1 . A R E

N I k A 6 S O P

W. 61ST CR. T T N S S

R . 6 E T

T A L T S C S C S S D T O

T O M U A T T L C A T T

T . E S

. A E . . S D . LN. E . .

L I H 6 . O

E 1 T O . P . N PARK I R O G T

W C S C A O E T 61 S B W

S E S 61 AVE. I T E S W.61ST AVE. T A C D B S S C T S C B

T E E S . LN. T E T DR. LAKE . C T T WY. PONDS PARK V E B . W U W. S S . W. 61ST V

F

6 . W W. 61ST AVE. W.61ST PL. L I B I W

E SOUTH T U V S

T S C O R S

N S M T A . I B

R R S R . D .

6 1 S R R S

I A S R

A N 61 1 ST. L 61ST . .

. R . E .

. S S A S T D L V

T R LN. T

I S DR

V T C C . . YC V U

Q

U

W 61 E L R U L T . T T L O

T U S T O

D L T R S E

1 R E . T I 61ST L

C S AVE. W. S 6 61ST N AVE.

. B W. .

CT. 6 U 1 E T

R C ZINNIA M R S C I E V S A S S S

S . ER . T T N AVE.

G C T C CT. M C U O D W.61ST T O T J AVE. T S R N E

W Y G SHERIDAN BLVD.

S

N

A DR. R C . ALLENDALE P

C L r S L L M 61ST T . O PL. T . AVE. U N T I E S W.

E W Z . R 61ST 61ST N E .

VIRGIL ST. YARROW 61ST S AVE. N E

O

. E W. AVE. 6 61ST S O 3 W. T E O E R E PL. D . A T D S I 60

IT T

C K L E L E . H . T N R T a D T T N

N . C

. C T

UMBER ST. UMBER A U B S V 60

N N

B

O D

Y . 60 H W N L T O M

PL. N T N S T 6 R R L L P AVE. D S N M N ST. S AVE. . G A A S

P E H V PL. A

K 60TH I D

. O H WYNDHAM W. 2 Q D . M T C LANE O W

S O R T . . N A M P L C S S 60 A W Y O E

E N T A

A O O N 1 . E A E PL. W T T . O W N 60TH

N

. . T

I R 6 R W P G

T T N D C i PL. A

. FENTON S

O L L E Y PKWY. O O E

I O R S E H L . N L W T

O R 60 H T T E L D E A S I Y N Y Y S R

A F S Y S . Y I CT. O

C

S A N

I T D N l AVE. F

. C R C S S 61ST A PARK F N Y E . VIOLET O . SUNRISE R I Y C . . .

B G C D R S

E R L . S PL. R W 6 I I 6 . 0TH E . S S P C T JIM

A N L

3 E

C R A

A E CT. T L S RD R L O O N S A

S T O F E E

G

L A T T

U D I T E O O AVE. U LN. R L V . N I

O L O R T L W. 60TH

A R L R

W R

L X C E

O U L R L L S W

W T E C W

R CT. 60 PL. W R N W W E

L U H H S M C W N N O N . O C S I

S D L

. A

I I L PL. RIDGE A Y N N Q U O N I P

E . A A A I H

PL. I

N C

E E E N O

V I E A Q

DUNRAVEN ST. DUNRAVEN E E E G

O C A . O E

D O A Q P P . L

U 60 AVE. T N P E . . . H L M N E . R L L Y

T Y BAKER

E I M

.

G

T

L L L M S R S E N M V N

E H D N S

ALKIRE T T T 1 61 AVE. Y N D T CT.

O PARK L W U U T 6 K A CT. O M

. . C T W V A F

G YANK S S N W L X 60TH AVE.

S J

R D C S C

E ZINNIA I BROOKS A

A DEVINNEY Y Y

L S APPLE O W.

T LEN E DR. D S M BARBARA T D AL A ANN B R E D R 6 U .

N

I

EASLEY RD. E D 0 ALLEND. N Y D L AVE. N N . ST. CARR 60TH T T A W. E . Y RES. V E W W H AVE. N . 60T R DI V W. 60TH

. H A A LN. A 60TH A R

A W. TH E R A T A MEADOWS PL E O W. 60TH AVE. . S E T

I T . N S I C 60TH AVE. L O D

CT. W WY. LN. L VIOLET D E B S

.

L T 59 R C

E

V PL. N

S . PL. E V W. 59TH . 59TH L W. S O RFET R

T I L

I D

O . I V . CREEKSIDE Y S

E T D

B E R

T PARK E E . . AVE. E D K W. 60TH A MARILYNN S

V PL L

H E W. 59TH PL. W E C V

I U

.

R

V O L L T V S

B U

W S R C R E

I T E F U

T . T VE G D F H A ST. W. 60T PA I D

R

E E D

C MARGE JEAN DR. . PARK E D R 0 T O RALSTON B C C . ALLENDALE E

Y N G R S S MEMORIAL N W. . ST.

. T

A 6 . L T

G L R R

ST. # I AVE. P N

N T 59TH ST. JAY

E W. Legend T D

H S I E T . G N INGALLS C . 59 E 0 I 6O HYATT A ROBERTS

6 G E.S. COVE PARK O MELMAN COMMUNITY PARK L S 5 59TH 59TH E T V . T # LAKE W. 59TH DR. 59 S W. Z D W VA 59TH 9 DR. L S A E N A C E T

C W B R . C . .

R Y I PL. . W. 59TH AVE. 59TH T R L CR. T

CT. L

O HOSKINSON T PARK F T

N CT. M T PARK R T D T S VANCE N I A AVE.

O V M K W. 59TH AVE. W

U RUSSELL .

F E O E E . T . . 59TH AVE. S O A S AVE. BRIDGESIDE S .

Y N Y R A C DR.

D YUKON . T N B . N h V

I K T E B O R A R E T . AVE.

D ANTERO . T PARK AVE. E L W N

C K . O U T D H N I A T

C W PL. C .

T B . 59TH AVE. WAY ARVADA

. . . a W. 59TH AVE. 0 L N . . B P L A PARK AVE.

Y 6 AVE. AVE.

P T I A

. D S

H O 59TH T T B O 59TH T lT

W C A 5 . B . W T D

H B Y . L s T 8 WAY P VAN S 9 B

ANVIL CT. C R 8

9 C S

W E W NORTH JEFFCO U TH C W. T O 5

5 5 . 58TH PL. KING S S G A E BRAUN WY. BRAUN O SQUARE t . N . R 58 VOORHIS

R o R T L R W C N M O A E . R H N R ROBINSON

N N W E M N U

T D AV . L W REC CENTER S R n R D T 58 U NORTH JEFFCO 9 E T . ROBINSON WAY A A VANDERHOOF R O

S B B 5 G ROBINSON WAY C

D S T T E E 58TH PL. SOOPERS A A I N A

E . E PL. H S E L . T Z E Y

R L T N R . E E T L S C H P

L

C W S R L V V T N C N

S

E P L W. 58TH WAY N T 8 L O PL. V . A N F T

O C

D . F REC CENTER PARK Bike Route - Share the Road O A L E I 5 I WAY T 9 5 E.S. O . E R

E A H 8 L T MUNICIPAL r O I 5 . T P PL. E N E

T R L . T A S CORNERSTONE I R E H O T ZINNIA CT. ZINNIA

E e . R D . 8 P A R O W E M

D A R 5 F U N T . L R

V I D S CR W R P EE L Y A K . H W . D C e T A . U C 8 U . C T 5 T PL.

E W. 58TH B N C W . E C B BUILDINGS O 5 P P # W W. 58TH 8 DR. P k PL. R W. 58TH AVE. (RALSTON ROAD)

O W. 59TH DR. WY. C Q E

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E H .R. O F (W F T . L R 0 48TH (48TH AVE) I-7 AVE.) F MCINTYRE ST. O I-70 SERVICE RD. N N Park TO ROAD W.48TH AVE. G K BERKELEY LIN EE UR R I-70 00.510.25 B C il LAKE R a Open Space and A r E L T Mile WARD C ek LAKE National Wildlife Refuge re r C RHODA WARD ROAD PARK & RIDE lea City of Arvada - Trail Map C LCH) E existi ng citywide bicycle system, City of Arvada Pedestrian and Bicycle TOD Access Plan p. 6

The bicycle system recommendati ons contained within this TOD Access Plan address how to complete these gaps primarily by reallocati ng right-of-way to bett er serve bicyclists, pedestrians and motorists and to create vibrant public street spaces. The resulti ng system of primary bicycling corridors is intended to accommodate Type A, B and C bicyclists. The plan does not diff erenti ate routes for Type A vs. B/C riders, as all will use a variety of facility types based on individual preferences. Many Type A riders who are comfortable operati ng in traffi c will use additi onal streets beyond those mapped in this plan.

In a few instances where adjacent land uses allow, sidepath faciliti es currently exist and may be additi onally developed parallel to arterial roadways. This plan considers bicycles to be vehicles and proper users of the street and roadway system. Including sidewalks as bicycle faciliti es is discouraged by state and nati onal guidelines and is not promoted within this plan. Also, it is important to recognize that sidewalks are pedestrian spaces, and their presence is not meant to provide a substi tute for bicyclists’ use of local streets and roadways.

Understanding Needs of a Changing Populati on Our populati on is growing older. As the Baby Boomers age, 70 million Americans will be over age 65 by 2030 – twice the number from 2000. At that point, older Americans will comprise 20% of the U.S. populati on, representi ng one in every fi ve persons. A recent poll conducted for the AARP found that 40% of adults age 50 and older reported inadequate sidewalks in their neighborhoods, and nearly 50% reported they cannot cross main roads close to their home safely. Half of those who reported such problems said they would walk, bicycle, or take the bus more if these opti ons were available.

Similar problems plague non-drivers at the other end of the spectrum. Today, more than ever, there is a need to provide opti ons that enhance mobility and allow children to walk and bicycle to schools and acti viti es safely. Further, children are engaging in less physical acti vity, which contributes to the growing epidemic of obesity.

Recommendati ons of this plan to create mixed-use developments close to public transportati on that are served by complete streets will further the goals of assisti ng the City’s populati on to age in place while maintaining their independence without reliance on an automobile. Connecti vity benefi ts to be realized by completi ng missing links in the citywide bicycle system, whether to access the train stati ons or other desti nati ons, are intended to benefi t the personal mobility and quality of life of young and old alike. Employing principles of universal design will ensure that the widest range of potenti al users – from persons aged 8 to 80, and all ages and abiliti es in between – have real opti ons for safe, comfortable and convenient personal transportati on choices. Pedestrian and Bicycle TOD Access Plan p. 7

Planning Process Overview This project was managed by the Urban Design Division of the City of Arvada in coordinati on with the Planning, Traffi c and Transportati on, and Uti liti es Divisions. Early in the planning process, members of Bike Jeff Co, Bike Arvada and other community stakeholders were consulted to provide input on existi ng routes, problem spots within the community, regional connecti ons, and recommendati ons on desired types of faciliti es.

Consultants met with the RTD Gold Line Planning Team to coordinate the planning of FasTracks infrastructure with the TOD Access Plan. Writt en comments on the Gold Line Corridor 30% Engineering Submitt al were submitt ed separately to RTD to highlight areas where additi onal bicycle and pedestrian improvements are desired to accommodate non-motorized movement across the railroad right-of-way and to enhance access to the three FasTracks stati ons located within the City of Arvada.

Feedback on a draft of this TOD Access Plan was received through comments on materials posted to the City’s website and through meeti ngs with the general public and Parks Advisory Committ ee. In additi on, the Traffi c and Transportati on Division thoroughly reviewed the subject plan and worked with the consultants to arrive at a set of fi nal street cross-secti ons that refl ect existi ng land uses, community make- up, parking needs, and traffi c operati ons within each corridor.

Community Prioriti es As a result of the public input and review process, this plan refl ects the larger vision of the Arvada community for reinvestment of public infrastructure and private development around the FasTracks stati ons. In general, key prioriti es of the plan may be summarized as follows: • Connecti vity The overriding purpose and intent of this plan is to enhance opportuniti es for area residents to complete convenient, uninterrupted travel on foot and/or bike between origins and desti nati ons within the southeastern part of the City of Arvada. Many short auto trips are being made for work, shopping and leisure that could be made by non-motorized modes. Addressing missing links and retrofi tti ng rights-of-way to create complete streets are prioriti es to promote higher levels of bicycling and walking. The long-term goal is to make it easy for people to combine local trips on foot or bike with regional trips by train to minimize environmental, congesti on, and quality of life impacts associated with increasing vehicle miles traveled (VMT).

• Accommodati ng All Creati ng a network of complete streets means providing opti ons for all modes and all skill levels. Advanced bicyclists and less experienced riders, children and elderly, pedestrians and Pedestrian and Bicycle TOD Access Plan p. 8

automobiles all need to be safely and conveniently accommodated within public rights-of- ways.

• Removal of Barriers The railroad corridor and major arterial roadways restrict opportuniti es for non-motorized movement in many locati ons. In any areas where at-grade crossings of the BNSF/FasTracks corridor will occur, sidewalks should be provided across the railroad right-of-way. The railway decking should be extended to accommodate pedestrians as well as automobiles. On major roadways, signals may need to be adjusted to bett er detect bicycles and provide both cyclists and pedestrians with adequate ti me to get across major intersecti ons.

• Parking In order to retrofi t corridors to install bike lanes and pedestrian features, parking could be removed from one or both sides of a street. Neighborhood polling and coordinati on would be conducted prior to removing parking from any street. Streets where a railroad corridor, industrial use, or large format business or commercial predominate one side of the street, on-street parking would be removed on that side.

• Enhanced Sidewalk Space In general, for corridors where the existi ng street is wider than necessary to accommodate traffi c, it is proposed to reallocate the extra width to stripe bicycle lanes and install or upgrade sidewalks. Several corridors have interim recommendati ons that involve restriping the existi ng street as a low-cost, short-term enhancement, with long-term plans to narrow the roadway and enhance the pedestrian space. All new street constructi on will include wider sidewalks.

• Lighti ng Appropriate lighti ng is a key element of operati onal safety for bicycle and pedestrian interacti on with vehicular traffi c. For a TOD area, planning of proper lighti ng would translate to ped/bike faciliti es that are comfortable and inviti ng for year round use.

• Safety In additi on to enhanced lighti ng and dedicated roadway space, the bicycling public desires a comprehensive, community-wide approach that addresses educati on, enforcement, encouragement and engineering measures to enhance user safety. Educati on of both bicyclists and motorists is desired to foster a greater awareness of sharing the road.

The primary objecti ve of this study is to use the broad vision and goals that the community has established for citywide bicycling and walking and redevelopment of the stati on areas to develop a comprehensive, detailed plan to facilitate safe and effi cient non-motorized access routes around the Olde Town, Arvada Ridge and Sheridan TOD sites. To accomplish this, the City of Arvada’s transportati on planning consultant, Charlier Associates, Inc., reviewed a variety of applicable plans and policies, including:

• Draft Report: Arvada Olde Town Parking and Transportati on Demand Plan, Carl Walker, Inc., July 2009 • Olde Town Arvada Major Public Improvements Plan, Department of Public Works Engineering Division, July 2009 • RTD Gold Line 30% Engineering Submitt al, CH2M Hill and URS, March 26, 2009 • Daily Traffi c Volume Map, City of Arvada, updated April 2008 • City of Arvada Comprehensive Plan: Land Use Plan Map, June 16, 2008 • Gold Line Corridor Draft Environmental Impact Statement, RTD, July 2008 • City of Arvada Trail Map, November 5, 2008 • City of Wheat Ridge Bike & Pedestrian Route Master Plan, City of Wheat Ridge Department of Public Works, July 23, 2007 • Adams County Parks, Trails and Open Space Plan, Adams County Planning and Development • Arvada Transit Stati on Framework Plan, PB PlaceMaking, August 2006 • City of Arvada Comprehensive Plan: Major Bicycle and Trails Corridor Plan, Clarion Associates, October 2005 • Gold FastRoute Proposal, Bike Jeff co Bicycle Advocacy Group, November 2004 • Ralston Fields Urban Renewal Plan, RNL Design, September 5, 2003 • City of Arvada Comprehensive Plan – Chapter 6, Transportati on Plan • Code of the City of Arvada, Colorado – Arti cle 6, Development Standards • City of Arvada Standard Drawings – Streets

The recommendati ons found within this TOD report build off of conceptual ideas presented in earlier ti on Access Plans that follow studies and add necessary details to implement projects. The three Sta Access Plans identi fy specifi c improvements needed within the half-mile planning area surrounding each stati on to Station enhance walkability and connect the sites with the citywide system of primary bicycling corridors, as mapped on page 26. Pedestrian and Bicycle TOD Access Plan p. 10

ARVADA RIDGE Station Access Plan 7 pproposedroposed VanVan BibberBibber TTrailrail eextensionxtension RRalstonalston FFieldsields The Gold Line of the RTD FasTracks system will begin at the Denver Union Terminal and extend west to UUrbanrban Ward Road in Wheat Ridge, with the westernmost RRenewalenewal DistrictDistrict stati on within Arvada city limits located between Lee Street and Kipling Parkway along Ridge KKipling Parkway ip Road. Known the Arvada Ridge Stati on, this li ng TOD site is envisioned to be a high-density, P ar employment-based urban center with kw ay mixed-income and aff ordable housing. Independence St. Independence

The site is within the Ralston Fields Urban Renewal Area – a larger district extending north and east to the intersecti on of Miller St. 4 Garrison Street and Ralston Road. The 1 urban renewal plan targets the area for 2 6 future mixed-use redevelopment with a grid of pedestrian-oriented streets and Ridge Road 9 WW.. 552nd2nd AAve.ve. enhanced multi modal connecti vity. 3 The Burlington Northern Santa Fe Railroad 8 5 (BNSF) operates a freight line track along the northern edge of the Arvada Ridge TOD site, providing service to the Coors brewery in Golden. RTD is planning to construct the Gold Line through this area as a double-track commuter rail transit line running parallel to and Ave. immediately north of the BNSF track. 0th WW.. 550th Ave. 10 Key issues within the half-mile study area that need to be resolved to enhance bike/ped access to the Arvada Ridge Stati on include safely crossing the railroad tracks and major roadways, completi ng gaps in the citywide bicycle system plan, and encouraging pedestrian supporti ve TOD infi ll development patt erns. Pedestrian and Bicycle TOD Access Plan p. 11

Key Issues at the Arvada Ridge TOD Site Crossing the Railroad Tracks

X At the 30% engineering design stage, RTD’s plans for the stati on include platf orms located on the north side of the BNSF tracks, with most of the initi al at minimum, there needs to be a curb cut provided to access the lockers from TOD development and the RTD park-and-Ride located on the south side of the the site’s internal one-way street. freight railroad. Additi onal bicycle parking racks located near the Ridge Road pedestrian crossing Immediately adjacent to the site, Lee Street is a former at-grade railroad would benefi t bicyclists accessing the Arvada Ridge Stati on from the north side crossing that will be completely removed with the arrival of FasTracks. This of the tracks. This would eliminate the need for bicyclists to take bikes up in crossing is frequently blocked by freight trains that are backing up to serve the the elevators over the pedestrian bridge, lock them up on the south side of the industrial railroad spurs located just west of the Arvada Ridge site. The at- tracks, and then go back over the pedestrian bridge to board the train. Due to grade crossing will be replaced with a pedestrian bridge that will be accessed limited space in the right-of-way between the tracks and Ridge Road, the City by elevators on either side to provide a pedestrian connecti on from the bus may want to look for an opportunity to provide the bicycle storage faciliti es on loading and park-and-ride plaza over the tracks to the Gold Line platf orm. the north side of Ridge Road.

Miller Street will remain an at-grade crossing, and provides the best north/ In general, it is recommended that all stati ons have additi onal bicycle lockers south access for bicyclists. Although less convenient, people also have the installed. opti on to take their bikes up in the elevators and across the pedestrian bridge Enhancing Existi ng Streets for Bicycling and Walking as needed to access the commuter rail vehicles and/or the transit-oriented development. West of Kipling, bicycle connecti ons to primary desti nati ons of Red Rocks Community College, the Stenger Soccer Complex, Harold D. Lutz Sports Bicycle Parking Complex and the Van Bibber Creek Trail are in place using the existi ng system of signed and striped on-street bike lanes through single-family residenti al Y Due to access issues involving the pedestrian bridge, elevator use, and neighborhoods. street crossings potenti ally blocked by trains, this stati on site is recommended to provide an adequate quanti ty of bicycle parking faciliti es on both the north Missing links in the proposed city wide bicycle system include the following, and south sides of the tracks. RTD is proposing to provide six bike racks and with individual street retrofi t cross secti ons beginning on page 35. three locker units as part of the stati on plaza on the south side.

RTD’s bicycle storage policies include not permitti ng bicycle lockers within 250 Z Miller Street – Multi -jurisdicti onal coordinati on with the City of Wheat feet of a stati on, stati on area, or patron gathering area. The proposed RTD Ridge will be needed to conti nue the striping of bicycle lanes on Miller Street bicycle locker placement is somewhat indirect and inconvenient since most south of Ridge Road. This wide street with low traffi c volumesiis a candidate bicyclists will be arriving to the site from the west and south. A locati on closer to reallocate the center turn lane into space for bicycle lanes. Lane striping is to the street entrances would be preferred. If the locati on cannot be moved, recommended to conti nue south of Ridge Road for a distance of approximately Pedestrian and Bicycle TOD Access Plan p. 12

500 feet to the future western entrance into the TOD site, where marked Ridge. Road lanes will be either 9 or 10 feet wide, depending on whether crosswalks will be desired to indicate the bicycle transiti on and for use by or not future routi ng of RTD buses will uti lize Ridge Road. Lane widths are pedestrians. (See page 37.) Sidewalks on Miller Street are currently lacking recommended to be 10 feet minimum on all bus routes, since a bus is 10 feet across the railroad right-of-way, but are present to the north and south. This wide from mirror to mirror. gap needs to be completed. \ W. 51st Place/W. 52nd Avenue – Between Kipling and Garrison, W. 51st [ Ridge Road – This street is viewed as a key connecti on to link the bicycle Place and W. 52nd Avenue will be signed as a shared roadway bike route to systems of the citi es of Arvada and Wheat Ridge together, as well as provide connect with existi ng bike lanes striped on W. 52nd Avenue between Garrison access west to the Ward Road Gold Line stati on. The road currently has areas and Allison. On-street parking is currently allowed on both sides of the road. with no shoulder, no sidewalk on the north side, and a narrow bridge to cross. Low ADT in this residenti al area does not necessitate separate bicycle lanes and However, low ADT numbers make this a suitable shared road facility for use by subsequent re-striping. (See page 55.) experienced commuter cyclists, even without a shoulder. ] Independence Street – East of Kipling, the additi on of designated bicycle The City of Wheat Ridge is preparing to update their bicycle and pedestrian lanes on Independence will be criti cal to provide connecti vity to future mixed- plan in 2010 and the two communiti es will be working together on use redevelopment within the Triangle Area of the Ralston Fields Urban Renewal accommodati ng non-motorized needs within this corridor. Several interim District, as well as to primary east/west bicycling corridors. improvements may be made immediately, including warning signage at the existi ng narrow bridge to facilitate sharing of the roadway by bicycles and The secti on of Independence between W. 58th Avenue and Ridge Road should automobiles. The City of Arvada discourages a mid-block pedestrian crossing have striping removed and lanes narrowed to provide two 5-foot bike lanes, as on Ridge Road unless a pedestrian signal is installed. Highly visible crosswalk there are no parking issues in this area. The dual turn lane would be narrowed markings are desired both at the mid-block crossing and within the Lee Street/ to 9 feet and the travel lanes narrowed to 10 feet in order to make this retrofi t Ridge Road intersecti on. Considerati on should also be given to using advance work. However, this parti al soluti on is not favorable unless the whole secti on stop bars and marked crosswalks at the T-intersecti on with Independence of Independence, from W. 58th Avenue to W. 51st Avenue is retrofi tt ed for Street. bike lanes. Due to limited sight distance near the hill at Grandview, it would be problemati c to have cyclists crossing Independence to a suitable, parallel shared Long-term, the desired corridor treatment is to add bicycle lanes. It is road facility between W. 58th Avenue and Ridge Road. It would also be dangerous acceptable to provide a sidewalk only along the north side of Ridge Road to install a parti al bike facility, where the bike lanes suddenly end at Ridge Road, due to proximity of the rail corridor, lack of space, and infrequent ability to forcing cyclists to unexpectedly merge with traffi c. In order to install bike lanes, cross the tracks to access desti nati ons to the south. As the land to the north parking would have to be removed from both sides of Independence south of develops, upgrading to an urban cross-secti on with on-street parking and Ridge Road. Neighborhood polling and community meeti ngs would be held prior a detached sidewalk on the north side of the street is recommended. (See to the removal of parking. pages 53-54.) Narrow sidewalks and ADA issues also need to be addressed. Although short- To best accommodate cars, buses, bikes and pedestrians, Ridge Road term soluti ons are diffi cult, this is a needed connecti on. As redevelopment should be widened, which would require re-locati ng many uti lity poles and occurs, recommendati ons include removing the parking areas, installing widening the bridge, as well as a multi -jurisdicti onal agreement with Wheat bike lanes, narrowing the street, and widening the sidewalks. (See pagep 38.) Pedestrian and Bicycle TOD Access Plan p. 13

Conti nuous sidewalks will also extend across the railroad right-of-way to link with existi ng faciliti es. travel, but oft en directi ng people into the street in path of motor vehicles. (See page 75 for details.) Intermodal Coordinati on The City will consider additi onal pedestrian accommodati on within the 1/2- Five RTD bus routes currently serve the Ralston Fields Urban Renewal Area. mile study area around Arvada Ridge, including: RTD is anti cipated to modify and increase its bus service in conjuncti on ^ Kipling Parkway Underpass – A tunnel will eventually allow cyclists with constructi on of the Gold Line. The proposed density of housing and and pedestrians to cross Kipling Parkway at the Van Bibber Creek Trail. commercial acti vity at Arvada Ridge and in the Triangle area will enhance the The proposed underpass will provide grade-separated access between new opportuniti es for adding local circulator services as well as reorienti ng some of segments of trail to be relocated through the Lutz site and along northern the local bus routes to the Gold Line. edge of the cemetery property. Once completed, the Van Bibber Creek Trail extension will link faciliti es in the City of Wheat Ridge with Arvada’s on-street Any streets that are existi ng and/or proposed routes to be served by RTD bike network at Independence, Grandview, and W. 57th Avenue. buses will have minimum travel lane widths of 10 feet. Residenti al streets where buses will not travel may have lanes narrowed to 9 feet to help achieve Funding has also been acquired to add a 10-foot sidewalk along the west side joint objecti ves of calming traffi c and creati ng complete, multi modal street of Kipling Parkway from W. 58th Avenue to W. 51st Avenue. corridors.

At the Arvada Ridge stati on site, not all pedestrians will be arriving from cars Ralston Fields Urban Renewal Area or buses within the park-and-ride lot. Both pedestrians and bicyclists will The Arvada Urban Renewal Authority (AURA) initi ated an urban renewal plan want to have direct access to the stati on plaza and platf orm, and should not to provide an overall planning and implementati on guide for three adjacent be routed indirectly around the perimeter of the RTD parking lot site. The areas in Arvada, collecti vely known as Ralston Fields. The areas are Arvada City of Arvada should work with RTD to strengthen the central north/south Ridge, the Lutz/Stenger Sports Complex and the Triangle Area at 58th and walkway by providing highly visible crosswalks, potenti ally uti lizing raised Kipling. speed tables through the parking lot. Implementati on of the AURA plan will create a higher-density, employment- based urban center with mixed income and aff ordable housing, including Pedestrian Crossings of Major Streets a fi ve-acre transit village at the stati on site. Goals include solving traffi c, In general, pedestrians have diffi culty crossing wide streets with multi ple lanes circulati on and access problems to facilitate the benefi ts of the proposed and conti nuous turning movements. To improve the pedestrian environment, commuter rail system, encourage pedestrian and bicycle modes of travel, signals need to be ti med to accommodate walking speeds per MUTCD, and locate shopping, recreati on, housing opportuniti es and public ameniti es crosswalks should be marked with advance stop bars, and ADA-compliant curb within easy reach of existi ng residenti al neighborhoods. ramps and crossing treatments should be provided. A pair of perpendicular curb ramps leading to each crosswalk is recommended rather than a single Outside the 1/2-mile Arvada Ridge TOD study area, additi onal bicycle-related diagonal ramp intended to simultaneously serve both directi ons of pedestrian enhancements are desired as part of the larger AURA urban renewal district. Pedestrian and Bicycle TOD Access Plan p. 14

These include: • The Van Bibber Creek is currently being channelized and landscaped internal streets. Local streets with on-street parking and narrow travel lanes as part of a fl ood control project. A primary off -street trail is slow vehicular speeds. In such environments, bicycles and vehicles can safely proposed to conti nue through the Ralston Fields URA with multi ple share the road with no special bicycle accommodati ons. However, to bett er connecti ons to the citywide bicycle system. The Van Bibber Creek accommodate both bus and bike access to the FasTracks boarding plaza, on- Trail extension is proposed to shift south on the Lutz property, cross street bike lanes are desired to be provided on the internal east/west street that under Kipling, and conti nue on street routes to Garrison. will access the stati on plaza area from Miller. (See page 55.) a As part of the Ralston Fields Urban Renewal Plan, an internal north/ • Community trails, in the form of sidepaths running north-south along south street will connect the freestanding retail pads along Kipling, and Kipling, are also incorporated into the AURA plan to connect with the terminate at the transit stati on. This street will retrofi t the existi ng parking lot Van Bibber Creek Trail. drive into a local, traffi c calmed street that incorporates pedestrian supporti ve • Garrison Street should be signed as a bike route, and the short and pedestrian place elements including wide sidewalks, corner treatments, segment of informal trail that completes the missing blocks of street trees, bicycle parking racks, etc. Garrison Street between W. 57th Avenue and Ralston Road should be upgraded to AASHTO standards and signed. This could involve right- Topographical Challenges of-way acquisiti on. The Arvada Ridge TOD site off ers notable views to the south and west since Arvada Ridge TOD it is at a higher elevati on along the ridge than Kipling Parkway and the surrounding commercial development. However, with great views come _ Current confi gurati on of the W. 51st Place entrance to the Arvada access challenges. Ridge Market Place/Super Target is inti midati ng to less experienced cyclists. Non-motorized users may cross Kipling using the Ridge Road bridge, or cross at- Recommendati ons include narrowing vehicular turning lanes to provide space grade at the intersecti ons of W. 51st Place. Steep right-of-way slopes along Kipling for a bicycle lane to assist with proper lane positi oning to maneuver through Parkway restrict bike/ped access to the Kipling sidepaths at this intersecti on. the signalized intersecti on with Kipling Parkway. The traffi c signal should also have bike detecti on and minimum green ti mes long enough to allow cycists to A large retaining wall on the north side of the existi ng Target development creates cross. an additi onal internal access barrier. Stairs may be constructed in the center break to accommodate pedestrians, but grades greater than 5% are not bicycle friendly. It is also desired to retrofi t W. 51st Place east of Kipling Parkway to allow Cyclists should be encouraged through site design to use the street system. cyclists easy access to the site from the Independence Street bikeway without the grade problems on Kipling Parkway. This will need to be a multi - jurisdicti onal agreement with Wheat Ridge.

` Proposed street extensions within the fi ve-acre TOD site will be designed to accommodate multi ple modes of travel and create the highest quality pedestrian places. This means constructi ng wide sidewalks and narrow Pedestrian and Bicycle TOD Access Plan p. 15

OLDE TOWN Station Access Plan RRalston Creek Trail alston Cr 1 eek Trail Arvada’s central stati on is envisioned to revitalize Olde Town Arvada as a vibrant regional desti nati on where people can shop, dine, work, play, learn,

Olde Wadsworth Blvd. Olde Wadsworth worship and live within walking distance from the FasTracks stati on. Infi ll development for a 3 “New Town” located adjacent to the historic RRalstonalston RRoadoad Olde Town is underway to create a signature mixed-use neighborhood that enhances, HHistoricistoric preserves, and supports Olde Town’s OOldelde TownTown 4 history and character. Grandview Ave. WW.. 557th7th AAve.ve. Since the Olde Town TOD will be comprised of two disti nct mixed-use 5 6 development districts, pedestrian-friendly street improvements are necessary to 2 encourage walking within and between 9 WW.. 556th6th AAve.ve. Olde Town and New Town. Public infrastructure investments are desired to 8 create a unique character for the district. New Town IInnfi llll Narrow streets with on-street parking contribute to the pedestrian and bicycle friendliness of most of the area surrounding WW.. 554th4th AAve.ve. this stati on, with the Wadsworth Bypass and Ralston Road as excepti ons. Numerous large auto- 10 7 oriented commercial developments to the south

Wadsworth Bypass also severely limit non-motorized access opti ons.

A high priority for the Olde Town stati on is therefore to provide visible, safe and convenient access to the Ralston Creek Regional Trail system to the north. This will be accomplished through on-street connecti ons to the west and a trail connecti on to the east as part of the priority citywide bicycle system. Pedestrian and Bicycle TOD Access Plan p. 16

Key Issues at the Olde Town Arvada TOD Site

Trail Connecti ons key route in the larger City of Arvada bicycle system. To the south, Carr goes under I-76 and provides an opti on to gain access to the Clear Creek Trail. Multi ple well-marked, convenient, and easy-to-use routes are desired to link Olde Town Arvada with the Ralston Creek Trail. Initi al connecti ons and There is currently a signifi cant barrier between the bike lanes on Carr Street long-term projects that can serve people with various riding skills, walking north of Ralston Road and the proposed bike lanes on Carr Street south of W. interests, and comfort levels are recommended as follows: 57th Avenue. This barrier is on school owned property. The ulti mate soluti on would be to acquire right-of-way or an easement from the school and install X Ralston Creek Trail – This 13.6-mile multi -use path is the City of a connecti ng segment of trail on this property. If this can be accomplished, Arvada’s major greenway spine, serving as both a transportati on corridor the traffi c signal will need to be modifi ed at Ralston and Carr to allow cyclists and recreati onal desti nati on for a variety of users. The majority of the route to pass straight through. The signal currently allows southbound left turn consists of an off -street path along the creek, with on-street porti ons located movements only. between Brooks Drive at Ralston Road and W. 59th Place, and on Marilyn Jean Drive and W. 60th Avenue to cross Olde Wadsworth Blvd. If the missing gap cannot be fi lled by acquiring right-of-way, the corridor will need to shift to Balsam Street, which should be signed as a bike route. Way- Olde Wadsworth will be upgraded to bike lanes with bike lane signs and fi nding signage will be needed to get cyclists from Balsam Street to Carr Street pavement symbols added. Olde Wadsworth will be re-striped to reduce the bike via Grandview Ave. If routi ng on Balsam Street, W. 59th Avenue should have lane width to 4 feet. The additi onal space will be used to upgrade sidewalks. parking removed and bike lanes added to enhance the connecti vity from the Carr Street bike faciliti es to the Ralston Creek Trail entrance on Balsam Street The at-grade crossing on Olde Wadsworth at the Ralston Creek Trail is adjacent to Memorial Park. Because this is a residenti al neighborhood and currently marked with both advance pedestrian/bicycle warning signs and City staff uti lizes parking on the south side of the street, neighborhood polling pedestrian/bicycle crossing warning signs. A highly visible ladder-style and involvement would be necessary. However, completi ng the missing gap crosswalk will be added at the crossing. Since Olde Wadsworth Boulevard witi n the Carr corridor is the preferred routi ng opti on. (See pages 41-42.) moves only moderate volumes of traffi c (6,473 ADT based on 2006 counts), gaps in traffi c should make crossing at-grade easy. However, the width of the To the south, the Carr Street cross-secti on is 34 feet wide throughout the roadway and speed of vehicles may be inti midati ng to non-motorized users. TOD area. Residents currently do not park on Carr Street in the TOD area. Slightly narrowing vehicular lanes and necking down the crossing distance Long-term plans include reducing the bike lane and vehicle travel lane widths using curb extensions at the intersecti on may be undertaken if ADT increases to provide space for expanded sidewalks, which are mostly non-existent in prompt improvements. An underground crossing is not necessary here, due this area. The south end of the proposed bikeway, which lies in Wheat Ridge to low ADT and very good sight distance. jurisdicti on, will need way-fi nding signage installed to allow cyclists to navigate

the neighborhood roads in Wheat Ridge which directly access the Clear Creek Trail. Carr Street will also need to have enhanced bikeway signage, especially Y Carr Street – Just west of the 1/2-mile TOD planning area, Carr is a local on the south end where Carr Street conti nues under Interstate 70 toward north/south street with low traffi c volumes and speeds that will combine with the neighborhood connecti on to the Clear Creek Trail. A multi -jurisdicti onal W. 57th Avenue to provide access into the western side of Olde Town. North agreement is needed for the south end of the bikeway. of Ralston Road, Carr Street is striped with on-street bicycle lanes and is a Pedestrian and Bicycle TOD Access Plan p. 17

Z Olde Wadsworth Blvd – The most direct route from the Ralston Creek [ Wadsworth Bypass Path – An existi ng multi use path on the east side Trail into Olde Town Arvada is along Olde Wadsworth. North of the creek, of the Wadsworth Bypass needs to be signed as a criti cal downtown link in lane striping is present, although it is not designated if intended to be used Arvada’s primary bicycle system. Since Wadsworth is a major arterial (traffi c as a bicycle lane or parking lane. (See page 42 for cross-secti on retrofi t volumes over 54,000 ADT), wide sidepaths are present along various parts details.) Bike lane symbols will be added to Olde Wadsworth from W. 64th of the corridor to accommodate nonmotorized travel. The secti on of path Ave. to Ralston Road. A striped crosswalk exists on Olde Wadsworth at the from the Ralston Creek Trail south to W. 56th Avenue should be signed as a crossing of the Ralston Creek Trail. This crossing currently has both advance preferred access to transit route, as well as the spur ramp connecti ng at-grade bicycle/pedestrian warning signs and bicycle/pedestrian crossing signs. to Grandview Avenue. A curb cut is needed at the terminus of the trail on Grandview to provide seamless transiti on from off -street to on-street routes. Between Ralston Road and the rail corridor, bike lane striping does not exist, nor is recommended to be added. Experienced cyclists currently use and Since this path is a key connecti on in the citywide system, the crosswalk on the will conti nue to use Olde Wadsworth as the most direct route to access east side of the intersecti on with Ralston Road should be improved by installing downtown desti nati ons, but cyclists will not be encouraged to conti nue south raised porkchop island treatments, as shown below. on Olde Wadsworth through Olde Town due to the chicanes and parking situati on. Less experienced bicyclists will prefer more indirect travel and will be directed through signage to the Ralston Creek Trail, Allison Street, or Carr/ Balsam Street via W. 59th Avenue. Or they may use the sidepath trail along the Wadsworth Bypass to the east.

South of the BNSF/FasTracks corridor to W. 55th Avenue, Arvada anti cipates retrofi tti ng the existi ng multi -lane street secti on. Olde Wadsworth Boulevard will be restriped to provide two vehicular travel lanes, on-street parking, and bicycle lanes.

New Connecti ons – The upcoming land use and transportati on study of the Ralston Road corridor will provide opportunity to further examine the potenti al to create an additi onal bicycling/walking link directly into Olde Town from the Ralston Creek Trail. Currently, Olde Wadsworth Boulevard is Porkchop Island Treatment (Boulder, CO) the only through north/south street, and the only signalized intersecti on of Ralston Road. It is recommended that the Ralston Road Corridor Plan fully Enhanced On-Street Routi ng examine this north/south connecti vity issue and strive to create additi onal Throughout Downtown, minor street improvements (signing and striping) are safe and convenient linkages and street crossings for persons traveling on recommended to enhance circulati on and access for bicyclists while maximizing foot and bike. The corridor study will also examine opportunity for east/west on-street parking and minimizing confl icts with primary vehicular traffi c fl ows. bicycle accommodati on on Ralston Road. \ Yukon Street – The existi ng bike lanes found on W. 57th Avenue end at Yukon Street. To create a highly-identi fi able, conti nuous route, bicycle lanes may Pedestrian and Bicycle TOD Access Plan p. 18

be conti nued on Yukon between W. 57th and Grandview. Extending the bike lanes would involve stripping old lines and removing parking from one or both As an interim measure, the existi ng cross-secti on is recommended to be sides of the street. Neighborhood polling and involvement would be necessary restriped to implement bicycle lanes. Due to low ADT on Vance, the center in this area. Yukon Street has a low ADT and could also remain a shared road turn lane may be removed and the street restriped with parking provided on facility if signed with bike route/way-fi nding signage to clearly identi fy the link to one side in additi on to the bike lanes. (See page 58.) Grandview. (See page 52.) ` W. 56th Avenue – Reconfi gurati on of the Boyd’s Crossing Park-and- Ride should include clearly identi fi ed bicycle accommodati on on W. 56th ] Grandview Avenue – To preserve the pedestrian-friendliness of Olde Avenue between the Wadsworth Bypass and Vance Street. This will require Town and maintain on-street parking in front of shops while identi fying the collaborati on with RTD on future site design. preferred bicyclist travel route, install shared-roadway treatments along Grandview from Yukon to Lamar Streets. (See page 52.) Collaborati on with the Colorado Department of Transportati on (CDOT) will be necessary to permit a full access intersecti on at the Wadsworth Bypass/ CSH ^ Stati on Connector Route – Bike route wayfi nding will be used to identi fy 121. The City is currently engaged in conversati ons with CDOT for its approval. the preferred local street route that links the Arvada TOD stati ons together. This will benefi t buses routi ng into and out of the park-and-ride facility, and Bike routes will be implemented on Allison Street and W. 54th Avenue, with is criti cal to complete bicycle system conti nuity along W. 56th Avenue and bicycle lanes striped on Olde Wadsworth, W. 55th Avenue and Vance Street. access to the multi use path located on the east side of the Bypass. The (See pages 55-58.) recommended intersecti on treatment is a demand-actuated signal that would normally provide conti nuous traffi c fl ow along the Wadsworth Bypass, with a Future Infi ll Redevelopment red phase only as needed to accommodate crossing traffi c. The signal must be bicycle-friendly to facilitate non-motorized acti vati on. Not all connecti ons currently exist within the Olde Town Stati on planning area. Three key segments will need to be created through future land use planning It is important to note that being able to make this connecti on across the and public infrastructure investments: Bypass at W. 56th Avenue is criti cal to conti nuity of the overall citywide bicycle system, and necessary for the eastern porti on of the New Town Infi ll area to _ Vance Street – This short, two-block street serves as the criti cal be a connected part of the TOD core by any mode of travel – foot, bike or car. connecti on linking the Downtown bicycling system together and merging the RTD rail and bus faciliti es into an intermodal center. Due to the grades and To the east, the City of Arvada Traffi c and Transportati on Division proposes heavier traffi c volumes found on Olde Wadsworth, Vance Street will be the removing the on-street parking and installing two 11-foot travel lanes, two preferred bicycle facility for users of all abiliti es. 4-four foot bike lanes, and a 5-foot sidewalk. Long-term, additi onal right- of-way may be acquired to provide a center turn lane and 16-foot wide Arvada Public Works is planning to widen Vance between Grandview and hardscape streetscape improvements. Bike lane connecti vity will remain. 55th to specifi cally to enhance multi modal connecti ons and allocate street (See page 59.) space to bicycle travel. One vehicular travel lane, a designated bicycle lane, and on-street parking will be provided on both sides of the widened street. Urban, 12-foot wide hardscape sidewalks and streetscape elements including a Neighborhood Circulati on – Long-term, as residenti al and PUD areas corner treatments, pedestrian seati ng, decorati ve paving and decorati ve located southwest of Olde Town redevelop, opportuniti es should be sought lighti ng will also be installed as part of the project. to create smaller blocks with greater connecti vity. Since the rail corridor Pedestrian and Bicycle TOD Access Plan p. 19

limits north/south circulati on and access for all users, improved east/west streetscape ameniti es will be necessary to successfully encourage walking trips connecti vity is needed to provide convenient local travel opti ons, especially from areas adjacent to Olde Town and reduce the demand for parking spaces. for non-motorized modes. A new, more direct east/west connecti on from Recommendati ons of this TOD access study do not impact parking beyond the Olde Wadsworth to Balsam Street – whether a through vehicular street or potenti al of removing a few parking spaces from one block of Yukon Street non-motorized trail – is recommended to enhance the bicycle and pedestrian- where on-street bicycle lanes are recommended. friendliness of the neighborhood and provide convenient access to the expanded, mixed-use Downtown area. Bicycle Parking – Parking supply throughout Olde Town and New Town infi ll areas will also include an adequate supply of bicycle parking. Developments Parking in Olde Town are required to provide minimum quanti ti es of bicycle parking as specifi ed in the Code of the City of Arvada – Secti on 6.8.3. Auto Parking – A study is currently underway to determine short-term and long-term recommendati ons to improve parking and transportati on in Olde This TOD Access Plan also recommends supplemental parking be provided Town Arvada. The July 2009 draft of the Olde Town Arvada Parking and within the public rights-of-way in mixed-use areas. Inverted-U style racks are Transportati on Demand Plan reports an existi ng parking supply of 7,681 off - appropriate urban streetscape components to be provided within the furnishing street spaces (95.2%) and 366 on-street spaces (4.8%). This meets current zone of the sidewalk (hardscape area between through walkway and curb). demand and represents a surplus of 64% of the overall supply, and 31% of the Parking racks must be located at least 2 feet away from street trees, benches, eff ecti ve core supply. Depending on development scenarios that may occur trash receptacles and other objects also located in the furnishing zone, with a in conjuncti on with the opening of the Gold Line commuter rail stati on, there 30” min. separati on distance between racks. (See page 70.) may be a need for up to 2,000 additi onal spaces in the future. This need will be carefully managed through parking and transportati on demand management Walking in Olde Town (TDM) strategies, and potenti ally, constructi on of new parking structures. General – The historical downtown is the most pedestrian-friendly The Gold Line EIS and Olde Town Arvada Parking Study forecast that single environment within the City of Arvada, and an excellent example of occupant vehicle access into Olde Town could be reduced by up to 20 to 30 pedestrian-friendly transportati on infrastructure and land uses combining to percent due to implementati on of commuter rail, local feeder bus service, and create a unique desti nati on and sense of place. All existi ng sidewalks are at the buildout of a dense, mixed-use, pedestrian friendly downtown. Making least 5 feet wide; many provide supplemental space within the pedestrian recommended pedestrian improvements is criti cal to meet the goal of having realm for street tree planti ngs, street furniture, stylized light posts, sidewalk less than 70 percent of trips into Olde Town as drive alone automobile trips, or merchandising displays, and outdoor dining areas. Much att enti on has been future parking defi cits will likely be larger. paid to creati ng a unique core downtown streetscape along Olde Wadsworth Boulevard and Grandview Avenue. The inclusion of on-street parking is recommended for all new street constructi on and retrofi t projects. This will not only add to the downtown Corridors that serve as transiti on areas into Olde Town will systemati cally see parking supply, but will enhance the pedestrian environment by buff ering improvements to create more urban streetscape conditi ons. This includes pedestrians from vehicular traffi c. Other improvements such as wider widening sidewalks and making other pedestrian supporti ve improvements sidewalks, street tree canopies, acti ve building street frontages, and pedestrian along 57th Avenue, Balsam Street, the western porti on of Grandview, and other Pedestrian and Bicycle TOD Access Plan p. 20

streets as outlined by redevelopment considerati ons presented on pages 62-64. Wadsworth Bypass and Commercial Land Uses – This major arterial and CDOT roadway carries traffi c volumes in excess of 50,000 ADT. Land uses along the The goal for all streets within the half-mile planning area around the Olde Wadsworth Bypass south of the railroad tracks are primarily single-use, big Town stati on, with the excepti on of the Wadsworth Bypass under CDOT box commercial buildings that are oriented toward automobile access. jurisdicti on, is to be Pedestrian Supporti ve. The historic development patt erns of downtown and adjacent neighborhoods, combined with new urban, mixed- While investments have been made to enhance the walking environment use development create street corridors with a good sense of enclosure and along Wadsworth and throughout this commercial district, the fact is that pedestrian-oriented buildings. Through traffi c calming measures and prioriti zed large areas of surface parking served by wide streets with fast traffi c prohibit investments in the creati on of multi modal corridors, streets throughout all this area from becoming very pedestrian friendly. Major reinvestment and of Olde Town, New Town and surrounding neighborhoods can be Pedestrian intensifi cati on of land use would be necessary for corridors leading up to the Supporti ve environments. train stati on to become pedestrian supporti ve, as discussed on pages 61-64.

However, it is important to recognize that the full Olde Town Stati on planning Through such auto-oriented environments, people will not be likely to walk area is too large to be able to support the intensity required to create a a 1/4 mile or more to reach desti nati ons. However, sidewalks should sti ll be Pedestrian Place throughout. Pedestrian Places are usually considered only provided on both sides of all streets, and every signalized intersecti on should to be the core acti vity areas embedded within larger Pedestrian Supporti ve be made as pedestrian-friendly as possible. Large spacings between signals districts or corridors. A Pedestrian Place environment can typically be on Wadsworth further discourage use by walking and bicycling modes, as trip supported for a maximum length of 1/4 mile. The existi ng downtown core is lengths quickly become too long and indirect to be made on foot or bike. A desired to remain the Pedestrian Place within the larger district. new signal at W. 56th Avenue is strongly encouraged to provide connecti vity to residenti al neighborhoods located to the southeast. Ralston Road – The major corridor most in need of pedestrian improvements within the TOD study area is Ralston Road. Traffi c volumes and speeds are high; sidewalks are narrow, located immediately back of curb, and oft en obstructed with street furnishings and snow in winter.

Long-term, additi onal space is desired to construct wider, detached sidewalks either through roadway narrowing and/or expanded right-of-way. A full range of transportati on opti ons will be explored in 2010 as part of the Ralston Road corridor study.

As an immediate interim measure, management practi ces should be modifi ed and public-private partnerships created to place newspaper stands, benches and signs on private property to create a less obstructed pedestrian travelway. Long-term reinvestment in this corridor should look to substanti ally enhance the pedestrian environment in the secti on adjacent to Olde Town. Pedestrian and Bicycle TOD Access Plan p. 21

SHERIDAN Station Access Plan 6 Arvada’s eastern FasTracks stati on is located off of

d Sheridan Boulevard, just north of I-76. The vision v l

B for this TOD site is to become one of the most

n desirable employment centers in Arvada. a d i Infi ll development within the half-mile TOD r e

h planning area is proposed to include a full SSheridan Blvd range of recreati onal, retail, transportati on JJimim BBakeraker and housing opti ons that can support the RReservoireservoir commercial/industrial center and provide W. 60th Ave. 7 a rich environment for employees. The Sheridan stati on is located 1/2 mile 2 north of the Clear Creek Trail – a major 19.5-mile regional trail that connects communiti es from Golden to Commerce 1 City. It links directly with Denver’s Platt e River trail system and Arvada’s Ralston 3 Creek Trail. Enhanced connecti ons from WW.. 558th8th AAve.ve. the Sheridan stati on to the regional trail system are desired, but will be diffi cult.

The TOD site is bisected by parallel BNSF 4 and Union Pacifi c rail lines, which diverge just 5 west of Sheridan Boulevard. The two acti ve tracks, combined with the proposed FasTracks RRalstonalston RRoadoad 8 line, create a signifi cant barrier for internal bicycle and pedestrian travel as RTD is not planning to provide a grade-separated crossing at this site. 9 Other issues at the Sheridan stati on include opti mizing pedestrian and vehicular connecti vity and encouraging non- II-76-76 CClearlear Creek Trail motorized modes in an area with lower density, segregated Creek Trail land uses and longer trip distances. Pedestrian and Bicycle TOD Access Plan p. 22

Key Issues at the Sheridan TOD Site

Separated Land Uses Opti ons for Crossing the Tracks

The Sheridan TOD is proposed to be less of a mixed-use development X A Footbridge – RTD’s 30% engineering plans for the Sheridan site show a than areas surrounding Arvada’s other two FasTracks stati ons. As a major single-sided platf orm, accessible from the north off of a bus loading plaza. To employment redevelopment site, the Sheridan Stati on is intended to provide the south of the proposed Gold Line tracks are multi ple tracks used for freight a diverse range of employment opportuniti es within an easy walk of the and Amtrak service. First are the Union Pacifi c Railroad (UPRR) tracks, which stati on. However, most of the area within walking distance of the stati on is veer northwest aft er crossing under Sheridan Boulevard. Immediately south characterized by one- and two-story industrial buildings with a few residenti al of the UPRR, is the Burlington Northern Santa Fe (BNSF) line, which conti nues and older agricultural parcels. Zoning allows a wide variety of uses including westward within right-of way shared by the FasTracks corridor through the heavy industrial with open lot storage, as well as small business and industrial City of Arvada. No pedestrian bridge is proposed to be provided across the condominium development. tracks by RTD to connect the northern and southern porti ons of the TOD planning area. The City of Arvada 2007 Stati on Area Framework Plan calls for an industrial district on most of the TOD site, with no residenti al allowed. A large format The 2007 Arvada Transit Stati on Framework Plan called for an internal retail district is planned for the southern edge along an extended Ralston pedestrian footbridge to connect the transit stati on to properti es located both Road. Mixed-use with limited residenti al is targeted for the area immediately north and south of the tracks. If the Sheridan TOD area successfully intensifi es around the stati on. However, this area is currently being designed by RTD as over ti me into higher density employment uses, a public-private partnership the site of a 400-car surface parking lot and detenti on pond, with a small area could potenti ally develop this footbridge connecti on. However, this plan reserved for stati on expansion if needed in 2030. assumes the connecti on is not made. These land use patt erns, combined with a lack of internal railroad crossing opportunity within the TOD, create longer trip distances for persons traveling Y Tennyson Street – Under existi ng conditi ons, Tennyson Street provides on foot or bike than is typically found within transit oriented developments. the most hospitable opti on for bicycle and pedestrian travel across the Rather than a Pedestrian Place, the goal for the Sheridan Boulevard Stati on multi ple railroad tracks. This low to moderately traveled street crosses is to make the site and surrounding neighborhoods as pedestrian friendly as the railroads at-grade, but off ers a very indirect route to access the stati on possible while focusing on creati ng a limited number of enhanced connecti ons platf orm. Bicycling is feasible, but walking to take commuter rail from the to the stati on platf orm. southern porti on of the TOD is very unlikely due to the lengthy trip distances involved. Longer term redevelopment and intensifi cati on of the existi ng land uses can further aid non-motorized travelers when the large industrial super blocks Tennyson is a multi -jurisdicti onal road, shared with Adams County. Asphalt become subdivided and provide additi onal internal circulati on infrastructure. shoulders will need to be added to some of the narrower secti ons to allow bike However, any new crossings of the multi ple railroad tracks will be diffi cult and lanes to be installed. There are also tree removal issues on the east side of expensive, if feasible at all. the road. Some parking will have to be removed. The road will need asphalt shoulders installed on the south end and the road will have to be re-striped. Pedestrian and Bicycle TOD Access Plan p. 23

Perimeter Roadway Improvements Z Sheridan Boulevard Bridge – A third opti on to cross the railroad tracks involves coordinati ng with CDOT for non-motorized accommodati on as they redesign and replace the existi ng Sheridan Boulevard bridge over the ] Sheridan Boulevard – The Sheridan corridor is included as a proposed railroad tracks. More direct pedestrian access is desired up the roadway route in the Arvada Comprehensive Plan Major Bicycle and Trails Corridor embankments to link with the frontage roads and internal streets of the TOD Plan. However, signifi cant long-term investment in the corridor would be site. required to implement the plan for Sheridan. As a regional roadway under CDOT jurisdicti on, Sheridan Blvd carries over 46,000 vehicles per day and is currently intolerant to both bicycle and pedestrian travel. The most pressing Internal Site Connecti vity need is to provide conti nuous sidewalks along both sides of the roadway.

[ New TOD Streets – The 2007 Stati on Area Framework Plan calls for new Currently, much of the corridor exhibits well-worn footpaths where sidewalks internal streets through the TOD site. As redevelopment occurs parcel by start and stop, demonstrati ng levels of need. The corridor is served by RTD’s parcel, plans should support this long-term vision to encourage walking trips Bus Route 51: Sheridan Crosstown. Pedestrians accessing the bus stops need by providing conti nuous, tree-lined sidewalks. Buildings will likely be large in adequate, conti nuous faciliti es along the corridor, as well as safe roadway footprint, but should have acti ve street frontages to enhance the streetscape crossings to access bus stops for return travel. environment. On-street parking is also recommended to buff er pedestrians from vehicular traffi c. In general, spacing of intersecti ons and driveway access points are fairly frequent and right-of-way is restricted, so sidewalks should not be signed or North of the tracks, the RTD park-and ride site design provides good designated as bike routes. Within the TOD planning area, Sheridan Boulevard pedestrian connecti vity up to the intersecti on of W. 60th Avenue and Wolff must provide for pedestrian access across the railroad. Multi -jurisdicti onal Street. The proposed circulati on infrastructure will encourage bicyclists to ride coordinati on with CDOT is criti cal to ensure pedestrians are accommodated in on the internal drive rather than on sidewalks with their sharp turning radii. roadway bridge replacement. Additi onal curb ramps should thus be installed to off er direct access from the street to the provided bicycle parking faciliti es. ^ W. 60th Avenue – Conti nuous sidewalks should be provided along W. 60th Avenue, beginning with the RTD site frontage. As the 60th Avenue \ Frontage Roads – The Sheridan Boulevard frontage roads also provide corridor redevelops, the sidewalk should be reconstructed as a detached opportunity for enhanced multi modal access, especially on the southern walkway. This relati vely narrow, low-volume street is recommended as a porti on of the site to link to the regional Clear Creek Trail. Depending on shared roadway. (See page 49.) intensity of development and anti cipated traffi c volumes, the southern frontage road may be striped with bike lanes or marked with sharrows, but _ Tennyson Street – Sidewalks are provided for the street secti on north should provide clear wayfi nding from the within the TOD site to the Clear of the railroad. Sidewalks should be added across the railroad right-of- Creek Trail. Sidewalks should be provided for pedestrian benefi t. way and conti nue south for as long as urban development is present. On- street bike lanes/paved shoulders are recommended to be implemented on Tennyson between W. 64th Avenue and the access to the regional Clear Creek Trail. To accommodate the multi modal improvements, multi -jurisdicti onal coordinati on will be required to widen the roadway. (See page 45.) Pedestrian and Bicycle TOD Access Plan p. 24

Connecti ons to the Clear Creek Trail

` A spur trail is desired along the north bank of the Clear Creek to link to commercial uses planned for the southern porti on of the TOD site. No new bridges across the waterway are recommended; instead trail routi ng should uti lize the W. 56th Avenue bridge.

South of the City limits, a nice at-grade trail crossing treatment currently exists across Tennyson. This trail/roadway intersecti on should be signed with wayfi nding as the preferred bike route leading from the trail to the Sheridan stati on. The Citywide Bicycle System The focus of this study was to assess nonmotorized access needs within a 1/2-mile planning area surrounding each of the three FasTrack stati ons. In additi on, a conceptual reference to the connecti ons of these transit stati ons to each other, as well as ti es to the Arvada trail system, was desired.

Recognizing that the bicyclist travel shed around each stati on is 2.5 miles, the goal was to identi fy a system of primary bicycle corridors at least this long that feed into the stati ons from each directi on. An assessment of the current trails map and 2005 Major Bicycle and Trails Corridor Plan contained within the City of Arvada Comprehensive Plan reveal major gaps in the proposed citywide system in the southeastern porti on of the community.

An in-fi eld inventory and analysis was conducted to identi fy those corridors best suited as primary bicycle routes, as presented on the map on the following page. Bicyclists can and will ride on additi onal streets, but the identi fi ed trails and roadway corridors are desired to be recognizable as a safe and convenient place to ride to reach major community desti nati ons, including the TOD sites.

Missing Links Overlaid onto this proposed primary corridor system is an assessment of missing links. Dashed lines represent areas in need of improvements to provide conti nuous bicycle travel throughout each corridor. The facility type may change from on-street bike lanes, to shared roadways, to off - street trails – but transiti ons should be seamless to provide conti nuous, uninterrupted travel.

During the public review of the draft plan, proposed corridor improvements were discussed and identi fi ed for prioriti zati on. The TOD Access Plan’s methodology and approach recommend a shift in the way projects are selected for implementati on. Traditi onally, less costly projects are completed fi rst. However, this can result in an incomplete network with major obstacles to bicyclists who desire to travel for longer trip distances.

The preferred approach is to select a few corridors and make a focused investment of resources to complete needed enhancements from beginning to end. A few complete bicycle travel routes Connections will increase bicycle mode shift bett er than short, disconnected segments. See pages 69-71 for an Citywide System implementati on plan for immediate prioriti es. p. 26 # # # # # #

#

# W. 64th Ave

th

Carr

n

n

Wadswor Pierce

#

Tennyso Sherida

arrison W. 60th Ave

G ail

Ralston Creek Tr ak

O ^ Kipling

Grandview

Van Bibber Creek Trail Extension ^ # W. 56th Ave

#

Map Legend

FasTracks Station ^ ^ 1/2 Mile Planning Area W. 52nd Ave Primary Bicycle Corridors

# Connecting into Citywide System Existing Facilities

Off-Street Multiuse Paths

On-Street Bicycle Lanes

# Missing Links

l Off-Street Multiuse Paths # Striped On-Street Bike Lanes Clear Creek Trai Designated Shared Roadways

Future Bicycle Accommodation

Community Features

Parks # Lakes

# Miles Commercial Centers 00.50.25 ¯ Pedestrian and Bicycle TOD Access Plan p. 27

Primary North/South Bicycling Corridors

Oak/Quail/Miller Streets Garrison Street This corridor provides north-south connecti vity from existi ng bike lanes on Garrison Street extends south from Oberon Road to the Clear Creek Trail, Allendale Drive to the Van Bibber Creek Trail, south to the Arvada Ridge stati on. intersecti ng the Ralston Creek Trail. The linkage between these two major trail systems makes Garrison a key north-south corridor. Signing a bicycle route on Oak Street north of 58th Avenue should be adopted as a shared road facility. shared roadway lanes is recommended throughout. (See pages 39-40.) The ADT is low on Oak Street in the residenti al area. There is a gap on Oak Street between Allendale Drive and W. 64th Avenue. A shared route should be A 400’ segment of this corridor north of W. 57th Avenue is currently an added on Quail Street between 60th Avenue and 63rd Place. Another shared informal, unpaved footpath which should be improved to bett er accommodate road route should be added at Quail Street/W. 63rd Place. W. 63rd Place will nonmotorized access. The Ralston Road Corridor Plan will incorporate the access Oak Street and allow cyclists to cross 64th Avenue at the traffi c signal. Triangle Area and should address completi on of this missing link. Bicycle detecti on will be needed at the signal on 64th/Oak Street. Carr Street Oak Street is currently striped with bike lanes south of W. 58th Avenue, Like Garrison, Carr Street is a major corridor that extends north/south through conti nuing onto Miller Street. Bike lanes on Miller should be extended south most of Arvada, from the Heritage Canal Trail south to the Clear Creek Trail in from Ridge Road to connect to W. 52nd Avenue. Extension of bike lanes south Wheat Ridge. A missing gap exists between Ralston Road and W. 57th Avenue on Miller will require multi -jurisdicti onal coordinati on with the City of Wheat where a trail connecti on is desired. If this cannot be accomplished across the Ridge to implement. (See page 37.) school property, the bicycle route will need to jog over and uti lize Balsam Street. The Balsam Street secti on may be a signed bike route due to the narrower Kipling Parkway pavement width and lower traffi c volumes. The short secti on of W. 59th A sidepath facility exists on the east side of Kipling, with incomplete segments Avenue that connects Carr to Balsam should have bike lanes, to be achieved by on the west side. The citi es of Arvada and Wheat Ridge have long-range plans restriping existi ng pavement and removing some parking. to complete a bike/ped facility within the Kipling corridor to ensure a seamless transiti on across jurisdicti onal boundaries. Exact facility treatment should Reallocati ng roadway space to include bike lanes is recommended on Carr be determined with close multi -jurisdicti onal coordinati on as Wheat Ridge Street north of the Ralston Creek Trail. The road will need to be re-striped and Jeff erson County proceed with future phases of their bicycle/pedestrian north of the railroad tracks to add the needed width for a conti nuati on of the planning work. on-street bike lanes which are present on both sides of this gap. Parking at Peck Elementary will need to be re-confi gured to allow parallel parking instead of the current “pull in” parking. (See page 41.) Independence Street This corridor runs along the eastern edge of the Arvada Ridge stati on area, At the southern end of the corridor, bike route signing should be extended extending from W. 57th Avenue to the trail network in Jack B. Tomlinson Park. south of 52nd on Carr, uti lizing access under I-70. This will need to be Restriping is recommended to accommodate on-street bicycle lanes. (See page 38.) undertaken working in conjuncti on with the City of Wheat Ridge. Long-term Pedestrian and Bicycle TOD Access Plan p. 28

a new, direct north/south spur path connecti on to the Clear Creek Trail may be feasible by obtaining easements along property boundaries. Otherwise, from one side, with long-term plans to narrow the travel lanes and widen directi onal signing should be installed to guide users through the Wheat Ridge the sidewalk space. Marshall/Lamar Street is a residenti al neighborhood. residenti al neighborhood to the Clear Creek Trail. Polling and neighborhood involvement will be necessary to allow parking to be removed in the secti ons which are narrower than 40 feet. There is a Olde Wadsworth Boulevard parti cularly troublesome spot at the Ralston Road, Lamar intersecti on. This secti on should be totally re-worked and striped with bike lanes. There is also a Bicyclists will not be encouraged to ride Olde Wadsworth through the historic grade issue at the intersecti on. (See page 44.) Olde Town. However, bike lanes are recommended north of Ralston Road and south of Olde Town, as discussed on page 17. At the Ralston Road intersecti on, two brick pillars may need to be removed on the west side of Lamar to facilitate bicycle access to the Ralston Creek Trail. On Pierce Street/Wadsworth Bypass Path the east side, bicyclists are briefl y routed on a 10-foot sidewalk along Ralston The Pierce Street segment of this corridor extends north from the Ralston Road to access the trail. Creek Trail to W. 68th Avenue. A shared road facility already exists on porti ons of Pierce Street. Bike route designati on will be completed throughout the South of W. 52nd Avenue, there are areas where the road width varies. The corridor, with on-street bicycle lanes marked between W. 62nd and W. 64th road will need to be re-striped and may also need to be widened in some areas. Avenues. (See pages 43-44.) Bike detecti on enhancements should be added to the traffi c signals along the Lamar Street bikeway. Multi ple path opti ons exist for users wishing to conti nue travel into Olde Town, with the sidepath facility located on the east side of the Wadsworth Bypass Tennyson Street completi ng a criti cal link. This path’s intersecti on with Ralston Road should Tennyson Street provides north-south connecti vity along the eastern porti on of be enhanced and maintained as a highly visible crossing. Colored and raised the study area. This corridor will connect W. 64th Avenue, W. 60th Avenue and speed tables across the right turn lanes are suggested to further identi fy the the Clear Creek Trail, and is envisioned as the primary route for bicycle access signifi cance of this crossing and slow right-turning vehicular traffi c. Further to the Sheridan stati on. Bike lanes are recommended within this corridor. south, directi onal signage to the Olde Town stati on is recommended to identi fy grade-change path access to Grandview Avenue. Pavement widening will be required on the southern segments to accommodate the bicycle lanes. Working with adjacent jurisdicti ons to strengthen this connecti on to the Clear Creek Trail will be criti cal, because the Marshall/Lamar Streets at-grade track crossing on Tennyson serves as the only locati on where bicyclists Users wishing to travel south from Pierce may jog over to Marshall/Lamar can easily cross the multi ple railroads traversing the eastern porti on of the Streets at W. 60th Avenue and conti nue south to the Clear Creek Trail. Bike City of Arvada. The route will also be the only way to link the northern and lanes are recommended in this corridor due to higher vehicular traffi c volumes southern porti ons of the Sheridan TOD planning area for travel by bicycle. and the corridor’s role as a key north-south bicycling route. Within Arvada city limits, missing segments of sidewalks will be added along The road will need to be re-striped north of 52nd. Currently, there are wide Tennyson as part of stati on area infi ll improvements. (See page 45.) striped lanes with informal parking. An interim soluti on is to remove parking Pedestrian and Bicycle TOD Access Plan p. 29

Primary East/West Bicycling Corridors

Ralston Creek Trail This primary off -street bikeway is an existi ng paved multi use path that However, either treatment could be implemented throughout the enti re generally follows Ralston Creek diagonally across Arvada, linking to the corridor. The presence of designated bike lanes east of Sheridan within the regional Clear Creek Trail. The bikeway uses short stretches of on-street 1/2-mile TOD infi ll area is viewed as a means to help to defi ne the preferred routi ng to complete missing path segments. Low-volume local streets such as bicycle railroad crossing at Tennyson and encourage bicycle use along W. 60th Brooks Drive and Johnson Way connect the route between Miller and Holland Avenue to access the FasTracks stati on. Cyclist input into the planning process Streets. W. 60th Avenue is used to cross Olde Wadsworth Boulevard and requested considerati on of widening W. 60th between Pierce and Sheridan. link to the Ralston Creek Trail under the Wadsworth Bypass. Recommended This segment is the only good east/west bicyclist choice north of the creek improvements include signing and striping an enhanced at-grade crossing of unless re-routi ng indirectly up to 64th Avenue. There is a signifi cant hill with Olde Wadsworth Boulevard. limited sight distance just east of Lamar, so extra roadway width for bike lanes is ulti mately desired. (See page 49.) W. 64th Avenue Allendale Dive This on-street corridor provides east-west connecti vity in the northern porti on Allendale is currently striped with on-street bike lanes, and serves as a major of the study area. Bicycle lanes exist between Vance and Benton Streets. east-west link extending beyond the study area to Simms Street and Ward Road. Facility improvements include extending existi ng bicycle lanes west to Allison Street and east to Tennyson Street. Conti nuati on of bicycle accommodati on Van Bibber Creek Trail/Grandview Avenue beyond Arvada city limits into Adams County is additi onally desired to link to The City has plans to relocate and extend the existi ng Van Bibber Creek the regional trail systems that converge around Litt le Dry Creek Lake. (See Trail west to Independence Street, including a new underpass under Kipling pages 46-48.) Parkway. The off -street trail will transiti on at Independence to an on-street route on Grandview. One block of Yukon Street is recommended to connect to Alta Vista Drive/Oberon Road Grandview Avenue, which will be designated as a shared-use roadway running Running diagonally through Arvada parallel to the Union Pacifi c Railroad, directly past the Olde Town FasTracks stati on to Marshall. (See page 52.) these two streets should be signed as key shared roadway routes linking the primary north-south corridors of Garrison Street, Carr Street, and Olde W. 57th Avenue Wadsworth Boulevard. Adding a bike lane to the north side of Oberon Road is Alternati vely, bicyclists may jog one block to the north and use existi ng on-street under considerati on. bike lanes along W. 57th Avenue from Independence to Yukon Streets. The 2010 Ralston Road corridor study will revisit bicycling accommodati on in conjuncti on W. 60th Avenue with automobile and streetcar accommodati on for all parallel corridors including This on-street corridor runs north of the Sheridan TOD site, between Pierce the Ralston Creek Trail, Ralston Road, W. 57th and Grandview Avenues. and Tennyson Streets. The relati vely narrow, low-volume secti on between Pierce and Sheridan is recommended as a shared roadway, while bicycle lanes Ridge Road are proposed east of Sheridan where the roadway widens. This recommended on-street route located immediately north of the Arvada Ridge Stati on should have share-the-road and narrow bridge warning signage Pedestrian and Bicycle TOD Access Plan p. 30 posted as interim measures. As the surrounding TOD area redevelops, roadway Clear Creek Trail widening is desired to include bike lanes or paved shoulders due to the access This 19-mile regional multi use pathway connects communiti es between provided to FasTracks at the Arvada Ridge and Ward Road stati ons. Ridge Road Golden and Commerce City, skirti ng the southern edge of the City of improvements will require multi -jurisdicti onal coordinati on with the City of Arvada just south of I-70 in the City of Wheat Ridge. Wayfi nding signage is Wheat Ridge to implement. (See pages 53-54.) recommended to identi fy on-street north/south connecti ons that lead to Arvada’s three FasTracks rail stati ons. These include identi fying connecti ons Stati on Connector Route located along Garrison, Carr, Marshall, the Sheridan frontage road, and Since development of an off -street trail immediately parallel to the BNSF and Tennyson Street. FasTracks rail lines is not feasible due to right-of-way constraints, an on-street route is needed to link Arvada’s TOD stati on areas together. The identi fi ed Future Bicycling Corridors route follows a combinati on of low-volume local streets recommended for Multi -lane roadways with heavy volumes of fast-moving traffi c are less shared use and streets with designated bike lanes. Supplemental wayfi nding than ideal corridors for most bicyclists. However, major arterial streets signage is recommended since the route jogs diagonally on W. 51st Place, W. oft en provide the most convenient, if not the only, way to access many 52nd Street, Allison Street, W. 54th Avenue, W. 55th Avenue and Vance Street desti nati ons within a community. Oft en, substanti al levels of re-investment in route to the Olde Town stati on. (See pages 55-58.) in infrastructure are required to make such corridors bicycle-friendly. The process can be expensive and complicated, as major regional corridors Long-term, as areas located southwest of Olde Town redevelop, opportuniti es frequently span multi ple jurisdicti onal boundaries and oft en fall under the should be sought to create smaller blocks with greater east/west connecti vity. purview of the Colorado Department of Transportati on. This will greatly enhance the walkability of the neighborhood and provide a more direct bicycling connecti on between the the Olde Town stati on and the primary Within southeastern Arvada, four major arterials should be addressed in the north/south corridor along Carr Street. future for enhanced bicycle accommodati on. Each corridor will need site- specifi c study to determine appropriate facility design treatments for various W. 52nd Avenue segments. An existi ng sidepath runs along most of the south side of W. 52nd from Allison to Marshall Streets. The corridor has controlled access, with limited street Major corridors targeted for future study and improvements include: and drive intersecti ons to create motorized/non-motorized confl ict points. • Ralston Road However, the segment between the Wadsworth Bypass and Saulsbury Court is • Wadsworth Bypass incomplete. • Kipling Parkway The City will likely re-stripe W. 52nd Avenue between Allison Street and Marshall • Sheridan Boulevard Street to provide two bike lanes that are 4.5 feet wide. The travel lanes will be reduced to 10 feet and the dual left turn lane reduced to 11 feet. This would Additi onally, it is important to note that for pedestrian travel, these corridors provide conti nuous east-west connecti vity on 52nd Avenue encompassing the should have conti nuous sidewalks present on both sides of the street, and southeast end of the city. This area is business dominated and should provide an people should be able to safely and conveniently walk across the street to opportunity to re-stripe the road with minimal impacts. (See page 60.) access bus stops located on either side. Small details make a diff erence to people who bike and walk. The following text and Google Earth images identi fy key roadway intersecti ons and off -street trail connecti ons in need of improvements to provide seamless transiti ons between Arvada’s primary bicycle corridors in the southeastern part of the community.

Roadway Intersecti ons Oft en, major roadway intersecti ons are widened to enhance capacity and improve traffi c fl ow for motor vehicles – but multi -lane intersecti on crossings compromise safety and convenience for non- motorized modes. The following recommendati ons will help to improve the effi ciency of the existi ng street system for all users by helping the City of Arvada address “complete street” principles within key intersecti ons along primary bicycling corridors.

W. 51st Place & Kipling Parkway The entrance to Target (and the future Arvada Ridge FasTracks stati on) at W. 51st currently accommodates two vehicular entrance lanes and three exit lanes. Narrowing lanes to provide space for an eastbound bicycle lane will assist cyclists in assuming the proper lane positi on to conti nue on the W. 51st/W. 52nd bike route leading to Olde Town. Bike lane placement will be to the left of the right turn only lane. Wayfi nding signage will identi fy the shared-roadway route as it conti nues to the east.

Ridge Road & Independence Street

Since bicyclists will be turning both north and south to travel on Independence Street, an advance stop

line or bicycle box treatment is recommended for this T-intersecti on.

Improvements Spot Pedestrian and Bicycle TOD Access Plan p. 32

Garrison Street & W. 44th Avenue This off set intersecti on, located in Wheat Ridge, is part of the route cyclists need to travel from the Clear Creek Trail up to the Arvada Ridge TOD stati on. The additi on of directi onal signing along Garrison Street will assist bicyclists using the route.

Wadsworth Bypass & W. 56th Avenue For bicycle system conti nuity, W. 56th is the preferred route. approval for a full movement intersecti on at the Wadsworth Bypass.

Marilyn Jean Drive & Wadsworth Blvd The routi ng of the Ralston Creek Trail currently uses this at-grade crossing of Wadsworth, however, the intersecti on lacks highly visible crosswalk markings and MUTCD warning signs.

W. 64th Avenue & Wadsworth Add bicycle lane pockets on 64th at both intersecti ons to assist bicyclists in using the citywide system between Tennyson and Carr.

Ralston Road & Wadsworth Bypass The most direct link from Olde Town to the Ralston Creek Trail is provided by the new pathway along the east side of the Wadsworth Bypass. However, the intersecti on with Ralston Road is inti midati ng for bicyclists and pedestrians. Constructi ng porkchop islands with raised speed tables across the right turn lanes is recommended, along with adding wayfi nding signage.

Grandview Avenue & Marshall/Lamar The right turn only lane will be removed as part of the Gold Line project. This will reduce the turning radius, narrow the crossing distance for pedestrians, and allow an advance stop line to be added to benefi t bicyclists. Pedestrian and Bicycle TOD Access Plan p. 33

W. 64th Avenue & Sheridan Existi ng porkchop islands should be reconfi gured to make space to conti nue bicycle lanes on W. 64th Avenue through the intersecti on.

Trail Connecti ons Many of the following connecti ons currently exist and simply need wayfi nding signs to assist users in knowing the recommended routes. Others require small, but important, physical improvements to create seamless transiti ons from on-street to off -street bicycle faciliti es. Although some of these improvements are in other jurisdicti ons, the City will work with Wheat Ridge and Adams County to encourage these spot improvements.

Garrison Street to Clear Creek Trail Sign and identi fy connecti on to the Gold Line’s Arvada Ridge Stati on along Garrison Street from the Clear Creek Trail in Wheat Ridge.

Marshall Street to Clear Creek Trail Access currently provided, but unpaved on east side.

Carr Street to Clear Creek Trail Explore the feasibility of making a future connecti on to the Clear Creek Trail from the southern terminus of Carr Street under I-76 in Wheat Ridge.

Sheridan Commercial District to Clear Creek Trail Uti lizing the nice wide, new walkway on the east side of the W. 56th Avenue bridge, extend a spur trail along the north side of Clear Creek to access to the Sheridan Blvd frontage road serving the future commercial district in the southern porti on of the TOD site. Pedestrian and Bicycle TOD Access Plan p. 34

Tennyson Street to Clear Creek Trail Highly visible at-grade trail crossing treatment exists. Bicycling improvements to Tennyson need to include wayfi nding to identi fy this north/south route leading to the Clear Creek Trail.

Trail along Wadsworth Bypass to Grandview Ave Constructi on on Grandview and the Bypass path system is now completed. However, a curb cut is needed to permit trail access from Grandview. Garrison Street There is a missing gap in the Garrison Street bike route between W. 57th Avenue and Ralston Road. Work with property owners to allow paving the unoffi cial gravel footpath.

Ralston Creek Trail to Lamar Ave Ensure maintenance of cross-walk markings since users need to cross intersecti on at-grade. Remove obstacles for access to ADA ramps on the west side of intersecti on. Carr Street Another missing gap is located on Carr Street between W. 57th Avenue and Ralston Road. The City desires to work with the school district to determine if a connecti on can be made for non-motorized access.

Alternati ve Access through the Sheridan TOD Site RTD is not planning to build a pedestrian bridge over the railroad at the Sheridan stati on. If an internal connecti on cannot be made as part of TOD redevelopment, explore constructi ng a path that uti lizes the Sheridan Blvd bridge. Accommodati ng Bicyclists The Citywide System Connecti ons secti on of this plan (pg. 25-30) outlines a series of primary bicycling corridors that will provide non-motorized access and connecti vity throughout southeastern Arvada and into neighboring jurisdicti ons. This secti on of the report presents roadway cross secti ons necessary to implement bicycling recommendati ons within the primary corridors. t In many instances, bicycling retrofi ts may be cost-eff ecti vely accomplished by reallocati ng roadway fi space through lane restriping. Oft en, this will need to involve a reassessment of on-street parking needs. Neighborhood polling and coordinati on will be conducted prior to removing parking from any street. If the predominate land use along one side of a street is non-residenti al, such as railroad, industrial, commercial, or large format business, parking would be removed from that side of the street.

In general, streets striped with bicycle lanes will be designated with black and white MUTCD Bike Lane signs and pavement markings. Select corridors (generally with speeds over 30 mph and traffi c volumes greater than 10,000 ADT) will have yellow Share the Road warning signs posted as an interim measure unti l on-street bicycle lanes can be provided. Shared roadway space on lightly traveled bicycle routes will be signed with green MUTCD signs that include directi onal wayfi nding. These streets will initi ally have no associated pavement markings, but “sharrow” markings may be added in the future, or bicycle lanes may eventually be striped if traffi c volumes and/or public demand warrant a designated separati on between vehicular and bicycle users.

Accommodati ng Pedestrians Several corridors will ulti mately have long-term improvements to enhance the pedestrian realm. Some projects will include constructi ng wider sidewalks; others will involve relocati ng the curb-and- gutt er to narrow the street while widening the sidewalk space. Curb reconstructi on projects with the lowest associated storm drainage retrofi t costs are recommended to be implemented fi rst.

On local residenti al streets, it is the City’s preference to narrow the vehicular travel lane widths to 9 feet. On streets that serve more of a collector functi on and/or will be used by RTD buses and other large vehicles, 10-foot minimum lane widths will be provided where possible. All cross- secti onal diagrams presented following are for planning purposes only; future design phases for Recommendations individual corridor retrofi t projects will make site-specifi c considerati ons. Retro Bike/Ped Pedestrian and Bicycle TOD Access Plan p. 36

In additi on, pedestrian accommodati on will be enhanced in other corridors beyond the primary bicycling corridors presented in this plan. Please see pages 61-64 for an overview of various pedestrian considerati ons that may apply to all corridors, depending on type of pedestrian environment desired.

Street Cross-Secti ons The cross-secti onal diagrams on the following pages are organized by North-South Corridors and East-West Corridors. Graphics for each corridor show existi ng conditi ons, restriping retrofi ts to benefi t bicyclists, and long-term reconstructi on recommendati onsdepicted ( in brown) that will primarily benefi t pedestrians. Recommendati ons for each corridor are provided on the following pages:

North-South Corridor Recommendati ons Oak Street & Miller Street ...... 37 Independence Street ...... 38 Garrison Street...... 39-40 Carr Street & W. 59th Avenue...... 41 Balsam Street & Olde Wadsworth Blvd ...... 42 Pierce Street ...... 43-44 Marshall & Lamar Streets ...... 44 Tennyson Street ...... 45

East-West Corridor Recommendati ons W. 64th Avenue ...... 46-48 W. 60th Avenue ...... 49 W. 57th Avenue ...... 50-51 Yukon Street & Grandview Avenue...... 52 Ridge Road ...... 53-54 Stati on Connector Route ...... 55-58 • Arvada Ridge TOD, W. 51st Place & W. 52nd Avenue ...... 55 • Allison Street & W. 54th Avenue ...... 56 • W. 55th Avenue ...... 57 • Vance Street ...... 58 W. 56th Avenue ...... 59 W. 52nd Avenue ...... 60 Pedestrian and Bicycle TOD Access Plan p. 37

North-South Corridor Recommendati ons Oak Street & Miller Street (looking north)

Oak Street (N. of 58th) - Existing Miller Street (S. of Ridge Rd.) - Existing

existing 15' 15' existing existing 12' 12' 12' existing sidewalk sidewalk sidewalk sidewalk lane w/ informal on-street parking lane w/ informal on-street parking vehicle lane center turn lane vehicle lane

30' 36'

Oak Street (N. of 58th) - Route Designation Miller Street (S. of Ridge Rd.) - Restriping

15' 15' 4' 10' 10' 5' 7' shared lane w/ informal on-street parking shared lane w/ informal on-street parking bike lane vehicle lane vehicle lane bike lane parking lane east side of street 30' 36' Pedestrian and Bicycle TOD Access Plan p. 38

North-South Corridor Recommendati ons Independence Street (looking north)

Independence Street (51st Ave. to 54th Ave.) - Existing Independence Street (54th Ave. to 57th Ave.) - Existing

existing existing 7' 10.5' 10.5' 7' existing 2' 11' 11' 11' 2' existing sidewalk sidewalk sidewalk parking lane vehicle lane vehicle lane parking lane sidewalk shldr vehicle lane TWLTL vehicle lane shldr C CL L 35’ existing travel way 37' existing travelway

Independence Street (51st Ave. to 54th Ave.) - Interim Restriping Independence Street (54th Ave. to 57th Ave.) - Interim Restriping

3' 4' 10' 9' 10' 4' 5' 11' 11' 5' striped bike lane vehicle lane TWLTL vehicle lane bike lane bike lane vehicle lane median vehicle lane bike lane CL CL 37' existing travelway 35’ existing travel way

Independence Street (54th Ave. to 57th Ave.) - Retrofit Construction Independence Street (51st Ave. to 54th Ave.) - Retrofit Construction

sidewalk sidewalk sidewalk sidewalk 2.5' 4' 10' 10' 4' 2.5' 2.5' 4' 10' 10' 4' 2.5' expansion expansion expansion expansion bike lane vehicle lane vehicle lane bike lane bike lane vehicle lane vehicle lane bike lane

CL C L 28' future travelway 28' future travelway Pedestrian and Bicycle TOD Access Plan p. 39

North-South Corridor Recommendati ons Garrison Street (looking north)

Garrison Street (51st to 57th) - Existing

existing existing sidewalk 15' 15' sidewalk lane w/ informal on-street parking lane w/ informal on-street parking

30'

Garrison Street (51st to 57th) - Route Designation

15' 15' shared lane shared lane

30'

Garrison Street (51st to 57th) - Retrofit Construction

sidewalk sidewalk expansion 15' 15' expansion shared lane shared lane

30' Pedestrian and Bicycle TOD Access Plan p. 40

North-South Corridor Recommendati ons Garrison Street (looking north)

Garrison Street (north of W. 58th/Ralston Road) - Existing

existing existing sidewalk 10' 10' 10' 10' sidewalk parking lane vehicle lane vehicle lane parking lane

40'

Garrison Street (north of W. 58th/Ralston Road) - Restriping/Route Designation

7' 13' 13' 7' parking lane shared lane shared lane parking lane

40'

Garrison Street (north of W. 58th/Ralston Road) - Retrofit Construction

sidewalk sidewalk expansion 7' 13' 13' 7' expansion parking lane shared lane shared lane parking lane

40' Pedestrian and Bicycle TOD Access Plan p. 41

North-South Corridor Recommendati ons Carr Street (looking north) & W. 59th Avenue (looking east)

Carr Street - Existing W. 59th Avenue (Carr to Balsam) - Existing

existing existing 12-17' 12-17' sidewalk 15' 15' sidewalk Lane allocation varies Lane allocation varies lane w/ informal on-street parking lane w/ informal on-street parking

34' 30'

RIGHT LANE Carr Street - Restriping W. 59th Avenue (Carr to Balsam) - Restriping ONLY

NO PARKING

6' 11' 11' 6' 4' 11' 11' 4' bike lane vehicle lane vehicle lane bike lane bike lane vehicle lane vehicle lane bike lane

34' 30'

RIGHT LANE Carr Street - Retrofit Construction W. 59th Avenue (Carr to Balsam) - Retrofit Construction ONLY

NO PARKING

sidewalk sidewalk sidewalk sidewalk expansion 4' 11' expansion 11' 11' 4' expansion 6' 11' 6' expansion bike lane vehicle lane vehicle lane bike lane bike lane vehicle lane vehicle lane bike lane

30' 34' Pedestrian and Bicycle TOD Access Plan p. 42

North-South Corridor Recommendati ons Balsam Street & Olde Wadsworth Boulevard (looking north)

Balsam Street (W. 59th Ave. to W. 57th Ave.) - Existing Olde Wadsworth (north of Ralston Road) - Existing

existing existing sidewalk 13' 13' sidewalk 6' bike lane/ 12' 12' 6' bike lane/ vehicle lane vehicle lane informal parking vehicle lane vehicle lane informal parking

26' CL 36’ existing travel way

Balsam Street (W. 59th Ave. to W. 57th Ave.) - Route Designation Olde Wadsworth (north of Ralston Road) - Interim Restriping

13' 13' 5' 11' 4' 11' 5' shared lane shared lane striped bike lane vehicle lane median vehicle lane bike lane 26' CL 36’ existing travel way

Balsam Street (W. 59th Ave. to W. 57th Ave.) - Retrofit Construction Olde Wadsworth (north of Ralston Road) - Retrofit Construction

sidewalk sidewalk expansion 13' 13' expansion sidewalk sidewalk shared lane shared lane expansion 2.5' 4' 10' 10' 4' 2.5' expansion bike lane vehicle lane vehicle lane bike lane 26' CL 28' future travelway Pedestrian and Bicycle TOD Access Plan p. 43

North-South Corridor Recommendati ons Pierce Street (looking north)

Pierce Street (N. of 64th) - Existing Pierce Street (S. of 62nd) - Existing

existing existing sidewalk 8' 11' 11' 8' sidewalk 11' 11' parking lane vehicle lane vehicle lane parking lane vehicle lane vehicle lane

38' 22'

Pierce Street (S. of 62nd) - Route Designation

Pierce Street (N. of 64th) - Restriping /Route Designation

11' 11' shared lane shared lane 7' 12' 12' 7' parking lane shared lane shared lane parking lane 22'

38'

Pierce Street (N. of 64th) - Retrofit Construction

sidewalk sidewalk expansion 7' 12' 12' 7' expansion parking lane shared lane shared lane parking lane

38' Pedestrian and Bicycle TOD Access Plan p. 44

North-South Corridor Recommendati ons Pierce, Marshall & Lamar Streets (looking north)

Pierce Street (b/w 62nd and 64th) - Existing Marshall/Lamar Street - Existing

existing existing sidewalk 15' 15' sidewalk 11 to 20' 11 to 20' vehicle lane vehicle lane vehicle lane (w/ some on-street parking) vehicle lane (w/ some on-street parking)

30' 30 to 40' travelway

Pierce Street (b/w 62nd and 64th) - Restriping Marshall/Lamar Street - Restriping

4' 11-12' 11-12' 4-5' 7' 10' 5' 10' 5' bike lane vehicle lane vehicle lane bike lane optional parking lane bike lane vehicle lane vehicle lane bike lane 30 to 40' travelway 30'

Marshall/Lamar Street - Retrofit Construction Pierce Street (b/w 62nd and 64th) - Retrofit Construction

sidewalk sidewalk expansion sidewalk sidewalk expansion 2.5' 4' *9'-10' *9'-10' 4' 2.5' expansion 5' 10' 10' 5' expansion bike lane vehicle lane vehicle lane bike lane bike lane vehicle lane vehicle lane bike lane CL 28' future travelway 30'

NOTE: *Vehicular lane widths less than 10’ are not desirable for buses. Travel lanes may be narrowed to 9’ only if there will be no RTD bus service or commercial truck traffi c in this corridor. Pedestrian and Bicycle TOD Access Plan p. 45

North-South Corridor Recommendati ons Tennyson Street (looking north)

Tennyson Street (north of BNSF) - Existing Tennyson Street (south of BNSF) - Existing

existing sidewalk 12 to 22' 12 to 22' 12.5' vehicle lane 12.5' vehicle lane vehicle lane (w/ some on-street parking) vehicle lane (w/ some on-street parking) 25' existing travelway 24’ to 44' travelway

Tennyson Street (north of BNSF) - Restriping Tennyson Street (south of BNSF) - Retrofit Construction

4' bike 4' 11-12' 11-12' 4-5' 7' 4' bike *9'-10' *9'-10' shoulder vehicle lane vehicle lane shoulder bike lane vehicle lane vehicle lane bike lane optional parking lane on east side of street 28' future travelway 24’ to 44' travelway

Tennyson Street (north of BNSF) - Retrofit Construction

sidewalk sidewalk expansion 4' 11-12' 11-12' 4-5' 7' expansion bike lane vehicle lane vehicle lane bike lane optional parking lane on east side of street 24’ to 44' travelway

NOTE: *Vehicular lane widths less than 10’ are not desirable for buses. Travel lanes may be narrowed to 9’ only if there will be no RTD bus service or commercial truck traffi c in this corridor. Pedestrian and Bicycle TOD Access Plan p. 46

East-West Corridor Recommendati ons W. 64th Avenue (looking west)

W. 64th Ave. (Carr to Allison) - Existing

existing existing sidewalk 15' 15' sidewalk lane w/ informal on-street parking lane w/ informal on-street parking

30'

RIGHT W. 64th Ave. (Carr to Allison) - Restriping LANE ONLY

NO PARKING

5' 10' 10' 5' bike lane vehicle lane vehicle lane bike lane

30'

RIGHT LANE W. 64th Ave. (Carr to Allison) - Retrofit Construction ONLY

NO PARKING

sidewalk sidewalk expansion 5' 10' 10' 5' expansion bike lane vehicle lane vehicle lane bike lane

30' Pedestrian and Bicycle TOD Access Plan p. 47

North-South Corridor Recommendati ons W. 64th Avenue (looking west)

W. 64th Ave. (Allison to Wadsworth Boulevard) - Existing

existing existing sidewalk 20' 20' sidewalk vehicle lane vehicle lane

40'

W. 64th Ave. (Allison to Wadsworth Boulevard) - Restriping

4' 12' 12' 5' 7' bike lane vehicle lane vehicle lane bike lane parking lane north side of street 40'

W. 64th Ave. (Allison to Wadsworth Boulevard) - Retrofit Construction

sidewalk sidewalk expansion 4' 12' 12' 5' 7' expansion bike lane vehicle lane vehicle lane bike lane parking lane north side of street 40' Pedestrian and Bicycle TOD Access Plan p. 48

East-West Corridor Recommendati ons W. 64th Avenue (looking west)

W. 64th Avenue (Benton to Tennyson) - Existing

existing existing sidewalk 15' 10' 15' sidewalk vehicle lane center turn lane vehicle lane

40'

W. 64th Ave. (Benton to Tennyson) - Restriping

5' 10' 10' 10' 5' bike lane vehicle lane center turn lane vehicle lane bike lane

40'

W. 64th Ave. (Benton to Tennyson) - Retrofit Construction

sidewalk sidewalk expansion 5' 10' 10' 10' 5' expansion bike lane vehicle lane center turn lane vehicle lane bike lane

40' Pedestrian and Bicycle TOD Access Plan p. 49

East-West Corridor Recommendati ons W. 60th Avenue (looking west)

W. 60th Avenue (Pierce to Sheridan) - Existing W. 60th Avenue (Sheridan to Tennyson) - Existing

13' 9' 18' 18' vehicle lane vehicle lane vehicle lane vehicle lane

22' 36'

W. 60th Avenue (Pierce to Sheridan) - Restriping/Route Designation W. 60th Avenue (Sheridan to Tennyson) - Restriping

11' 11' 4' 10' 10' 5' 7' shared lane shared lane bike lane vehicle lane vehicle lane bike lane parking lane north side of street 22' 36'

W. 60th Avenue (Pierce to Sheridan) - Retrofit Construction W. 60th Avenue (Sheridan to Tennyson) - Retrofit Construction

sidewalk sidewalk sidewalk sidewalk expansion 11' 11' expansion expansion 4' 10' 10' 5' 7' expansion shared lane shared lane bike lane vehicle lane vehicle lane bike lane parking lane north side of street 22' 36' Pedestrian and Bicycle TOD Access Plan p. 50

East-West Corridor Recommendati ons W. 57th Ave (looking west)

W. 57th Avenue (Independence to Balsam) - Existing

existing existing sidewalk 7.5' 12.5' 12.5' 7.5' sidewalk parking lane vehicle lane vehicle lane parking lane

40'

W. 57th Avenue (Independence to Balsam) - Restriping

4' 12' 12' 5' 7' bike lane vehicle lane vehicle lane bike lane parking lane north side of street 40'

W. 57th Avenue (Independence to Balsam) - Retrofit Construction

sidewalk sidewalk expansion 4' 12' 12' 5' 7' expansion bike lane vehicle lane vehicle lane bike lane parking lane north side of street 40' Pedestrian and Bicycle TOD Access Plan p. 51

East-West Corridor Recommendati ons W. 57th Ave (looking west)

W. 57th Avenue (Balsam to Yukon) - Existing

existing existing sidewalk 6' 11' 11' 6' sidewalk parking lane vehicle lane vehicle lane parking lane

34'

W. 57th Avenue (Balsam to Yukon) - Lane Designation

6' 11' 11' 6' bike lane vehicle lane vehicle lane bike lane

34'

W. 57th Avenue (Balsam to Yukon) - Retrofit Construction

sidewalk sidewalk expansion 6' 11' 11' 6' expansion bike lane vehicle lane vehicle lane bike lane

34' Pedestrian and Bicycle TOD Access Plan p. 52

East-West Corridor Recommendati ons Yukon Street (looking north) & Grandview Avenue (looking west)

Yukon Street (W. 57th to Grandview) - Existing Grandview Avenue (downtown) - Existing

existing existing existing wide existing wide sidewalk 7' 11.5' 11.5' 7' sidewalk sidewalk 5' 9' 9' 5' sidewalk parking lane vehicle lane vehicle lane parking lane parking lane vehicle lane vehicle lane parking lane

CL 28' 37' existing travelway

Yukon Street (W. 57th to Grandview) - Restriping Grandview Avenue (downtown) - Route Designation

4' 10.5' 10.5' 5' 7' 5' 9' 9' 5' bike lane vehicle lane vehicle lane bike lane parking lane parking lane shared lane shared lane parking lane east side of street CL 28' 37' existing travelway

Yukon Street (W. 57th to Grandview) - Retrofit Construction

sidewalk sidewalk expansion 4' 10.5' 10.5' 5' 7' expansion bike lane vehicle lane vehicle lane bike lane parking lane east side of street CL 37' existing travelway Pedestrian and Bicycle TOD Access Plan p. 53

East-West Corridor Recommendati ons Ridge Road (looking west)

Ridge Road (Miller to Kipling) - Existing

3' 9' 9' 3' shoulder vehicle lane vehicle lane shoulder

CL 24' R.O.W.

Ridge Road (Miller to Kipling) - Retrofit Construction

4' *9'-10' *9'-10' 5' 7' 8’ 5’ min. buffer planted sidewalk bike lane vehicle lane vehicle lane bike lane parking on north side with street trees on north side

52' R.O.W.

NOTE: *Vehicular lane widths less than 10’ are not desirable for buses. Travel lanes may be narrowed to 9’ only if there will be no RTD bus service or commercial truck traffi c in this corridor. Pedestrian and Bicycle TOD Access Plan p. 54

East-West Corridor Recommendati ons Ridge Road (looking west)

Ridge Road (Kipling to Independence) - Existing

existing existing sidewalk 20' 20' sidewalk vehicle lane vehicle lane

CL 40' existing travelway

Ridge Road (Kipling to Independence) - Interim Restriping

5' 11' 8' 11' 5' bike lane vehicle lane striped median vehicle lane bike lane

CL 40' existing travelway

Ridge Road (Kipling to Independence) - Retrofit Construction

sidewalk sidewalk expansion 2.5' 4' *9'-10' *9'-10' 4' 2.5' expansion bike lane vehicle lane vehicle lane bike lane

CL 28' future travelway

NOTE: *Vehicular lane widths less than 10’ are not desirable for buses. Travel lanes may be narrowed to 9’ only if there will be no RTD bus service or commercial truck traffi c in this corridor. Pedestrian and Bicycle TOD Access Plan p. 55

East-West Corridor Recommendati ons Stati on Connector Route: within Arvada Ridge, W. 51st Place & W. 52nd Avenue (looking west)

Arvada Ridge TOD - New Street Construction W. 51st Place / W. 52nd Ave. (Kipling to Garrison) - Existing

existing existing sidewalk 15' 15' sidewalk lane w/ informal on-street parking lane w/ informal on-street parking

30'

W. 51st Place / W. 52nd Ave. (Kipling to Garrison) - Route Designation

wide sidewalks wide sidewalks 2.5' 4' *9'-10' *9'-10' 4' 2.5' bike lane vehicle lane vehicle lane bike lane

CL 28' future travelway 15' 15' shared lane w/ informal on-street parking shared lane w/ informal on-street parking

30'

W. 51st Place / W. 52nd Ave. (Kipling to Garrison) - Retrofit Construction

sidewalk sidewalk expansion 15' 15' expansion shared lane w/ informal on-street parking shared lane w/ informal on-street parking

30'

NOTE: *Vehicular lane widths less than 10’ are not desirable for buses. Travel lanes may be narrowed to 9’ only if there will be no RTD bus service or commercial truck traffi c in this corridor. Pedestrian and Bicycle TOD Access Plan p. 56

East-West Corridor Recommendati ons Stati on Connector Route: Allison Street (looking north) & W. 54th Avenue (looking west)

Allison Street - Existing W. 54th Ave. - Existing

existing existing 11-13' 14-16' sidewalk 17.5' 17.5' sidewalk Lane allocation varies Lane allocation varies vehicle lane w/ parking (not striped) vehicle lane w/ parking (not striped)

27' 35'

Allison Street - Route Designation W. 54th Ave. - Route Designation

13.5' 13.5' 7' 10.5' 10.5' 7' shared lane shared lane parking lane shared lane shared lane parking lane

27' 35'

Allison Street - Retrofit Construction W. 54th Ave. - Retrofit Construction

sidewalk sidewalk sidewalk sidewalk expansion 13.5' 13.5' expansion expansion 7' 10.5' 10.5' 7' expansion shared lane shared lane parking lane shared lane shared lane parking lane

27' 35' Pedestrian and Bicycle TOD Access Plan p. 57

East-West Corridor Recommendati ons Stati on Connector Route: W. 55th Avenue (looking west)

W. 55th Ave. - Existing

existing existing sidewalk 15' 12' 15' sidewalk vehicle lane center turn lane vehicle lane

42'

W. 55th Ave. - Restriping

5' 12' 12' 5' 8' bike lane vehicle lane vehicle lane bike lane parking north side of street 42'

W. 55th Ave. - Retrofit Construction

sidewalk sidewalk expansion 5' 12' 12' 5' 8' expansion bike lane vehicle lane vehicle lane bike lane parking north side of street 42' Pedestrian and Bicycle TOD Access Plan p. 58

East-West Corridor Recommendati ons Stati on Connector Route: Vance Street (looking north)

Vance Street (S. of Grandview Ave/BNSF) - Existing

existing existing sidewalk 12' 12' 12' sidewalk vehicle lane center turn lane vehicle lane

CL 36' existing travelway

Vance Street (S. of Grandview Ave/BNSF) - Interim Restriping

4' 10' 10' 5' 7' bike lane vehicle lane vehicle lane bike lane parking lane CL east side of street 36' existing travelway

Vance Street (S. of Grandview Ave/BNSF) - Retrofit Construction

sidewalk sidewalk expansion 2.5' 7' 5' 10' 10' 5' 7' 2.5' expansion parking lane bike lane vehicle lane vehicle lane bike lane parking lane west side of street east side of street CL 50' proposed widening, plus R.O.W. for sidewalks Pedestrian and Bicycle TOD Access Plan p. 59

East-West Corridor Recommendati ons W. 56 Avenue (looking west)

W. 56th Avenue (Wadsworth Bypass to Marshall) - Existing

22' 22' Lane w/ informal parking Lane w/ informal parking

CL 44' existing travelway

W. 56th Avenue (Wadsworth Bypass to Marshall) - Interim Restriping

7' 5' 10’ 10' 5' 7' parking lane bike lane vehicle lane vehicle lane bike lane parking lane

CL 44' existing travelway

W. 56th Avenue (Wadsworth Bypass to Marshall) - Retrofit Construction

5' 11’ 11' 5' 7' 2.5' 8’ 5’ sidewalk buffer planted on bike lane vehicle lane vehicle lane bike lane parking on north with street trees north side CL 39' future travelway Pedestrian and Bicycle TOD Access Plan p. 60

East-West Corridor Recommendati ons W. 52nd Avenue (looking west)

W. 52nd Ave. (Allison to Marshall) - Existing

12' 12' 12' 12' 12' vehicle lane vehicle lane TWLTL vehicle lane vehicle lane

CL 60' existing travelway

W. 52nd Ave. (Allison to Marshall) - Restriping

4.5' 10' 10' 11' 10' 10' 4.5' bike lane vehicle lane vehicle lane TWLTL vehicle lane vehicle lane bike lane

CL 60' existing travelway uti di pedestrian-friendly spacesthat encourage andaccommodate walking requires anunderstanding ofthe There are diff environment withinthe CityofArvada’s three sta This sec ti con special events suchasafarmers market. Notallenvironments are created equal,andtogether, create a and lingering (walking withchildren, people-watching), promenade (walking to seeandbeseen), • • • • ff litarian walking (asamodeoftravel/to reach ades erent typesofwalking behavior andwalking environments. People walk for various reasons, including that acommunity hassuccessfully created and maintained aPedestrian Place. Pedestrian Intolerant Environments Examples includefreeway corridors, certain industrial orextrac Pedestrian Tolerant Environments accommoda forth. Ingeneral, Intolerant environments lackpedestrians, eitherdueto alackofpedestrian (there are con places willonlya street corridors, remote orrural streets andcertain light industrial orwarehousing areas. Such use pa would feel comfortable le streets. Agood test to know if anenvironment isPedestrian Suppor will a Pedestrian Places a good street crossings have beenprovided. Landuses are eitherdenseenoughto bothgenerate and ti con Pedestrian Suppor walkers orstrollers. to highdensi r accommoda stroll and linger past store fronts andurban landscape features, walking for bothu nuum ofpedestrian friendlinesswithfour classi ecrea tt ract uti ti nuous andbu on ofthe TOD AccessPlan establishes policiesfor where andhow to create each typeof tt ract recrea ti tt onal purposes. Theactualongoing presence ofsigni erns are suchthat li erent typesofpedestrian environments anddi litarian walking tripsofreasonably shortlengths (halfmileorless),are ofthesortthat ti ti ti ons and/or dominancebyautomobile tra on intheform ofsidewalks, crosswalks, and otherfacili es, good transit great service, streets, andprovide extensive pedestrian ti nuous sidewalks andsomekindofreasonably safe street crossings), buttheland tt ti ract limited amounts ofu onal walkers andjoggers. Building fronts, notblankwalls orparkinglots,face ff ti are districts oflimited extent, withmixed-use landdevelopment, moderate ered from streets, wideenough for passingand walking sidebyside,andwhere ve Environments tti ng a child walk ahead of them with minimal supervision. ng achildwalk aheadofthemwithminimal supervision. tt le walking ac are areas andcorridors where walking istechnically safe are areas where walking isunsafe anduna are areas that are safe for walking,where sidewalks are ti vity islikely to begenerated. Theseincludearterial ti litarian walking,andwillnot appealto recrea ti on planning areas. fi ca ti na ti ons. Theseinclude: ti on), rambling (recrea ffi c andauto-oriented landuses. ff erent reasons why peoplewalk. Designing fi cant numbers ofpeople indicates ti on landuses, ti ve iswhether ornotaparent ti es. Here peoplewill ti onal walking), strolling tt rac ti fi litarian and lls, andso ti ve. ti onal

Pedestrian Considerations Pedestrian and Bicycle TOD Access Plan p. 62

no buffer Pedestrian acti vity is one of the key measures by which urban places are disti nguished from between sidewalk suburban-style developments. In lower-density suburban areas, some rambling may be encouraged and travel lanes rolled by providing sidewalks on residenti al streets and multi -use pathways in open space and parks. Litt le curb uti litarian walking will take place and no strolling/lingering is likely to occur because land uses are segregated and travel distances are longer than most people are willing to walk. < 5' sidewalk Pedestrian Intolerant In urban places – downtowns and mixed-use acti vity centers – pedestrians are abundant. Walking supports the urban environment – making it feasible – and is enhanced by that environment. Since transit oriented developments are intended to be urban places, the following recommendati ons should be implemented to retrofi t existi ng corridors and create new streets within the TOD planning areas. These policy considerati ons will need to be balanced with right-

of-way and cost constraints, and are intended to provide directi on to creati ng public-private 6' min. sidewalk partnerships for redevelopment areas. where attached Pedestrian Tolerant

Pedestrian Intolerant Considerati ons • Pedestrian intolerant environments should not be found within transit oriented developments. vertical curb • Arterial corridors that lack sidewalks create the most intolerant conditi ons. All missing sidewalk links along arterials should thus be a high priority for completi on, given funding constraints. This will likely require multi -jurisdicti onal and multi -agency coordinati on. 5’ min. 2’- 4’ on-street parking sidewalk buffer Pedestrian Supportive Pedestrian Tolerant Considerati ons local streets in residential areas • Tolerant environments provide pedestrian faciliti es, but include a minimal level of accommodati on. They are not recommended within transit oriented developments. • Where necessary to construct att ached sidewalks, minimum walkway widths will be 6 feet. • Wherever possible, on-street parking or bicycle lanes will be encouraged to provide separati on from vehicular traffi c where a buff er planti ng strip is not possible.

Pedestrian Supporti ve Considerati ons vertical • The type of recommended retrofi t treatment to create pedestrian supporti ve environments curb varies by context – dependent on the adjacent land use and type of street. • In areas with predominantly single family residenti al land use, sidewalks will be detached and 5’ min. >5’ on-street parking sidewalk buffer planted at least 5 feet in width. with street trees Pedestrian Supportive major streets in residential areas Pedestrian and Bicycle TOD Access Plan p. 63

• The width of the buff er planti ng strip (also thought of as the separati on distance from sidewalk to back of curb) will be determined by the functi onal classifi cati on of the street, with greater separati on required where higher traffi c volumes and speeds are present.

vertical • Overstory street trees spaced 20 to 30 feet on center are desired to curb be planted in all buff er planti ng strips to create high quality, tree-lined pedestrian environments. • In mixed use areas, sidewalks will be detached and at least 8 feet in 8’ >5’ on-street parking sidewalks buffer planted width to allow two pairs of pedestrian to comfortably meet and pass one with street trees Pedestrian Supportive mixed use with first floor residential another. • All buff er planti ng strips will be at least 5 feet in width, with the design treatment varying by fi rst fl oor land use – residenti al uses may have grassy planti ng strips, but all live/work and commercial uses will have a hardscape furnishing zone. • Overstory street trees will be planted 20 to 30 feet on center in buff er planti ng strips, or within tree wells provided within the furnishing zone.

vertical • Sidewalks within pedestrian supporti ve environments will be maintained curb to a high standard. This includes vegetati on trimming and snow removal.

2’ 8’ 5’ on-street parking shy through furnishing zone Pedestrian Place Considerati ons dist. walkway with tree wells Pedestrian Supportive mixed use with first floor commercial • Successful Pedestrian Places require the full complement of walking types: recreati onal rambling, uti litarian walking, and strolling/lingering along store fronts. Urban environments generate this kind of pedestrian acti vity only within limited geographical areas where people are moving about between multi ple acti viti es. • This is feasible in only a limited number of special places that become local icons that give identi ty to the community and its neighborhoods. The central core of the Arvada Ridge and Olde Town transit oriented

vertical developments should strive to become Pedestrian Places. curb • Places should provide at least three highly identi fi able areas in close proximity – such as outdoor seati ng, a water feature, and pedestrian- oriented shopping.

2’- 14’ 8’ - 12’ 5’ on-street parking setback sidewalks furnishing zone • Urban design characteristi cs will be oriented in favor of pedestrians. zone with tree wells Pedestrian Place mixed use with first floor commercial Pedestrian and Bicycle TOD Access Plan p. 64

• Sidewalks will be wide, including 8- to 12-foot clear walkways with additi onal sidewalk space provided in a setback zone on private property to accommodate outdoor merchandising and dining acti viti es. • The adjacent land uses must be able to acti vate the space by att racti ng pedestrian presence, or the place will not feel as inviti ng as intended.

Where these land use conditi ons are not present, the environment can sti ll be (and should be) Pedestrian Supporti ve. However, outside of a limited number of Pedestrian Places, pedestrians will not be numerous. Walking should be encouraged, especially for recreati onal and uti litarian purposes, but the kind of pedestrian presence desired in the center of the TOD planning areas is not practi cal or achievable across the enti re landscape.

Transit Oriented Development (TOD) Street Considerati ons • TOD street cross-secti ons should be as narrow as possible to calm motor vehicle traffi c and create pedestrian supporti ve environments. • On-street parking will be provided on both sides of every street. • Streets used by buses to access intermodal stati on plazas must have lanes wide enough to accommodate bus traffi c. • All other internal TOD streets not intended to accommodate bus travel will restrict travel lanes to 9’ to 10’ feet in width. Bicycling andwalking are personal modesoftransporta Recommenda Pedestrian Planning encourage safe bicycle travel, andu Na Bicycle Planning reference thefollowing: out highqualityenvironments withinteres through corridors, crossing streets andaccessingtransit. However, non-motorized users alsoseek most basiclevel, bicyclists andpedestrians must feel comfortable, safe, andsecure whenmoving bikeway facili • • interac and development projects; others are more organic andincludeshade, terrain, accessibilityand well-designed street corridors. Many ofthesedetails can beengineered aspartofinfrastructure • • The successinimplemen be used to implement recommenda The following pages de largely dependonhowe agencies andtheprivate sector, can address thedetails that ma transporta ti onal planninganddesign guidancewillbefollowed to minimize liability, enhanceand 2004 Guidefor thePlanning,Design, andOpera Edi (MUTCD) –Part 9 addresses Tra Manual onUniform Tra on- ando Highway andTransporta 1999 Guidefor theDevelopment ofBicycleFacili in theprocess of beingrevised in2009.) years of research into e Principles of“Pedestrian Science,” developed byCharlierAssociates, Inc.based uponseveral separated crossings, pedestrian signalsandsigning. ti ti on withotherpeople. on ti –includesdesign ofroadways, sidewalks, intersec on. Thissec ti ff ti es. Key reference documents include: -street facili ons for successfully accommoda fi ne facility types and highlight details of various design treatments that will ti ff on oftheplanaddresses thisneed,following established best prac ti ec ng individualprojects iden ti ff ffi es. ec c Control Devices for Streets andHighways, 2003Edi ti ti vely theCityofArvada, inpartnership withothergovernmental on O ti ve placemaking, assummarizedve placemaking, onpages 61-64. ffi cials ti ffi ti lize ana c Controls for Bicycle Facili ons contained within thisplan. (AASHTO) –planninganddesignguidance for both ti ng details –whether withinparks andgreenways or ti onal bodyofresearch onthedesignofappropriate ti ng pedestrians withinArvada’s TOD study areas ti ti on ofPedestrian Facili ti es bytheAmerican Associa

fi ed intheprevious sec ti on. Therefore, details ma ti ons, midblock crossings, grade tt ti er to non-motorized modesof es. (Note: thisdocument is ti es, AASHTO, 1st ti on ofthisplanwill ti on ofState ti tt on er. At the

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Implementation Details Pedestrian and Bicycle TOD Access Plan p. 66 Bicycle Lanes A bicycle lane is a porti on of a roadway which has been designated by striping, signing and pavement markings for the preferenti al or exclusive use by bicyclists. Bike lanes are established to delineate the right-of-way assigned to bicyclists and motorists, and to provide more predictable movements by each.

Bike lanes are usually paired, one-way faciliti es located on both sides of streets with moderate to heavy traffi c volumes. They are typically not needed on local streets, but are well suited to collectors and minor arterials.

The minimum width of a bike lane is typically 4 feet, or 5 feet if adjacent to on-street parking or if measured from the curb face. When on-street parking is present, bike lanes should always be placed to the left of the parking lane (between the parking lane and the motor vehicle lane).

RETROFIT GUIDELINES The following points should be considered when retrofi tti ng existi ng corridors to include bicycle lanes.

• On-street parking may only be needed on one side to accommodate residences and/or businesses, and can be removed from the other side of the street to provide additi onal space for bicycle lanes. Bicycle lane design details • Existi ng on-street parking lanes can be narrowed to 7’ in many areas to provide additi onal space for bicycle lanes. • Reconsider the number of lanes (including turn lanes) needed in a given corridor. • Special treatment must be given to the treatment of bicycle lanes at major intersecti ons. See Intersecti on Design (pages 68-69) for details.

Bicycle lane with on-street parking Bicycle lane (Redmond, WA) Pedestrian and Bicycle TOD Access Plan p. 67 Sharrows The “sharrow” or shared lane marking is a thermoplasti c or painted white pavement marking consisti ng of a bicycle and chevrons to assist bicyclists with positi oning on narrow shared roadways with on-street parallel parking. Markings direct cyclists to travel outside the car door zone and encourage safe coexistance with motor vehicle traffi c.

The sharrow is currently in use in more than 70 citi es, including local communiti es of Boulder, Denver and Fort Collins. It is proposed to be added to the nati onal MUTCD as Secti on 9C07 in the pending 2009 editi on and may be considered for future use on Arvada’s signed bike routes.

MUTCD PLACEMENT GUIDELINES • Do not use sharrows on roadways with speeds <35 mph, on shoulders, or within designated bike lanes. • Preference is for use on streets with on-street parking. Centers of the sharrow markings will be placed a minimum of 11’ from the curb face or edge of pavement. • If used on streets where parking is not present and with an outside travel lane less than 14’ wide, the centers of the shared lane marking symbol should be placed 4’ from the curb face or edge of pavement. • Sharrow markings should be placed immediately aft er an intersecti on and spaced at intervals not greater than 250’ thereaft er.

ADDITIONAL GUIDANCE • Several jurisdicti ons recommend placing sharrow markings >11’ from curb when adjacent to parking to center the marking within the travel lane. This placement further removes bicyclists from the door swing of parked cars and minimizes stencil wear from vehicle ti res. • Sharrows may be combined with Bike Route signing in urban areas and Share the Road signing in rural applicati ons. • Installati ons to consider include: business district streets with full ti me on-street parking; along signed bicycle routes; where there is an up-hill bike lane and not room or desire for a designated down-hill bike lane; and to assist bicyclists in positi oning correctly in through lanes where right-turn only lanes exist. Sharrow pavement markings Pedestrian and Bicycle TOD Access Plan p. 68

BIKE LANE INTERSECTION RIGHT-TURN ONLY LANE Intersection Design Bike lanes complicate bicycle and motor vehicle turning movements at intersecti ons. As a general rule, bike lane signing and striping should ehance awareness and visibility of road users, promote movements that are well defi ned and universally understood, and encourage bicyclists and motorists to merge into proper lane positi on in advance of intersecti ons. Guidance for bike lane signing and marking treatments with various vehicular turning confi gurati ons are found within Chapter 20 m L= Storage length required for right turns (65 ft) 9C of the MUTCD and on pages 25-30 of AASHTO. min.

LANE NATIONAL OVERVIEW RIGHT LANE • A through bicycle lane will not be positi oned to the right of a RIGHT #R3-7R MUST LANE right turn only lane. #R3-17 1.5 m TURN RIGHT (5 ft)

ONLY min. • The solid bike lane line should be replaced with a broken dott ed LANE

Place bicycle lane symbol and sign line to indicate areas in advance of intersecti ons where bicyclists immediately after but not closer than and motorists will merge. 20 m (65 ft) from the crossroad Install #R3-17 signs and pavement • When the right lane is dropped to become a right turn only symbols at periodic intervals along the bicycle lane lane, bike lane striping should stop at least 100’ before the

beginning of the right turn lane. Through bicycle lane markings T= Taper length needed for motorists to merge (to be calculated based on standard should resume to the left of a right turn lane. right-turn configuration) • At intersecti ons where the 4’ min. bike lane width cannot be

Bike Lane Skip Dashing provided due to throat widening for turning lanes, bike lane Dotted lines through merge areas are optional striping should be disconti nued following a regulatory sign. 100 mm (4 in) wide white dash 0.6 m (2 ft) long with 1.8 m (6 ft) space between • A set of bike lane pavement markings will be provided immediately aft er each intersecti on, regardless of approach treatment. 1.5 m (5 ft) BEGIN min. RIGHTTURNLANE #R4-4 ADDITIONAL GUIDANCE YIELDTOBIKES Many cyclists are not comfortable riding within a corridor where a bike lane abruptly ends, parti cularly in advance of complicated intersecti ons where bicyclists need the most assistance. Narrowing vehicular lanes at intersecti ons within designated corridors may provide space for a bike lane slot in the proper roadway positi on.

Additi onal innovati ve intersecti on design treatments including use of

LANE bicycle detector pavement markings, sharrows, stop line positi oning, 15'5' 30' leading pedestrian interval (LPI) signals, and bike boxes may also be Scale: 1" = 30' considered.

Bicycle lane intersecti on treatment Pedestrian and Bicycle TOD Access Plan p. 69

BICYCLE DETECTOR PAVEMENT MARKINGS • Per the MUTCD, a special pavement symbol may be placed on the pavement indicati ng the opti mum positi on for a bicyclist to accentuate a signal.

LPI SIGNALS • A leading pedestrian interval (LPI) refers to when the ‘walk’ NO 6 to 12’ Bike Box RIGHT TURN signal appears three or more seconds before the green traffi c ON RED signal. The ‘walk’ signal then remains acti ve for the durati on of the green signal. This brief ti ming adjustment allows pedestrians (and bicyclists) more ti me to cross the street, and increases their visibility to drivers, especially those making turns.

SHARROWS • Some jurisdicti ons use a sharrow pavement marking within

BIKES intersecti ons with a pork chop island separati ng right-turning STOP HERE ON RED motor vehicle traffi c from shared-lane through traffi c, or where a conti nuous fl ow lane is added and the bicyclist should stay in the STOP HERE ON RED approach lane.

EXCEPT BICYCLES COLORED TREATMENT THROUGH A CONFLICT AREA • Seatt le, WA, Portland, OR, Cambridge, MA, and New York City are experimenti ng with use of European-style colored bike lanes in high-confl ict areas. Applicati ons include high volumes of turning movements across a bike lane to enter or exit where ramp-like confi gurati ons are present. Such treatments are currently being Bike box diagram studied for standardizati on by nati onal committ ees.

BIKE BOXES • An advanced stop line or “bike box” is an intersecti on safety design to prevent bicycle/car collisions, especially those between drivers turning right and bicyclists going straight. Bike boxes improve the visibility of bicyclists by allowing cyclists to move to the front of the queue and positi on themselves for turning movements. Pavement markings should be accompanied by signs communicati ng where bicyclists and motor vehicles should stop. • Boxes may be delineated in green or blue pavement coloring with a white bicycle symbol inside, and may include colored bicycle lanes approaching and leading from the box. Bicycle detector pavement marking Colored bicycle lane - Brooklyn, NY Pedestrian and Bicycle TOD Access Plan p. 70 Bicycle Parking Sufficient and appropriate bicycle parking will be provided throughout each of the TOD sites. Inverted “U” style bicycle racks are recommended. Each rack will adequately support two bicycles and allows users to secure the frame and one or both wheels.

Variati ons of this style that sti ll allow users to lock both the frame and the front ti re to the rack, such as the Honolulu bike rack, are also acceptable.

Bike racks will be placed in secure and convenient locati ons, but must Honolulu Bike Rack (recommended) Inverted U Bike Rack (recommended) not interfere with pedestrian travel.

The Association of Pedestrian and Bicycle Professionals (APBP) provides guidance for rack placement, including the following minimum requirements:

RACK PLACEMENT GUIDELINES • 2-foot clear distance between edge of bike and other objects including, but not limited to, back of curb, pedestrian ramp, trash receptacles, and street trees • 30-inch separati on between two parallel inverted U racks (as illustrated in the diagram at left ). • 8-foot pedestrian clear zone between handle bar (or ti re, Wave Bike Rack (not recommended) Comb Bike Rack (not recommended) depending on bike parking directi on) and building facade. • Generally allow an area 6.5 feet by 4 feet for each bike rack.

Consider providing bicycle lockers or indoor storage in locati ons where bicycles will be parked overnight or for longer durati ons. Monitor parking for levels of use (add racks or lockers as needed) and to ensure faciliti es are being used as intended.

Bicycle rack spacing (Source: APBP) Pedestrian and Bicycle TOD Access Plan p. 71 Multiuse Paths A multi use path is a bikeway physically separated from motorized vehicular traffi c by an open space or barrier, and may be located either within the highway right-of-way or within an independent right-of-way such as a greenway corridor.

Shared use path design must accommodate a wide variety of non-motorized users, including commuti ng and recreati ng cyclists, rambling and strolling pedestrians, families, senior citi zens, dog walkers and others. Each of these groups will use the space diff erently, necessitati ng careful design to minimize potenti al user confl icts. Centerline striping (shown at left ) can minimize confl icts by designati ng space for specifi c user groups or directi ons of travel.

Multi use path with designated ped/bike lanes GENERAL GUIDELINES Paths must meet bicycle transportati on standards including a 10-foot minimum surface width, 3-foot lateral clearances, 8-foot verti cal clearances, 5 percent grade, and 95-foot turning radii.

Special design features are needed at all at-grade roadway crossings to separate users and/or alert drivers of non-motorized crossings. Bridges, underpasses and pedestrain-actuated signals may be warranted when well- uti lized paths cross high-speed, high-volume roadways.

Multi use path crossings at major intersecti ons also require special att enti on to ensure safe and effi cient operati ons for all motorized and non-motorized users. For example, a porkchop Island is recommended at the trail crossing at the intersecti on of Ralson and Wadsworth. Porkchop Islands are triangular islands placed adjacent to free-right turn lanes. They separate right-turning vehicles from through lanes and provide a refuge for pedestrians and bicyclists to cross the free-right lane before crossing the through lanes.

Multi use paths should be at least 10’ wide to safely accommodate various users SIDEPATH CONSIDERATIONS Sidepaths are a type of multi -use path running immediately parallel to a street or roadway, like an extra wide sidewalk. Sidepaths have special design challenges, as motor vehicles may not expect to encounter bikes entering an intersecti on from outside the travel lanes. AASHTO discourages two-way paths located immediately adjacent to roadways due to the operati onal and safety issues that are likely to occur.

Sidepaths should not be considered a substi tute to street improvements even when the path is located adjacent to a highway, as many bicyclists fi nd these paths less direct or convenient than streets, parti cularly for uti lity trips. Sidepaths must also meet AASHTO transportati on standards including a 10-foot minimum path width and a 5-foot minimum separati on distance from street, or a 42-inch verti cal barrier from adcent traffi c.

Sidepath adjacent to transit stop Pedestrian and Bicycle TOD Access Plan p. 72 Rails-with-Trails The U.S. Department of Transportati on completed a 2002 study enti tled Rails-with-Trails: Lessons Learned – Literature Review, Current Practi ces, Conclusions. This study examined the safety, capacity, design and liability issues associated with the development of shared use paths and other trails within or adjacent to acti ve railroad and transit rights-of-way.

The study documented 65 rail-with-trail projects totaling 239 miles in 30 states. These trails are located adjacent to acti ve rail lines ranging from a few slow-moving short-haul freight trains weekly, to high-frequency Amtrak trains traveling as fast as 140 mi/hr. While most are located on public lands leased to private railroads, many are on privately owned railroad property.

The rail-with-trail development process varies from locati on to locati on, although common elements exist. Trail advocacy groups and public agencies oft en identi fy a desired rail-with-trail as part of a bikeway master plan. They then work to secure funding prior to initi ati ng contact with the aff ected railroad. Railroad companies may support or oppose projects depending on corridor-specifi c operati onal considerati ons, right-of-way constraints, and public In 2004, the advocacy group Bike Jeff co proposed development of a rail-with-trail along safety concerns. the Gold Line Corridor to create a commuter bike route between Wheat Ridge, Arvada and Denver. Called the Gold Line FastRoute, this proposal sought to link together pieces of local streets with trail segments to be constructed within the railroad right-of-way to SEPARATION GUIDELINES form a conti nuous route for bicycle travel. However, engineering work completed by RTD While there is no consensus on acceptable setbacks, distances of to date shows that this corridor requires the full right-of-way width to accommodate future 25 feet or greater are typical. At an absolute minimum, trail users eastbound and westbound Gold Line tracks plus the BNSF freight line. must be kept outside the “dynamic envelope” of the track – that is, the space needed for the trains to operate. At minimum, 16’ separati on distance is required between the RTD tracks, with another 25’ separati on from the BNSF tracks. In most locati ons, the BNSF line will need to be shift ed within the right-of-way to accommodate the additi onal rail use, and many areas will require the constructi on of retaining walls. Thus there is no room to develop a parallel FastRoute trail without taking private property – which would go against a major objecti ve of the Gold Line process.

Instead, alternate on-street routes and riparian corridor trails are recommended to make connecti ons through Arvada as depicted in the system of recommended primary bicycling corridors identi fi ed on page 26. Pedestrian and Bicycle TOD Access Plan p. 73 Sidewalks The mere presence of sidewalks does not make a place become a pedestrian desti nati on. Within transit oriented developments, sidewalks need to be of adequate width to accommodate high levels of pedestrian travel and contain the desired ameniti es that contribute to vibrant street life.

The pedestrian realm is generally considered to include sidewalks, as well as the buff er zones on either side that separate the walkway from motor vehicle traffi c and link the walkway to adjacent properti es. The pedestrian retrofi t chapter of this plan presents recommended cross-secti ons that address considerati ons within the pedestrian realm. See pages 61-64.

UNIVERSAL DESIGN GUIDANCE Universal design refers to the use of broad-spectrum design soluti ons that benefi t all users, not just those with disabiliti es. The underlying assumpti on is that faciliti es designed to accommodate individuals with physical disabiliti es are also appropriate and well-suited for children, seniors, bicyclists, people walking with a stroller, and others.

Universal design improves the marketability of housing within TODs by creati ng areas where walking and bicycling are safe, comfortable and convenient. These design principles enhance overall mobility and reduce automobile dependency by providing a range of travel alternati ves. Universal design also facilitates “aging in place,” which is very important to communiti es such as Arvada that value their Baby Boomer populati on and desire for the community to remain an att racti ve place to live past reti rement.

Key aspects of universal design can be met by following requirements of the American with Disabiliti es Act (ADA) for public infrastructure. These details include the following:

• Per ADA regulati ons, when a sidewalk crosses a roadway, a 24 inch strip of truncated domes (as shown at left ) will be placed along the boundary. • A sidewalk ramp at least 4 feet in width with truncated domes will be placed in locati ons where the sidewalk meets the grade of the surrounding street. • Maximum ramp slope should be 1:12 unless the rise is < 6” in which case the slope maximum is 1:10. • Truncated domes will be between 7/8 inch and 1 7/16 inch in diameter and 3/16 inch in height, arranged in a disti ncti ve patt ern. • Truncated domes are not required when a 3” curb is used. • Curbing material will have a 70% color contrast from the surrounding paving materials, regardless of verti cal separati on. Pedestrian and Bicycle TOD Access Plan p. 74

• When feasible, raised pedestrian tables are the preferred treatment where heavily traveled sidewalks, trails or paths intersect with the street. Colored or textured pavement treatments can also be used to enhance visibility. • Traffi c signal ti ming will accommodate the slower walking pace of elderly pedestrians per MUTCD.

ADDITIONAL CONSIDERATIONS FOR PLACEMAKING Great streets, successful transit-oriented developments, and livable urban places go beyond providing minimal pedestrian accommodati on. Eff ecti ve public space is defi ned by the att enti on to detail that creates a welcoming pedestrian environment which att racts people of all ages and interests, and encourages them to interact with each other and their environment. Key to this process is designing sustainable outdoor places that create a comfortable live-work environment over the long term.

Sidewalks can be this type of place – one that merges indoor with outdoor – by paying close att enti on to details of the pedestrian realm and adjacent land use. Public infrastructure and private infi ll development projects in Arvada’s TOD areas are recommended to include the following types of design details wherever possible:

• Functi onal and programmable urban spaces that include public plazas, urban pocket parks and public art. • Varied building setbacks to provide interesti ng space on the sidewalk to allow merchandise displays, outdoor seati ng, sidewalk performers and other acti viti es that animate the downtown area. • Widening of sidewalks onto private property in key locati ons to allow dining al fresco with views of acti vity along the street corridor. • Adding green character to street cross-secti ons in a manner appropriate to the urban context of a TOD center. This includes incorporati on of: • Street trees planted in tree wells • Pott ed plants in hanging baskets, window wells, and pots on sidewalks • Permeable paving to allow natural stormwater infi ltrati on • Green roofs • Pedestrian realm canopy vines growing on arbor-like arcade structures • Awnings and arcades to create pedestrian scale and provide shelter from sun and rain. Pedestrian and Bicycle TOD Access Plan p. 75 Pedestrian Crossings The ability of pedestrians to cross a street, and do so with a high degree of perceived comfort and safety, is a criti cal component of successful pedestrian environment design. The following considerati ons represent quality urban design to achieve multi modal goals and enhance street crossings within Arvada’s TOD areas:

STREET CROSSING CONSIDERATIONS • Marked crosswalks will be provided on all legs of every intersecti on in TOD areas with heavy pedestrian acti vity. Ladder type markings are preferred for high visibility, to allow cars to see the crosswalk at a greater distance, and encourage vehicular traffi c to take noti ce of pedestrians crossing the street. Special crosswalks of colored, patt erned and/or textured design may be used to convey a unique sense of place within the TOD setti ng. • Short crosswalk lengths are needed to encourage trips on foot. Opti mally, crosswalks will not be more than 40 feet long (four lanes of traffi c) on any intersecti on leg. Where distances cannot be 40 feet or less, a median refuge island will be considered and installed where practi cable. Refuges may be in the confi gurati on of a “porkchop” at skewed intersecti ons where right-turn slip lanes are present and curb radii >30’ are unavoidable. Porkchop islands will be raised to provide a verti cal barrier between vehicles and pedestrians, and include curb ramps or cut-throughs across islands per ADA guidelines. • Median refuge islands may also be appropriate. Refuge islands must be of adequate width to hold wheelchairs, bicyclists and people with strollers outside of the travel lanes. • Traffi c signal design and ti ming must consider pedestrians and meet the requirements of the MUTCD. Split phase ti mings, pedestrian-only phases, or pedestrian actuated push butt on signals are recommended to be used to allow proper traffi c fl ow as well as ample pedestrians crossing ti me.

STREET CORNER CONSIDERATIONS • Two perpendicular curb ramps will be provided at each corner where practi cal. Curb ramps will be placed in a manner that will allow pedestrians to directly conti nue on their path of travel from sidewalk to crosswalk, rather than being directed diagonally into traffi c by a single curb ramp. • Accessibility features, including the design of all landings, running slopes, ramp cross-slopes, transiti ons, side fl ares and ramp surfaces, will conform with the Americans with Disabiliti es Act (ADA). Tacti le warning strips will be used to signal the transiti on from pedestrian space to vehicular space. Use of colored, truncated domes is the preferred design treatment rather than use of grooved or otherwise textured pavement surfaces. • Curb radii at corners will be as small as practi cable to accommodate the project design vehicle while reducing length of pedestrian crossings. Whenever feasible, curb bulbs or curb extensions with small radii will be used to further shorten pedestrian crossing distances and enhance visibility of the pedestrian. • Sight triangles at intersecti ons will be free of street furnishings and other obstacles that may limit visibility. Pedestrian and Bicycle TOD Access Plan p. 76 Signage D11-1 For consistency with nati onal standards, the Manual on Uniform Traffi c Control Devices for Streets and Highways (MUTCD) – Part 9 will be used for guidance on signing all bicycle faciliti es.

D1-1b CLEAR CREEK 5 M4-9 BICYCLE LANES • The Bike Lane (R3-17) sign shall be used only in conjuncti on with marked bicycle lanes, and shall be placed at periodic intervals along the bicycle lanes. BICYCLE ROUTES • Bicycle Route Guide (D11-1) signs should be provided at decision points along designated bicycle routes, including signs to inform bicyclists of route directi on, distance, and desti nati on (D1-1b). • Signs should be repeated at regular intervals so that bicyclists entering from side streets will have an opportunity to know that they are on a bicycle route. I-12 • Bike Route signs may be supplemented with future “sharrow” pavement markings. RTD SHARE THE ROAD Type 25 • In situati ons where there is a need to warn motorists to watch for bicyclists traveling along the OLDE TOWND1-1b 5 highway, the Sare the Road (W16-1) plaque may be used in conjuncti on with the bicycle warning sign (W11-1). • As yellow warning signs designed to increase motorist awareness, Share the Road signing is not intended to serve as directi onal route signage. W11-1 CONSTRUCTION WORK R13-1 • The Pedestrian/Bicycle Detour (M4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffi c. RAIL STATION IDENTIFICATION • The MUTCD Light Rail Transit Stati on (I-12) sign is recommended to be used to direct bicycle users to FasTracks stati ons. It should be supplemented by the name of the transit system, arrows, and distance W16-1 informati on (D1-1b). • It may also be supplemented with or used alternati vely with Bike Route signing (D11-1) along primary Little Dry Creek Trail corridors leading to the FasTracks stati ons. • Signs should be appropriately sized for road or path use, depending on applicati on. • Alternati vely, custom designed signs featuring RTD’s Kiss-n-Ride ID Sign (Type 25) may be used.

City of Arvada TRAIL IDENTIFICATION Trail Identi fi cati on • Custom signs designed by the City of Arvada as part of the parks and greenways overall signage program will be used to identi fy trail linkages at key junctures. However, standard MUTCD bike route signs should sti ll be used along designated bicycle routes. Images this page from the Manual of Traffi c Signs, by Richard C. Moeur (htt p://www.traffi csign.us/) The Acti on Plan This plan has outlined a comprehensive approach to facilitate walking and bicycling to and around Arvada’s three FasTracks stati ons, and includes recommendati ons for many corridor and spot improvements that will be implemented over ti me. Based on public input, the recommendati ons of area bicyclists, and review by City Staff and the Arvada Park Advisory Committ ee, there are two types of prioriti es for immediate, short-term implementati on.

The fi rst focuses on ten criti cal infrastructure investments, presented in the matrix on the following page. Three of these will require close and ongoing coordinati on with other jurisdicti ons to determine feasibility and fi nal details of project design; seven may be implemented solely by the City of Arvada and are desired to be completed within the next fi ve years. The second set of acti on items are more issues-based and extend beyond specifi c physical improvements that were the focus of this study.

Additi onal projects beyond the top ten should conti nue to be pursued and implemented as opportunity arises. However, completi ng criti cal gaps in north/south connecti vity within the designated corridors is the City’s top overall priority. This approach will most quickly create a complete and functi onal bicycle network. North/south circulati on is also viewed as most criti cal to link to the FasTrack stati ons from both the Clear Creek Trail and the Ralston Creek Trail, as well as the many neighborhoods located in northern porti ons of the City of Arvada.

Each corridor will require a detailed site-specifi c analysis to arrive at accurate working cost esti mates at ti me of constructi on, which is work beyond the scope of this study. The following assumpti ons can be used for cost esti mati ng projects, based on September 2009 fi gures provided by the City of Arvada Public Works and Uti liti es Department: • Bicycle lanes: $2,450+ per mile Includes $240/mile for striping; $75 each for pavement markings, with average spacing of fi ve/mile; $100 per sign, with average spacing of fi ve/mile. (multi ply costs ti mes two for both sides of roadway) Additi onal $260/mile in striping where on-street parking is present; plus 10% conti ngency fee. • Shared roadways – $1,100+ per mile Includes $100 per sign, with average spacing of fi ve/mile (multi ply costs ti mes two for both sides of roadway), plus 10% conti ngency fee.

• Additi onal costs for all projects –

Costs to be added for each project include: $1000/day for fl agger; $500/day for mobilizati on; and $500/day for traffi c control. In additi on, costs for retrofi t projects that involve removing existi ng pavement lines and re-striping need to add $1/square foot for line removal for a single 4” line. Priorities Esti mates must include all lines to be removed. (all prices subject to change) Implementation Pedestrian and Bicycle TOD Access Plan p. 78

Summary of the Top Ten Needs for Priority Implementati on

Project Descripti on Target Date Implementati on Considerati ons 1. Sheridan Boulevard – A new Sheridan Blvd 2009 – begin dialogue • The Sheridan bridge provides the only walking route north/ roadway bridge will be built over the railroad to coordinate design south across the railroads within the TOD planning area. tracks by the Colorado Department of between agencies • CDOT needs to be made aware of the importance of this Transportati on (CDOT). Pedestrian and bicycle project in providing circulati on and access to investments accommodati on is desired to be included. being made in the FasTracks Gold Line Corridor.

2. Wadsworth Bypass – Coordinate with the 2009 – begin dialogue • The W. 56th crossing is criti cal to provide realisti c walking Colorado Department of Transportati on to coordinate design and biking trips distances from neighborhoods located (CDOT) to provide a signalized intersecti on and between agencies south east of Olde Town multi modal access across the Wadsworth Bypass • CDOT needs to be made aware of the importance of this at W. 56th Avenue. project in providing circulati on and access to investments being made in the FasTracks Gold Line Corridor.

3. Projects that require coordinati on with the 2009 – City of Arvada • Ideally, both jurisdicti ons will implement the same design City of Wheat Ridge – Ensure implementati on TOD Access Plan treatment within a single corridor. of linkages across City boundaries, specifi cally reviewed by City of • Transiti ons between facility types (i.e. from on-street within the corridors of: Wheat Ridge bicycle lanes to a parallel sidepath or shared roadway) • Ridge Road, to the Ward Road FasTracks will occur at logical, context-sensiti ve locati ons instead of Stati on 2010 – City of Wheat abruptly at jurisdicti onal boundaries. • Miller Street, to the Arvada Ridge Stati on Ridge bike plan update • Projects within each community should be implemented TOD entrance begins; to be reviewed on similar ti me frames, combining resources to let as a • Kipling Parkway, in conjuncti on with City of by City of Arvada for single contract when possible. Wheat Ridge bicycle planning coordinati on • Garrison, Carr, and Marshall Streets, to identi fy linkages to the Clear Creek Trail

4. Carr Street – To create a conti nuous north/south completed by 2011• Formalizing the non-motorized connecti on in the missing corridor, work with the school district to secure a block of Carr Street will require negoti ati on with property trail connecti on at missing gap between Ralston owners. Road and W. 57th Avenue. Add bike route signing throughout enti re corridor. Pedestrian and Bicycle TOD Access Plan p. 79

Project Descripti on Target Date Implementati on Considerati ons 5. Pierce Street – Restripe to extend existi ng bike completed by 2011• Pierce Street is viewed as the #1 priority North/South lanes south from W. 64th Avenue to W. 62nd corridor for implementati on since it connects between Avenue. the Ralston Creek and Litt le Dry Creek Trails, and extends access into northern porti ons of Arvada. Implement signed shared roadway treatment south of W. 62nd to Ralston Road.

6. Independence Street– Restripe roadway with completed by 2011• Public process will be required with property owners along on-street bicycle lanes from W. 57th Avenue to the corridor to eff ecti vely resolve any potenti al parking the trail network in Jack B. Tomlinson Park. issues. The on-street parking may alternate sides of the street depending on land use and parking demand per block. 7. W. 52nd Avenue – Designate as a shared completed by 2011 roadway bike route from Independence to Garrison Street. Stripe on-street bicycle lanes from Allison to Marshall Street.

8. Garrison Street – Designate as a shared roadway completed by 2014• Signing along southern segment will be undertaken in from Oberon Road to the Clear Creek Trail. cooperati on with the City of Wheat Ridge. • Formalizing the non-motorized connecti on in the missing Pave a 400’ segment of non-motorized pathway half block of Garrison will require negoti ati on with private to provide conti nuous travel between W. 57th property ownership. Avenue and Ralston Road.

9. Tennyson Street – Stripe with bicycle lanes completed by 2014• Improvements south of the railroad will require north of W.58th. coordinati on with Adams County for implementati on. Widen roadway to provide paved shoulders from W. 58th to Clear Creek Trail.

10. Van Bibber Creek Trail– Extend trail and add completed by 2014• Coordinate the Van Bibber Creek trail extension across underpass connecti on at Kipling Parkway. Kipling Parkway with the Arvada Urban Renewal Authority • Initi ate fund raising eff orts through various grant programs. Extend the existi ng multi use pathway from Oak Street, routi ng along the south side of the Stenger Sports Complex, under Kipling Parkway, and along the northern edge the Arvada Cemetery to connect with Grandview Avenue. Pedestrian and Bicycle TOD Access Plan p. 80

Additi onal Ideas to Pursue Public input into the planning process for this TOD Access Plan generated Access – Arvada residents desire for the City to focus on getti ng as many discussion on additi onal ideas to incorporate as the City of Arvada conti nues people to the stati ons as possible through non-motorized modes. This means to implement its bicycle and pedestrian program. These new ideas, which will focusing on north/south access routes and also coordinati ng with the City require more in-depth study beyond the scope of this planning eff ort, have of Wheat Ridge for multi -jurisdicti onal conti nuity. Specifi c desti nati ons that been consolidated into fi ve major themes as follows: people would like to be able to bicycle to through improved routes include: • Regis University Safety – Successful bicycle and pedestrian planning and programming • Red Rocks Community College typically addresses multi ple issues in what is known as a “4 E approach.” This • Tennyson Knolls Elementary approach recognizes that comprehensive improvements can be made for bicycling and walking by simultaneously focusing on educati on, enforcement, Wayfi nding – Signage to assist bicyclists in knowing which routes to take is encouragement and engineering needs. a major priority. Similarly, there was discussion on the need for additi onal wayfi nding for walking routes within the TOD planning areas. New ideas that This study specifi cally concentrated on addressing infrastructure, or the city may want to pursue include: engineering, needs. The City of Arvada and local cycling advocates are working together to address the other three E’s. Specifi c topics raised through public • Color coded sidewalks/pathways leading to stati ons (1-2 blocks from input include: stati on) • Signs with distance (miles, blocks, etc.) to major desti nati ons, including • Safety educati on for youth and adult bicyclists the FasTracks stati ons • Signs directed at bicyclists and drivers telling them to be alert • Double centerline striping on pathways to separate directi ons of traffi c Sustainability – As the City of Arvada systemati cally works to become a more • Provide nighti me lighti ng along designated routes to benefi t evening “green” community, the bicycle/pedestrian system was viewed as a logical commuters place to begin to incorporate principles of sustainability. Inherently, these • Exploring use of refl ecti ve pavement modes are green, and incorporati on of the following would support a more sustainable approach to transportati on: Beauti fi cati on – Several comments received focused on enhancing the aestheti c quality of the bicycling and walking routes and using nonmotorized • Renewable light sources at stati ons, along pathways, etc. projects as a way to beauti fy the community. Main ideas included: • Zeroscaping instead of grass • Recycling at all stati ons • Incorporati ng public art, especially at the Sheridan Stati on • Covered bicycle parking areas to encourage people to ride more and • Employing sustainable landscaping practi ces drive less • Support services at stati ons including air, slime for ti res, etc. • Promote and expand “adopt a trail/pathway” programs