moving people.
DENVER STRATEGIC TRANSPORTATION PLAN | 2008 Letter from Mayor John Hickenlooper
Dear Denver Community,
Join us as we embark on an exciting new vision in transportation.
The Denver Strategic Transportation Plan stretches from today’s reality to tomorrow’s promise of an effi cient, safe and sustainable transportation system that refl ects our community’s values and keeps pace with our diverse travel needs.
This plan was created by the Denver community under the leadership of Denver Public Works, with support from other City agencies. It incorporates vast input from Denver residents and private sector transportation experts. It is an innovative plan that represents a new way of thinking about how we get people where they need to go. It sheds a traditional focus on “car trips” and concentrates instead on “person trips,” opening our thinking to a broad range of transportation options.
During the extensive public process that helped shape this plan, we heard our community’s strong desire for multimodal solutions to our current and future transportation needs. You asked for solutions that reduce our dependence on cars and our need to continue to widen our roadways, solutions that incorporate rapid transit, bicycles and walking as daily travel options.
The Strategic Transportation Plan delivers these options for every part of our community. It is a plan that will allow all of us to make better transportation choices that support our personal and collective values. It asks something of all of us in exchange for maintaining Denver far into the future as a livable, connected community.
As gasoline prices rise to unprecedented levels, and with uncertainty surrounding future availability of fossil fuels, there is no better time to introduce this innovative plan for meeting Denver’s ongoing transportation needs.
Welcome aboard!
Sincerely,
John W. Hickenlooper Mayor
2 | DENVER STRATEGIC TRANSPORTATION PLAN Letter from Guillermo “Bill” Vidal
Dear Denverite,
I am pleased to present Denver's Strategic Transportation Plan (STP), a road map for transportation policy now and into the future. The STP examines Denver's transportation system against our current and future mobility needs, community objectives and values, and provides a blueprint for future travel in the Mile High City.
As a thriving city at the heart of a growing metropolis, Denver anticipates a growing population, placing much greater demands on our existing transportation system. The STP identifi es and prioritizes those needs.
Because Denver is primarily a city of mature neighborhoods and districts, it was important to adopt an innovative approach in exploring how our existing transportation infrastructure — combined with strategic investments in myriad multimodal solutions — will keep Denver moving.
This Strategic Transportation Plan is innovative, indeed. Denver's team of planners and engineers identifi ed 12 travel sheds within the City. These study areas, defi ned by geographical boundaries, have characteristics and facilities serving similar travel patterns. By analyzing travel sheds rather than merely measuring demand on high-traffi c corridors, the STP recognizes the importance of moving people, not just cars.
Key to this innovative analysis is the recognition that mobility and livability depend on multimodal transportation solutions. In other words, a viable urban system must incorporate a variety of options for daily travel: transit, bicycles, walking and automobiles.
This plan addresses the desires of a broad base of community interests to fi nd multimodal solutions to our future transportation demands. The STP outlines those opportunities in each of Denver's 12 travel sheds, providing information for all the strategies and pointing out the physical, operational and behavioral improvements and investments necessary to meet our mobility needs.
Talented, experienced staff at Denver Public Works and other City departments, professional consultants and an engaged public created the STP. I hope you share my appreciation for this progressive analysis on how we can keep Denver moving!
Sincerely,
Guillermo “Bill” Vidal Manager, Denver Public Works
OCTOBER 2008 | 3 Acknowledgements STP Project Management
Guillermo “Bill” Vidal Lesley Thomas Brian Mitchell Bob Kochevar Public Works Manager Public Works Deputy Manager / City Engineer Public Works City Traffi c Engineer Public Works RTD FasTracks Liason
Mark Najarian Crissy Fanganello Alan Eckman Formerly Public Works Project Manager Public Works Project Manager Consultant Project Manager, AECOM
STP Advisory Committee
Rick Garcia John Desmond Jerry Jaramillo Landri Taylor Denver City Council District 1 Downtown Denver Partnership Kiewit Construction/Colorado Contractors Association, Inc. Park Creek Metro District
Peggy Lehmann Mike Dino Larissa Ottinger George Thorn Denver City Council District 2 Patton Boggs LLP Denver Citizen Mile High Development
Marcia Johnson Joaquin Dulitzky Carla Perez Dave Webster Denver City Council District 5 Merrill Lynch Formerly with Denver Metro Chamber of Commerce Inter-Neighborhood Cooperation (INC)
Barbara Kelley Andy Goetz Liz Rao Denver Planning Board Intermodal Transportation Institute, University of Denver Denver Regional Transportation District
Allison Billings Greg Goldfogel Richard Scharf Formerly with Transportation Solutions Retailer/Restaurateur Denver Metro Convention and Visitors Bureau
Alice Borodkin Pam Hutton George Scheuernstuhl Colorado House of Representatives Colorado Department of Transportation Formerly with Denver Regional Council of Governments
STP Technical Committee
AECOM Denver Regional Council of Governments HNTB Pat Noyes & Associates Colorado Department of Transportation Denver Regional Transportation District Jacobs Carter Burgess PBS&J David Evans & Associates, Inc. Fehr & Peers Associates, Inc. Matrix Design Group, Inc. Short Elliott Hendrickson Inc. (SEH) Denver Community Planning and Development Felsburg Holt & Ullevig Ordonez & Vogelsang LLC URS Corporation Denver Public Works George K. Baum & Company Parsons Brinckerhoff (PB)
STP Key City Staff Committee
Budget & Management Offi ce Denver Offi ce of Cultural Affairs Parks and Recreation City Attorney’s Offi ce Denver Public Library Public Works Community Planning and Development Environmental Health Theatres and Arenas Denver International Airport Offi ce of Economic Development
4 | DENVER STRATEGIC TRANSPORTATION PLAN Contents
DENVER’S TRANSPORTATION Transformation 06 A summary of Denver’s new Strategic Transportation Plan ...
DENVER’S TRANSPORTATION Process 08 A multidisciplinary effort with a variety of stakeholders …
• Supporting documents are the basis for next steps • Plan team includes partners from local and regional representatives as well as city agencies • Public outreach and engagement includes website, meetings and focus groups
DENVER’S TRANSPORTATION Challenge 10 The challenge is multifaceted, with several moving parts …
• More people are going places — and more often • Traffi c congestion is increasing • Denver’s transportation system affects both the region and you
DENVER’S TRANSPORTATION Vision 14 A greater variety of transportation options and mobility choices …
• Community input helped guide the STP team • Community values provided the basis for recommendations
DENVER’S TRANSPORTATION Innovation 16 A transformative approach to transportation …
• Plans for travel sheds, not just travel corridors • Accounts for mobility as the movement of people, not just cars
DENVER’S TRANSPORTATION Strategy 18 Achieving the desired outcome …
• Maintenance and effi ciency are fundamental priorities • A balance of behavioral, operational and physical recommendations • Comprehensive recommendations for each travel shed
DENVER’S TRANSPORTATION Glossary 48
OCTOBER 2008 | 5 Denver’s Transportation Transformation
Vision MULTIMODAL SAFE, EFFICIENT, RELIABLE A great city is livable for all of its citizens now and in the future. Safe pedestrian linkages Connected multimodal system
The STP creates a multimodal transportation Comprehensive bicycle system Safe transportation network system to support a livable, connected and sustainable city. Dependable transit options Manage congestion
Effi cient and well-maintained Accessible to all infrastructure
Innovation TRAVEL SHEDS A transformative approach to transportation. Travel sheds are study areas defi ned by geo- BIKE ROUTE graphical boundaries that have characteristics and facilities serving similar travel patterns. Plans for travel sheds, not just travel corridors. By analyzing travel sheds rather than measuring Move people, not just vehicles. ARTERIAL demand on high traffi c corridors, the STP recognizes the importance of moving people, COLLECTOR not just vehicles. Does not grow Denver’s road footprint. TRANSIT / HIGHWAY
LOCAL STREETS TRAVEL SHED BOUNDARY TRAVEL
Strategy
Maintenance and effi ciency are fundamental to our current transportation system, followed Define future transportation options Major by improvements and planning for future Improvements transportation. and Studies
A balance of behavioral, physical and Provide multimodal improvements operational recommendations are included. Transit andRoadway Improvements
The result is a comprehensive plan for each travel shed. Transit Support Operational and Safety Maximize effi ciency and safety Strategies Strategies
Maintain existing infrastructure Bicycle, Pedestrian Maintenance Transportation and of Demand and Street Gaps Infrastructure Traffic Management
6 | DENVER STRATEGIC TRANSPORTATION PLAN moving people.
CONNECTED GREEN & SUSTAINABLE HEALTHY, LIVABLE COMMUNITY
Link land use and transportation Limit roadway footprint Mixed-use streets support great neighborhoods
Enhance connections between Align with Greenprint Denver Provide transportation choices that modes improve the community’s health and Promote alternative public well-being Offer transportation choices transit modes Promote pedestrian-friendly, Improve air and water quality mixed-use development
Integrate land use and Provide alternatives to transportation choices fossil fuel use
PERSON TRIPS Most transportation planning is based on vehicle travel rather than moving people. The Denver STP uses “person trips.”
Maximum number of cars on a street Distribution of people served by these The same number of people on a bus The same number of people on a cars pedestrian and bicycle-friendly street
Behavioral, physical and operational factors interact to The result is a comprehensive list of potential projects and strategies for each travel shed. encourage people to walk, bike and use transit.
Maintenance of infrastructure BEHAVIORAL OPERATIONAL Bicycle, pedestrian and street gaps Transportation demand and traffi c management Transit support strategies Operational and safety strategies PHYSICAL Transit and roadway improvements Major improvements and studies
OCTOBER 2008 | 7 Process The Strategic Transportation Plan (STP) is a multimodal transportation There are several key concepts that are central to Blueprint Denver’s plan initiated by the Denver Department of Public Works, with support successful implementation. The plan directs growth to Areas of from other city agencies and interested stakeholders, to understand Change and manages and limits change in Areas of Stability. This and address the current and future transportation needs of the City is accomplished, in part, by improving the function of streets. and County of Denver. The STP also serves as a unique and innovative Multimodal streets accommodate more trips by more people in the approach to identifying future system needs and community values, same amount of space by improving transit and providing better and provides a method to incorporate them into future transportation pedestrian and bicycle facilities. Multimodal streets consider all decisions and solutions. The STP builds upon several previous city types of transportation to be equally important. In accordance with planning efforts, including: Plan 2000, implementing the tools presented in the plan will enhance existing multimodal and intermodal transportation connections while Denver Comprehensive Plan (2000) also ensuring that future development will feature a range of diverse and well-integrated transportation choices. The result will be an Bicycle Master Plan Update (2001) improved environment for pedestrians, bicyclists and transit users and less reliance on single-occupant vehicles. Blueprint Denver (2002)
Game Plan (2003) Making the Blueprint Denver Vision a Reality Blueprint Denver (2002) was the fi rst step in planning an integrated Pedestrian Master Plan (2004) land-use and transportation strategy for Denver, and called for an expanded transportation study. The STP implements the Downtown Multimodal Access Plan (2006) transportation component of Blueprint Denver by identifying both short- and long-term needs for the Denver transportation system. Greenprint Denver (2006) The STP determines transportation-related strategies for Denver to accommodate projected regional population growth of 1.3 million people by the year 2030. The STP supports the development of a The ideas and strategies incorporated in Blueprint Denver were clean, effi cient and innovative transportation system. The STP also adopted as a supplement to Plan 2000 [Denver’s Comprehensive identifi es transportation improvements to complement and support Plan 2000]. Several key elements central to the success of Plan 2000 the regional FasTracks program, a 12-year, public transportation provided the framework for Blueprint Denver, which includes the expansion plan for the Denver region, developed in 2004 by the following vision as related to the transportation system: “… residents Regional Transportation District (RTD). It identifi es the transportation will enjoy a greater variety of convenient transportation options and improvements from our other partners: CDOT, DRCOG, and the alternative mobility choices.” Plan 2000 also lists certain objectives private sector. The STP considers future growth and transportation that must be pursued to achieve the vision of success. These system demands, and balances these demands with community- objectives include creating a city wide land-use and transportation identifi ed needs. The result: a comprehensive approach to investing plan, and supporting the development of a clean, effi cient and city resources wisely on the right projects — and the right solutions. innovative transportation system.
When asked how far in advance Denver should plan for transportation needs, 70% of those polled answered 25 years or more.
8 | DENVER STRATEGIC TRANSPORTATION PLAN The Strategic Transportation Plan Team Public Outreach & Community Process The project team for the STP was led by Denver Public Works staff The public was engaged throughout the STP process through the STP and included engineering and transportation planning consultants, website (KeepDenverMoving.com), as well as through a series of town an advisory committee, a technical committee, and a key staff meetings, focus groups, and outreach to community groups. Public committee. input was used to determine the community values that guided the STP process, performance measures, and fi nal recommendations. Advisory Committee Mayor John Hickenlooper appointed a wide range of stakeholders with KeepDenverMoving.com an interest in the outcome of the process to the advisory committee. The website developed for the STP, KeepDenverMoving.com, was Committee members included Denver City Council members, used to share information with the public and solicit public input. regional agency representatives and interested citizens. The role of The website was updated with reports, presentation materials and the advisory committee was to provide advice on policy and political minutes from community meetings. The site also provided online considerations, general plan direction and consistency of the STP forms for community comments, surveys and worksheets, to facilitate with Blueprint Denver, as well as to make recommendations to the discussions about community values and priorities for transportation Manager of Public Works. in Denver.
Technical Committee Town Meetings and Focus Groups The technical committee included representatives of the public, city Town meetings, which included presentations and question-and- agencies, technical and regional staff. Technical committee members answer sessions, were held during the STP process. Open focus provided advice and direction for the study based on their technical group discussions also were used during the analysis and revolved expertise and assisted in guiding the fi nal recommendations. around three areas of the city used as pilot locations to determine travel areas of focus. These successful community participation Key Staff Committee events effectively conveyed citywide transportation needs to the The key staff committee included representatives from various city project team. A total of six meetings were held to solicit this important departments. Key staff members provided review and feedback on community input. the STP process, and advised the project team of any concurrent interdepartmental goals or other city efforts for consideration.
OCTOBER 2008 | 9 Challenge More people are going places — and more often. Each time a person It is also important to note that more than 30% of Americans do not goes somewhere, whether to work, shopping or on an errand, it is drive because they are elderly, not yet of driving age, are unable to counted as a trip. Today in the U.S., the majority of trips are taken drive due to a disability, or they simply cannot afford to drive. The as single occupants in a private automobile rather than carpooling, overall percentage of non-drivers is likely to increase as the Baby walking, biking or using transit. Of all trips taken in our nation’s metro Boomer generation ages beyond 65 and as gas prices continue to areas, 50% are 3 miles or less and 28% are 1 mile or less. The majority rise. of trips less than 1 mile are taken using a private vehicle rather than another mode of transportation. Yet, when asked: In Denver, the results of the STP public involvement process and a project-related community values survey (2005) were even more 52% of Americans want to walk or bike more; telling. For the public outreach efforts, the Community Values 55% of Americans would prefer to drive less and walk more; Worksheet was developed as a tool to initiate public discussion about what is important to the community and how these values should 71% of adults biked or walked to school in 1975. Today, be applied to decisions about the future transportation system. The only 17% of children do so; and outcome was consistent with the national data, indicating that many 8% of children were overweight in 1975. Today, 25% of children people would prefer to commute less by automobile and instead are overweight. use an alternative mode of transportation. Clearly, while many people desire to use alternate modes of transit, there are physical, In addition, the following trends are affecting the individual behavioral and operational impediments to changing their reliance transportation trip choices that we make: on the automobile. The results also confi rmed that providing a more connected transportation system with multimodal options cannot be Increase in fuel costs and the impetus to decrease reliance on achieved easily and will require signifi cant planning to accommodate fossil fuel sources. the range of system users and their needs. The end strategy needs Need to reduce air pollution and improve public health. to consider many different facets of the transportation system, and Initiatives to reduce greenhouse gas emissions. ensure that it functions effectively and effi ciently. Emphasis on sustainable transportation — creating technically and environmentally sound solutions to the problems of urban transportation.
At an STP town meeting, the public was asked: What would it take to reduce your number of trips If you could improve the transportation conditions of taken by private automobile? your current commute, what would you suggest?
13% Job or shopping closer to my home 12% More convenient/faster bus service 27% Better transit service 10% Better sidewalks around my house 20% Better sidewalks to and from and destination transit stop 10% Free transit pass 20% Other 10% Bike lanes or bike paths from my home to my destination 9% Fewer delays due to traffic 9% Light rail station I can walk to congestion or convenient park-n-Ride 9% Less expensive transit fees 9% Other 7% Cheaper parking near work 7% Higher gas prices 7% Higher parking fees 4% Safer roadways 6% Direct bus route with no transfers 4% Better traffic information before 4% Available housing near rail stops leaving home or work 3% Bus stop closer to my home 0% More parking near work
Citizens of Denver have confi rmed that there is no single, easy solution to the challenges of providing a successful and functional multimodal transportation system. Key issues to address range from location of jobs, services and transit stops; cost of fuel, parking and transit; and quality and convenience of transit service, bike lanes and sidewalks.
10 | DENVER STRATEGIC TRANSPORTATION PLAN Traffi c congestion is increasing. It is characterized by slow speeds, Individual vehicle trips continue to grow in the City and County longer trip times and increased delays. Traffi c congestion is primarily of Denver and throughout the metropolitan area, meaning traffi c attributed to the number of vehicles on a road exceeding the capacity congestion will continue to grow. Due to continued growth in Denver of that road to carry vehicles during peak times. Traffi c congestion and the region, all types of trips will grow at a steady rate through impacts include: the year 2030. Though the total number of trips is growing, the transportation system (primarily the roads on which we drive) is not Increased stress and frustration can lead to road rage, which changing. This means that the width of the roads, and therefore can increase accidents and reduce the overall health of people. the number of lanes in our existing transportation system, are not increasing signifi cantly. This is especially true when compared to the Wasted fuel and increased air pollution is a result of increased increase in population and overall increase in the number of trips idling, acceleration and braking. people are taking. So, while more people — whether in vehicles, on bicycles, using transit or walking — are forecast to be on the streets, Regional economic health is reduced since drive time is a the streets are not growing to accommodate the increase. Even with non-productive activity. transit improvements through the RTD FasTracks program, vehicle delay is climbing and will increase rapidly after 2015. Local businesses are affected with higher shipping costs and decreased reliability to provide timely deliveries and service.
Personal/leisure time with family and friends is lost due to the time it takes to travel.
The Denver transportation system affects the region as a whole. The Denver transportation system is a major factor in sustaining the quality of life and economic health of the region. Creating balance in future multimodal investments in the travel system is important. Comparing the 2005 regional congestion map to the 2035 regional congestion map, it is clear that congestion will continue to increase over time, particularly on major thoroughfares accessing the regional hub.
OCTOBER 2008 | 11 Challenge The Transportation System Affects You The Denver transportation system directly and indirectly affects your quality of life, environmental and community health, and the economic vitality for you, your family, your neighborhoods, and your businesses.
Over the past several years, our primary reliance on motor vehicles has resulted in increases in: Urban Sprawl Safety Concerns People choose to live farther away from their workplace in order More vehicles on the road and increasing traffic congestion often to afford housing but don’t always take into consideration the lead to frustration and impatience. This frustration and impatience price of transportation as part of their daily, weekly, monthly or often results in drivers making riskier movements. The situation annual costs. These costs are not limited to financial costs of gas, is complicated by the fact that as Americans, we are all guilty of insurance, car payments, and parking, but also include personal occasionally driving too fast because we are rushing to work or to costs due to travel that takes time away from family, friends and pick up the kids, or we are distracted by talking on the phone or outside interests. performing some other task while driving. The combination of multi- tasking and frustration can lead to increased potential for conflicts. Traffic Congestion A transportation system that is well-connected, such as the grid Community & Environmental Health Impacts system, allows traffic to be more evenly dispersed. A transportation Air and water quality are negatively impacted due to the burning of system that is not well-connected concentrates traffic onto major fossil fuels. The increases in traffic volume impact the level of noise corridors, even if only a short trip is necessary. Analysis of data near major roadways and excessive signage lends to visual clutter shows that most trips on major roadways are for 1 mile or less and and an overall sense of disorganization of our roadways. often are a result of a lack of connectivity. Because Americans are taking more trips, the total number of miles driven continues to Health Issues (including respiratory illnesses, obesity and mental increase, as does our reliance on the automobile. health) Reliance on automobiles as the predominant mode of transportation Number and Length of Automobile Trips has influenced the built environment of American cities. The Separation of land uses leads to numerous trips, even if many are placement of buildings is often dictated by the ease of access and for short distances. For instance, you may do your shopping in one circulation by automobiles rather than people. Automobile access shopping center or two adjacent shopping centers, but because can affect the width and continuity of sidewalks, placement of of the layout of the parking lot, the focus of circulation and access parking, relationship of the street and adjacent buildings, and the on vehicular movement, too often it is easier to get in your car to overall public place that a street should or could be. Although this drive from one location to the next, even if you may only be moving is less true in older cities, younger cities like Denver have in many a few hundred feet or, at most, a couple of blocks. ways grown up around the automobile.
Consumption of Land for Parking and Roadways Together, community planners and transportation and health Roadways alone account for an average 30% of any city’s land professionals are recognizing that transportation and the built use. Parking adds to the overall percentage of a city’s land that environment play a role in the health of our local neighborhoods, is dedicated strictly to automobiles, and in some cities takes up communities and cities, as well as individual health. The success of more land area than all other land uses combined. our urban corridors and the overall transportation system affect the
2030 Daily Trip Distribution b by County u Of the total 5.4 million predicted daily trips in 2030, 2.2 million (41%) of the trips will stay within the city,
and 3.2 million (59%) will begin or end outside the city. Source: STP 2030 Model As part of the STP data analysis, daily Adams and trips were analyzed to determine origin- Weld counties destination patterns of Denver trips by Denver county. The fi gure to the left shows patterns 25 International Broomfield and Airport of travel within Denver and the interaction Boulder counties with the surrounding counties for the year 16% 2% 2030. The results show that less than half (41%) of Denver trips remain within the city. The strongest outside interaction with 70 Denver are with Arapahoe and Douglas counties, with more than a quarter of the 41% INTERNAL 70 trips to or from Denver beginning or ending in those counties. Adams and Jefferson Jefferson counties each have about the same County 15% DDENVER:E 5.4 MILLION PERSON TRIPS interaction with Denver, with approximately 15%. Relatively, Boulder and Broomfi eld have minor (2%) interaction with Denver.
26% South Platte 25 River Arapahoe and Douglas counties
12 | DENVER STRATEGIC TRANSPORTATION PLAN Summary economic, environmental, community, and physical health of every How Denver as a community chooses to improve its transportation citizen as well as the city and the region. This situation is not unique system in the future will impact you and your family. How you and to Denver. Every city in America has streets that are unattractive your family use Denver’s transportation system also can inform future and, in many instances, unhealthy. improvements to the system. In Denver and across America, the demand for effi cient, safe and reliable transportation has historically It is becoming more diffi cult for Americans to maintain a healthy, focused on the automobile. As Americans, we indicate in polls and active lifestyle because in many ways, we have designed activity out surveys that we want to walk, bike and take transit more often. However, of our daily routines in favor of more automated, sedentary lifestyles. our behavior illustrates a continued preference to drive. Multimodal One need only pick up the newspaper or magazine to fi nd evidence investments in infrastructure may infl uence our future behavior, but that Americans are facing alarming increases in obesity and obesity- infrastructure alone cannot change anyone’s behavior. related diseases such as diabetes. In fact, the Centers for Disease Control indicates that today’s generation of children is likely to be the fi rst to have a life expectancy shorter than their parents, the root cause of which can be traced (at least in part) to inactivity.
Simultaneously, many American communities are preparing and planning for the Baby Boomer generation to retire and anticipate increases in the non-driving population, as well as an increase in adults who may need mobility-assisted devices. Combined, the total non-driving population of Americans is currently estimated at more than 30% and is expected to increase as the Baby Boomers age.
Current statistics and projections of health in Denver show that the number of adults with a healthy body weight has been declining since 2003, as has the number of adults who engage in physical activity. One of the factors linked to obesity and physical fi tness is the poor condition and lack of connectivity of sidewalks and striped bicycle lanes or designated off-street bicycle paths, particularly in lower-income or high-risk neighborhoods.
To achieve an accurate picture about mobility throughout the travel shed, the STP project team used person trips to measure demand on the transportation system.
The chart to the right illustrates the complex interaction of a multimodal 6000 system and the potential for behavioral, Person Trips in Thousands operational and physical changes to Lane Miles impact the transportation system as 5000 Peak Period Bus Hours Peak Period Rail Hours a whole. Shown in blue, person trips Hours of Vehicle Delay increase over time, while lane miles, in yellow, are not increasing. Vehicle delays, 4000 in red, continue to increase along with peak bus hours and rail service. It is clear that all elements of a multimodal network 3000 — including walking, biking, transit and automobiles — are needed to lower the impact of increased person trips. 2000
1000
0 2005 2015 2030
OCTOBER 2008 | 13 Vision What We Heard From You: Community Values & Desired Outcomes Denver is fortunate to be at the heart and soul of the Denver A MULTIMODAL Transportation System: metro area. The city benefi ts from a concentration of cultural and Safe pedestrian connections entertainment venues, a high number and variety of jobs, and a wide Comprehensive bicycle system range of housing choices. The city is further enhanced by the highest Dependable transit options level of existing and future RTD bus and rail transit service, relatively Effi cient and well-maintained infrastructure dense development, a widespread grid street system, a network of bicycle and pedestrian trails and routes, and a climate with over 300 A SAFE, EFFICIENT & RELIABLE Transportation System: sunny days, allowing ample opportunity for walking and biking. There Connected multimodal system is no doubt that Denver is fortunate and has much to be proud of, but Safe transportation network there is still room for improvement. Manage congestion Accessible to all Through the STP, Denver seeks to build on these assets by investing in a more balanced, multimodal transportation system. Guided by A CONNECTED Transportation System: input from the public process and refi ned by technical experts, this Link land use and transportation comprehensive and cooperative approach resulted in a plan that Enhance connections between modes combines community-identifi ed needs and desired outcomes with Offer transportation choices strategies and viable solutions. A GREEN & SUSTAINABLE Transportation System: Analysis of the community responses indicated that although there Limit roadway footprint is a desire for change to the transportation system among Denver’s Align with Greenprint Denver citizens, there was no clear solution. So the STP team combined Promote alternative public transit modes the community values and desired outcomes identifi ed during the Improve air and water quality process. The team used the following fi ve primary areas to guide the Provide alternatives to fossil fuel STP and future improvements to the transportation system: A Transportation System that supports a HEALTHY, LIVABLE COMMUNITY: Mixed-use streets support great neighborhoods Provide transportation choices that improve community health and well-being Promote pedestrian-friendly, mixed-use development Integrate land use and transportation choices
14 | DENVER STRATEGIC TRANSPORTATION PLAN Together, these fi ve primary areas provide guidance to the city in the consideration and prioritization of future transportation improvements. However, it is important to acknowledge that improvements to the system and the success of the system will depend in large part on the users of the system and the transportation choices they make. Simply put, a successful multimodal transportation system requires both infrastructure and system improvements as well as a willing population to embrace such change.
OCTOBER 2008 | 15 Innovation Understanding the challenge and mapping out a solution Travel Sheds In order to plan for a future that is multimodal and supports the The travel shed idea was derived from the theory of a watershed. community values generated through the public input process, the A watershed is a broad look at the inter connection of streams and project team developed an innovative approach that combined the tributaries that drain into a larger river basin. A travel shed takes a technical modeling and analysis found in a traditional transportation broad look at the collection of streets and mobility routes that feed planning effort, with a more comprehensive look at citywide into the larger, connected transportation system. The project team transportation needs and community desires. The STP process identifi ed 12 travel sheds in the City and County of Denver on which included the following key elements to plan for a multimodal future: to focus the analysis. Travel shed boundaries were based on areas that shared similar characteristics, such as trips that start and fi nish Use of geographical areas called “travel sheds” to provide an in the same area and geographic features that create barriers to analysis of the transportation system that looks at an area with travel movement. Use of travel sheds also accounted for mobility similar travel patterns; issues that cause the individual travel sheds to be inter connected.
Measurement of all trips in a travel shed instead of only The use of travel sheds allowed for a broader community analysis. studying vehicle demand in major corridors; The project team could then analyze the effectiveness of the layout of streets, including the grid and arterial system, transit routes, bike Use of travel shed and program improvement routes, and pedestrian throughways, how they connect and how well recommendations that help establish priorities for people move through the system. transportation funding;
Use of “person trips” instead of just auto trips to evaluate It is not the goal of the STP to eliminate automobiles from the impacts caused by all types of travel, including bicycles, transportation system. In order to preserve Denver’s neighborhoods pedestrians, transit and private and commercial vehicles; and communities and thus its quality of life, Denver as a city and regional leader must focus on increasing the “person trip” capacity Measurement of transportation capacity instead of only of its existing roadways by fi nding a greater balance among all the counting lane miles; and modes.
Limiting the transportation footprint.
The project team used the concepts of person trip demand and person trip capacity to identify gaps in the transportation system. As can be seen by the graphic below, the person trip capacity of a street is much different for various types of transportation.
Maximum number of cars on a street Distribution of people served by these cars
16 | DENVER STRATEGIC TRANSPORTATION PLAN Travel Shed Example Diagram Person Trips Another innovative idea used by the project team was the use of “person trips.” Traditionally, transportation planning has focused on automobile or vehicle trips by measuring vehicle miles traveled BIKE ROUTE (VMT). The STP project team determined that person trips is a more accurate measure by which to evaluate the impacts caused by all types of travel, including bicycles, pedestrians, public transit and private and commercial vehicles. The use of person trips allowed the project team to identify the existing travel conditions for all modes ARTERIAL in each travel shed and forecast conditions for 2030. The project team analyzed the total number of trips taken by all modes of travel COLLECTOR in the corridors within each travel shed and called this “person-trip demand.” The demand was then compared to the total person-trip TRANSIT / HIGHWAY capacity. If the demand for person trips exceeded the capacity, this was highlighted as a “gap” in the transportation system. The gaps found in each travel shed highlighted the areas within the city that LOCAL STREETS need further evaluation to better understand transportation needs and potential solutions. Once the mobility needs were evaluated, recommendations were then categorized into transportation
TRAVEL SHED BOUNDARY TRAVEL improvement strategies for each travel shed.
The same number of people on a bus The same number of people on a pedestrian and bicycle-friendly street
OCTOBER 2008 | 17 Strategy Moving People Forward In order to achieve the desired multimodal transportation outcomes Strategies for Operational and Physical Changes for Denver, numerous types of improvement strategies are Meeting the operational and physical goals of the STP requires a recommended, ranging from annual maintenance to longer-term substantial investment in maintaining the operational functions and projects. Maintenance of infrastructure generally consumes the physical infrastructure of the transportation system. Maintenance of majority of annual funding. All of the improvement strategy categories the existing system comprises a signifi cant portion of the overall are divided into the following segments: Denver Public Works budget. In 2007, approximately $12 million Behavioral Support efforts within the Denver community of Public Works’ $22 million Capital Improvement Program (CIP) to reduce travel by single-occupancy vehicles was appropriated to annual maintenance programs, which include and promote alternative modes of travel street repaving, bridge maintenance, traffi c-signal reconstruction, such as walking, biking and use of the and sign replacement. In November 2007, Denver citizens voted public transit system. to approve the dedication of 2.5 mills in increased property taxes annually to repair infrastructure. This additional mill levy funding is Operational Improvement of the function or effi ciency of being utilized to augment Public Works’ annual capital maintenance existing facilities in the public right-of-way budget. Approximately $32 million was appropriated to Public Works’ with minimal changes to the physical capital maintenance programs in 2008 from this mill levy. Voters also footprint and equipment. approved the 2007 Better Denver Bond Program, a comprehensive effort to invest in the ongoing maintenance and enhancement of many Physical A new facility that can be added to or city facilities, as well as the construction of new city facilities. Both changed within the public right-of-way. the Better Denver Bond Program and maintenance mill levy initiatives have signifi cantly increased Public Works’ ability to address existing Strategies for Behavioral Change maintenance needs, and will be crucial to supporting a multimodal Partner with other internal agencies and external organizations transportation system. to study, educate, support and implement specifi c approaches to reduce single-occupancy vehicular travel. Maintenance of Infrastructure Maintenance of infrastructure is critical to achieving a long service Transportation Demand and Traffi c Management life of transportation assets, such as signs and signals, pavements, Fund promotional and operational programs designed to encourage bridges, sidewalks and trails. Investment to maintain these assets the use of alternative travel modes, carpooling and other trip- is more cost effective than allowing them to deteriorate to the point reduction strategies. Those include promotion of existing and where full replacement is necessary. The benefi t of a properly future transportation management organizations (TMOs) similar to maintained infrastructure also includes improved traffi c fl ow, a safer Transportation Solutions, the existing TMO in the Cherry Creek area. travel environment, and less frustration and vehicle-repair costs for the traveling public.
“The STP is a unique planning approach to help mitigate road con- gestion by integrating all forms of mobility, including cars, walking, biking and transit. Metro Denver has over 900 miles of bike paths, almost 2,000 miles if you include all the separate bike lanes on our roads … This bicycle system will give Denver’s citizens just one more wonderful way to enjoy our 300 days of sunshine a year, an accident of climate for which no elected offi cial, including me, can take credit.”
– Mayor John Hickenlooper, State of the City Address, July 1, 2008
18 | DENVER STRATEGIC TRANSPORTATION PLAN Bicycle, Pedestrian and Street Gaps Access control could be implemented on a roadway by constructing Bicycle improvements include fi lling in “missing links” in the bicycle medians that help defi ne where turns are allowed from driveways to network, major capital projects such as bicycle grade separations improve overall function. (bridges), and annual staffi ng and program costs to support efforts to encourage bicycle and pedestrian travel. Pedestrian improvements Major Improvements and Studies include critical connections to complete uniform linkages, upgrades The most complex solutions in the travel sheds often involve major to substandard sidewalk sections, and right-of-way acquisition for investments and right-of-way acquisition. Signifi cant up-front studies new sidewalk construction. Street gap projects — such as fi lling a are often necessary to determine the most appropriate transportation gap in the street grid across a gulch — will provide a more complete investments and to achieve consensus among stakeholders. Several transportation network. projects/studies of this magnitude are already underway, including the I-70 East Environmental Impact Statement (EIS), the 56th Avenue Transit Support Strategies Environmental Assessment (EA), and RTD’s FasTracks Program. Key investments include upgrading transit service frequency, expanding hours of operations, expanding transit route structure, Map of Investment Corridors enhancing transit stops and passenger amenities, and improving transit operations by implementing strategies such as Transit
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Maintain existing infrastructure Bicycle, Pedestrian Maintenance Transportation and of Demand and Street Gaps Infrastructure TrafficT Management
Setting Priorities to Maximize Our Investment A key to the plan strategy is the establishment of priorities to maximize the funding available. Maintenance, maximizing effi ciency and improving system safety are essential. Providing multimodal improvements help serve the expected increase in person-trip demand without increasing the roadway footprint, and continued planning through major studies defi nes the future transportation network as a system.
OCTOBER 2008 | 19 Strategy Policies for Moving People Forward The Denver STP analysis developed recommendations for Denver’s Development of New Funding travel future. Strategies and project lists for 2015 and beyond for each Be a leader in fi nding new local and regional solutions to fund travel shed were generated using traditional transportation solutions, transportation improvements and programs. Look at options but the STP has an emphasis on multimodal solutions that not only for transportation infrastructure fi nance, including the potential help mangage congestion, but also are necessary to keep Denver for public and private partnerships. As the employment and moving. entertainment center of the metropolitan area, Denver attracts a very high level of traffi c from the surrounding region, making Short-Term Steps transportation a regional issue with the need for regional solutions. Many of the studies and projects identifi ed in the STP are underway Plan for Moving People Beyond 2015 as a result of FasTracks and the traditional sources of funding from Pursue the further expansion of a comprehensive regional CDOT, the federal government and the private sector. Thanks to the transportation program beyond 2015. Multimodal improvements in Better Denver bond package that passed in November 2007, several regional transportation, especially in the area of transit, will increase of the identifi ed projects have or will receive funding to move forward. the person-trip capacity of our streets. However, beyond FasTracks The Speer-Leetsdale Major Investment Corridor and the process to there are no improvements of this type to follow. Continuing to begin a NEPA-like study of the Quebec Major Investment Corridor make physical and operational improvements to alternative modes also have been started. of transportation will provide travel options that reduce fossil fuel dependency and absorb growing demands. This will continue to be an important strategy to meet our transportation needs beyond Long-Term Steps 2030. For the long-term (2015 and beyond) the City and County of Denver must continue to pursue options to maintain and improve Support “Sustainable Growth” and Urban Infi ll the multimodal transportation system. Implementation of the Ensure that the transportation investments support sustainable recommendations in the STP will require action in several areas to growth through redevelopment and urban infi ll, particularly within solve the long-term transportation issues that may arise. The following the Areas of Change as defi ned by Blueprint Denver as well as in steps can be taken now to plan for the future: alignment with the goals of sustainable growth as outlined by the mayor’s Greenprint Denver goals. Completion of FasTracks Implementation of the RTD FasTracks program is an integral part Encourage Shifts in Travel Behavior of providing more multimodal options throughout the Denver area. Educate the public about transportation options and provide Meeting the current construction schedule of FasTracks is the incentives to promote behavioral changes. Infrastructure central strategy to absorb the growing demand on the system while investments must be maximized to include and encourage use managing congestion to levels that exist today. of all modes of transportation, including transit, pedestrian and bicycle options, and increased use of travel demand management Leverage Available Non-City Funding such as telecommuting and fl exible work schedules. Together, Continue to leverage federal and state matching funds to complete these mobility options and tools will add up to a healthier future for new infrastructure projects and maintain the existing transportation the entire metropolitan area by providing the city and its residents system through capital improvement planning and programming. the opportunity to get the most out of the investments made to the transportation system.
20 | DENVER STRATEGIC TRANSPORTATION PLAN Denver and the metro region are continuing to grow. Projections indicate more than 1.3 million additional people will move to the metro area by 2030.
OCTOBER 2008 | 21 Strategy Travel Shed Recommendations The fi nal recommendations for each travel shed are based on an analysis of person-trip demand compared to the person-trip capacity. Projects and strategies were developed, categorized and prioritized based on available funding. The individual and general recommendations are outlined for each travel shed and are based on the community values and technical analysis during the STP planning process.
22 | DENVER STRATEGIC TRANSPORTATION PLAN Travel Sheds Other Projects / Studies a) Central Denver 24 The following areas of the city are being specifi cally analyzed by major studies b) Downtown 26 that are underway or recently completed: c) East Central 28 I. 56th Avenue EA d) East Colfax 30 II. I-70 EIS e) East Side 32 III. Valley Highway EIS / f) Gateway 34 Broadway NEPA g) Hampden 36 h) Northwest 38 i) River North 40 j) Southwest 42 k) Speer/Leetsdale 44 l) West Side 46
OCTOBER 2008 | 23 Central Denver Travel Shed
Travel Shed Boundaries Also refer to overlapping travel sheds: East Colfax, Speer/Leetsdale The Central Denver Travel Shed is loosely bordered by Clarkson Street to the west, 40th Avenue to the north, York Street and 70 13% 49% University Boulevard to the east, and Evans Avenue to the south. by by Major arterial roads run through the travel shed, including Colfax 2015 2030 Avenue, 6th Avenue, 8th Avenue, East 1st Avenue, I-25, East Evans Avenue, Downing Street and University Boulevard. The East Colfax E 40TH AVE and Speer/Leetsdale Travel Sheds pass through the Central Denver Travel Shed.
Travel Shed Characteristics All major arterial roads in the Central Denver Travel Shed are city- BRUCE RANDOLPH AVE WALNUT ST owned roadways with the exception of I-25 and Colfax Avenue, which MLK BLVD
are designated state highways and/or part of the interstate system E 31ST AVE ST FRANKLIN N owned by CDOT. The Central Denver Travel Shed is a grid system E 29TH AVE with many intersects that provide good connectivity for travel. One exception is Washington Park, which limits traffi c fl owing east-west E 26TH AVE in the southern portion of the travel shed. Roadways in this area are older and more urban, with narrow lanes and limited control for E23RDAVE
turning from driveways. The sidewalks on major arterials, although N DOWNING ST DOWNING N numerous, are in poor condition and are substandard when compared YORK N ST to current design guidelines. Bicycle routes run throughout the travel shed, although signage and connectivity are both inconsistent. Many E 18TH AVE missing links exist for bike paths in this area, particularly along the E 17TH AVE Cherry Creek Trail. E COLFAX AVE Trips in the Travel Shed E 14TH AVE E 13TH AVE Almost two-thirds of trips through the Central Denver Travel Shed are pass-through, meaning they neither start nor end within the travel 5% by 2015 shed’s boundaries. One-third of trips begin within the travel shed and end outside the shed. Less than 2% of trips both begin and end 43% by 2030 within the shed’s boundaries. The total amount of travel in the Central E 8TH AVE Denver Travel Shed is expected to increase by more than 33% by the year 2030. In addition, trips that pass through the travel shed are E 6TH AVE expected to increase at a higher rate than trips that begin within the shed’s boundaries.
Travel Shed Improvement Recommendations E 1ST AVE Current north-south capacity is anticipated to meet 2030 demand in the north and central portions of the Central Denver Travel Shed. However, in the south end of the shed, north-south demand will exceed capacity. The same is true for future east-west demand despite the recent addition of the Southeast Corridor light rail line. Attention to this E ALAMEDA AVE travel shed focused on maintenance and improvements to existing infrastructure without adding additional roadway capacity. Enhancing E VIRGINIA AVE existing transit as well as expanding bicycle and pedestrian access to connect neighborhoods, the Cherry Creek shopping area, and E EXPOSITION AVE the Southeast Corridor light rail stations will address some of the
anticipated capacity issues.
S UNIVERSITYBLVD
WNING ST WNING S FRANKLIN ST FRANKLIN S
E LOUISIANA AVE S DO S
Legend Study Area Boundry
Future Transit Station 25 Future Transit Line BUCHTEL BLVD Existing Transit Station Existing Transit Line E EVANS AVE 16% 21% Investment Corridors by by Bike Routes and Trails 2015 2030 Forecast Growth in Person Trips to and from Travel Shed Blueprint Denver Areas of Change
24 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure Periodically update signal progression plans on major arterials • Mill levy program (eligible maintenance infrastructure includes 50 total traffi c signals, 7 bridges, 272 lane miles, •• alleys, signs and markings, curbs and gutters, curb ramps) State highway surface treatment program •• Bicycle and Pedestrian System Gaps Cherry Creek Trail safety upgrades (along 1st Ave. from Downing to University) • Bike trail north of Buchtel between University and Franklin • Improve bike route designation through City Park • Install improved pedestrian crossings or traffi c calming in the vicinity of the new I-25 LRT stations •• Enhance bicycle connectivity within travel shed •• Install more visible signage for on-street routes • Identify new bike routes to the Southeast Corridor LRT stations • Widen sidewalks along 17th Ave. •• Provide countdown pedestrian heads at 17th/18th/York, University/Ohio, Downing/Exposition, Downing/ • Kentucky, and University/1st Ave. intersection Facilitate the enhancement of pedestrian crossings within the travel shed • Pedestrian bridge between the University LRT station and the neighborhoods to the north • Prohibit right turns on red in the Cherry Creek and 17th Ave. pedestrian districts • Add pedestrian route lighting to improve access to LRT and bus stops • Transit Support Strategies Provide improved shelters, lighting, benches and amenities at bus stops •• Operational and Safety Strategies University/Evans intersection improvements • Left turn channelization at Alameda/Downing • 17th/18th/York/Josephine reconstruction (See East Colfax) • York/31st/Martin Luther King intersection improvements • York/Bruce Randolph intersection improvements • Transit and Roadway Improvements Realign 19th Ave. through Children’s Hospital redevelopment • Reconstruct 40th Ave. including curb, gutter and sidewalk from Franklin to York St. • Increase transit service between LRT stations and Cherry Creek (FastConnects) •
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology.
Travel Shed Stats 272 Lane Miles 2005 204 to2030: Sidewalk Miles 25% Increase 30 in Population Growth Bicycle Trail / Lane Miles 28% Increase in Person Trips
OCTOBER 2008 | 25 Downtown Travel Shed
Travel Shed Boundaries Trips in the Travel Shed Interstate 25 loosely borders the Downtown Travel Shed to the Traffi c fl ows into the Downtown Travel Shed via Speer Boulevard, northwest. The shed is bordered by Logan Street to the east and Park Avenue, Auraria Parkway, Colfax Avenue and Broadway/Lincoln 11th Avenue to the south. Several major arterial roads run through Streets, as well as existing light rail lines. More than 72% of vehicle this travel shed, including Colfax Avenue, Broadway, Lincoln Street, and transit trips end in the Downtown Travel Shed. Approximately 7% Park Avenue, Auraria Parkway and Speer Boulevard. of existing transit trips pass through the shed. These percentages are expected to remain consistent, but as FasTracks expands, Travel Shed Characteristics transit stops will multiply. By 2030, an increase of 40% in total trips The Downtown Travel Shed is the employment and attraction epicenter is expected for the Downtown Travel Shed. Transit trips alone will of the Denver Metro region. Several barriers defi ne the boundaries increase by 94%. of this shed and limit connectivity, including I-25, the Platte River, Speer Boulevard and Cherry Creek. These barriers also limit mobility Travel Shed Improvement Recommendations within the shed since few access points restrict ways to traverse the Due to the drastic increase in transit trips forecast for this travel shed’s several waterways and the interstate. Connectivity challenges shed, major improvements in transit are recommended and are exist at intersections such as Colfax and Broadway. Adding to the already underway. Travel routes in the FasTracks plan will converge complexity of the travel shed is the fact that the majority of land in the at Denver’s Union Station, which is within the Downtown Travel Shed’s Downtown Travel Shed was designated as an “Area of Change” by boundaries. Construction of the West, Gold, North Metro, I-70 East, the 2002 Blueprint Denver plan. and U.S. 36 transit improvements will signifi cantly increase transit capacity in the downtown area. The construction of these rail lines will require ongoing coordination between RTD, DRCOG, CDOT and the City and County of Denver.
Legend Study Area Boundry Future Transit Station Future Transit Line Existing Transit Station Existing Transit Line 17% 33% by by Investment Corridors 2015 2030 Bike Routes and Trails 28% 52% 27th St. Forecast Growth in Person Trips to Park Ave. by by 26th St.
and from Travel Shed St. Lipan 2015 2030
25th St. Blueprint Denver Areas of Change 15th St. 48% 24th St. by Wewatta St. Chestnut Pl. Speer Blvd. Commons 2030 Coors 23rd St. 23% Park Field Platte St. R.E.I. Denver by Union Station 21st St. 2015 22nd St.
20th St.
25 Little Raven St. Broadway St.
19th St.
Market 18th St. Delgany St. Colorado's Ocean Journey Street Wewatta St. Station17th St.
Six Flags Wynkoop St. 16th St. The Shops Federal Elitch Gardens Wazee St. at Tabor Center District Pepsi Blake St. 15th St. Skyline e Children's Writer Museum Center Square Market St. Park 14th St. Larimer 16th Street Mall Square 20th Ave.
Larimer St. Lawrence St. Speer Blvd. 19th Ave. Arapahoe St. Curtis St. 6% by 2015 Denver PerformingChampa St. 18th Ave. Auraria Higher Stout St. Education Center Arts Complex Auraria Pkwy.
7th St. California St. 18%17th Ave. by 2030 Denver Welton St. Pavilions 5th St. Colorado Convention Glenarm Pl.
Center 13th St. 16th Ave. 12% 27% Tremont Pl. Civic Cleveland Pl. Court Pl. Center by by Station Colfax Ave. Colfax Ave.
2015 2030 Speer Blvd. City/ Civic State U.S. County Mint Building Center Capitol Osage St. 14th Ave.
Colorado Denver History Fox St.
Elati St. Library
Rio Ct. Art Museum Grant St. Logan St. Lipan St. Bannock St. Delaware St. Cherokee St. Sherman St. Mariposa St. Santa Fe Dr.
Kalamath St. Museum 13th Ave. 15% 30% Art Museum by by Expansion Broadway St. Lincoln St. 2015 2030 12th Ave.
26 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure Mill levy program (eligible maintenance infrastructure includes 5 total traffi c signals, 23 bridges, 113 lane miles, alleys, signs • and markings, curbs and gutters, curb ramps) Downtown signal retiming •• State highway surface treatment program •• Bicycle and Pedestrian System Gaps Enhance pedestrian crossings that link adjacent neighborhoods and major attractions to downtown • Signal timing changes such as Barnes’ Dance, leading pedestrian intervals and countdown signals • Design treatments such as high-visibility crosswalk markings, advance stop lines, pavers, colored concrete, • additional signage, and sign-mounted fl ashers Pedestrian crossing enhancements at Platte St. and 16th St. • 16th Ave./Broadway bicycle connection • Bike station at Denver Union Station (DUS) • Lawrence pedestrian underpass of southbound Speer Blvd. • 12th Ave. Cherry Creek ramp • California St. sidewalk/streetscape • 14th St. streetscape • Colfax Ave. and 14th Ave. pedestrian improvements (Justice Center) • Continue to build upon the downtown bike lane grid • Provide a new connection between the Pepsi Center and Cherry Creek Trail away from Speer/Wewatta •• Connect the Platte River Trail to the Auraria Campus with the West Corridor Project •• Add a bike lane to Water St. (15th St. - 23rd Ave.) •• Construct a new bridge from Elitch Gardens to the Children’s Museum • Transit Support Strategies Downtown circulator service from DUS to Civic Center and Cultural Complex, including street reconstruction and stops •• Convert downtown circulator to fi xed guideway Support existing or potential transportation management associations (TMAs) 16th Street Mall reconstruction Welton/Downing corridor stations master plan •• Civic Center Station Plan ••• Provide improved shelters, lighting, benches and amenities at bus stops •• Operational and Safety Strategies Galapago St./Colfax Ave./Welton St. intersection operational improvements •• All downtown streets should have minimum sidewalk width of 16 feet on both sides • One-way circulation system is maintained on numbered streets • Four-lane one-way streets are candidates for narrowing • Colfax Ave. / Speer Blvd. grade-separated interchange • Signal upgrades: • Colfax Ave. and Glenarm Pl. •• • 16th St. and Wynkoop St. •• • 15th, 16th, 17th, 18th streets and Wewatta St. •• • 16th, 17th, 18th. 20th streets and Chestnut St. •• • Speer Blvd. and Wewatta St. •• East Colfax Avenue / Grant Avenue intersection improvements • Transit and Roadway Improvements Central Street promenade: Central Street from 16th St. to 20th St. • Golden Triangle/Central Business District access improvements • Larimer St. reconstruction from 15th St. to 17th St. • Reconfi gure Colfax Ave./Tremont St./13th St./Delaware St. intersection •• Broadway median, 20th St. to Blake St. • Reconfi gure intersections along Broadway at 19th St. and 21st St. • Cherry Creek to 15th, Wewatta St. roadway improvements • Major Improvements and Studies Denver Union Station implementation ••• Complete multimodal reconstruction of Broadway/Lincoln (STP Investment Corridor) ••• Complete multimodal reconstruction of Colfax (STP Investment Corridor) •••
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology. Travel Shed Stats 113 Lane Miles 2005 71 to2030: Sidewalk Miles 84% Increase 17 in Population Growth Bicycle Trail / Lane Miles 40% Increase in Person Trips
OCTOBER 2008 | 27 East Central Travel Shed
Travel Shed Boundaries Trips in the Travel Shed Several streets loosely border the East Central Travel Shed, including Trips to and from Downtown Denver primarily pass through the South Downing Street, University Boulevard and Broadway to the northern part of the East Central Travel Shed. In addition, the west; I-70 to the north; Monaco Parkway and Holly Street to the east; percentage increase in trips by 2030 is expected to be the highest and Quincy Avenue to the south. Colorado Boulevard, Colfax Avenue in the northern section. Trips in the southern end of the travel shed and Evans Avenue are main arterial roads that run through the East are primarily pass-through trips to adjacent areas. In the eastern Central Shed. The travel shed has three other travel sheds that pass part of the travel shed, north-south trips fl ow from south of the Lowry through it: the East Colfax, Speer/Leetsdale and Hampden Travel neighborhood to Stapleton. Sheds. The East Side Travel Shed overlaps the eastern edge. Travel Shed Improvement Recommendations Travel Shed Characteristics Improvements within this travel shed focus on land use within the Colorado Boulevard has been designated as an Investment Corridor two designated improvement corridors. Enhancements to transit and to facilitate multimodal north-south connections and to support improvements to pedestrian and bicycle connections will address the vision of Blueprint Denver. Evans Avenue also is a designated safety and access issues along Colorado Boulevard. The Evans Investment Corridor within this travel shed. Avenue corridor also needs enhanced transit and attention to traffi c operations, freight management and safety issues. In addition, the same improvements are recommended for 17th Avenue, 18th Avenue, York and Josephine streets.
Also refer to overlapping travel sheds: East Colfax, East Side, Speer/Leetsdale, Hampden
52nd Ave 51st Ave Dahlia St
19% 18% Ivy St Bannock St 0.5% 18.5% by by 48th Ave by by 2015 47th Ave Josephine St 2030 2015 2030 46th Ave 45th Ave 70
44th Ave Smith Rd Quebec St
Jason St 40th Ave
Fox St 38th Ave 38th Ave ArkinsBrighton Ct Rd Globeville Rd Ringsby Ct Holly St 25 35th Ave Walnut St Williams St Blake St Martin Luther King Blvd Lawrence St
20th St Steele St
Arapahoe St Monaco St 28th StChampa St Larimer St 29th Ave
Curtis St 26th Ave Stout St 25th Ave 18th St Welton St 23rd Ave 15th St Park Ave.
Franklin St Montview Blvd 20th Ave 19th Ave
17th Ave
Glenarm Pl 16th Ave Colfax Dayton St
Speer N Bd 14th Ave Syracuse St Washington St 4.5% 7.5% 3% 8% 13th Ave 13th Ave by by by by 11th Ave 2015 2030 2015 2030 11th Ave Broadway Speer S Bd
8th Ave Lincoln St 8th Ave 6th Ave 6th Ave 6th Ave Santa Fe Dr
3rd Ave Kalamath St Corona St
1st Ave Dahlia St 1st Ave Bayaud Ave.
Alameda Ave Alameda Ave
Virginia Ave Cherry Creek Dr
25 Valentia St Logan St Holly St Steele St Emerson St Downing St Lipan St Clarkson St Mississippi Ave Mississippi Ave Monaco Py Louisiana Ave Quebec St
0% 8% 0% 8% Florida Ave Dayton St by by by by Quebec Wy Florida Ave Iowa Ave 2015 2030 2015 2030
Buchtel Ave Jewell Ave Franklin Broadway Evans Ave Iliff Ave Iliff Ave Legend
Study Area Boundry Yale Ave Syracuse Wy University Blvd Future Transit Station Cornell Ave Holly Pl Dahlia St Future Transit Line Dartmouth Ave FloydFox St Ave Girard Ave Existing Transit Station Hampden Ave Monaco Py Tamarac Dr Existing Transit Line Kenyon Ave Happy Canyon Rd
Investment Corridors Eastm
Logan St Mansfield Ave Oxford Ave Colorado Blvd Bike Routes and Trails oor Dr Princeton Ave Quincy Ave Quincy Ave Monaco St
Forecast Growth in Person Trips to Navajo St
Ulster St Dam Rd Tufts Ave and from Travel Shed DTC Py Yosemite St Holly St Union Ave Blueprint Denver Areas of Change Clarkson St Huron St Broadway ayton St D
28 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure State highway surface treatment program • Mill levy program (eligible maintenance infrastructure includes 60 total traffi c signals, 34 bridges, 1,131 • lane miles, alleys, signs and markings, curbs and gutters, curb ramps) Bicycle and Pedestrian System Gaps Colorado LRT Station pedestrian bridge • Transit Support Strategies Transit enhancements on Colorado Blvd. •• Enhance transit routes to serve as feeders to major transit corridors • Transit enhancements on Evans Ave. •• Provide improved shelters, lighting, benches and amenities at bus stops •• Operational and Safety Strategies Install intelligent transportation systems along Colorado Blvd. from I-70 to Hampden Ave. • Transit and Roadway Improvements Reconstruct 40th Ave., including curb, gutter and sidewalk, from York St. to Colorado Blvd. • Major Improvements and Studies Complete multimodal reconstruction of Colorado Blvd. (STP investment corridor) ••• Complete multimodal reconstruction of Alameda Ave. (STP investment corridor) ••• Complete multimodal reconstruction of Evans Ave. (STP investment corridor) •••
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology.
Travel Shed Stats 1,131 Lane Miles 2005 809 to2030: Sidewalk Miles 18% Increase 75 in Population Growth Bicycle Trail / Lane Miles 26% Increase in Person Trips
OCTOBER 2008 | 29 East Colfax Travel Shed
Travel Shed Boundaries Trips in the Travel Shed Several streets loosely border the East Colfax Travel Shed, including Currently, about 75% of the traffi c in the East Colfax Travel Shed are Emerson Street to the west, 23rd Avenue to the north, Alton Street to pass-through trips. These pass-through trips are expected to increase the east and 9th Avenue to the south. Major arterial roads that run slightly to roughly 78% by 2030 due to the continued development of through the shed include Colfax Avenue, Colorado Boulevard, Park Downtown Denver, including its new residential developments. The Avenue, Monaco Parkway, and Quebec Street. In addition, several East Colfax Travel Shed is also a major transit corridor and has one paired couplets, meaning sister one-way streets, include 13th and of the highest levels of ridership in the RTD system. 14th avenues, 17th and 18th avenues and Josephine and York streets. The East Colfax Travel Shed passes through the Central Denver, East Travel Shed Improvement Recommendations Central and East Side travel sheds from west to east. Due to a modest projected increase of pass-through trips in the East Colfax Travel Shed, major capacity-related improvements are Travel Shed Characteristics not recommended for this area. Instead, attention should focus on East Colfax spans eight Denver neighborhoods and touches a safety enhancements as well as pedestrian- and bicycle-connectivity broad range of land uses, although surrounding streets are primarily improvements. A streetcar is suggested for the corridor as part of the residential. continuing Colfax Avenue revitalization efforts.
Also refer to overlapping travel sheds: Central Denver, East Central, East Side
22nd Ave. City Park 21st Ave. Montview Blvd.
P 19th Ave. a rk A v 18th Ave. e . 17th Ave. 20% by 2030 20% by 2030 10% by 2030
E. Colfax Ave.
14th Ave.
13th Ave.
12th Ave. Cheesman 11th Ave. Park
10th Ave...... t t t t t t t t t t t t t t t t t t t t t t t t y d S S S S S S S S S S S S S S S S S S S S S S S S v w l t t t t r k i y k x y c c y n n e a a n e n a e e g r l B l i n r t d r e l l o a y e i e a e s l o o p o n n P t o l i e f i r o o t o o h t s o s s l b n u o t s r a e p s i r i l e m n r o d r Y k a d n c t e b H m e b A o d a e w e c a r u r c U w a a o u G D S D a J s r e r m F R a e e e a o E l P y o Q o u n J K M l N V D C o S Y H o M C
Legend Study Area Boundry Future Transit Station Future Transit Line Existing Transit Station Existing Transit Line Investment Corridors Bike Routes and Trails Forecast Growth in Person Trips to and from Travel Shed Blueprint Denver Areas of Change
30 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure Mill levy program (eligible maintenance infrastructure includes 4 total traffi c signals, 2 bridges, 209 lane • miles, alleys, signs and markings, curbs and gutters, curb ramps) State highway surface treatment program •• Bicycle and Pedestrian System Gaps Widen sidewalks to facilitate pedestrian connectivity and access to transit •• Construct missing sidewalk connection (Colfax Ave. between Gaylord and Vine streets) • Transit Support Strategies Improve pedestrian connections to surrounding neighborhoods •• Improve transit connections in developing areas •• Implement pedestrian and transit improvements along East Colfax Ave. within the existing BIDS • Provide improved shelters, lighting, benches and amenities at bus stops •• Operational and Safety Strategies Evaluate and implement more signalized pedestrian crossings •• Mark pedestrian zones, bike facilities and bus stops clearly • Target high-accident locations for improvement • Improve street lighting • Signal upgrade at 13th and Josephine streets •• Regional signal systems control (traffi c signal system improvement project eligible) •• Transit and Roadway Improvements 17th/18th/York/Josephine reconstruction • Upgrade intersection at Colorado Blvd. and 17th Ave. • Corridor transit upgrade (like streetcar, bus rapid transit, etc.) •• Bus transit priority/intelligent transportation system improvements (Senate Bill 1 project) •• Evaluate moving/consolidating access points on Colfax Ave. • Major Improvements and Studies Colfax Ave. and Colorado Blvd. intersection reconstruction • Complete multimodal reconstruction of Colfax Ave. (STP investment corridor) ••• Complete multimodal reconstruction of Colorado Blvd. (STP investment corridor) •••
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology.
Travel Shed Stats 209 Lane Miles 2005 153 to2030: Sidewalk Miles 21% Increase 12 in Population Growth Bicycle Trail / Lane Miles 23% Increase in Person Trips
OCTOBER 2008 | 31 East Side Travel Shed
Travel Shed Boundaries Trips in the Travel Shed Several streets loosely border the East Side Travel Shed, including Due to recent and future redevelopment in the area, the East Side Monaco Parkway to the west, I-70 to the north, Central Park Boulevard/ Travel Shed will see signifi cant growth in person trips. Traffi c demand Yosemite Street to the east and Alameda Avenue to the south. Two in some areas of the travel shed will double by 2030. major arterial roads run through the East Side Travel Shed, including Colfax Avenue and Quebec Street. The East Colfax Travel Shed Travel Shed Improvement Recommendations passes through the travel shed along Colfax. Improvements within the East Side Travel Shed focus on maintaining mobility and safety. Attention to bicycle and pedestrian routes and Travel Shed Characteristics facilities will encourage multimodal transportation within the area and Much of the East Side Travel Shed is designated as an “Area of connect people to transit. Change” by Blueprint Denver. A signifi cant portion of the travel shed consists of well-established residential neighborhoods, but the area also includes two of Denver’s largest redevelopment projects: Stapleton and Lowry. Also refer to overlapping travel shed: East Colfax
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32 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure Mill levy program (eligible maintenance infrastructure includes 20 total traffi c signals, 8 bridges, 334 miles, • alleys, signs and markings, curbs and gutters, curb ramps) State highway surface treatment program •• Bicycle and Pedestrian System Gaps Coordinate with Parks and Recreation to develop on- and off-street bike routes • Construct missing sidewalk connections as properties redevelop • Upgrade pedestrian access on Quebec St. from 6th Ave. to 13th Ave. • Upgrade pedestrian access on 23rd Ave. from Monaco Pkwy. to Quebec St. • Add Lowry Blvd.-Westerly Creek grade separated trail crossing • Transit Support Strategies Support existing or potential transportation management associations (TMAs) (Stapleton TMA) • Provide improved shelters, lighting, benches and amenities at bus stops •• Operational and Safety Strategies Quebec intersection improvements at 13th St. and 23rd Ave. • Target high accident locations for improvement • Improve street lighting • Regional signal systems control (traffi c signal system improvement project eligible) •• Transit and Roadway Improvements Evaluate conversion of two-way roadways to one-way street couplets •• Evaluate addition of new travel lanes within the travel shed •• Evaluate construction of reversible lanes within the travel shed •• Add/improve turn lanes within the travel shed • Construct bus pullouts within the travel shed • Improve street connectivity between Denver and Aurora in the vicinity of Stapleton • Central Park Blvd. interchange •• Stapleton road improvements • Major Improvements and Studies Major Investment Corridor Study of Quebec St. (NEPA) and implementation •••
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology.
Travel Shed Stats 334 Lane Miles 2005 168 to2030: Sidewalk Miles 30% Increase 42 in Population Growth Bicycle Trail / Lane Miles 84% Increase in Person Trips
OCTOBER 2008 | 33 Gateway Travel Shed
Travel Shed Boundaries Trips in the Travel Shed Several streets loosely border the Gateway Travel Shed, including The Gateway Travel Shed is expected to be one of the fastest growing Chambers Road/Peña Boulevard to the west, Peña Boulevard to the sheds in the City and County of Denver. Person trips are expected to north, Picadilly Road to the east and 40th and 38th avenues to the triple in some areas by 2030. south. Four major arterial roads run through the shed, including Peña Boulevard, Tower Road, 56th Avenue and E-470. Travel Shed Improvement Recommendations As Peña Boulevard is the main connector to the airport, improvements Travel Shed Characteristics to the corridor should enhance access and fl ow to DIA while serving Denver International Airport (DIA) and Rocky Mountain Arsenal other travel demand in the area. The Gateway Travel Shed will need National Wildlife Refuge are two important land uses within this area an integrated multimodal transportation system to meet demand and limit connectivity through the travel shed. Trips to and from DIA generated by new transit-oriented development — a byproduct of generate most of the traffi c on Peña Boulevard. Much of the area is a FasTracks and the future East Corridor light rail line. Enhanced bicycle designated “Area of Change” by Blueprint Denver. and pedestrian routes with new and widened roads will be required to connect users to transit. In addition, expanded bus systems will support travel demand. 0 7 4 - E
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34 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure Construct new traffi c signals (25 locations) • State highway surface treatment program • Mill levy program (eligible maintenance infrastructure includes 5 total traffi c signals, 5 bridges, 249 lane • miles, alleys, signs and markings, curbs and gutters, curb ramps) Bicycle and Pedestrian System Gaps Bicycle and pedestrian facilities to support East Corridor rail stations • Improve bicycle and pedestrian trail system connecting neighborhoods and communities • Transit Support Strategies Encourage transit ridership by adding priority treatments (FastConnects) •• Encourage transit-oriented development • Enhance transit routes to serve as feeders to major transit corridors • Introduce bus routes and bus facilities to support East Corridor commuter rail (FastConnects) • Encourage new transit connections and increased bus service to support development •• Provide improved shelters, lighting, benches and amenities at bus stops •• Transit and Roadway Improvements Identify funding for design and construction of 64th Ave./Pe Peña a Blvd. Station • Identify funding for design and construction of 72nd Ave./Dunkirk St. Station • Widen 48th Ave. to four lanes with Peña Blvd. right-of-way and construct two traffi c signals at the Pena ramps • Widen 56th Ave. to four lanes with PeñaBlvd. right-of-way and construct two traffi c signals at the Pena ramps • Intersection improvements at Peoria St. and 56th Ave. • Intersection improvements at Chambers Rd. and 56th Ave. • Reconstruct Tower Rd. bridge over First Creek to accommodate four travel lanes and a bicycle / • pedestrian connection under the bridge Construct Telluride St. as two-lane arterial south of 56th Ave. and four-lane arterial north of 56th Ave. • Widen Tower Rd. to six-lane arterial • Construct Dunkirk St. as two-lane arterial north of current terminus • Widen Picadilly Rd. to four-lane arterial north of 48th Ave. and six-lane arterial south of 48th Ave. • Widen 38th Ave. to four-lane arterial from Himalaya Rd. to Picadilly Rd. • Widen 48th Ave. to six-lane arterial from Chambers Rd. to Picadilly Rd. • Widen 56th Ave. environmental assessment implementation (Quebec St. to Havana St.) • Widen 56th Ave. environmental assessment implementation (Havana St. to Peña Blvd.) • Construct 64th Ave. as four-lane arterial • Construct 71st Ave. as two-lane arterial east of Tower Rd. and four-lane arterial west of Tower Rd. • Construct grade-separated crossings of Peña Blvd. at 45th Ave., 51st Ave., and 60th Ave. (refer to 64th • station access study for 60th Ave. grade separation) Major Improvements and Studies East Corridor FasTracks •• Peña Blvd. NEPA study •• Complete multimodal reconstruction of 56th Ave. (Investment Corridor) ••• Complete multimodal reconstruction of Tower Rd. (Investment Corridor) •••
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology.
Travel Shed Stats 249 Lane Miles 2005 90 to2030: Sidewalk Miles 46% Increase 52 in Population Growth Bicycle Trail / Lane Miles 190% Increase in Person Trips
OCTOBER 2008 | 35 Hampden Travel Shed
Travel Shed Boundaries Trips in the Travel Shed The Hampden Travel Shed is loosely bordered by Sheridan Boulevard Trips in the Hampden corridor are generally long trips or connect to to the west, Yale Avenue to the north, South Yosemite Street to the two major north-south light rail lines, the southeast and southwest east and Hampden Avenue to the south. Eight major arterials run corridors. Existing light rail lines have a high number of riders. through this travel shed: South Sheridan Boulevard, South Federal Person-trip growth rate is modest compared to other areas in the city. Boulevard, South Santa Fe Drive, South Broadway, South University However, because the corridor is already congested, the increase in Boulevard, South Colorado Boulevard, I-25 and Hampden Avenue. person trips is expected to cause deterioration in regional mobility. The Hampden travel shed crosses through both the East Central and Southwest travel sheds. Travel Shed Improvement Recommendations The Hampden Travel Shed will require signifi cant capital investments Travel Shed Characteristics to achieve an increase in mobility. Multiple municipalities have The Hampden Travel Shed has been identifi ed as a major investment jurisdiction over the Hampden corridor, meaning that inter-agency corridor. The Hampden Avenue corridor has several changes in coordination and cooperation will be key in shaping the future of functional characteristics. Hampden changes from a high-speed the area. Projected increased use of the southeast and southwest freeway to a low-speed arterial that inhibits mobility. Unbalanced corridor light rail lines means that additional transit feeder/connecting travel lanes combined with ineffi cient and overcapacity intersections systems will need to be added along with pedestrian and bicycle limit mobility in the travel shed. Pedestrian facilities are substandard connections. The improvements to the corridor will be complex and or missing along the corridor. Pedestrian facilities at transit stops, regional. recreational areas, commercial areas and crossing barriers such as Santa Fe Drive are insuffi cient.
Also refer to overlapping travel sheds: East Central, Southwest Other Planned Redevelopmen
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Legend Study Area Boundry Future Transit Station Future Transit Line Existing Transit Station Existing Transit Line Investment Corridors Bike Routes and Trails Forecast Growth in Person Trips to and from Travel Shed Blueprint Denver Areas of Change
36 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure State highway surface treatment program • Mill levy program (eligible maintenance infrastructure includes 15 total traffi c signals, 20 bridges, 391 lane miles, alleys, signs and markings, curbs and gutters, curb ramps) • Bicycle and Pedestrian System Gaps Bear Creek Trail Fenton St. to Lamar St. • Bear Creek Trail Construction Phase 2 (Lamar St. to Wadsworth Blvd.) • Bike/pedestrian bridge over Santa Fe Dr. near Englewood Station • Hampden Ave. sidewalk gap closures near Southmoor Station, Monaco St. & I-25 • Missing sidewalk: • Federal Blvd., Amherst Ave. to Hampden Ave. • • Sheridan Blvd., just north of Hampden Ave. • • Hampden Ave., Wellshire Golf Course frontage • • Hampden Ave. from Colorado Blvd. to Happy Canyon Rd. • • Hampden Ave. from Happy Canyon Rd. to Dayton Way • Special crossing on Sheridan Ave.; Quincy Ave. to Hampden Ave. • Special crossing on Hampden Ave. at Raleigh St. intersection • Pedestrian improvements at Hampden Ave. and Tamarac St. intersection • Pedestrian improvements at Hampden Ave. and Monaco Pkwy. intersection • Pedestrian improvements at Hampden Ave. and Tiffany Plaza intersection • Pedestrian improvements to connect Yale Station from Highline Canal to west • Transit Support Strategies Expand existing parking, build new parking at transit stations (part of TOD planning) • Provide improved shelters, lighting, benches and amenities at bus stops •• Support existing or potential transportation management associations (TMAs) (Southeast Corridor TMA) • Enhance transit routes to serve as feeders to major transit corridors • Increase bus service on Hampden Ave. connecting southeast and southwest corridor LRT Rail (FastConnects) • Implement FastConnects at Sheridan Blvd., Englewood Station and Southmoor Station • Operational and Safety Strategies Yosemite St. at Jefferson Ave. intersection turn-lane improvements •• East Yale Way at Colorado Blvd. intersection turn-lane improvements •• Signal upgrades on Hampden Ave. at Akron, Florence, Poplar, Roslyn, Galena, Holly, Sherman and Brady streets •• Regional signal systems control (traffi c signal system improvement project eligible) •• Transit and Roadway Improvements Widen Yale Ave. to 4 lanes from Holly St. to Monaco Pkwy. • University Blvd. at Harvard St. intersection improvements • University Blvd. at Hampden Ave. intersection reconstruction • Happy Canyon Rd./Dahlia St. at Hampden Ave. intersection reconstruction • Lane balancing on southbound Havana St. from Yale Ave. to Florence St. • Widen Hampden to 6 lanes from Colorado Blvd. to I-25 • Hampden Ave. at Knox Court grade-separated interchange • Santa Fe Blvd. at Dartmouth Ave. grade-separated interchange • Hampden Ave. at Brady Court grade-separated interchange • Develop and implement access control plans on Hampden Ave., Federal Blvd. and Sheridan Blvd. •• Reconstruct interchange at Hampden Ave. and Sheridan Blvd. • Reconstruct interchange at Hampden Ave. and Federal Blvd. • Replace Broadway bridge at Hampden Ave. • Major Improvements and Studies Major investment corridor study of Hampden Ave. (NEPA) and Implementation ••• Complete multimodal reconstruction of Federal Blvd. (STP Investment Corridor) ••• Complete multimodal reconstruction of Colorado Blvd. (STP Investment Corridor) •••
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology. Travel Shed Stats 391 Lane Miles 2005 259 to2030: Sidewalk Miles 13% Increase 24 in Population Growth Bicycle Trail / Lane Miles 21% Increase in Person Trips
OCTOBER 2008 | 37 Northwest Travel Shed
Travel Shed Boundaries Trips in the Travel Shed The Northwest Travel Shed is loosely bordered by Sheridan Boulevard Trips to and from Downtown Denver characterize most of the traffi c in and Harlan Street to the west, 52nd Avenue to the north, I-25 to the the Northwest Travel Shed. Other trip patterns include trips to the East east and Colfax Avenue to the south. Five major arterial roads run Colfax Corridor, the Southwest Travel Shed and trips south toward through this travel shed, including I-70, Federal Boulevard, Colfax West Colfax and 6th Avenue. Growth in person trips by the year Avenue and Speer Boulevard. 2030 is modest compared to other travel shed study areas.
Travel Shed Characteristics Travel Shed Improvement Recommendations Interstate 70 and I-25 serve as barriers to connectivity in the Northwest Pedestrian-oriented improvements are a focus within this travel shed. Travel Shed. Federal and Sheridan boulevards are key north-south Improved and expanded transit routes along 32nd and 38th streets corridors, while 32nd Street, 38th Street and Speer Boulevard provide as well as Speer and Federal boulevards will serve the increased connections to I-25 and Downtown Denver. The travel shed includes travel demands in this area. Investments to Federal Boulevard should a large percentage of residential areas that value the walkability of focus on transit, pedestrian amenities, safety improvements and their neighborhoods. Federal Boulevard, a major transit corridor in access-control elements. Bikeways and bike facilities also should be the travel shed, is designated as a commercial corridor in Blueprint included as this travel shed is redeveloped. Denver and serves to accommodate travel resulting from downtown’s special events. Blueprint Denver designates much of this travel shed as an “Area of Stability,” although isolated “Areas of Change” exist.
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38 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure State highway surface treatment program • Mill levy program (eligible maintenance infrastructure includes 50 total traffi c signals, 43 bridges, 471 lane • miles, alleys, signs and markings, curbs and gutters, curb ramps) Bicycle and Pedestrian System Gaps Construct missing sidewalk connections (Sheridan Blvd. from 17th to 25th streets) • Sidewalk and pedestrian amenity improvements along Federal Blvd. • Bicycle commuter marketing campaign • Clear Creek bike trail adjacent to 48th Ave. • Denver portion of grade separation of 52nd Ave. at Clear Creek • Add bike lanes on 16th St. north of Highlands pedestrian bridge • 43rd Ave. bridge across BNSF line • Inca St. bike/pedestrian bridge over 38th Ave. underpass: Inca St. alignment •• Sidewalk and pedestrian amenities on Tennyson St. between 38th and 44th streets • Transit Support Strategies Provide improved shelters, lighting, benches and amenities at bus stops •• Transit enhancements on 38th Ave. •• Transit enhancements on Federal Blvd. •• Transit enhancements on 32nd Ave./Speer Blvd. •• Complete a transit station study for the RTD Gold Line stop in Denver •• Operational and Safety Strategies Safety improvements at 38th Ave. and Federal Blvd. • Safety improvements at 32nd Ave. and Speer Blvd. • Signal upgrades on Sheridan Blvd. at 26th St. •• Signal upgrades on Federal Blvd. at 44th St. •• Add a traffi c signal at Lakeside Amusement Park (on Sheridan Blvd.) •• Add ITS along Federal Blvd. from Colfax Ave. to Speer Blvd. • Add VMS at Invesco Field access points • Enhance incident management routes for 6th Ave. using ITS • Transit and Roadway Improvements Widen Pecos St. from I-70 to 52nd St. • 38th Ave. and Sheridan Blvd. intersection improvements • 38th Ave. underpass enhancements • Sheridan Blvd. at Colfax Ave. intersection improvements • Major Improvements and Studies Complete multimodal reconstruction of Federal Blvd. (STP investment corridor) ••• Northwest Rail FasTracks •• • U.S. 36 Bus Rapid Transit FasTracks ••• Gold Line FasTracks ••• Complete multimodal reconstruction of 38th Ave. (STP investment corridor) •••
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology.
Travel Shed Stats 471 Lane Miles 2005 334 to2030: Sidewalk Miles 10% Increase 26 in Population Growth Bicycle Trail / Lane Miles 21% Increase in Person Trips
OCTOBER 2008 | 39 River North Travel Shed
Travel Shed Boundaries Trips in the Travel Shed The River North Travel Shed is loosely bordered by I-25 to the west; The River North Travel Shed is largely free from congestion, although I-70 to the north; Josephine, Williams and Downing streets to the east; minor congestion exists at the intersections of Park Avenue West and Park Avenue to the southwest; and Welton Street to the southeast. Broadway; 38th and Downing streets; and 38th Street and Brighton Four major arterial roads run through this travel shed, including I-25, Boulevard. Congestion is expected to increase at these intersections I-70, Park Avenue and Brighton Boulevard/Broadway. along with anticipated growth. Currently there is adequate pedestrian and bicycle mobility within established residential neighborhoods Travel Shed Characteristics and recently redeveloped areas. However, much of the area remains Much of the River North Travel Shed is designated as an “Area industrial and could benefi t from the enhancement of multimodal of Change” by Blueprint Denver. The area is isolated from central facilities. The Central Corridor light rail line runs along the eastern Denver with fewer intersects to main arterials, which makes travel edge of the travel shed. Growth of person trips is anticipated at more of a challenge. I-25, I-70, the Platte River and railroad lines higher rates than other study areas since the shed is predominantly all serve as barriers to connectivity between the River North Travel designated as an “Area of Change” by Blueprint Denver. Shed and surrounding areas. Most of the streets in this study area follow downtown’s diagonal street grid, which leads to complicated Travel Shed Improvement Recommendations intersections at the boundaries of the shed where streets meet the The River North Travel Shed has changed signifi cantly in recent years traditional grid pattern. and will continue to redevelop and rejuvenate. Development in the area has triggered an interest in multimodal transportation options. Improvements in this area should focus on bicycle and pedestrian connections to the new commuter rail station that is planned within the travel shed’s boundaries as well as implementing the vision of Blueprint Denver.
28% 14% by by 2015 2030300 0
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51% by 2030 25% by 2015 Legend Study Area Boundry Future Transit Station Future Transit Line Existing Transit Station Existing Transit Line Investment Corridors Bike Routes and Trails 20% 12% by Forecast Growth in Person Trips to by and from Travel Shed 2015 2030 Blueprint Denver Areas of Change
40 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure State highway surface treatment program • Mill levy program (eligible maintenance infrastructure includes 20 total traffi c signals, 7 bridges, 106 lane • miles, alleys, signs and markings, curbs and gutters, curb ramps Bicycle and Pedestrian System Gaps 46th Ave. Platte River connection • 47th Ave. & York St. bike/pedestrian crossing of Union Pacifi c Railroad • Cole/Clayton neighborhood connections across 40th Ave. • 40th Ave. bus stop and sidewalk improvements • 43rd Ave. bike and pedestrian bridge • Curtis Park connection to Platte River Trail • Include pedestrian amenities in Denargo Market/29th Ave. area • Transit Support Strategies 38th Ave./Blake St. Station operational study (next phase) ••• Swansea Station master plan ••• Encourage high-density and mixed-use developments that support increased transit service (38th Ave./Blake St.) •• Provide improved shelters, lighting, benches and amenities at bus stops •• Operational and Safety Strategies Welton St. signal improvements based on I-70 East Corridor rail changes • Revisit 2-way conversion project recommendations based on future infastructure improvements (I-70 East) • Transit and Roadway Improvements Reconstruct Brighton Blvd. from 31st to 44th streets (including medians and sidewalk) • 31st St. & Brighton Blvd. intersection improvement • Arkins and 31st St. signalization with Denargo Market (29th St. and Brighton Blvd.) • Downing/Marion/38th streets geometric and signal improvements • Create double left eastbound 40th St. to northbound Josephine St. • Major Improvements and Studies North Corridor FasTracks ••• 38th St. roadway widening from Blake St. to Brighton Blvd. • Additional river crossing (35th or 36th streets) • Potential I-70 East EIS realignment will require improvements to 46th Ave. • Washington St. improved to 4 lanes from 47th to 52nd avenues • Complete multimodal reconstruction of Brighton Blvd./N. Broadway (STP Investment Corridor) •••
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology.
Travel Shed Stats 106 Lane Miles 2005 56 to2030: Sidewalk Miles 96% Increase 12 in Population Growth Bicycle Trail / Lane Miles 35% Increase in Person Trips
OCTOBER 2008 | 41 Southwest Travel Shed
Travel Shed Boundaries Trips in the Travel Shed The Southwest Travel Shed is loosely bordered by Wadsworth Travel patterns in the Southwest Travel Shed are predominantly to Boulevard to the west; Colfax Avenue to the north; I-25, Tejon Street, and from Downtown Denver and the West Colfax/6th Avenue corridor. Lipan Street, Logan Street and Santa Fe Drive to the east; and Bowles Federal Boulevard serves as a continuous north-south corridor while Avenue to the south. Seven major arterial roads run through this travel Alameda and Evans serve as continuous east-west routes that support shed, including 6th Avenue, Colfax Avenue, Alameda Avenue, Evans cross-town transit. Growth in person trips is modest compared to Avenue, Federal Boulevard, Sheridan Boulevard and Hampden other study areas. Avenue. The Hampden Travel Shed overlaps with the southern portion of the Southwest Travel Shed. Travel Shed Improvement Recommendations Improvements in the Southwest Travel Shed need to address Travel Shed Characteristics cross-town trips along Hampden and Evans avenues and improve There is a strong industrial presence in this travel shed as well as connectivity and reliability of transit in the area. Federal Boulevard a major and highly utilized bike path along the South Platte River. improvements should focus on enhancements to transit, pedestrian Designated “investment corridors” according to Blueprint Denver amenities, safety improvements and access control. Improvements include Federal Boulevard, Alameda Avenue and Evans Avenue. The along Evans Avenue should address transit, freight issues, safety area north of Alameda is designated as an “Area of Change.” improvements and traffi c operations elements. Recommendations for Hampden Avenue include transportation demand and traffi c management efforts to address the increasing congestion. Alameda Avenue requires additional traffi c operations and safety elements. Finally, improvements to pedestrian and bicycle connections are recommended for all “Areas of Change.” Also refer to overlapping travel shed: Hampden
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42 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure State highway surface treatment program • Mill levy program (eligible maintenance infrastructure includes 40 total traffi c signals, 55 bridges, 761 lane • miles, alleys, signs and markings, curbs and gutters, curb ramps) Bicycle and Pedestrian System Gaps Bike/pedestrian bridge over Santa Fe Dr., Kalamath St., CML, I-25 and South Platte River along Bayaud Ave. • Bikeway along Quincy Ave. from Lowell Blvd. to Pierce St. • Bike connection to Grant Ranch • Grade-separated crossing on Alameda Ave. for Weir Gulch Trail • Iliff Ave. bridge connection to Evans LRT station • At-grade link to Florida Trail • Transit Support Strategies Alameda Station: S. Cherokee St. bike/pedestrian path • Transit enhancements on Federal Blvd. •• Enhance transit routes to serve as feeders to major transit corridors • Conduct a transit station study to determine the space available for expansion and enhancement (Evans, Alameda) • Provide improved shelters, lighting, benches and amenities at bus stops •• Operational and Safety Strategies Alameda Ave./Morrison Rd./Knox Ct. southside signal changes and bulb outs •• Add ITS from Dartmouth Ave. to North Federal Blvd. along Alameda Ave./Morrison Rd./Knox Ct. •• Retime signals along Evans Ave. from Federal Blvd. to Lowell Blvd. • Transit and Roadway Improvements Broadway/I-25 NEPA implementation • Broadway reconstruction: • • Iowa to Asbury Ave. • Wesley to Yale Ave. • • Asbury to Wesley Ave. • Gates redevelopment • Quincy Avenue between Pierce St. and Sheridan Blvd. • Iowa Ave. underpass improvements between Broadway St. and Santa Fe Dr. including bike and pedestrian • connections Alameda Ave. from Santa Fe Dr. to Lincoln St. • Santa Fe Dr./Kalamath St./CML Underpass • Evans Ave. operational improvements: Broadway St. to Evans Ave. LRT Station • Alameda Ave. widening from Lipan St. to Santa Fe Dr. • Major Improvements and Studies Complete multimodal reconstruction of Federal Blvd. (STP investment corridor) ••• Complete multimodal reconstruction of Alameda Ave. (STP investment corridor) ••• Complete multimodal reconstruction of Evans Ave. (STP investment corridor) ••• Valley Highway EIS Implementation including Federal Blvd. from 5th to 7th avenues, Phase I & II record of ••• decision
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology.
Travel Shed Stats 761 Lane Miles 2005 547 to2030: Sidewalk Miles 13% Increase 57 in Population Growth Bicycle Trail / Lane Miles 19% Increase in Person Trips
OCTOBER 2008 | 43 Speer / Leetsdale Travel Shed
Travel Shed Boundaries Trips in the Travel Shed The Speer/Leetsdale Travel Shed follows the corridor from 14th Avenue Speer Boulevard carries high volumes of traffi c between the Cherry and Speer Boulevard to the north, along 1st Avenue to Steele Street, Creek area and downtown Denver. In 2005, 57% of travel in this shed to Alameda Avenue, to Leetsdale Drive, to Parker Road in the south. was pass-through trips, and the number is expected to increase The travel shed includes all surrounding areas. Several major arterial to 60% by 2030. Demands on this corridor’s transportation system roads cross the travel shed, including Broadway, Lincoln Street, are expected to grow while traffi c volume is expected to increase University Boulevard, Colorado Boulevard and Monaco Parkway. moderately. The greatest increase is anticipated north of Alameda Several arterial roads that do not cross the corridor are considered a between Colorado Boulevard and Quebec Street. part of this travel shed, including 6th Avenue, 8th Avenue, Alameda Avenue and Cherry Creek Drive. The Speer/Leetsdale Travel Shed Travel Shed Improvement Recommendations crosses through the Central Denver and East Colfax travel sheds. Due to the projected increases in traffi c congestion, the Speer/ Leetsdale Travel Shed was designated a “major investment corridor.” Travel Shed Characteristics Considerations in this area include increased bicycle and pedestrian The Speer/Leetsdale Travel Shed spans 15 long-established connections, improved bus service, HOV or transit bypass lanes and neighborhoods. The Cherry Creek trail system is a major bicycle and fi xed guideway transit systems such as light rail or streetcar. pedestrian amenity for the city, although the creek serves as a barrier to street-grid connectivity in the travel shed.
Also refer to overlapping travel sheds: Central Denver, East Central T
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Legend Study Area Boundry Future Transit Station Future Transit Line Existing Transit Station Existing Transit Line Investment Corridors Bike Routes and Trails Forecast Growth in Person Trips to and from Travel Shed Blueprint Denver Areas of Change
44 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure Complete radium street repavement within the travel shed • Mill levy program (eligible maintenance infrastructure includes 50 total traffi c signals, 14 bridges, 501 lane • miles, alleys, signs and markings, curbs and gutters, curb ramps) State highway surface treatment program •• Bicycle and Pedestrian System Gaps Cherry Creek trail safety upgrades (along 1st Ave. from Downing St. to University Blvd.) • Cherry Creek trail — elimination of at-grade road crossings at Holly St. and Monaco Pkwy. • 1st Ave. streetscape (Steele St. to Colorado Blvd.) • Leetsdale Blvd./Kearney St. bicycle/pedestrian overpass • Bike trail through Burns Park with improved Leetsdale Blvd. crossing at Cedar Ave. • Highline Canal Trail grade separation at Leetsdale Blvd. (coordinate w/ intersection reconstruction project) • Widen sidewalks on Colorado Blvd. bridge over Cherry Creek • Pedestrian crossing improvements along 1st Ave between University Blvd. and Steele St. • Pedestrian crossing improvements at 1st Ave./Steele St., Ellsworth Ave./Steele St., and Bayaud Ave./Steele St. • Bike stations at major activity centers • Pedestrian districts with “gateway” treatments and wider sidewalks around high-priority areas (Cherry • Creek shopping center & Cherry Creek North) Transit Support Strategies Provide improved shelters, lighting, benches and amenities at bus stops •• Implement transit-signal priority at traffi c signals (FastConnects) •• Support existing or potential transportation management associations (TMAs) • Enhance transit routes to serve as feeders to major transit corridors •• Encourage transit ridership by adding pedestrian/bicycle connections to surrounding community •• Operational and Safety Strategies Regional signal system controls (traffi c signal system improvement project eligible) •• Mark pedestrian and bicycle facilities and bus stops clearly • Turn-lane improvements at arterial-arterial and arterial-collector intersection • Initiate red light, neighborhood cut-through and speed enforcement • Physical/operational improvements at high hazard locations •• Increase promotion and marketing of new programs • Transit and Roadway Improvements Widen Alameda Ave. from Steele St. to Colorado Blvd. • Cherry Creek Drive South street reconstruction (University Blvd. to Colorado Blvd.) • Leetsdale Blvd./Colorado Blvd./Bayaud Ave. intersection reconstruction • Leetsdale Blvd./Parker Rd./Mississippi Ave. intersection reconstruction • Leetsdale Blvd./Quebec St. intersection reconstruction • Leetsdale Blvd./Monaco Pkwy. intersection reconstruction (potentially grade-separated) • Develop access control plans along arterial corridors • Dedicated bus lanes or separate busways (FastConnects) • Consider HOV lanes on arterial streets • Consider installation of landscaped medians during all improvement projects •• Major Improvements and Studies Major investment corridor study of Speer Blvd./Leetsdale Blvd. (NEPA) and implementation ••• Complete multimodal reconstruction of Colorado Blvd. ••• Complete multimodal reconstruction of Broadway/Lincoln streets •••
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology. Travel Shed Stats 501 Lane Miles 2005 296 to2030: Sidewalk Miles 19% Increase 43 in Population Growth Bicycle Trail / Lane 15% Increase in Person Trips
OCTOBER 2008 | 45 West Side Travel Shed
Travel Shed Boundaries Trips in the Travel Shed The West Side Travel Shed is loosely bordered by Sheridan Boulevard More than 86% of trips in the West Side Travel Shed are pass-through to the west, 17th Avenue to the north, I-25 to the east and 1st Avenue trips. The total number of person trips in this shed will increase to to the south. Five major arterial roads run through this travel shed, more than 18% by 2030, according to estimates. Trips originating in including Sheridan Boulevard, Federal Boulevard, Colfax Avenue, the travel shed are expected to increase at a faster rate than pass- I-25 and 6th Avenue. through trips.
Travel Shed Characteristics Travel Shed Improvement Recommendations Major arterial roads in the West Side Travel Shed are state or interstate The West Corridor light rail line is expected to increase east-west highways. I-25, 6th Avenue and Lakewood/Dry Gulch serve as barriers capacity to satisfy person-trip demand by 2030. However, increasing to connectivity in the West Side Travel Shed due to limited exits and north-south demand is expected to exceed capacity by 2030. transects in the street system. Traffi c is funneled to major arteries Redevelopment work for the West Corridor light rail line should include that cross I-25 and 6th Avenue. Uncontrolled turns from driveways, providing better access to light rail stations, increased connectivity unbalanced or narrow lanes, substandard or missing sidewalks, and for bicycle and pedestrian paths, and increased north-south street missing bicycle connections characterize many of the roads in this connections. area.
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Legend Study Area Boundry Future Transit Station Future Transit Line Existing Transit Station Existing Transit Line Investment Corridors Bike Routes and Trails Forecast Growth in Person Trips to and from Travel Shed Blueprint Denver Areas of Change
46 | DENVER STRATEGIC TRANSPORTATION PLAN Recommendations Form of Improvement Implementation Time Frame Behavioral Operational Physical 2015 Future Maintenance of Infrastructure Mill levy program (eligible maintenance infrastructure includes 20 aging signals, 29 aging bridges, 260 • lane miles, alleys, signs and markings, curbs and gutters, curb ramps) State highway surface treatment program •• Bicycle and Pedestrian System Gaps Construct missing sidewalk on Sheridan Blvd. from 15th to 17th avenues, and 10th to 15th avenues • 10th Ave. and Osage St. pedestrian improvements • Special pedestrian crossing improvements on Colfax Ave. • Extension of Lakewood Gulch trail to the west through Lakewood • Additional north-south crossings of Weir Gulch • Transit Support Strategies Provide improved shelters, lighting, benches and amenities at bus stops •• Encourage transit ridership by enhancing bus stops •• Knox Ct. bicycle & pedestrian connection to West Corridor Light Rail Station • Bike & pedestrian connections at light rail transit stops • Bike lockers and racks at light rail transit stops • Encourage high density and mixed-use developments that support increased transit service (Decatur TOD) •• Encourage redevelopment as high-density and mixed-use that works well with transit • Implement pedestrian and transit improvements along West Colfax within the existing BID ••• Operational and Safety Strategies Signal retiming on Federal Blvd. •• Regional signal system controls (traffi c signal systems improvement project eligible) •• Turn lane construction at Federal Blvd. at 10th Ave. • Incident management (6th Ave. alternate routes project) •• Special event traffi c management (Invesco Field at Mile High) • Transit and Roadway Improvements Lane balancing (Federal Blvd., 7th Ave. to Colfax Ave.) • Intersection improvements: • Sheridan Blvd. at 1st Ave. • • Sheridan Blvd. at 6th Ave. • • Sheridan Blvd. at 10th Ave. • • Sheridan Blvd. at Colfax Ave. • Develop and implement access control plans on Federal Blvd., Sheridan Blvd., and Colfax Ave. •• Additional north-south street crossing of Lakewood Gulch between Perry St. and Sheridan Blvd. • Increase transit service through new bus routes (FastConnects) • Local circulator service to/from special event venues and LRT stations • New transit connections and increased bus service in developing areas • Major Improvements and Studies Valley Highway EIS implementation including Federal Blvd. from 5th to 7th avenues (See Southwest) ••• Federal Blvd. EA implementation, Alameda Ave. to 5th Ave. (CDOT) • West Corridor Light Rail transit design & construction (RTD-FasTracks) • New bridge for West Corridor Light Rail at Sheridan Blvd. • New bridge for West Corridor Light Rail at Federal Blvd. • Complete multimodal reconstruction of Federal Blvd. (STP investment corridor) ••• Complete multimodal reconstruction of Colfax Ave. (STP investment corridor) •••
Note 1. Funding for implementation of the projects noted as “future” has yet to be determined. Prioritization and identifi cation of projects will evolve. Note 2. Refer to the glossary for defi nitions of terminology.
Travel Shed Stats 260 Lane Miles 2005 127 to2030: Sidewalk Miles 21% Increase 20 in Population Growth Bicycle Trail / Lane Miles 23% Increase in Person Trips
OCTOBER 2008 | 47 Glossary Accessibility: A measure of the ability of all people to travel among various origins and destinations, especially focusing on the extent to which facilities are barrier-free and useable by all, especially persons with disabilities, including wheelchair users.
Access control: Control of movement onto or off roadways. Strategies include restricting the intersections and interchanges of other streets, restricting or limiting the number of driveways, or controlling these entrance points in some manner, as with traffi c signs, signals or raised medians. Partial-access restriction that gives preference to through traffi c.
Air pollution: The presence of unwanted material in the air in suffi cient amounts and under such circumstances as to potentially interfere with human comfort, health or welfare, or with full use and enjoyment of property.
Alternative modes: Modes of transportation other than automobile. Includes bus and rail transit, carpool, motorcycle or scooter, bicycle, and pedestrian modes.
Americans with Disabilities Act (ADA): A federal civil rights law enacted in 1990 that mandates the provision of access to public facilities for persons with disabilities. Title 2 of the law applies to transportation facilities and transit vehicles.
Area of Change: Blueprint Denver defi nes an Area of Change as a place where growth and change are either desirable or underway. Many of the Areas of Change are near existing or future transit stations where transit-oriented development (TOD) is desired. Others are large new development or redevelopment areas such as Downtown Denver, Stapleton Redevelopment, Lowry Redevelopment, and Gateway/Green Valley Ranch.
Areas of Stability: Blueprint Denver describes Areas of Stability as fairly stable residential neighborhoods where minimal change is expected during the next 20 years. These areas include the vast majority of Denver. The goal is to maintain the character of these areas, yet accommodate some new development and redevelopment. Some Areas of Stability need public infrastructure, additional services or investment in housing to maintain and improve quality of life. Others need development and design standards to maintain their character.
Average Daily Traffi c (ADT): The total volume of traffi c during a given time period divided by the number of days in that time period equals the average traffi c in a one-day time period.
Average Wait Time (AWT): Average time spent by passengers at a station or bus stop waiting for transit service.
Average Weekday (AWD): A measurement of average traffi c conditions during any one weekday, i.e., Monday through Friday.
Barnes’ Dance: The innovative concept of halting all traffi c at an intersection and allowing pedestrians to cross in any direction, including diagonally.
Behavioral Strategies: A set of strategies designed to encourage the public to change their travel choices and use of transportation facilities.
Blueprint Denver: Blueprint Denver is the fi rst step in implementing the vision of Denver’s Comprehensive Plan 2000. It serves as an integrated land use and transportation plan and was adopted in 2002 as a supplement to the Comprehensive Plan. Key land use concepts include directing growth and redevelopment to Areas of Change, while preserving Areas of Stability. The major transportation concepts include identifi cation of Enhanced Transit Corridors, implementation of the FasTracks rail system, and the designation of multimodal streets that are based on land use function rather than just transportation classifi cation.
Bus Rapid Transit (BRT): Buses using and occupying a separate right-of-way for the exclusive use of public transportation services. A transit mode that combines the quality of rail transit and the fl exibility of buses. BRT vehicles can operate on bus lanes, HOV lanes, expressways or on ordinary streets. In addition, BRT vehicles are designed to allow rapid passenger loading and unloading, with more doors than ordinary buses.
Capacity: A measure that accesses the ability to hold and accommodate a certain volume of traffi c. For example: • The number of trains or buses that a station can handle in a given time period; or • The number of passengers who can be served in a given time period on a bus, other transit vehicle or station; or • The number of passengers who can be served in a given time period at a given service level on a particular transit service; or • The number of passengers who can be served in a given time period at a given service level in one direction; or • The number of automoblies that can be handled per lane per hour.
Capital Improvements Program (CIP): Denver’s Capital Improvements Program (CIP) provides direction for both the acquisition of new major assets and the repair and rehabilitation of existing assets. These assets include the city’s parks, roads, public art, theaters, curbs and gutters, sidewalks, traffi c signals, bike paths, sewer lines, airport, parking spaces, buildings, etc. – all commonly known as infrastructure. The funding sources for these capital expenditures are extremely diverse. They include general obligation and revenue bonds; federal and state grants; private funds; certifi cates of participation; tax-increment fi nancing; revenue from special revenue and enterprise funds; and annually appropriated capital funds.
Colorado Department of Transportation (CDOT): The state agency responsible for planning, building and maintaining Colorado's highway and bridge transportation system (formerly the Colorado Department of Highways).
Commuter rail: Commuter rail is a transit mode that is a multiple-car, electric- or diesel-propelled train. It is typically used for local, longer-distance travel between a central city and adjacent suburbs, and can operate alongside existing freight or passenger rail lines or in exclusive rights of way.
Community Values (CVs): Part of the STP’s public involvement process, the community values list refl ects what is important to the community and how these values should be applied to decisions about the future transportation system.
48 | DENVER STRATEGIC TRANSPORTATION PLAN Congestion: Condition on any transportation network or facility that occurs as a measurement of how the use of the automobile affects speeds, trip times and queuing. Congestion occurs anytime traffi c demand is great enough so that the interaction between vehicles slows the speed of the traffi c stream. As demand approaches the capacity of a road (or of the intersections along the road), extreme traffi c congestion sets in.
Corridor: A broad geographic area between two points that connects major sources of trips and includes a number of streets, highways and transit-route alignments.
Delay: The extra amount of time it takes to traverse a given roadway segment minus the amount of time it would take to traverse that roadway segment at the posted speed limit if there were no interference, e.g., the amount of time spent not moving due to a traffi c signal being red.
Denver Comprehensive Plan 2000 (Plan 2000): A document created to defi ne the vision of what Denver residents want for their community through a series of goals, visions of success, objectives and strategies.
Denver Regional Council of Governments (DRCOG): A nonprofi t association of 55 local governments dedicated to enhancing and protecting the quality of life in the nine-county Denver region. DRCOG works to promote a regional perspective toward the most pressing issues facing the metropolitan area and to address those issues through cooperative local government action. In 1977, DRCOG was designated as the metropolitan planning organization (MPO) for Boulder, Denver, Douglas and Jefferson counties, as well as portions of Adams and Arapahoe counties. The DRCOG MPO process creates a partnership among state, local government, and transit operations in providing transportation improvements.
DRCOG MetroVision Plan: DRCOG’s MetroVision Plan is the Denver region's plan for future growth and development. It is adopted by the DRCOG board of directors, representing 51 municipalities and counties. It is a single, comprehensive guide for regional planning that integrates previously separate plans for growth, development, transportation, and water-quality management. The plan outlines strategies to help the region preserve Denver’s quality of life while also positioning it to benefi t from growth.
Denver Union Station (DUS): Denver's future main hub station for Amtrak and other passenger services. The Denver Union Station master plan serves as the blueprint for preserving the current station and transforming it into a transportation hub for the entire RTD FasTracks system. Development of a vision for Denver Union Station was made possible by a unique partnership among four entities: the City and County of Denver (Denver), the Colorado Department of Transportation (CDOT), the Denver Regional Council of Governments (DRCOG) and the Regional Transportation District (RTD).
Environmental Impact Statement (EIS): A document that must be submitted for approval to the U.S. Environmental Protection Agency and the U.S. Department of Transportation for transportation projects that signifi cantly affect the human environment. This approval is necessary before the projects can be designed or constructed.
Enhanced transit corridor: Designation of corridors by Denver’s Blueprint Denver for implementation of enhanced bus transit services such as higher frequency bus service, Bus Rapid Transit (BRT), and priorities for Intelligent Transportation Systems (ITS) investments, including bus priority signalization.
FastConnects: Denver Regional Transporation District’s (RTD’s) concept to improve transit service for suburb-to-suburb travel. FastConnects are designated points where transit services are planned to minimize wait time between transfers. Service is designed so that buses and trains traveling to multiple destinations are timed to arrive at a major destination or transfer facility at the same time, minimizing the time a passenger has to wait. Designated FastConnects points will be outside central business districts at locations such as park-n-Rides, rail stations, designated shopping centers or employment centers where bus routes connect.
FasTracks: The Denver Regional Transportation District’s (RTD) 12-year comprehensive plan approved by the voters in November 2004 to build and operate high-speed rail lines and expand and improve bus service and park-n-Rides throughout the region, including: • 122 miles of new light rail and commuter rail; • 18 miles of bus rapid transit service; • 57 new transit stations; • 21,213 additional parking spaces at transit park-n-Rides; • Enhanced bus service and FastConnects (convenient and timely bus transfer points) throughout the region; and • Redevelopment of Denver Union Station into a multimodal transportation hub at the center of the FasTracks system.
Greenprint Denver: An action agenda initiated by the mayor’s offi ce to support sustainable development for the City and County of Denver and to improve the environment with transportation-related goals, including an emphasis on increased public transit access and use and a decreased reliance on single-occupancy automobiles.
Improvement Strategies: The three major categories or types of improvements to the transportation system used by Denver’s STP: behavioral, operational and physical.
Intelligent Transportation Systems (ITS): The use of automated systems and information technologies on our transportation network, including communications and safety systems to assist in traveler decisions and traffi c fl ow.
Investment corridors: Key transportation corridors that are vital to community and regional mobility. They generally cross multiple travel sheds and are key connectors for Blueprint Denver’s identifi ed “Areas of Change.”
Intermodal: Those issues or activities that involve or affect more than one mode of transportation, including transportation connections, choices, cooperation and coordination of various modes. Also known as "multimodal."
KeepDenverMoving.com: The Strategic Transportation Plan website used as one tool for public outreach.
OCTOBER 2008 | 49 Level of Service (LOS): A qualitative measure describing operational conditions within a traffi c stream, based on service measures such as speed and travel time, freedom to maneuver, traffi c interruptions, comfort and convenience.
Light Rail Transit (LRT): Steel wheel/steel rail transit constructed on city streets, semi-private right-of-way, or exclusive private right-of- way. A major advantage to this mode is operation in mixed street traffi c at grade. LRT vehicles can be coupled into trains, which require only one operator and often are used to provide express service.
Major investment corridor: Travel shed areas defi ned by the Strategic Transportation Plan where major capital programs will be required for future transportation infrastructure investment. Generally, these corridors will involve federal funds, high-capacity, multimodal needs (to serve both trips within Denver and traveling through the city), and a detailed environmental study.
Mass transit: The general term used to identify bus, fi xed rail, or other types of transportation service available to the general public that move relatively large numbers of people at one time.
Mill levy program: A tax assessed on real estate by the local government. The tax is usually based on the value of property (including the land) you own.
Modal split: A term that describes how many people use alternative forms of transportation. Frequently used to describe the percentage of people using private automobiles as opposed to the percentage using public transportation.
Mode (of transportation): A particular form or method of travel (e.g., walking, automobile, bicycling, public transit, bus, train).
Multimodal: Those issues or activities that involve or affect more than one mode of transportation or a path that can be traversed through different forms of travel. Includes transportation connections, choices, cooperation and coordination of various modes. Also known as "intermodal."
Multimodal streets: A transportation concept defi ned in the Blueprint Denver plan that proposes streets be viewed as a means to move people through various forms of travel and not just through single-occupancy vehicles.
National Environmental Policy Act of 1969 (NEPA): A federal law passed in 1969 considered to be the "national charter" for protection of the environment. NEPA requires that, to the extent possible, the policies, regulations and laws of the federal government be interpreted and administered in accordance with the environmental protection goals of the law. NEPA requires the preparation of an environmental impact analysis (EIS) or study on all major federal actions signifi cantly affecting the human environment.
Operational strategies: A set of Denver STP improvement strategies designed to improve the function or effi ciency of existing facilities in the public right-of-way without changes to the physical equipment or infrastructure.
Peak period or peak hours: The period during which the maximum amount of travel occurs. It may be specifi ed as the morning (a.m.) or afternoon/evening (p.m.) peak. It is the period when demand for transportation services is heaviest.
Person trips: Travel by a person from one location to another by any means, including walking, by bicycle, on a transit vehicle, or as a driver or passenger in a private vehicle. The STP uses person trips as a measure of demand on the transportation system.
Public transportation: Passenger transportation service that is local, metropolitan or regional in scope and is available to any person who pays a prescribed fare. Includes transportation by bus or rail, either publicly or privately owned, which is provided to the public on a regular and continuing basis. Also known as "mass transit," "mass transportation," "public transit" and "transit."
Physical strategies: A set of Denver STP improvement strategies designed to provide design and construction of new physical facilities or infrastructure that can be added to or changed within the public right-of-way (ROW).
Program street: STP term for streets requiring a coordinated approach for the design of multimodal improvements.
Public right-of-way (ROW): Publicly owned property used for transportation and utility infrastructure, including sidewalks, through travel lanes, parking lanes, tree lawn areas between detached sidewalks and streets, roadway median strips, parkways, bridges, and alleys.
Ridership: The number of rides taken by people using a public transportation system or service such as a bus or light rail in a given time period.
Regional Transportation District (RTD): A special district serving eight counties in the Denver region, created in 1969 by the Colorado General Assembly to develop, operate and maintain a public transportation system (bus, rail, stations, park-n-Ride lots, etc.).
Strategic Transportation Plan (STP): A multimodal transportation plan prepared by Denver’s Department of Public Works – with support from other city agencies, the general public, and interested stakeholders – to understand and address the current and future transportation needs of the City and County of Denver.
Transit Signal Priority (TSP): An operational strategy that facilitates the movement of transit vehicles — either buses or on-street rail (light rail or streetcars) — through traffi c signal-controlled intersections. Objectives include improved schedule adherence and improved transit travel time effi ciency while minimizing impacts to normal traffi c operations. Also known as “bus priority signalization” or “queue jumping.”
Transportation Systems Management (TSM): Measures involving operational improvements to existing transportation facilities that maximize their person-moving capacity, reduce the severity and duration of temporary delays (i.e., crash or weather) and improve safety by incorporating advanced technologies and communications to optimize the effi ciency of transportation systems. The package of TSM strategies may include a number of options designed to improve traffi c fl ow and increase the number of people using alternate modes of transportation.
50 | DENVER STRATEGIC TRANSPORTATION PLAN Transportation Demand Management (TDM): Measures that focus on ways to increase traffi c capacity without major construction of new travel facilities. This includes developing alternative transportation modes and incentives to use alternate modes so that fewer vehicles are needed to transport the same number of people. Management strategies include carpooling/vanpooling, bicycling, shuttle systems, alternative work hours, parking controls, telecommuting, and HOV lanes.
Transportation Management Organization (TMO/TMA): Public-private partnership for a defi ned geographic area of the city that develops alternative transport and transportation demand management programs. Also known as Transportation Management Association (TMA).
Transit-Oriented Development (TOD): Development around transit stations that takes advantage of the proximity to transit access. The goals of TOD include reduced vehicle use and increased pedestrian access. Elements include compact, mixed-use development patterns with facilities and design that enhance the environment for pedestrians in terms of safety, walking distances, comfort and the visual appeal of the surroundings. Sometimes referred to as Transit-Oriented Communities, or Transit Villages.
Travel Shed: Term used within the Denver STP to describe 12 study areas of the city that have transportation characteristics and facilities that serve similar origin-destination patterns for travel.
Travel time index: The ratio of peak-period travel time to free-fl ow travel time expressing the average amount of extra time it takes to travel in the peak relative to free-fl ow travel.
Trip: A one-way movement of a person or vehicle between two points for a specifi c purpose; sometimes called a one-way trip to distinguish it from a round trip.
Variable message sign (VMS): An electronic sign that includes provisions for message changes to notify drivers of traffi c congestion, incidents, detours and other safety information.
Volume-to-capacity ratio (v/c ratio): A measure of the amount of traffi c on a given roadway in relation to the amount of traffi c the roadway was designed to handle.
OCTOBER 2008 | 51