2016 Northwest Metro Region Mobility Report. July 2018

Transcription

1 2016 Northwest Metro Region Mobility Report July 2018

2 Table of Contents Executive Summary... 6 US 36 Express Lanes Project US 36 Communities Transportation Mode Share... 7 Preliminary Outcomes of the US 36 Express Lane Project... 7 RTD Transit Trips... 8 Transportation Demand Management to Relieve Congestion... 9 Northwest Region Regional Commuter Corridors...10 US 287 (Longmont to Westminster)...10 SH 119 (Longmont to Boulder)...10 SH 7 (Boulder to Lafayette) Northwest Metro Region Mobility Report...12 Re-Envisioning Travel Along the US 36 Corridor...12 US 36 Communities Transportation Mode Share...13 US 36 Communities Non Single Occupant Vehicle Mode Share...14 US 36 Trip Characteristics by Mode...17 Transit Ridership...17 B Line Ridership...18 Ridership Direction and Station Utilization...19 Carpooling and Vanpooling...21 US 36/I-25 Express Lanes...22 Bicycling...23 Bike to Work Day...25 Solo Drivers...26 Evaluation of US 36 Express Lanes Project...27 Transportation Demand Management to Mitigate Congestion...28 RTD EcoPass...28 DRCOG TDM Partnership...29 Go-Tober Business Challenge...30 US 36 Construction Mitigation Program...30 US 36 Congestion Mitigation Program Results (August 2015 December 2016):...31 US 36 Master EcoPass Pilot Program (MEPP) Northwest Metro Region Mobility Report

3 US 36 First and Final Mile Report Progress...34 Northwest Region Regional Commuter Corridors...35 US 287 Longmont to Westminster...36 SH 7 - (55 th to I-25)...38 Corridor Status...38 SH 7 Planning and Environmental Linkages Study...38 Bus Rapid Transit (BRT) Feasibility Study...39 SH Longmont to Boulder...41 SH 119 Corridor Status...41 The Future of Travel on US First and Final Mile...43 Ridehailing...44 Casual Carpooling...44 Conclusion...44 Appendix I...45 Appendix II Data...48 Figures Figure 1. US 36 Transit Service... 5 Figure US 36 Communities Mode Split... 7 Figure 3. Boulder to Denver Weekday Avg. Travel Time, Volume, Ridership Figure US 36 Weekday and Weekend Transit Trips Ridership by Route Figure Major Commute Corridor Community Mode Split...11 Figure US 36 Communities Mode Split...13 Figure US 36 Communities Alternative Mode Split...14 Figure US 36 Communities Single Occupant Vehicle Mode Share...15 Figure 9. Bicycle Counter Technology...23 Figure 10. Boulder to Denver Weekday Average Travel Time, Traffic Volume, and Transit Ridership Figure 11. US 36 Average Weekday Hourly Speed...28 Figure Major Commute Corridor Community Mode Split...35 Figure 13. US 287 Transit Ridership by Route...37 Figure 14. State Highway 7 Transit Trips by Route...40 Figure 15. State Highway 119 Transit Trips by Route Northwest Metro Region Mobility Report

4 Tables Table 1. US 287 Weekday Travel Time in Minutes (Ken Pratt to US 36 / W 120th)...10 Table Mode Share by Community...16 Table US 36 Weekday and Weekend Transit Trips - Ridership by Route...18 Table Average US 36 Weekday Transit Ridership...19 Table Average US 36 Daily Boardings...19 Table US 36 Annual Transit Trips*...20 Table US 36 Annual Carpool / Vanpool Estimates...21 Table 8. US 36 Average Monthly Lane Volume by Type...22 Table US 36 Annual Average Daily Bikeway Bicycle Counts...24 Table US 36 Annual Average Daily Bikeway Pedestrian Counts...24 Table 11. Annual Average Weekly US 36 Bikeway Usage...25 Table US 36 Bike to Work Participants...25 Table 13. US 36 Average Annual Daily Traffic (AADT) Eastbound, Table 14. US 36 Weekday Travel Time in Minutes (Table Mesa to I-25)...28 Table RTD EcoPass Distribution by Jurisdiction...29 Table 16. Incentive Impacts on Vehicle Travel...31 Table 17. US 36 Master EcoPass Program Participation...32 Table 18. US 36 Master EcoPass Program Results...32 Table 19. Master EcoPass Program Impacts on Vehicle Travel...33 Table 20. Annual Combined Program Impacts on Vehicle Travel...33 Table 21. US 36 First and Final Mile Study Recommendation Updates...34 Table Major Commute Corridor Community Mode Split...36 Table 23. US 287 AADT Table 24. US 287 Weekday Travel Time in Minutes (Ken Pratt to 17th)...37 Table 25. US 287 Transit Trips by Route...37 Table 26. State Highway 7 AADT Eastbound, Table 27. State Highway 7 Weekday Travel Times in Minutes (Broadway to I-25)...40 Table State Highway 7 Transit Trips Ridership by Route...41 Table 29. State Highway 119 Average Annual Daily Traffic (AADT) Eastbound, Table 30. State Highway 119 Weekday Travel Times in Minutes (Hover to 28th)...42 Table 31. State Highway 119 Transit Trips - Ridership by Route Table US 36 Weekday Transit Trips Ridership by Route...45 Table US 36 Weekend Transit Trips - Ridership by Route...46 Table US 287 Weekday Transit Trips Ridership by Route...46 Table State Highway 119 Weekday Transit Trips - Ridership by Route...47 Table State Highway 119 Weekend Transit Trips - Ridership by Route...47 Table US 287 Weekday Transit Trips - Ridership by Route...47 Table US 287 Weekend Transit Trips - Ridership by Route Northwest Metro Region Mobility Report

5 Figure 1. US 36 Transit Service Northwest Metro Region Mobility Report

6 Executive Summary Commuting Solutions 2016 Northwest Region Mobility Report documents travel behavior and trends along major commuter corridors including US 36, SH 119, US 287, and SH 7 from 2010 to As this document has historically focused solely on US 36 which has recently gone through a major transformation, a greater amount of information is captured for this corridor. The 2016 Northwest Region Mobility Report reports historical corridor travel information and documents the evolution of the US 36 corridor into a multi-modal corridor that includes express lanes (for HOV and tolled vehicles), a bikeway and bus rapid transit services. The 2016 report compiles information for all modes of transportation including transit riders, US 36 Express Lane users (high-occupancy vehicles, carpoolers, vanpoolers, and tolled vehicles), bicyclists, and solo drivers. Changes under discussion for SH 119 and SH 7 are described as baseline travel behavior information. US 36 Express Lanes Project The US 36 corridor is the 18-mile section of US 36 that connects Table Mesa Road in Boulder to Federal Boulevard in Westminster where it joins I-25. It serves as a major commute corridor for the communities of Boulder, Louisville, Superior, Broomfield and Westminster. The transformation of US 36 into a multimodal corridor reflects the innovative nature of US 36 is the first highway plan in the nation the region and facilitates a resident s ability to to simultaneously construct HOV, Bus Rapid access the places they work, live, and play. Transit, express lanes, and bikeway. Between 2012 and 2016, the US 36 Express Lanes Project rebuilt five bridges, constructed the metro area s first Diverging Diamond Interchange, added an express lane in each direction to facilitate Bus Rapid Transit (BRT) connecting the I-25 Express Lanes and Boulder, and constructed the US 36 Bikeway. High-occupancy vehicles (2+ passengers in 2016 and 3+ passengers in 2017) and buses travel free in the Express Lanes, while Single Occupant Vehicle (SOV) drivers pay between $1.45 and $6.98 depending on time of day, or up to $13.68 without an electronic toll collection pass. Express Lanes regulations have established the goal to keep Express Lanes speeds at 45 mph or above to provide a reliable travel time for Bus Rapid Transit service Grand Prize These improvements to US 36 have brought about notable changes to travel along the corridor according to primary source data from the Denver Regional Council of Governments (DRCOG), the Colorado Department of Transportation (CDOT), High Performance Transportation Enterprise (HPTE), the Regional Transportation District (RTD), and American Community Survey data Northwest Metro Region Mobility Report

7 2015 US 36 Communities Transportation Mode Share Figure US 36 Communities Mode Split 77.8 percent of all trips are by solo drivers 7.9 percent of all trips are by carpoolers 5.4 percent of all trips are by transit 4.2 percent of all commuters are cyclists, 4.7 percent of commuters are pedestrians / pedestrians or use other means (up 2% from 2015) Source: American Community Survey (ACS) Year Estimates Preliminary Outcomes of the US 36 Express Lane Project Since its completion in early 2016, the US 36 Express Lanes have quickly demonstrated benefits to users of all modes. Across all lanes, travel times have decreased despite an increase in traffic volume. In addition to increased lane speeds, transit ridership has grown significantly. Between 2014 and 2016, peak hour Between 2014 and 2016, travel times decrease by 14.5% even with a 6.2% increase in volume on US 36. travel times decreased by a corridor average of 14.5% with the greatest reductions in travel time achieved in the westbound morning commute with almost 6 minutes reduced from a total travel time of 26 minutes. Westbound evening commutes reduced 3 minutes from a total travel time of 21 minutes. Traffic volume, defined as Average Annual Daily Traffic (AADT) increased 11.7% over and with the completion of the Express Lanes Project, between , AADT increased 6.2% with an additional 11,083 cars traveling the corridor each day from 2011 levels. When drivers value their time and are willing to pay to travel in the Express Lanes, they may choose to travel in the Express Lanes, allowing congestion to decrease and speeds to slightly increase in the general-purpose lanes Northwest Metro Region Mobility Report

8 Figure 3. Boulder to Denver Weekday Average Travel Time, Traffic Volume, and Transit Ridership RTD Transit Trips The introduction of bus rapid transit (BRT) along US 36 (known as the Flatiron Flyer service) brought increased and consistent bus frequencies for schedule-free service on US 36, shortened passenger boarding and alighting times with improved and realigned transit stations along the highway, and reduced travel times with dedicated bus lanes taking buses out of congestion. The ridership along the US 36 corridor with the new Flatiron Flyer BRT service increased more than 29% in 2016 relative to 2015 on all regional routes according to RTD metrics 1.The specific Denver to Boulder routes that traveled almost exclusively on the US 36 Express Lanes (i.e. not including DIA or L routes) grew by almost 40% in 2016 relative to Transit use along the US 36 corridor between 2011 and 2016 reduced 46.5 million VMT, equivalent to more than 19 million metric tons of CO2. Carpool, vanpool and tolled vehicle use along the entirety of the US 36 Express Lanes in 2016 increased 111% relative to Per RTD s metrics, transit ridership along US 36 increased 29% on the Flatiron Flyer after the completion of the US 36 Express Lanes. This number is calculated according to ridership averages from May 2012 to July 2013 for before and April 2016 through September 2017 for after, average weekday boardings Northwest Metro Region Mobility Report

9 RTD opened the Westminster to Denver B- Line commuter rail in July of It runs from Union Station in Denver to near Federal Boulevard and W 72 nd Avenue in Westminster. The trip takes 11 minutes and runs every 30 minutes during peak hours and every 60 minutes off-peak. It is the first fully funded transit development financed through publicprivate partnership in the U.S. In 2016, the B- line had 179,596 boardings in 6 months (29,933 average monthly boardings), followed by 355,000 boardings during the first 9 months (January through September) for an average monthly boarding of 39,444 in B-line average monthly boardings increased 31.8% in 2017 relative to Figure US 36 Weekday and Weekend Transit Trips Ridership by Route. Source: RTD Transportation Demand Management to Relieve Congestion In addition to the new Express Lanes, several programs exist for US 36 commuters, employers, and employees to mitigate congestion. The RTD EcoPass program is an employer-provided transit benefit widely available to employees in the district. An RTD EcoPass is an unlimited use, annual transit pass offered by employers to employees to use on RTD s transit services. With an EcoPass in hand, daily commuters are nearly eight times more likely to use transit and four times more likely to use transit for non-work trips (2015 Boulder Valley Employee Transportation Survey). Additionally, DRCOG in association with seven Transportation Management Associations in the Denver Metro Area, offer several incentive programs to encourage using non-sov modes. The incentive programs included supporting carpooling and vanpooling projects, business challenges to foster alternative modes, and support alternative modes with first and final mile solutions. In total, these efforts reduced annual vehicle trips by 76,700 and reduced vehicle miles traveled (VMT) by 1,780,000 miles or 740 metric tons of CO 2 on the US 36 corridor Northwest Metro Region Mobility Report

10 Northwest Region Regional Commuter Corridors The 2016 Northwest Region Mobility Report expands coverage from US 36 to additional regional commuter corridors to provide a fuller picture of commuter behavior in the region. US 287 (Longmont to Broomfield), SH 119 (Longmont to Boulder), and SH 7 (Boulder to Lafayette) are included in this section. While the additional CDOT corridors vary in functional classification SH 119 (highway), US 287 (federal highway), and SH 7 (arterial road), they all serve as heavily traveled commuter routes in the Northwest region. This section seeks to compare corridor performance across the Northwest region across all modes. Different strategies to increase corridor capacity may differentially support non-sov mode usage. Table 1: US 287 Weekday Travel Time in Minutes (Ken Pratt to US 36 / W 120th) Direction Morning Peak 6am to 9pm Afternoon Peak 3pm-7pm Source: CDOT INRIX Northbound Southbound Northbound Southbound US 287 (Longmont to Broomfield) US 287 serves as a major north - south commuter corridor linking Fort Collins, Lafayette, Longmont and Loveland to US 36 in Broomfield and on to Denver. Traffic volumes are directional with southbound travel to Denver in the morning peak hours and returning north in the evenings. One regional bus service runs along US 287 and continues service to Denver. Traffic volumes on US 287 increased by 8.7% between 2011 and Between 2011 and 2016, peak hour travel times on US 287 increased by a corridor average of 14.7% with the greatest increase in travel times found in the southbound evening commute with almost four minutes increased from a total average travel time of 21:63 minutes, and northbound evening commute with greater than 3.5 minutes added to a total average travel time of 20:96 minutes. Between 2011 and 2016 an additional 2,750 cars traveled the corridor each day. SH 119 (Longmont to Boulder) Traffic forecasts for this corridor show expected traffic volume growth of 23 to 56 percent by In 2017, RTD, in collaboration with northwest area public agencies, business leaders and elected officials embarked on a comprehensive study to implement BRT along the SH 119 corridor between Longmont and Boulder. The study will address the growing congestion and travel demand, environmental impacts, multimodal access, transit reliability, and transit travel time. Outcomes of the project study will include an analysis of the alternative BRT improvement options including a locally preferred alternative. Study is anticipated to be concluded December Northwest Metro Region Mobility Report

11 SH 7 (Boulder to Lafayette) Between 2011 and 2016, peak hour travel times on SH 7 increased by a corridor average of 14.4% with the highest increase in the eastbound afternoon peak of 27.6% or an additional 5 minutes added to a 22-minute commute. 2 Westbound morning peak hours travel times increased by 19.3% or an additional 4 minutes from 21.5 minutes. AADT increased 13.8% over with an additional 3,000 cars traveling the corridor each day above 2011 levels. A Planning and Environmental Linkages (PEL) Study proposed three near-solutions to improve mobility and safety in the corridor for all users: 1) improve the 95 th Street and US 287 intersection; 2) improve safety at minor driveway access and subdivisions intersections; and 3) add shoulders to the highway. Longer-term, construction of managed lanes provides an uncongested alternative, and travel time advantage for identified preferential uses such as transit, carpoolers, and other technologically advanced vehicles. A BRT feasibility study was conducted in The outcome of the study indicated that by 2040, SH 7 could support a successful BRT system (6,500 riders/day mixed traffic and 8,500 riders/day shoulder running). BRT enhancements would support communities mobility needs and support economic development in the corridor. Figure Major Commute Corridor Community Mode Split. Source: ACS 5- year estimates 2 Travel time data on SH 7 only available from 55 th Street in Boulder east to I-25 in Broomfield Northwest Metro Region Mobility Report

12 2016 Northwest Metro Region Mobility Report Commuting Solutions 2016 Northwest Metro Region Mobility Report documents travel behavior and trends along major commuter corridors including US 36, SH 119, US 287, and SH 7 from 2010 to Historically, the focus has been primarily on US 36, but with Commuting Solutions expanded geographic coverage paired with three The northwest metro region is a national model for multi-modal travel. other corridors in the Northwest area at various stages of BRT planning, it was decided that expanding the scope to the entire region would be useful. The 2016 Northwest Metro Region Mobility Report captures historical corridor travel information and documents the evolution of the US 36 corridor into a multi-modal corridor that includes Express Lanes (for HOV and tolled vehicles), a bikeway and bus rapid transit service. The 2016 report compiles information for all modes of transportation on US 36. The report includes transit riders, Express Lane users (high-occupancy vehicles, carpoolers, vanpoolers, and tolled vehicles), bicyclists, and solo drivers. Additional changes under discussion for SH 119 and SH 7 are included in this report. Re-Envisioning Travel Along the US 36 Corridor The Denver-Boulder Turnpike originally was built in 1952 as an 18- mile toll road that provided a direct route between Boulder and Denver. The original road connected Baseline Road in Boulder to Federal Boulevard (US 287) in Westminster. The road opened with a toll of $0.25. Within 15 years, the highway loans were paid off and tolls removed. The original turnpike was forecasted to carry 3,000 cars by 1980 but quickly exceeded that volume. By 1966, 14,000 cars traveled daily between Boulder and Denver. Transportation investment did not keep up with development. By 2005, the corridor was ranked among the worst in the state in terms of maintenance, congestion, and crashes. The Denver-Boulder Turnpike in US 36 is the first corridor plan in the nation to simultaneously include HOV, express lanes, and bikeway. In 2004, the voter-approved RTD FasTracks plan to expand transit across the Denver metro area included funding for US 36 highway improvements. Phase 1 of the project costs went toward constructing the US 36 Express Lanes from Federal Boulevard in Westminster to 88 th Street in Louisville, Colorado between 2006 and Funding shortfalls due to decreased tax revenues and increased costs required additional funding to complete the project. The 2009 state FASTER (Funding Advancements for Surface Transportation and Economic Recovery) legislation, a Public Private Partnership (P3) and other local, regional, state and federal funding Northwest Metro Region Mobility Report

13 sources. Phase 2 extended the US 36 Express Lanes to US 36 & Table Mesa Station in Boulder, completed in early US 36 & Broomfield Park-n-Ride which includes pedestrian bridges and bus pullouts. Initial efforts included construction of five expanded bridges; new Park-n-Rides and bus pullouts at US 36 & McCaslin, US 36 & Flatiron, US 36 & Broomfield, and US 36 & Church Ranch stations; and two pedestrian bridges. The McCaslin bridge was the metro area s first Diverging Diamond Interchange that yielded about a minute savings in each direction. CDOT completed the US 36 Express Lanes Project between September 2014 and March 2017 in partnership with RTD and local jurisdictions. The US 36 Express Lanes Project also included a separated and continuous, multi-use bicycle path known as the US 36 Bikeway, Flatiron Flyer Bus Rapid Transit (BRT) with branded buses, new stations, increased frequency and real-time displays; enhanced shelters with canopies, on-ramp bus pullout stations, and ticket vending machines installed. Existing general-purpose lanes and shoulders were widened along the highway, and programmable information displays installed with real-time bus information. Additionally, when traffic in the general-purpose lanes is less than 35 mph, buses may drive on the specially-rebuilt shoulder at a speed not to exceed general-purpose traffic by more than 15 mph and a maximum speed of 35 mph. Additionally, when traffic in the general-purpose lanes is less than 35 mph, buses may drive on the specially-rebuilt shoulder at a speed not to exceed general-purpose traffic by more than 15 mph and a maximum speed of 35 mph. US 36 Communities Transportation Mode Share The mode share of communities adjacent to US 36 in the charts below is estimated from American Community Survey (ACS) data, which also approximates the number of commuters who drive alone, carpool, ride transit, walk, bike, and work at home. The Census data is supplemented throughout the report by primary source data from the Denver Regional Council of Governments (DRCOG), the Colorado Department of Transportation (CDOT), High Performance Transportation Enterprise (HPTE), and the Regional Transportation District (RTD). Figure US 36 Communities' Mode Split Source: American Community Survey (ACS) Year Estimates Northwest Metro Region Mobility Report

14 The following is a summary of the commute modes used by employees who reside in Boulder, Louisville, Superior, Broomfield and Westminster. These communities were selected as they surround US 36, and presumably significant numbers of residents travel US 36 between work and home. The below figure details how people report that they get to and from work, three days or more. The year estimates are the most recent data available from the Census and reflects statistics prior to the opening of the US 36 Express Lanes percent of all trips are by solo drivers 7.9 percent of trips are by carpoolers 5.4 percent of trips are by transit 4.2 percent of commuters are cyclists, 4.7 percent of commuters are pedestrians The US 36 Express Lanes provides multi-modal travel options to commuters in the Northwest Metro Region. US 36 Communities Non Single Occupant Vehicle Mode Share Figures 2 and 3 depict how residents from each community adjacent to US 36 predominantly get to work (three days or more per week). 3 The ACS data provides an estimate of the mode split in these communities and by their proximity to US 36. This general mode split is supplemented by primary source data, discussed in greater detail in the rest of the Northwest Region Mobility Report. Figure US 36 Communities Alternative Mode Split Source: ACS Year Estimate 3 The data represents residents 16 and older and not employees of Boulder, Louisville, Superior, Broomfield, and Westminster. Not all residents of these five communities use US 36 for their daily commutes Northwest Metro Region Mobility Report

15 According to ACS data, stated journey to work modes have remained steady between 2011 and 2015 (Figure 2). Slight downturns in carpool and transit use may be related to an improving economy and decrease in gas prices, but we are unable to draw conclusions based on this data. According to ACS data, the population 16 years and older was 251,513 in 2015, a relative increase of 2.4% from 2014 and 3.9% from The population in the workforce in the US 36 communities, grew from 158,333 in 2014 to 169,265 in Between 2014 and 2015, solo driving in the US 36 communities increased marginally Northwest Metro Region commuters often enjoy a stress-free commute due to multimodal options. (.1% absolute) of the total trip commute mode share and falls within the ACS margin of error. Between 2015 and 2016, transit and carpool use declined slightly, while walking and other means of travel increased. The changes are small enough that it is difficult to show trends in travel behavior. While mode split has remained steady between 2011 and 2015, regional population growth would suggest that more people are using all modes. Despite the general stated downturns in transit use per ACS data, according to RTD transit statistics, ridership on the regional bus routes on US 36 increased by 29% between 2015 and 2016.Increased ridership on US 36 likely relates to transit investment brings transit riders. According to RTD transit statistics, ridership on the regional bus routes along US 36 increased by 29 percent between 2015 and Each day, approximately 11,238 commuters use transit along the US 36 corridor, amounting to about 10.6% of the corridor average person volume. In addition, other commuters carpool, vanpool, and bike on the US 36 corridor, making the overall impact to reduce Vehicle Miles Traveled (VMT), associated congestion and pollution significant. Each person using one of these modes results in two fewer vehicle trips traveling on US 36. Figure US 36 Communities Single Occupant Vehicle Mode Share. Source: ACS Year Estimates Northwest Metro Region Mobility Report

16 SH119 SH7 US287 US36 Table Mode Share by Community Table 1: 2015 Mode Share by Community Residents (16 years +) Drive Alone Carpool Transit Bicycle Walk Work at home Other* Boulder Louisville Superior Broomfield Westminster Longmont Erie Lafayette Louisville Broomfield Boulder Louisville Erie Lafayette Longmont Gunbarrel Niwot Boulder 91,553 15,717 9,509 47,140 87,594 66,150 6,367 18,890 15,717 47,140 91,553 15,717 6,367 18,890 66,150 7,779 3,145 91,553 30,184 8,203 5,130 26,649 49,078 32,358 8,374 10,998 8,203 26,649 30,184 8, ,998 32,358 3,458 1,514 30,184 2, ,360 4,707 5, ,360 2, , ,917 3, ,831 2, ,831 3, ,460 5, , ,804 5, , ,922 6,533 1, ,368 3,085 3,183 1,108 1,547 1,374 2,368 6,533 1, ,547 3, , % 74.3% 71.8% 76.1% 81.1% 75.1% 79.2% 77.7% 74.3% 76.1% 54.3% 74.3% 79.2% 77.7% 75.1% 69.8% 93.5% 54.3% 5.3% 3.3% 11.7% 9.6% 7.8% 12.0% 6.3% 6.4% 3.3% 9.6% 5.3% 3.3% 6.3% 6.4% 12.0% 6.7% 0.0% 5.3% 6.2% 6.0% 3.2% 5.2% 3.3% 0.7% 0.9% 1.2% 6.0% 5.2% 6.2% 6.0% 0.9% 1.2% 0.7% 1.3% 6.5% 6.2% 10.4% 2.0% 0.7% 0.4% 0.3% 0.8% 0.1% 1.0% 2.0% 0.4% 10.4% 2.0% 0.1% 1.0% 0.8% 2.9% 10.4% 10.7% 1.6% 0.8% 0.9% 1.2% 2.1% 1.9% 1.2% 1.6% 0.9% 10.7% 1.6% 1.9% 1.2% 2.1% 1.8% 10.7% 11.8% 12.4% 11.6% 6.8% 5.1% 7.4% 10.5% 10.9% 12.4% 6.8% 11.8% 12.4% 10.5% 10.9% 7.4% 14.4% 11.8% 1.3% 0.4% 0.3% 1.1% 1.1% 1.9% 1.2% 1.6% 0.4% 1.1% 1.3% 0.4% 1.2% 1.6% 1.9% 3.0% 1.3% Source: American Community Survey year estimates *Other includes Taxi, motorcycles Northwest Metro Region Mobility Report

17 US 36 Trip Characteristics by Mode Transit Ridership RTD s Flatiron Flyer regional bus service connects thousands of commuters to their destination every day. Over 57.7 million non-rail transit trips were taken in the Denver Metro Region in 2016, down from 62.1 million in Of these trips, 3.7 million (6.4 percent of total trips) were on RTD routes serving the US 36 corridor. Average weekday ridership on all US 36 regional routes increased by 3,798 riders between 2011 and 2016 for a relative growth of 36%. Average total transit ridership (i.e., weekday and weekend) grew by a relative increase of 23.8 percent on all US 36 regional routes US 36 corridor routes increased their total ridership by 10.8 percent between 2010 and 2015, and an additional 14.5 percent between 2015 and between 2011 and During 2016, weekday ridership increased 28%, upon the completion of the US 36 Express Lanes, and introduction of the Flatiron Flyer Bus Rapid Transit (BRT) service. BRT service frequency varies between every 10 minutes at peak travel times for express (limited stop) BRT (e.g. FF2) and every 15 minutes for all stop buses (e.g. FF1). Weekend transit ridership grew by an average of 562 daily riders between 2010 and 2015 from 2,783 daily riders in 2010 on the express buses (then named BV and BX). Between 2015 and 2016, weekend average daily ridership grew by an additional 578 riders. Overall, weekend transit ridership (B and FF) on US 36 grew by 41 percent between 2010 and However, several routes did see a decrease in ridership. This is likely due to service changes not mentioned in this report, some of which were conducted in preparation for the beginning of the Flatiron Flyer BRT service in 2016, as well as additional expansions to the FasTracks system opening in For details on RTD transit trips, see Appendix I. Figure US 36 Transit Trips by Route Northwest Metro Region Mobility Report Source: RTD

18 All US36 Regional Routes Denver Union Station - Boulder Transit Center B Line Ridership In July of 2016, RTD opened the Westminster to Denver, B-Line commuter rail. It runs from Union Station in Denver to near Federal Boulevard and W 72 nd Ave in Westminster. The trip takes 11 minutes and has 30-minute headways (peak) and 60-minute headways (off-peak). It is the first full public-private partnership to fund transit development in the U.S. In 2016, the B-line had 179,596 boardings in 6 months (29,933 average monthly boardings), followed by 355,000 boardings during the first 9 months of 2017 (January through September) for an average monthly boarding of 39,444 in B-line average monthly boardings increased 31.8% in 2017 relative to Table US 36 Weekday and Weekend Transit Trips - Ridership by Route Route All Bs (Boulder to Denver - pre-brt) % Change 1,658,519 1,706,586 1,769,616 1,805,813 1,763,509 1,779, % FF1 ( Denver - Boulder BRT ) 1,705,683 FF2 (Denver - Boulder Express BRT) 776,997 Boulder - Denver (All Bs, and FF1 / FF2) 1,658,519 1,706,586 1,769,616 1,805,813 1,763,509 1,779,387 2,482, % DD (Boulder to Colorado Blvd) 46,496 28,713 18,521 19,427 20,773 9, % DM / FF5 (Boulder - Anshutz) 70,262 83,175 83, ,942 95,503 90, , % FF3 ( Broomfield - Denver BRT) (Formerly 86x) 283, , , , , , , % FF4 (Boulder Junction to Civic Center) (Formerly HX) S / FF6 (Boulder Junction to Denver) 136, , , , , , , % 52,355 58,560 62,924 65,217 60,111 64,009 45, % T (Boulder to DTC) 35,201 34,425 40,408 47,002 40,755 29, % 86X (Broomfield to Denver) 283, , , , , , % AB (Boulder to DIA) 348, , , , , , , % LD/LD1/LD2/LX/LX1/L X2 (Longmont to Denver) All US36 Regional Routes Source: RTD 300, , , , , , , % 3,216,029 3,312,107 3,402,924 3,565,158 3,516,853 3,548,248 4,101,746 29% Northwest Metro Region Mobility Report

19 Peak transit ridership along US 36 routes is directional (below). Most weekday transit riders board and alight at RTD stops within Boulder city limits, not including US 36 & Table Mesa Station, or at US 36 & Sheridan Station in Westminster or closer to Denver. The most utilized transit stations along the US 36 corridor are at the US 36 &Table Mesa Station, US 36 & Broomfield Station and the US 36 & Sheridan Station. Table Average US 36 Weekday Transit Ridership Westbound Eastbound Boardings Alightings Boardings Alightings Stops Prior to US 36 (Denver) 3, ,478 US 36 & Sheridan Station US 36 & Church Ranch Station US 36 & Broomfield Station US 36 & Flatiron Station US 36 & McCaslin Station Table Mesa Station Stops After US 36 (Boulder) 246 2,491 2, Westminster B-Line Rail Station* Total 5,854 6,038 5,946 5,942 Source: RTD * Only Total boardings are known for B-line rail. Table Average US 36 Daily Boardings Route Weekday Weekend Total Total Operating Days Daily Boardings AB 418, , , ,518 FF1 1,410, ,978 1,705, ,673 FF2 776, , ,977 FF3 191,835 1, , FF4 327, , ,254 FF5 118, , FF6 45, , All FFs 2,871, ,174 3,167,174 Total 3,289, ,309 3,721,214 11,666 Source: RTD Northwest Metro Region Mobility Report

20 The northwest metro region s transit system serves a critical role in connecting employees to their places of work Although transit only accounts for a small portion of the daily vehicle trips along US 36, the impact in reducing VMT is significant. The 11,666 daily transit riders resulted in an average VMT reduction of more than 125,000 miles per day. In total, the 3,721,214 annual transit trips along US 36 routes resulted in a VMT reduction of more than 46.5 million miles, or approximately 19,337 metric tons of CO 2 emissions based on average fleet efficiency (Table 6). In total, the 3,721,214 annual transit trips along US 36 routes resulted in a VMT reduction of more than 46.5 million miles, or approximately 19,337 metric tons of CO2 emissions based on average fleet efficiency. Table US 36 Annual Transit Trips* Year Annual RTD Transit Trips Vehicle Miles Traveled Reduction (VMTR) ,996,825 37,460, ,069,960 38,374, ,169,386 39,617, ,167,101 39,588, ,217,987 40,224, ,721,214 46,515,175 % Change ( ) 24.2% 24.2% Source: RTD *The 24.2% change in transit trips calculated here differs from RTD s official 29% increase in transit over the same period due to this calculation using annual transit trips, versus RTD s use of weekday ridership statistics and slightly different methodology Northwest Metro Region Mobility Report

21 Carpooling and Vanpooling An estimated 8% or 12,182 commuters on US 36 carpooled to work in 2015 on an average day, according to ACS data. Presently, regional rideshare databases are the primary source for formal carpooling and vanpooling data. However, this only captures a portion of the actual carpooling that is likely occurring on US 36. The Way to Go database is managed by DRCOG and allows Denver metro residents to search for carpool and vanpool matches. Commuting Solutions actively works with local businesses to help develop vanpools and carpools in the northwest metro region. Although only a small portion of the overall carpooling and vanpooling population is registered in the Way to Go database, these trips result in significant annual Vehicle Miles Traveled Reduction (VMTR). The registered 238 carpools and 18 vanpools resulted in an annual savings of 333,610 VMT 4 (Table 7). Vanpooling in the US 36 corridor decreased over the past year per reporting and may not reflect actual declines in actual use. The registered 238 carpools and 18 vanpools resulted in an annual savings of 333,610 VMT Table US 36 Annual Carpool / Vanpool Estimates Rideshare Database Registrants Carpool Vanpool Total Vehicle Miles Traveled Reduction (VMTR) Carpool 204, , , , , , ,611 Vanpool 345, , , , , ,801 96,999 Total 550, , , , , , ,610 Source: DRCOG 4 Vehicle Miles Traveled Reduction calculated using an average trip distance of 20.9 miles for carpool and 41.3 miles for vanpool, as defined by DRCOG Northwest Metro Region Mobility Report

22 US 36/I-25 Express Lanes The US Express Lanes provide congestion-free travel for Bus Rapid Transit, carpools, vanpools and solo drivers who choose to pay a toll for a portion or for the entire distance from Boulder to Denver. The Express Lanes on I-25 change direction according to the time of day. Southbound travel on the Express Lanes is open from 5 a.m a.m. weekdays. Northbound travel is open noon - 3 a.m. on weekdays and on weekends. Average monthly traffic on the segment of US 36 connected to I-25 using either ExpressToll or License Plate Toll has more than doubled to a monthly average of 946,158 between 2014 and May of Carpool use in the Express Lanes spiked with their extension, though tempered in 2017 with the switch from HOV2+ to HOV3+. Despite the increase of occupancy requirements, the travel rates are higher than when it first opened in 2014 (Table 8). This reflects trends in other transportation modes and the increase in regional population. When tolling on the US 36 Express Lanes began in July 2015, all vehicles were required to have an ExpressToll account with a pass and/or a Switchable HOV Pass. This allowed drivers to use the US 36 and I-25 Express Lanes at the posted rate as a solo driver or for free as an HOV. As this is a change from the previous free lane travel, it is possible that HOV lane use will increase as people become accustomed to the new system. Increased HOV lane use could also lead to lowered congestion in the general-purpose lanes and faster travel times for all modes. Both high-occupancy vehicle usage and tolled usage expectedly grew upon the completion of the Express Lanes. HOV (2+) monthly usage more than doubled between 2015 and 2016 from 129,728 to 319,707 for a relative increase of 146%. ExpressToll and License Plate Toll monthly usage also more than doubled between 2015 and 2016 from 400,012 to 807,202 for a relative increase of 102% (Table 8). Table 8. US 36 Average Monthly Lane Volume by Type Year ExpressToll License Plate Toll HOV (2+), (3+ since 2017) Hybrid Electric Vehicles All Express Lanes , , ,728 3, , , , ,707 7,936 1,133, (May) 662, , ,196 6,164 1,165,972 Source: HPTE FY Q2 October - December Quarterly Reports The US 36 Express Lanes serve a critical role in reducing traffic congestion Northwest Metro Region Mobility Report

23 Bicycling The US 36 Bikeway comprises an 18- mile uninterrupted, multi-use path between US 36 & Table Mesa Station in Boulder and 80 th Avenue in Westminster. The bikeway provides a safe, direct route from Boulder to Westminster, and connects to the Denver trail system. Data from CDOT showed that in 2016, on average, 616 bicyclists traveled daily along the US 36 Bikeway, from measurements collected in Westminster, Broomfield, and Boulder with the use of bicycle counter technology (Figure 6). Cyclists enjoy a safe way to travel throughout the northwest metro region year-round on the US 36 Bikeway. Average daily bicycle volumes were measured along the corridor at Westminster (138), Broomfield (282), and Boulder (196). Annually, bicycle volumes were measured at Westminster (50,336), Broomfield (102,648), and Boulder (71,240). Figure 1. Bicycle Counter Technology While the bikeway saw more use on Saturdays and Sundays than on any weekday, weekday usage was not far behind, as seen in Table 9. Approximately 85% of the bicycle traffic occurred during the week, with an average weekday volume of 522 cyclists, and an average weekend volume of 850 cyclists across all counters. It is difficult to determine if each count represents a unique bicycle. It is possible that a cyclist from Westminster would also pass by the Broomfield counter. Further, we have no ability to determine whether the cyclist is recreational or commuter. Overall, since the US 36 Bikeway partially opened in 2015, bicycle and pedestrian usage has grown significantly. Between 2015 and 2016, Broomfield and Westminster weekly bicycle counts increased almost threefold from 1,076 to 2,942. Boulder s counter was installed in mid-2016 bringing the total average weekly bicycle counts along the corridor to 4,312. Data from CDOT showed that in 2016, on average, 616 bicyclists traveled daily along the bikeway, from measurements collected in Westminster, Broomfield, and Boulder with the use of bicycle counter technology Northwest Metro Region Mobility Report

24 Although the US 36 Bikeway was designed for bicyclists, pedestrians also use the path (Table 10). Between 2015 and 2016, pedestrian counts more than doubled from 203 to 466 along Westminster and Broomfield counters. Similarly, a Boulder counter was installed in mid-2016 bringing the overall weekly corridor pedestrian use to 660. As of 2016, bicycle amenities along the US 36 Bikeway are not complete, although many are underway. Wayfinding signage is currently minimal, with plans of signage to be installed Spring Bicycle shelters are planned at all BRT stations and discussions for a regional bike share program at all stops are underway. These programs and infrastructure are likely to lead to increased utilization in the next several years. Communities are also working on building good bikeway improvements and connections to the US 36 Regional wayfinding signage is planned to be installed in Summer Bikeway, in part to reduce the first and final mile problem, i.e., accessing transit and reaching final destination after alighting from transit. Table US 36 Annual Average Daily Bikeway Bicycle Counts Day of Week Westminster Broomfield Boulder* Sunday Monday Tuesday Wednesday Thursday Friday Saturday Total Source: CDOT Non-Motorized Monitoring Annual Counter Summary *Boulder counter installed summer 2016 Table US 36 Annual Average Daily Bikeway Pedestrian Counts Day of Week Westminster Broomfield Boulder* Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday Total Source: CDOT Non-Motorized Monitoring Annual Counter Summary *Boulder counter installed summer Northwest Metro Region Mobility Report

25 Table 11. Annual Average Weekly US 36 Bikeway Usage Bicycle Pedestrian Total Source: CDOT Non-Motorized Monitoring Annual Counter Summary Bike to Work Day 4,962 commuters who work at businesses located in the US 36 corridor registered for Bike to Work Day in 2016 (Table 12). Registrants were up 151% from 2015 when 1,977 bicyclists registered for Bike to Work Day. Bike to Work Day participant data may be inconsistent with annual data as it is a special event. Participants may or may not be cycling other days of the year, or conversely, cyclists may not have registered for Bike to Work Day and therefore would not be counted in Bike to Work Day totals. The fluctuation in yearly registration may be more related to variations in marketing levels, effectiveness, and the fact that some regular bicycle commuters may not register. Table US 36 Bike to Work Participants Registered Participants Vehicle Miles Traveled Reduction (VMTR) ,647 81, ,288 87, , , ,809 33, ,002 36, ,977 23, ,962 59,643 Source: DRCOG Bike to Work Day Registrations & Bicycle VMT Reduction Calculator Northwest Metro Region Mobility Report

26 Solo Drivers CDOT data indicates that on average, 106,000 vehicles traveled daily at points along the US 36 corridor each day between Foothills Parkway in Boulder and Federal Boulevard in Westminster in The east end of the corridor carried substantially more vehicles than the west end, with Pecos Street and eastward carrying the most daily vehicle trips at 158,000, accounting for 75,000 more vehicles than the Boulder end (Table 13). These traffic counts also include vehicles in the I-25 Express Lanes, which end near Federal Boulevard in the westbound direction, and begin near Sheridan Boulevard in the eastbound direction. It is important to recognize CDOT s vehicles counters do not exclude carpools, vanpools or transit vehicles commuting on US 36, so not all vehicles counted represent Single Occupant Vehicles (SOVs). Table 13. US 36 Average Annual Daily Traffic (AADT) Eastbound, Point Description along US 36 Foothills Pkwy, Boulder Interlocken Loop East, Broomfield East Flatiron Circle, Broomfield 104 th Avenue, Westminster Federal Blvd, Westminster East of Pecos Street, Adams County Corridor Average Source: CDOT % Change % Annual Average Change ('11 - '16) 72,000 73,000 74,000 77,000 80,000 83, % 15.3% 73,500 78,000 78,000 71,000 73,000 76, % 3.4% 82,000 82,000 80,000 84,000 87,000 90, % 9.8% 86,000 86,500 85,000 89,000 93,000 96, % 11.6% 120, , , , , , % 10.8% 136, , , , , , % 16.2% 94,917 97,167 97,500 99, , , % 11.7% Northwest Metro Region Mobility Report

27 Evaluation of US 36 Express Lanes Project Since its completion in early 2016, all lanes have benefited from the addition of the US 36 Express Lanes. Across all lanes, travel times have decreased despite an increase in traffic volume. Between 2014 and 2016, US 36 travel times decreased by 14.5% even with a 6.2% increase in traffic volume. Between 2014 and 2016, peak hour travel times decreased by a corridor average of 14.5% with the most gains achieved in the westbound morning commute with almost 6 minutes reduced from a total travel time of 26 minutes, and westbound evening commute with 3 minutes reduced from a total travel time of 21 minutes from Boulder to Westminster. AADT increased 11.7% over and with the completion of the Express Lanes project, between , AADT increased 6.2% with an additional 11,083 cars traveling the corridor each day from 2011 levels. When drivers value their time and are willing to pay to travel in the Express Lanes, more vehicles select the Express Lanes allowing congestion to decrease and speeds to slightly increase in the general-purpose lanes. Everyone wins in this dynamic. Figure 2. Boulder to Denver Weekday Average Travel Time, Traffic Volume, and Transit Ridership The introduction of the Flatiron Flyer service increased bus service on US 36, shortened passenger boarding and alighting times with realigned transit stations along the highway, and reduced travel times with dedicated bus lanes taking buses out of congestion. Ridership along the US 36 corridor with the new Flatiron Flyer BRT increased 29% in 2016 after completion of the US 36 Express Lanes Project relative to prior to the start of construction in 2012 (RTD). Transit use along the US 36 corridor between 2011 and 2016 reduced 46.5 million VMT, equivalent to more than 19 million metric tons of CO2. US 36 All Express Lanes usage in 2016 increased by 111% relative to 2015 (Table 8, page 22) Northwest Metro Region Mobility Report

28 Average Speed (mph) Table 14. US 36 Weekday Travel Time in Minutes (Table Mesa to I-25) Year (Jan. to Sep.) Morning Westbound Peak (6am Eastbound Afternoon Westbound Peak (3pm- Eastbound Source: CDOT INRIX The figure below shows in detail changes in average speeds hourly on US 36 between 2014 and Figure 3. US 36 Average Weekday Hourly Speed Time of Day (hourly) Source: CDOT INRIX Data Transportation Demand Management to Mitigate Congestion RTD EcoPass Several congestion mitigation programs are available to US 36 commuters, employers and employees. The RTD EcoPass program is an employer-provided transit benefit, widely available to employees in the district. An RTD EcoPass is an unlimited use annual transit pass. With an EcoPass in hand, commuters are nearly eight times more likely to use transit and four times more likely for non-work trips (2015 Boulder Valley Employee Transportation Survey) Northwest Metro Region Mobility Report

29 Analysis of 2016 RTD EcoPass data reveals that Boulder has the greatest percentage of employees with access to an RTD EcoPass along US 36 communities. More than 30% of Boulder employees had access to an EcoPass (Table 15). More than 30% of Boulder employees had access to an EcoPass (Table 15). This was over twice that of Denver, the jurisdiction with the second highest percentage of employees with EcoPasses. In Denver, 13% of employees had access to an EcoPass, although account for 2/3 of the EcoPasses, many of whom travel the US 36 corridor. Further, the percentage of employees with access to an EcoPass in suburban cities along US 36 was far lower than Boulder or Denver, with 2% in Broomfield, 1% of employees in Louisville, 0.4% of employees in Superior and less than 1% of employees in the remaining jurisdictions. In Superior and Westminster, the only companies providing EcoPasses were participants in the US 36 Master EcoPass Pilot Program. These low numbers demonstrate a great opportunity to expand access to transit for organizations along the US 36 corridor, especially with US 36 BRT service in place. Table RTD EcoPass Distribution by Jurisdiction # of Percent of Employed Jurisdiction EcoPasses Employees Population with an EcoPass Boulder 28,378 91, % Superior 41 9, % Louisville , % Broomfield , % Westminster , % Denver 66, , % Total 196,614 2,096,820 Source: RTD and ACS year estimates DRCOG TDM Partnership The DRCOG Transportation Demand Management (TDM) Partnership program, Way to Go, is an alliance of seven Transportation Management Associations (TMAs) to cooperatively promote responsible commute options throughout the region. Way to Go utilizes My Way to Go, a regional rideshare database and trip-tracking tool. My Way to Go provides multi-modal trip planning, carpool and vanpool matching and allows registrants to track trips to determine calories burned, money and CO 2 saved. Between 2014 and 2015, VMT in the Denver Metro region were reduced by 9 percent due to the partnership s efforts Northwest Metro Region Mobility Report

30 Over the years, DRCOG and the TMA s efforts have evolved to include promotion of a host of services, all focused on reducing SOV travel. DRCOG and the Way to Go Partnership are well known for organizing Bike to Work Day, the second-largest event of its kind in the nation and for promoting transit ridership, carpooling, vanpooling, work at home, and flex-work schedules. The seven partner organizations working alongside DRCOG under this umbrella brand are Commuting Solutions, Boulder Transportation Connections, Smart Commute Metro North, Denver South TMA, Downtown Denver Partnership, Northeast Transportation Connections and Transportation Solutions. Between 2014 and 2015, VMT in the Denver Metro region were reduced by 9 percent due to the partnership s efforts, from 12.8 million VMT saved in 2014, nearly 14 million in 2015, and up to 15 million miles reduced in Way to Go also organizes Go-Tober, a month-long business challenge with the dual goal of encouraging trial of non-single-occupant vehicle (SOV) commuting and increasing registrations on My Way to Go. Go-Tober challenges employees to use a non-sov commute option four times during the month of October (once per week). Employees then track these trips using My Way to Go. Companies compete against similar-sized businesses to get the largest number of employees to complete all four trips. 1,460 employees participated in the 2016 campaign, up 38% from 2015 s 1,057 participants. Participants reduced an additional 32,356 VMT in October. Six percent of the program participants, who previously were SOV-only drivers, stated that participation in the program encouraged them to drive alone less often. Go-Tober Challenge Flyer Survey results indicated that these participants will continue commuting by non-sov modes a projected 4,055 additional commute days per year and save a projected 76,801 additional VMT per year. US 36 Construction Mitigation Program As part of the US 36 Express Lanes Project TDM plan, Commuting Solutions implemented a social marketing and incentives campaign to reduce congestion during construction of the US 36 Express Lanes Project during its first phase. Phase 2 of this campaign was implemented in 2015 and focused on carpooling and vanpooling in the new US 36 Express Lanes. Applicants who drove alone along US 36 could apply for one of three incentives, $75 for carpooling (which included a rebate on the Switchable HOV transponder needed to use the Express Lanes Northwest Metro Region Mobility Report

31 for free as a carpooler), $75 for new vanpoolers or an RTD 10-Ride Ticket Book valued at $45. Applicants were required to register for My Way to Go to qualify for the incentives. My Way to Go contains a trip tracking module to verify that participants are carpooling, as well as to identify potential carpool matches. US 36 corridor rendering This program was active from August 2014 through March The US 36 Congestion Mitigation Program measured its success based on feedback from pre- and post-surveys collected from program participants. Commuting Solutions employed a comprehensive marketing and communications strategy to create interest and participation in the program. The project goal was to distribute 833 incentives through the end of December Project partners include: CDOT, HPTE, DRCOG, Ames/Granite and Commuting Solutions. Final results indicate that US 36 Congestion Mitigation Program has reduced an estimated 510 vehicle trips and 12,500 vehicle miles traveled per weekday along the US 36 corridor through the three incentives and EcoPass options (Table 16). The program originally established a vehicle trip reduction goal of 1,522 vehicles and 4,051 vehicle miles traveled reduced. Final results suggest that 984 people participated in the program, exceeding the goal of 833. While more people were participating, only approximately one-third of the vehicle trip reductions were achieved. Further, those who were participating tended to have the longest commutes, so the VMT reduced (VMTR) exceeded the goal by 300%. Follow-up surveys revealed that prior to receiving the incentive 62 percent of applicants drove solo. After receiving the incentive, only 41 percent of participants drove alone. Table 16. Incentive Impacts on Vehicle Travel Vehicle Trips Reduced /Year/ Participant VMT Reduced / Year/ Participant Avg. Trip Distance Program Participants Annual Trips Reduced Annual VMT Reduced All 83 1, ,700 1,780,000 Vanpool 191 4, , ,000 Carpool 80 1, , ,000 Transit 69 1, ,600 1,160,000 Source: US 36 Congestion Mitigation End of Program Impacts Analysis April 2017 Vehicle Miles Traveled (VMT) reduced exceeded the program goal by 300 percent Northwest Metro Region Mobility Report

32 US 36 Master EcoPass Pilot Program (MEPP) During the US 36 Express Lanes Project, Commuting Solutions received funding to pilot a Master EcoPass Program. Employers located within a ¼ mile radius of the US 36 & McCaslin, US 36 & Broomfield or US 36 & Sheridan Stations were eligible for free EcoPasses for their employees for Commuting Solutions paid 70 percent of employer EcoPass costs for returning organizations and 100 percent for organizations participating for the first time in A total of 3,815 employees were eligible for free EcoPasses through the MEPP (Table 17). Commuting Solutions recruited 25 businesses to participate in the program beginning in 2015 and provided EcoPasses to 1,221 employees. Table 17. US 36 Master EcoPass Program Participation BRT Station # Eligible Employees # Participants % Participation US 36 & McCaslin Station % US 36 & Broomfield Station % US 36 & Westminster Center Station % Eligible Employees % Source: US 36 Congestion Mitigation Program Status Report Table 18. US 36 Master EcoPass Program Results Mode Pre Post Drive Alone 75% 64% Bike 1% 2% Ride the bus 11% 18% Bus/Bike Combo 3% 3% Ride light rail 1% 2% Carpool or Vanpool 5% 4% Walk 4% 4% Work from Home 2% 4% Source: US 36 Congestion Mitigation Program Status Report The US 36 Master EcoPass distribution program resulted in a 15 percent decrease in the drive alone rate and a 64 percent increase in transit use among participants (Table 18). Table 19 presents estimates of vehicle trips reduced (VTR) and vehicle miles of travel reduced (VMTR) per participant and in aggregate. The reductions are based on the distribution of 1,653 EcoPasses over the two years of the program Northwest Metro Region Mobility Report

33 Table 19. Master EcoPass Program Impacts on Vehicle Travel VTR/Year/ Participant VMTR/ Year/ Participant Avg. Trip Distance Program Participants Annual Trips Reduced Annual VMT Reduced 55 1, ,500 1,230,000 Source: 2017 US 36 Construction Mitigation End of Program Impacts Analysis - URBANTRANS Table 20. Annual Combined Program Impacts on Vehicle Travel Vehicle Trips Reduced / Participant VMT Reduced / Participant Avg. Trip Distance Participants Daily Trips Reduced Daily VMT Reduced Annual Trips Reduced Annual VMT Reduced EcoPass 55 1, ,120 45,500 1,230,000 Vanpool 191 4, ,110 11, ,000 Carpool 80 1, ,440 15, ,000 Transit 69 1, ,850 50,600 1,160,000 Total , , ,000 3,000,000 Source: 2017 US 36 Construction Mitigation End of Program Impacts Analysis - URBANTRANS Northwest Metro Region Mobility Report

34 US 36 First and Final Mile Report Progress The US 36 First and Final Mile Study was developed to address how the northwest metro region can overcome the first and final mile of a commute to reduce barriers to riding transit. The study identified 10 areas that could better connect transit riders to the six US 36 RTD stations and surrounding activity centers. Table 21. US 36 First and Final Mile Study Recommendation Updates Recommendation Description Progress Bike-n-Ride Shelters Improve accessibility to US 36 Bus Rapid Transit by adding secure bicycle parking at US 36 RTD stations, reducing the demand for onboard bike storage. Shelters are constructed at the westbound Table Mesa station, Downtown Boulder Station and the Superior McCaslin Station. Shelters are funded for the EB Table Mesa Station, Louisville McCaslin Station, Broomfield WB and Sheridan WB Stations. EcoPasses Branded Wayfinding Provide employers near the six US 36 RTD stations with RTD EcoPasses for their employees, allowing them take full advantage of the transit system. Help cyclists and pedestrians navigate to nearby RTD stations, where they can connect to highfrequency regional transit services and the US 36 Bikeway. Commuting Solutions completed the US 36 Master EcoPass Pilot Program in 2015 and 2016 for the McCaslin, Broomfield and Sheridan stations. We continue to look for funding to sustain this program long term. Commuting Solutions is completing the Northwest Corridor Way Finding Design and Implementation Plan in to finalize the sign typology, create a prioritized list of routes, provide construction ready documents to local governments. B-Cycle Membership A great way to provide on-demand transportation to Regional bikeshare will likely be introduced in those traveling to locations not well served by transit Westminster launched Zagster in Private Carshare and Taxi Service Provide time-sensitive transit riders with the option to get exactly where they need to be, quickly. Uber and Lyft in the region Transit-Supportive Land Use Policies Creates meaningful and distinct places surrounding US 36 RTD stations, providing office, residential and In-progress public space. Real-Time US 36 Bus Tracker Enables transit users to monitor the location of their desired vehicle in real-time, taking the anxiety out of missing the bus. RTD provides NextRide, a real time transit tracking tool. RTD also works with TRANSIT app to provide real time bus tracking. First and Final Mile App Integrates with smart phone technology to provide commuters with cycling, transit, walking and taxi information. No progress Bikeshare Bike sharing may comprise private enterprise (e.g., B-Cycle) or local organizations, simply by renting bicycles locally. New technology may reduce costs of private bike sharing programs. Regional System opening in 2018 Secure Scooter Parking Protects scooters and motorcycles from weather and provides a secure storage location. Completed Source: Commuting Solutions Northwest Metro Region Mobility Report

35 Northwest Region Regional Commuter Corridors The 2016 Northwest Region Mobility Report expands coverage from US 36 to additional regional commuter corridors to provide a fuller picture of commuter behavior in the region. US 287 (Longmont to Westminster), SH 119 (Longmont to Boulder), and SH 7 (Boulder to Lafayette) are included in this section. While the additional corridors vary in functional classification SH 119 (highway), US 287 (federal highway), and SH 7 (arterial road), they all serve as heavily traveled commuter routes in the Northwest Region. This section seeks to compare corridor performance across the Northwest region across all modes. Different strategies to increase corridor capacity may differentially support non-sov mode usage. To understand commuter behavior along these regional commuter corridors, the mode split of each corridor is estimated from American Community Survey (ACS) data 5. Figure Major Commute Corridor Community Mode Split. 100% 90% 80% 70% Taxi / Moto 60% Other* Worked at home 50% Walk 40% 30% 70.4% 76.4% 61.2% 64.2% Bicycle Transit Carpool 20% Drove Alone 10% 0% US 36 US 287 SH 7 SH 119 Source: ACS 5- year estimates 5 The census data is supplemented throughout the report by primary source data from the Denver Regional Council of Governments (DRCOG), the North Front Range Metropolitan Planning Organization (NFRMPO), the Colorado Department of Transportation (CDOT), High Performance Transportation Enterprise (HPTE), and the Regional Transportation District (RTD) Northwest Metro Region Mobility Report

36 Table Major Commute Corridor Community Mode Split US 287 Longmont to Westminster US 287 serves as a major north - south commuter corridor linking Longmont (and Loveland and Fort Collins) to US 36 in Broomfield and on to Denver. It s directional with southbound travel to Denver in the morning peak hours and returning north in the evenings. One regional bus route runs along US 287 and accesses Denver. Traffic volumes on US 287 increased by 8.7% between 2011 and 2016 (Table 23). Between 2011 and 2016, peak hour travel times on US 287 increased by a corridor average of 24.7% with the greatest increases in travel times found in the northbound evening commute with greater than 2 minutes increased from a total average travel time of 5:41minutes, and southbound evening commute with 1.5 minutes added to a total average travel time of 5:30 minutes. Between 2011 and 2016 an additional 2,750 cars traveled the corridor each day. Table 23. US 287 AADT Point Description Along US % Change % Change ON SH 287 SE/O SH 121, BROOMFIELD ON SH 287 N/O DILLON RD & NORTHWEST PKWY, BROOMFIELD ON SH 287, 107TH ST S/O SH 7 N JCT, ARAPAHOE RD, LAFAYETTE ON SH 287, 107TH ST S/O SH 52, MINERAL RD 27,000 21,000 22,000 23,000 23,000 24,000 4% -12.5% 37,000 35,000 41,000 41,000 44,000 44,000 0% 15.9% 30,000 30,000 32,000 33,000 35,000 35,000 0% 14.3% 22,000 22,000 21,000 22,000 23,000 24,000 4% 8.3% ON SH 287, 107TH ST N/O NIWOT RD, CR 34 24,000 24,000 24,000 25,000 22,000 24,000 9% 0.0% ON SH 287, MAIN ST S/O SH 119, KEN PRATT BLVD, LONGMONT 24,000 22,000 24,000 25,000 26,000 27,000 4% 11.1% Corridor Average 29,000 27,000 29,000 29,750 31,250 31,750 2% 8.7% Source: CDOT INRIX Data Northwest Metro Region Mobility Report

37 Table 24. US 287 Weekday Travel Time in Minutes (Ken Pratt to 17th) Morning Peak 6am to 9pm Afternoon Peak 3pm-7pm Source: CDOT INRIX Direction Northbound Southbound Northbound Southbound Transit ridership has increased on the US 287 corridor by 172% between 2010 and A large percentage of that growth was achieved by strong growth in ridership on the regional express bus (LX1) from Longmont to Denver. Additionally, route 225 serving Boulder and Broomfield travels via Baseline Road and US 287, also experienced significant growth after service increases. Figure 5. US 287 Transit Ridership by Route Transit ridership has increased on the US 287 corridor by 172 percent between 2010 and Source: RTD Table 25. US 287 Transit Trips by Route Route % Change LD1 (L) 179, , , , , , , % LD2 (LX) 115, ,884 20,619 24,012 19,053 17,487 47, % LX1 (LNX) 5,481 14,355 35,235 36,801 41,238 43,587 48, % LX2 (LSX) ,247 64,728 60,552 60,030 72, % All L's 300, , , , , , , % , , , , , , % Total 300, , , , , , , % Source: RTD Northwest Metro Region Mobility Report

38 SH 7 - (55 th to I-25) State Highway 7 serves as a main east-west travel corridor between Boulder and Brighton, serving Louisville, Lafayette, Broomfield, Erie and Thornton. Traffic is directional with a greater proportion of traffic traveling into Boulder in the mornings and returning to Lafayette and Erie in the evening. While the corridor is more rural in character, the traffic volumes and higher than expected rear end crashes are more exemplary of an urban corridor (Table 26). Congestion on the corridor often leaves commuters backed-up for almost a mile during the afternoon peak hours. Vehicle operations are expected to degrade with regional population and SH 7 serves as the primary east-west corridor between Boulder and Brighton. employment growth projections. Presently, only one bus route, the Jump, travels SH 7 between Boulder and Erie, while others serve Louisville and Lafayette on other corridors, routes Dash and 225D. Two recent studies of the corridor have been conducted to identify future transportation improvements. A Planning and Environmental Linkages (PEL) study was conducted to enhance safety and meet the growing demand for mobility for all modes of The study found that the predominant SOV mode share exceeds roadway network capacity. transportation. The study finds that the predominant SOV mode share exceeds roadway network capacity within the City of Boulder, City of Lafayette, and Boulder County. As a result, the current corridor experiences higher than expected frequency of rear-end vehicle crashes at intersections within the corridor and queueing at the intersections. In addition, insufficient bicycle infrastructure force bicycles to travel on a narrow shoulder or mix with high speed vehicular traffic. These conditions provide cyclists with a low level of comfort and perceived safety. Pedestrian facilities only exist at the intersection of SH 7 / 95 th street intersection requiring pedestrians to walk on narrow shoulder or along vegetated slopes of the roadway and experience low level of comfort and perceived safety. Transit users access the JUMP bus stops at ADA non-compliant facilities except at the SH 7 / 95 th intersection Northwest Metro Region Mobility Report

39 The SH 7 PEL proposed three near-solutions to improve mobility and safety in the corridor for all users: 1. Improve the 95 th street and US 287 intersection. Add additional general-purpose lane on the east and west approaches to the intersections, adding queue jump lanes and Transit Signal Priority (TSP) to improve transit operations through the intersections, and improving bike and pedestrian safety at facilities at the intersections. 2. Improve safety at minor driveway access and subdivisions intersections. Construct left turn pockets, and acceleration and deceleration lanes. 3. Add shoulders to the highway. Shoulders would provide moderate improvements for bicyclists, and would make the highway safer for all users by providing a location out of the travel lanes for bicyclist, stopped and right turning vehicles. Near- term, these three solutions are cost effective and most feasible ways to incrementally improve the corridor due to their limited scope and high return on investment (Boulder County Transportation Department). Longer-term, construction of managed lanes provides an uncongested alternative, and travel time advantage, for identified preferential uses, such as transit, carpoolers, and other technologically advanced vehicles. A BRT feasibility study was conducted in 2016 by Boulder County and partners from the City of Boulder, Lafayette, Broomfield, Thornton, Brighton, and Adams County worked collaboratively to investigate BRT feasibility between the City of Boulder and Downtown Brighton on SH 7. This study sought to improve confidence in the finding from RTD s 2014 North Area Mobility Study (NAMS) regarding BRT feasibility on SH 7. The study investigated preferred station/stop locations on the corridor, alternative routing scenarios, and a number of operations scenarios. The outcome of the study indicated that by 2040 SH 7 could support a successful BRT system (6,500 riders/day mixed traffic The study indicates that by 2040, SH 7 could support 6,500 riders a day mixed traffic and 8,500 riders a day shoulder running. and 8,500 riders/day shoulder running. It would also offer significantly better travel times than driving during the AM and PM peak period). The projected cost to operate the service would be competitive, and often less expensive, than the average cost that RTD outlays for regional transit services today (Boulder County Transportation Department). Capital costs were predicted to be about $240 million that would include vehicle and bus travelways, transit stations, stations, and vehicles. The study predicted annual operating costs to be about $11 million. BRT enhancements would support communities mobility needs and support economic development in the corridor. Current zoning / land use plans could be modified to more fully support BRT service Northwest Metro Region Mobility Report

40 Table 26. State Highway 7 AADT Eastbound, Point Description along SH 7 ON SH 7, ARAPAHOE AVE E/O 30TH ST, 26,000 29,000 30,000 31,000 30,000 31, % BOULDER ON SH 7, ARAPAHOE AVE E/O 55TH ST, 25,000 25,000 25,000 26,000 29,000 29, % BOULDER ON SH 7, BASELINE RD W/O PUBLIC RD, 16,000 16,000 16,000 16,000 17,000 17, % LAFAYETTE ON SH 7, BASELINE RD E/O E COUNTY LINE RD, 20,000 20,000 20,000 20,000 22,000 22, % CR 901, LAFAYETTE Corridor Average 21,750 22,500 22,750 23,250 24,500 24, % Source: CDOT SH 7 Average Annual Daily Traffic (AADT) Between 2011 and 2016, peak hours travel times on SH 7 increased by a corridor average of 14.4% with the highest increase in the eastbound afternoon peak of 27.6% or an additional 5 minutes added to a 22-minute commute. Westbound morning peak hours travel times increased by 19.3% or an additional 4 minutes from 21.5 minutes. AADT increased 13.8% over with an additional 3,000 cars traveling the corridor each day above 2011 levels (Table 27). Table 27. State Highway 7 Weekday Travel Times in Minutes (Broadway to I-25) Morning Peak 6am to 9pm Afternoon Peak 3pm- 7pm Source: CDOT INRIX Data Figure 6. State Highway 7 Transit Trips by Route 2016 % Change Direction (Jan. to Sep.) Westbound Eastbound Westbound Eastbound , , , , Jump Long Jump Source: RTD Northwest Metro Region Mobility Report

41 Table State Highway 7 Transit Trips Ridership by Route 6 Route % Change Jump 139, , , , , , , % Long Jump 470, , , , , , , % Source: RTD Total 612, , , , , , , % SH Longmont to Boulder State highway 119 is a major commuter corridor that runs between Longmont and Boulder and experiences the highest hours of congestion in Boulder County. This corridor serves the communities of Niwot, Gunbarrel, rural Boulder County, and points north. The corridor also serves as a popular recreational and commuter bicycle corridor due to its widened shoulders and bicycle underpasses and bridges. Traffic is directional with a greater proportion of traffic traveling into Boulder in the mornings and returning to Longmont in the evening. Traffic forecasts for this corridor show expected traffic volume growth of 23 to 56 percent by Presently, two regional transit routes run along SH 119. Bus rapid transit is being explored on this segment of SH 119. Traffic forecasts for this corridor show expected traffic volume growth of 23 to 56 percent by In 2017, RTD collaborated with northwest area public agencies, business leaders and elected officials on a comprehensive study to investigate the viability of implementing BRT along the CO 119 corridor between Longmont and Boulder. The study will address the growing congestion and travel demand, environmental impacts, multimodal access, transit reliability, and transit travel time. Outcomes of the project study will include an analysis of the alternative BRT improvement options including locally preferred and community supported alternative. Preliminary engineering plans will be drawn up in addition to quantifying capital, operating, and maintenance costs. Study is anticipated to be concluded December With the voter approval of RTD s FasTracks program in 2004, several studies have been conducted on the feasibility of use of the SH 119 corridor for regional commuter rail linking 6 While it appears that the Long Jump servicing East Boulder County has three times the ridership of the Jump, 80% of the Long Jump ridership incurs between Downtown Boulder Station and Boulder Valley School District / Technical Education Center (Source: RTD) Northwest Metro Region Mobility Report

42 Longmont, Boulder, and Denver. Further plans are on hold for rail pending funding limitations and the extension of the deadline to install Northwest Rail beyond Westminster. Table 29. State Highway 119 Average Annual Daily Traffic (AADT) Eastbound, Point Description along SH 119 ON SH 119, IRIS AVE E/O SH 36, 28TH ST, BOULDER ON SH 119, DIAGONAL HWY SW/O JAY RD, BOULDER ON SH 119, DIAGONAL HWY NE/O SH 52, MINERAL RD, BOULDER % Change ,000 25,000 26,000 27,000 28,000 29,000 4% 13.8% 51,000 52,000 53,000 56,000 58,000 60,000 3% 15.0% 39,000 40,000 35,000 37,000 38,000 36,000-5% -8.3% ON SH 119, DIAGONAL HWY SW/O HOVER RD, 28,000 30,000 26,000 27,000 29,000 30,000 3% 6.7% LONGMONT Corridor Average 35,750 36,750 35,000 36,750 38,250 38,750 1% 7.7% Source: CDOT INRIX Data % Change Table 30. State Highway 119 Weekday Travel Times in Minutes (Hover to 28th) 7 Morning Peak 6am to 9am Afternoon Peak 4pm-7pm Source: CDOT INRIX Data 2017 January to October Direction Westbound Eastbound Westbound Eastbound INRIX travel time data based on cell-phone and GPS navigation devices, primarily from commercial and fleet vehicles Northwest Metro Region Mobility Report

43 Figure 7. State Highway 119 Transit Trips by Route 600, , , , , , Bolt J Table 31. State Highway 119 Transit Trips - Ridership by Route Route % Change Bolt 411, , , , , , , % J 62,379 69,426 60,552 72,036 62,379 66,816 55, % Total 475, , , , , , , % Source: RTD The Future of Travel on US 36 It is not since the advent of the automobile, that travel has changed as quickly as it is changing today. Major automobile companies are planning to phase out gas-only car production within two years, while countries such as China have committed to banning gas vehicles by There are increasing reports of successful autonomous vehicle usage and some aspects of autonomous driving already exist within the current fleet of vehicles (e.g. adaptive cruise control and lane change assist). Some vehicles can automatically adjust cruise control to maintain a safe distance while in congested traffic. This section is intended to inspire readers to think about the future of transportation and how we might encounter it on the US 36 corridor. First and Final Mile US 36 & Table Mesa Bike-n-Ride Shelter US 36 & Table Mesa Bike-n-Ride Shelter First and final mile refers to the journey between home and transit stop and from transit stop to the final destination. First and final mile connections refer to the built environment elements that accommodate these trips. A continuum of solutions exists to solve this problem. Less expensive options include route-finding, safe and secure sidewalks. More expensive and aggressive solutions include bicycle share stations, secure bicycle parking including limited-access shelters. On the costliest end of the spectrum are circulator buses. This phenomenon is important to mitigate as distance and time to access and egress transit contribute to lower transit usage Northwest Metro Region Mobility Report

44 Ridehailing Transportation Network Companies pair passengers with drivers via Web sites and apps to provide rides to desired destination for a fee. While Uber and Lyft are the largest, several other niche services exist that target kids (KangaDo; HopSkipDrive); seniors (Lift Hero) and women (SheTaxis; Chariot for Women). While a preliminary study has shown ridehailing to increase VMT and be prohibitively expensive for the low income, evolution of the companies programs to function in more of a carpooling fashion (Lyftline and Uberpool) bring costs down and may reduce VMT. They may serve either one or multiple pickups and destinations. This service is provided at a lower rate. Further, Lyft and Uber expect prices to drop significantly with the advent of electric, autonomous vehicles. This could facilitate use by low income populations. Some predictions suggest such use could enable people to reduce car ownership with less difficult. Waze is testing a true peer-to-peer service where no payment is exchanged. Casual Carpooling Slug lines Slugging is a term used to describe an informal and largely grass-roots effort to share commute vehicles that began in Washington, DC out of necessity, 40 years ago. To meet the requirement for HOV 3, drivers pull up to one of several designated stops to pick up passengers. The process is free for users and provides benefits to drivers and passengers alike in allowing use of the HOV lanes. Commuting Solutions will be piloting Casual Carpool along US 36 in cooperation with RTD at several locations in Conclusion The 2016 Northwest Region Mobility Report identifies facts and trends related to transit ridership, carpooling, vanpooling, and bicycling along the corridor. In 2016, US 36 commuters began to enjoy the updated US 36 corridor and experience how the innovative multi-modal corridor influences their travel choices. With the opening of the US 36 Express Lanes Project and the US 36 Bikeway, the 2016 Northwest Region Mobility Report results are beginning to reflect the increased travel options available in the corridor. In the past year, the full Express Lanes have opened, BRT service begun, the B Line Rail to Westminster, and active traffic management (ATM) technology has been installed, the expectation is for continued increases in multi-modal travel, less congestion and faster travel times for all commuters. Any questions regarding the information contained in the report can be directed to info@commutingsolutions.org or Northwest Metro Region Mobility Report

45 Appendix I Table US 36 Weekday Transit Trips Ridership by Route Route % Change AB 249, , , , , , , % B 1,456,253 1,493,047 1,544,516 1,574,384 1,526,077 1,539, % DD 46,496 28,713 18,521 19,427 20,773 9, % DM 70,262 83,175 83, ,942 95,503 90, % FF1 ( Denver - Boulder ) 1,410,705 FF2 (Denver - Boulder Express) 776,997 FF3 ( Denver - 191,835 FF4 (Boulder Junction - Civic Center) 327,294 FF5 (Boulder - Anshutz) 118,755 FF6 (Denver Boulder Junction / 55th) 45,414 HX 136, , , , , , % L (LD1, LD2, LX1, LX2) 296, , , , , , , % S 52,355 58,560 62,924 65,217 60,111 64, % T 35,201 34,425 40,408 47,002 40,755 29, % 86X 283, , , , , , % All US36 Regional Routes 2,635,421 2,681,567 2,747,638 2,824,679 2,809,539 2,850,022 3,650, % Source: RTD Northwest Metro Region Mobility Report

46 Table US 36 Weekend Transit Trips - Ridership by Route Route % Change AB 99,489 95,736 91, , , , , % B 202, , , , , , % DD DM FF1 ( Denver - Boulder ) FF2 (Denver - Boulder Express) FF3 ( Denver - Broomfield) FF4 (Boulder Junction - Civic Center) FF5 (Boulder - Anshutz) FF6 (Denver Boulder Junction / 55th) 294, ,196 HX L 4,339 5,983 6,181 7,354 8,408 7, % S T X Total 306, , , , , , , % Source: RTD Table US 287 Weekday Transit Trips Ridership by Route Route % Change LD1 175, , , , , , , % LD2 115, ,884 20,619 24,012 19,053 17,487 47, % LX1 5,481 14,355 35,235 36,801 41,238 43,587 48, % LX ,247 64,728 60,552 60,030 72, , , , , , , % Source: RTD Total 296, , , , , , , % Northwest Metro Region Mobility Report

47 Table State Highway 119 Weekday Transit Trips - Ridership by Route Route % Change Bolt 411, , , , , , , % Source: RTD J 62,379 69,426 60,552 72,036 62,379 66,816 55, % Total 475, , , , , , , % Table State Highway 119 Weekend Transit Trips - Ridership by Route Route % Change Bolt 0 1,307 1,376 1,323 1,319 1,302 1, % J Total 0 1,307 1,376 1,323 1,319 1,302 1, % Source: RTD Table US 287 Weekday Transit Trips - Ridership by Route Table US 287 Weekend Transit Trips - Ridership by Route Route % Change LD1 4,717 5,777 6,519 10,388 8,109 8,109 20, % LD LX LX % Total 4,717 5,777 7,349 11,280 8,992 8,940 21, % Source: RTD Northwest Metro Region Mobility Report