Community Task Force March 14, 2018

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Caitlin Ward
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1 Community Task Force March 14, 2018

2 Welcome and Introductions

3 Project Partners Regional Transportation District (RTD) City of Aurora Colorado Department of Transportation (CDOT) Denver Regional Council of Governments (DRCOG)

4 Meeting Purpose and Agenda

5 Meeting Purpose Summary of community feedback on center-running BRT Review/discuss areas of emphasis for detailed design: Traffic analysis Local access Stop spacing/connectivity Decision-making process and next steps

6 Agenda Project update Community input summary Traffic analysis Local access Stop spacing Breakout group discussion Next steps

7 Project Update

8 Corridor Development Timeline Opportunity for Stakeholders and Public To Influence Project Design Broad Definition of Project Alternatives Analysis Conceptual Design & Environmental Analysis Design Detail Engineering & Design Construction months months months Federal Transit Administration Project Development Revenue Service Ongoing We Are Here Locally Preferred Alternative Definition of mode & alignment Conceptual station locations Operating plan Local decision Concept Design & Environmental Clearances Design detail determined Environmental impacts identified Fully Designed and Funded Project Design complete Finance package

9 Summary of Community Feedback

10 Outreach Snapshot Center-Running BRT (July February 2018)

11 Community Survey Survey Nov. 15 through early March Over 1,400 responses 500+ open-ended comments Top zip codes (~30%) (~15%) (~7%) 80203, (~5%) (~4%) (~3%)

12 Survey Responses Do you agree with the recommendation for centerrunning BRT on East Colfax? Disagree 23% Neutral 4% Agree: 932 respondents Neutral: 53 respondents Disagree: 298 respondents Agree 73%

13 Breakdown By Neighborhood Zip Code Percentage Agree/Disagree (East Colfax/ Mayfair / Montclair / Park Hill) (Congress Park / City Park / Cherry Creek) (Cheesman Park/ Capitol Hill / Uptown) (Capitol Hill / Uptown) (Five Points / Whittier / City Park) (Park Hill) (Downtown) 30.8% 16.0% 7.2% 5.5% 5.3% 4.0% 3.3% 52.4% Agree 30.2% Disagree 60.8% Agree 20.7% Disagree 76.0% Agree 13.5% Disagree 73.8% Agree 5.0% Disagree 85.5% Agree 7.9% Disagree 50% Agree 32.8% Disagree 72.34% Agree 4.3% Disagree

14 What We ve Heard : Using The Current System 1000 How often do you use transit on Colfax? % % Daily, Weekly or Monthly Rarely *Responses indicating daily and weekly use totaled 39.19%

15 What We ve Heard: Using The BRT System 1000 Are you likely to use the new center-running BRT? 75.90% % Yes No

16 What We re Hearing: Opportunities Top benefits and opportunities: Speed: Faster transit travel-time and improved schedule reliability Moves more people: Increases the number of people who can safely travel the corridor Safety: Improved safety for pedestrians, vehicles and transit users Look and feel: Improved streetscape and placemaking opportunities

17 What We re Hearing: Challenges Top challenges and concerns: Moving cars: Potential vehicle traffic delays and/or diversion of traffic to side streets Local access: Maintaining local access with vehicle left turns at signalized intersections Stop locations and connectivity: Consolidation and location of bus stops and connectivity with other transit-services and bike/pedestrian facilities Building it: Maintaining the vision and intent of the project through construction

18 Areas of Emphasis for Detailed Design - Traffic - Local Access - Stop Spacing and Connectivity

19 Traffic

20 Traffic Analysis The Bottom Line: Vehicle travel times increase with or without the project. Center Running BRT results in transit travel times in 2035 that are competitive with general traffic travel times. Traffic impacts are expected to be limited to a few intersections; these will be the focus of mitigations that may include: Speed reduction and safety improvements Signal optimization Potential for extending or providing new turn lanes Minor capacity adjustments through restriping or curb/gutter relocation Tradeoffs/Other Considerations: Some vehicle shift to parallel corridors, use alternative routes, or choose alternate modes. It is anticipated that vehicle growth on parallel corridors due to Center Running BRT in 2035 will be less than 10% compared to if nothing is done. Total vehicle volume on corridor is reduced, but person throughput and access increases with Center Running BRT. Auto trips are more susceptible to minor delays due to parallel parking and truck loading. Opportunity for safety and operational improvements to aid vehicle/transit operations.

Traffic Analysis: Methodology Microsimulation traffic modeling was performed as part of the 2016-2017 Center Running Feasibility Study Methodology was developed for calculating additional traffic

21 Traffic Analysis: Methodology Microsimulation traffic modeling was performed as part of the Center Running Feasibility Study Methodology was developed for calculating additional traffic expected to divert off of Colfax as a result of the Center Running BRT NOTE: Colfax Connections will continue to analyze traffic as the project progresses. Additional locations for left turns and/or additional traffic signal locations will be incorporated once determined.

22 Traffic Analysis: Capacity and Volumes 2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035

23 Traffic Analysis: Travel Times 2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD MINUTES LESS

24 Local Access

25 Local Access What we are hearing: Concern for reduced direct vehicular access Businesses are open to this reduction with sufficient turn opportunities and mitigations Creating walkable business districts changes how people access destinations Concern from neighborhoods that vehicular traffic increases on local streets to access businesses Walking routes to new transit stations may have pedestrian deficiencies

26 Local Access Opportunities: Improves driver safety: Auto left turns allowed at signalized intersections only Improves pedestrian safety and crossing opportunities (more attractive to cross the street to access businesses) More than 60% of crashes that occur while turning or crossing an intersection involve left turns (3.1% involve right turns) Improves bicycle safety Reduction in Transit conflicts (turning movements, curb-use, etc.) Source:

27 Reduced Conflicts Center-Running Bus Rapid Transit: How it Works Single-direction :station platforms at Intersections Left turn lanes at signals coif ax corridor connections

Improves Crossing Safety and Comfort Island stations calm traffic Pedestrian refuges reduce crossing distance Shorter crossing distances = less exposure

28 Improves Crossing Safety and Comfort Island stations calm traffic Pedestrian refuges reduce crossing distance Shorter crossing distances = less exposure to vehicle traffic Eliminating unprotected lefts improves pedestrian safety Station lighting enhances security Healthline, Cleveland, OH Madison BRT, Seattle

29 Stop Spacing and Connectivity

30 Stop Spacing/Connectivity The Bottom Line: Maintains or improves overall transit travel times when considering walk, wait, and ride Offers more rail-like boarding experience, making it easier for seniors and people with disabilities to ride Provides opportunities for improved sidewalks and bike and pedestrian access to corridor

31 Stop Locations Tradeoffs/Other Considerations: Some passengers will need to travel slightly further to access enhanced service Some local stops are consolidated Local bus service on adjacent streets is maintained Colfax has a well connected urban sidewalk network providing good access to the corridor

32 Project Features: Integrated Operations All corridor buses use one set of stations between Yosemite and Civic Center

33 Stop Spacing In Denver Local and Limited use one set of high-quality stations in Denver 3-5-minute headways Colfax has a well connected urban sidewalk network providing good access to the corridor

How stop spacing affects walking distances e BlocksTraveled by Service Provided BRT 1/4 mi. Household A 2 blocks 3 blocks Household B 3 blocks 3 blocks Household C 3 blocks 3 blocks BRT 1/2 mi.

34 How stop spacing affects walking distances e BlocksTraveled by Service Provided BRT 1/4 mi. Household A 2 blocks 3 blocks Household B 3 blocks 3 blocks Household C 3 blocks 3 blocks BRT 1/2 mi. 3 blocks 5 blocks 4 blocks Walking Travel Path to Transit Stop -9- BRT Stop (112 mile stop spacing) and Path.... BRT Stop (114 mile stop spacing) and Path mi. Service Stop and Path coif ax corridor connections

35 Walkshed analysis coif ax corridor connections

36 Roll Plot Map Discussion

37 37 Roll Plot Map Discussion Where are the opportunities for traffic mitigation and operational improvements (signal timing, speed reduction, safety improvements)? Where are the conceptual BRT stops and what is the spacing between them? Are there any changes to stop locations? Where are potential opportunities for new left turns and/or pedestrian crossings? Are there segments along/to Colfax that need special attention in terms of walk experience? Note: The project will continue to refine station spacing and locations, pedestrian crossing opportunities, left-turn and business access, and other detailed elements of street design.

38 Next Steps

39 Corridor Development Timeline Opportunity for Stakeholders and Public To Influence Project Design Broad Definition of Project Design Detail Alternatives Analysis Conceptual Design & Environmental Analysis Engineering & Design Construction Revenue Service months 18 months months Ongoing Federal Transit Administration Project Development We Are Here Locally Preferred Alternative Definition of mode & alignment Conceptual station locations Operating plan Local decision Concept Design & Environmental Clearances Design detail determined Environmental impacts identified Fully Designed and Funded Project Design complete Finance package

40 Where Do We Go From Here? Completion of conceptual design Coordination with project partners Planning for upcoming detailed design phase Next Task Force meeting: Spring/Summer 2018

Community Task Force October 5, 2017

Community Task Force October 5, 2017 Welcome and Introductions Project Partners Regional Transportation District (RTD) Colorado Department of Transportation (CDOT) Denver Regional Council of Governments