4.0 TRANSPORTATION SYSTEMS

Transcription

1 Transportation Systems 4.0 TRANSPORTATION SYSTEMS This chapter examines the impacts of the Central Corridor Extension on existing roadways and traffic operations and discusses the transit service, operations, and ridership for the corridor. The analysis for roadways and traffic operations focuses on the section of the Central Corridor that is new construction (30th/Downing to 38th/Blake). Because the portions of the corridor along Welton Street, 19th Street, Stout Street, 14th Street, and California Street follow existing light rail tracks, no changes in the roadway geometry or operations along these roadways are required to accommodate the Central Corridor Extension. 4.1 EXISTING (2009) CONDITIONS OPERATIONAL ANALYSIS Construction and operation of the Central Corridor Extension has the potential to affect traffic patterns, traffic operations, roadway geometry, and availability of on-street parking along Downing Street and 36th Street. Data regarding the existing conditions along the proposed alignment, including roadway geometry, existing intersection traffic control, and existing traffic signal operations were collected for the corridor to assess possible effects Roadway Geometry and Features Figure 4-1 displays three sections of existing 36th Street and Downing Street (one on 36th Street and two on Downing Street) with distinct roadway geometry and characteristics: Section 1 36th Street (Blake Street to Walnut Street) is a two-way, two-lane minor collector roadway with one south eastbound lane and one north westbound lane. Curb side parking is allowed on both sides of 36th Street between Blake Street and Walnut Street where the width of pavement is 44 feet. Parking is generally only allowed along a portion of the southwest curb line between Walnut Street and Downing Street where the pavement width is about 36 feet. Section 2 Downing Street (36th Street to Lawrence Street), is a one-way roadway for southbound traffic with three lanes between 36th Street and Larimer Street, two-lanes between Larimer Street and 36th Avenue, and a single lane between 36th Avenue and Lawrence Street. Under current conditions, all northbound Downing Street traffic must turn right at Lawrence Street with no northbound lanes continuing beyond this intersection. Curb side parking is permitted at various locations within this section. Section 3 Downing Street (Lawrence Street to Welton Street), is a two-way, two-lane collector with left-turn lanes at major intersections. Curb side parking is allowed at various locations along either side of Downing Street. The speed limit for the majority of the corridor is 35 mph. There are six signalized intersections along Downing Street in or near the study area: Welton Street, Stout Street, Champa Street, Bruce Randolph Avenue, Lawrence Street, and Walnut Street. In addition, numerous unsignalized intersections exist with other roadways and driveways. Traffic control at all of the unsignalized intersections consists of stop signs for the side street approaches while the approaches of Downing Street are uncontrolled. The intersections of Walnut Street and Blake Street along 36th Street are both controlled by stop signs, with traffic on both approaches of 36th Street being stop controlled. Table 4-1 presents the existing intersections along Downing Street and the type of traffic control at each location. Existing traffic signal timing data and Synchro files were provided by CCD staff for the traffic signals along Downing Street at intersections where transit service will operate. During the morning (AM) and evening (PM) peak periods all of the signals operate with a 60-second cycle, with the exception of Walnut Street, which operates with a 90-second cycle. December

2 Transportation Systems Figure 4-1 Downing Street/36th Street Portion of the Project Area 4-2 December 2009

3 Transportation Systems Table 4-1 Existing (2009) Intersection Traffic Control Intersecting Roadway Welton Street/E. 29th Avenue California Street/E. 30th Avenue Downing Street Current Traffic Control Traffic signals Two-way stop controlled N. 32nd Street One-way stop controlled Stout Street/E. 31st Avenue Champa Street/Martin Luther King Boulevard Traffic signals Traffic signals N. 33rd Street One-way stop controlled E. 33rd Street One-way stop controlled Curtis Street One-way stop controlled N. 34th Street One-way stop controlled Bruce Randolph Avenue Arapahoe Street Traffic signals One-way stop controlled E. 35th Avenue One-way stop controlled N. 35th Street One-way stop controlled Lawrence Street Traffic signals E. 36th Avenue One-way stop controlled E. 37th Avenue One-way stop controlled Larimer Street/N. 36th Street Walnut Street Walnut Street* 36th Street One-way stop controlled Traffic signals Three-way stop controlled* Blake Street One-way stop controlled * Both approaches of 36th Street are stop controlled and south-westbound traffic on Walnut Street is stop controlled and must turn right onto 36th Street Traffic Volumes Table 4-2 summarizes the existing average daily traffic volume data for Downing Street that was collected in January 2009 and provided by CCD staff. Daily traffic volumes and peak hour volumes on Downing Street are higher near 35th Street. The AM peak hour has more southbound traffic compared to northbound and the PM peak has higher northbound traffic volumes. In addition, existing AM and PM peak hour turning movement counts were collected in September 2009 at the following intersections: along 36th Street (Blake Street and Walnut Street), Downing Street/Walnut Street, and Downing Street/36th Street. CCD provided AM/PM Synchro models from a recently completed traffic signal timing project on Downing Street. This included peak hour turning movement counts at all signalized intersections along Downing Street between Welton Street and Walnut Street. In order to complete the traffic analysis model, turning movement count data for the remaining unsignalized intersections on Downing Street were obtained from the Curtis Park/Five Points One-Way to Two-Way Conversion Study (Fehr & Peers Associates, Inc., 2001). The 2001 December

4 Transportation Systems turning movement counts were entered as baseline into the 2009 model and then the volumes entering and exiting the unsignalized intersections were adjusted to obtain reasonable intersection and corridor-wide volume balance. Because most of the unsignalized intersections are not major streets, most only allow limited turns onto and off Downing Street, and because most of these intersections carried very low volumes in 2001, it was assumed the 2009 volumes would be very similar in magnitude to the 2001 volumes. Volumes were balanced as necessary to complete the model. Table 4-2 Existing (2009) Average Daily Traffic Volumes on Downing Street Location Volumes Daily AM Peak PM Peak NB SB NB SB NB SB 24th Avenue 4,503 4, th Avenue 5,213 4, NB = northbound SB = southbound Results of Analysis An existing conditions traffic operations analysis was conducted using Synchro traffic analysis software. The purpose of the analysis was to identify overall intersection LOS and average vehicle delay at intersections along Downing Street and 36th Street. LOS is an operational analysis rating system defined in the 2000 Highway Capacity Manual (Transportation Research Board, 2000). Traffic engineers commonly use LOS to measure traffic operations of intersections. Operations are affected by several variables including speed, delay, travel time, and the freedom to maneuver. The LOS range from A to F with LOS A as being ideal flow conditions with little or no delays and LOS F as conditions where extreme delays are encountered. Each LOS describes traffic flow in terms of delay, travel time, or speed experienced by motorists. For the purposes of this report, LOS D or better is considered acceptable, while LOS E and LOS F are considered unacceptable. According to the procedures in the Highway Capacity Manual, LOS for signalized intersection is reported based upon an intersection-wide average delay for all vehicles entering the intersection. For unsignalized intersections, LOS is reported based upon the approach with the worst overall average delay. Table 4-3 shows the results of the traffic operations analysis for existing conditions based upon the 2009 traffic volume data, existing roadway geometry, and existing traffic signal timing. The results are broken down to the individual approach legs to the intersections and the overall intersection delay is shown for the signalized intersections. The results indicate that all intersections along Downing Street and 36th Street, both signalized and unsignalized, operate at LOS D or better during both peak periods with the exception of the Downing Street/Lawrence Street intersection. This intersection operates at LOS E during the PM peak period, which indicates the intersection is already experiencing operations issues under 2009 traffic volumes and needs mitigation, which could include signal retiming. At the unsignalized intersections, delay for the uncontrolled approaches is very minimal or non-existent in most cases, as vehicles on these approaches do not have to stop; thus, they do not experience delay at the intersections. Vehicles on the stop controlled approaches experience the highest delay and worst operations (LOS). 4-4 December 2009

5 Transportation Systems Table 4-3 Existing (2009) Intersection LOS and Delay Intersection Downing Street Delay 2 AM/PM LOS AM/PM Welton Street/E. 29th Avenue 1 12/20 B/B California Street/E. 30th Avenue 15/21 B/C N. 32nd Street 11/11 B/B Stout Street/E. 31st Avenue 1 6/14 A/B Champa Street/Martin Luther King Boulevard 1 17/16 B/B N. 33rd Street 11/12 B/B E. 33rd Avenue 12/20 B/C Curtis Street 17/19 C/C N. 34th Street 12/12 B/B Bruce Randolph Avenue 1 5/11 A/B Arapahoe Street 12/11 B/B E. 35th Avenue 16/21 C/C N. 35th Street 13/11 B/B Lawrence Street 1 7/59 A/E E. 37th Avenue 11/11 B/B Larimer Street/N. 36th Street 30/21 D/C Walnut Street 1 11/16 B/B 36th Street Walnut Street 10/11 B/B Blake Street 10/10 B/B 1. Intersection controlled by a traffic signal. 2. Delay is reported in seconds per vehicle. 4.2 NO ACTION (2030) ALTERNATIVE OPERATIONAL ANALYSIS As development occurs around the corridor and planned changes to the roadway network near Downing Street are implemented, the future roadway conditions, traffic volumes, and operations change without construction of the Central Corridor Extension. These changes to roadway geometry and traffic control were identified through CCD and previous traffic studies in the area Roadway Geometry and Features According to CCD and reviews of previous conducted traffic studies, a few changes to traffic operations, roadway geometry, and traffic control are planned for the Downing Street corridor: For analysis purposes, Larimer Street was assumed to be converted to two-way operations west of Downing Street. This change would result in Larimer Street having one eastbound and one westbound travel lane. At the intersection with Downing Street eastbound traffic would only be allowed to turn right onto southbound Downing Street. This was a recommendation contained in the Curtis Park/Five Points One-Way to Two- Way Conversion Study (Fehr & Peers Associates Inc., 2001), On-going CCD planning December

6 Transportation Systems and traffic engineering projects will determine if this recommendation will be implemented. California Street/Downing Street would be signalized in the future, as identified in the Curtis Park/Five Points One-Way to Two-Way Conversion Study (Fehr & Peers Associates Inc., 2001),. All traffic signals would be optimized to account for future traffic volumes. No changes to the roadway geometry or traffic control were identified for 36th Street. A comparison of Table 4-1 and Table 4-4 shows that most of the traffic control for the intersections along Downing Street would remain similar to existing conditions in future plans for the corridor. Table 4-4 No Action (2030) Intersection Traffic Control Intersection Roadway Traffic Control for the No Action Alternative Downing Street Welton Street/E. 29th Avenue Traffic signals California Street/E. 30th Avenue Traffic signals 1 N. 32nd Street One-way stop controlled Stout Street/E. 31st Avenue Champa Street/Martin Luther King Boulevard Traffic signals Traffic signals N. 33rd Street One-way stop controlled E. 33rd Street One-way stop controlled Curtis Street One-way stop controlled N. 34th Street One-way stop controlled Bruce Randolph Avenue Arapahoe Street Traffic signals One-way stop controlled E. 35th Avenue One-way stop controlled N. 35th Street One-way stop controlled Lawrence Street Traffic signals E. 36th Avenue One-way stop controlled E. 37th Avenue One-way stop controlled Larimer Street/N. 36th Street Walnut Street 36th Street One-way stop controlled Traffic signals Walnut Street Three-way stop controlled 2 Blake Street One-way stop controlled 1. Represents a change from existing conditions recommended in the Curtis Park/Five Points One-Way to Two-Way Conversion Study. 2. Both approaches of 36th Street are stop controlled and south-westbound traffic on Walnut Street is stop controlled and must turn right onto 36th Street. 4-6 December 2009

7 Transportation Systems Traffic Volumes In order to determine future turning movements, future traffic volumes were obtained from the 2030 DRCOG model. Table 4-5 shows a comparison of the average daily traffic volumes collected along Downing Street for existing (2009) conditions and from the DRCOG model for future (2030) conditions without introducing transit along Downing Street. The data show traffic at the southern end of Downing Street is expected to increase by about 30 percent by 2030, while traffic at the north end of the corridor increases by about 90 percent. Overall, the traffic is projected to grow by an overall average of 60 percent between 2009 and Table 4-5 Comparison of Existing (2009) to No Action (2030) Average Daily Traffic Volumes on Downing Street Location 2009 Daily Volumes 2030 No Action (DRCOG) Difference NB SB NB SB NB SB 24th Avenue 4,503 4,865 6,000 6,100 33% 25% 35th Avenue 5,213 4,878 9,900 9,200 90% 89% For the purposes of the analysis, a growth factor of 1.6, which represents a 60 percent increase, was used to adjust all turning movement count data from the 2009 traffic study to represent 2030 conditions. Because the project area is nearly fully developed, it is unlikely that the side street approaches at many of the unsignalized intersections would experience volume growths of this nature, but the uniform application of the 1.6 growth factors to all movements in the study area provides a conservative approach to analyzing future conditions. For the future traffic analysis, the following assumption was made: traffic would be re-routed along Downing Street due to the conversion of one-way to two-way operations on Larimer Street. The Curtis Park/Five Points One-Way to Two-Way Conversion Study was referenced to determine new anticipated traffic patterns at the affected intersections Results of Analysis The future traffic operations analysis without the Central Corridor Extension was conducted using Synchro traffic analysis software to establish a baseline for comparison to future conditions with the transit service. Table 4-6 contains the results of the future traffic operations analysis assuming the roadway geometry improvements discussed previously and optimized traffic signal timing (110-second cycle length during the AM peak and 100-second cycle length during the PM peak). December

8 Transportation Systems Table 4-6 Comparison of Existing (2009) to No Action (2030) Intersection LOS and Delay Intersection Existing No Action Delay 3 LOS Delay 3 LOS Downing Street AM/PM AM/PM AM/PM AM/PM Welton Street/E. 29th Avenue 1 12/20 B/B 17/50 B/D California Street/E. 30th Avenue 2 N/A N/A 6/28 A/C N. 32nd Street 11/11 B/B 15/15 C/C Stout Street/E. 31st Avenue 1 6/14 A/B 9/36 A/D Champa Street/ Martin Luther King Boulevard 1 17/16 B/B 45/30 D/C N. 33rd Street 11/12 B/B 15/16 B/C E. 33rd Avenue 12/20 B/C 15/60 B/F Curtis Street 17/19 C/C 29/81 D/F N. 34th Street 12/12 B/B 17/18 C/C Bruce Randolph Avenue 1 5/11 A/B 8/112 A/F Arapahoe Street 12/11 B/B 16/14 C/B E. 35th Avenue 16/21 C/C 37/53 E/F N. 35th Street 13/11 B/B 22/15 C/C Lawrence Street 1 7/59 A/E 11/6 B/A E. 37th Avenue 11/11 B/B 14/13 B/B Larimer Street/N. 36th Street 30/21 D/C 12/10 B/B Walnut Street 1 11/16 B/B 17/20 B/C 36th Street Walnut Street 10/11 B/B 11/13 B/B Blake Street 10/10 B/B 12/11 B/B 1: Intersection controlled by a traffic signal in 2009 and : Intersection assumed to have a traffic signal installed by others prior to : Delay reported in seconds per vehicle. The results indicate that most of the intersections along Downing Street and 36th Street, both signalized and unsignalized, will operate at LOS D or better during both peak periods. Most of the intersections experience degradation in LOS from existing conditions, but with optimization of signal timing along the corridor, overall operations will continue to be acceptable through the year There are four intersections along Downing Street that would operate at LOS E or F during at least one of the peak hours; 33rd Avenue, Curtis Street, Bruce Randolph Avenue, and 35th Avenue. At Bruce Randolph Avenue, which is signalized, the projected increase in southbound through and left-turn vehicles combined with a short left-turn lane, results in the left turns backing up and blocking the through traffic lane. This intersection would need mitigation in order to operate at acceptable LOS without the implementation of rail transit operations along the corridor. 4-8 December 2009

9 Transportation Systems The other three intersections that would operate poorly are stop controlled. The primary reason for poor operations at these intersections is the increase in traffic on Downing Street that would prevent vehicles on the side street approaches from being able to enter traffic. This would result in long delays and poor operations. Similar to existing conditions, the unsignalized intersections would have little or no delay for the vehicles on the uncontrolled approaches, meaning traffic on Downing Street would basically be free-flowing through these locations with no stopping or slowing. The poor operations at these intersections indicate the need for mitigation even without the addition of rail transit operations along the corridor. Each of the intersections operating at LOS E or F in the No Action would need mitigation, even without the implementation of the Central Corridor Extension. It should be noted that the results of the analysis are based on Larimer Street being converted to two-way operations and having right-in, right-out access at Downing Street. Should Larimer Street remain one-way to the west of Downing Street operations at the Downing Street/Larimer Street intersection are expected to improve because the southbound lanes at this intersection could be changed from one right-turn and one through lane to one right-turn lane and one shared through/right-turn lane. This would result in better service of the southbound right turning vehicles and improvements to operations. It is possible this change in laneage at this location would also have operational impacts to adjacent intersections along Downing Street. The results shown in Table 4-6 represent the worst case scenario assuming only one southbound right-turn lane from Downing Street to Larimer Street. 4.3 PREFERRED ALTERNATIVE OPERATIONAL ANALYSIS With the addition of the Central Corridor Extension, light rail vehicles would operate in traffic between the existing 30th/Downing transit station and the East Corridor station planned at 38th/Blake. Introducing light rail vehicles along Downing Street and 36th Street results in changes in traffic volumes and travel patterns. Those changes require roadway improvements, modifications to existing on-street parking, and changes to the traffic signals along the corridor. Various analyses were performed to identify the necessary improvements along Downing Street and 36th Street Roadway Geometry and Features Analysis of future roadway geometry and features began with a comparison of potential roadway cross sections to determine the optimal roadway cross section for the future traffic and to minimize impacts on transit operations, traffic flow, and adjacent properties. Roadway features include new and/or modified traffic signals, conversion of a portion of Downing Street from one-way to two-way operations, modifications to the roadway striping and signage, and changes to on-street parking. Figure 4-2 through Figure 4-7 provide a visual summary of the roadway features included in the Preferred Alternative Cross-Sections Considered Three cross section options with different in-traffic rail transit operating configurations were evaluated along Downing Street. The cross sections that were evaluated included: Five-lane cross section two through lanes in each direction with a shared two-way leftturn lane. Four-lane cross section one shared left-through lane and one shared right-through lane in each direction. Three-lane cross section one through lane in each direction with a shared two-way leftturn lane. December

10 Transportation Systems The analysis of the cross sections was done using a qualitative approach. For the four-lane and five-lane cross sections, although both of these cross-sections are expected to provide acceptable traffic operations, they present other concerns. The five-lane section limits the ability to provide sidewalks on both sides of Downing Street and adds more capacity than Downing Street will need for 2030 and beyond given the current build-out in the area. The main concern with the four-lane option is the potential for increased accidents in the shared left-through lane. Under current operations left turns at key intersections are done from designated left-turn lanes, but this cross-section would have all left turns made from shared lanes, potentially increasing the number of rear-end accidents. These are the traffic-related reasons the four-lane and fivelane cross sections were eliminated from further consideration; additional discussion regarding streetcar alternatives considered can be found in Chapter 2 (Subsection , Streetcar Alternatives Development, and Subsection 2.2.4, Alternatives Refinement). The three-lane option is similar to the no action condition, primarily because, for the most part, Downing Street currently has one travel lane in each direction plus turn lanes at critical locations. The addition of in-traffic light rail operations is not expected to have significant impacts to the operations of the roadway for two reasons. First, the rail transit vehicles would be a single light rail vehicle and would operate like a single-unit bus in the traffic stream with the ability to travel at free flow speeds and stop/go at traffic signals similar to larger vehicles. With the rail transit vehicles operating at 15-minute headways, there would only be four transit vehicles per hour traveling through any given intersection along the corridor. This would typically be either one northbound or one southbound light rail vehicle at any one time on the roadways. Second, because the stop locations are designed to allow traffic to pass the stopped rail transit vehicles, other vehicles would experience a slight increase in delay as the rail transit vehicles slow for the stops, but should not experience an increase in delay while the trains are stopped. The results of the cross section analysis indicate a three-lane cross section should not result in significant impact to traffic operations on the portion of the alignment on Downing Street and is the preferred roadway configuration. The analysis of 36th Street included only one cross section option. The preferred cross section on 36th Street was to leave the roadway as close to existing conditions as possible. This would include having the rail transit vehicles closer to the northeast edge of the roadway. The tracks would be located in the north-westbound and south-eastbound travel lanes allowing one-lane of traffic in each direction along 36th Street. Curb side parking would be limited to the southwest curb line of 36th Street. Figure 4-2 through Figure 4-7 show the roadway configuration included in the Preferred Alternative December 2009

11 Transportation Systems Figure 4-2 Preferred Alternative Traffic Control and Roadway Configuration Sheet 1 of 6 December

12 Transportation Systems Figure 4-3 Preferred Alternative Traffic Control and Roadway Configuration Sheet 2 of December 2009

13 Transportation Systems Figure 4-4 Preferred Alternative Traffic Control and Roadway Configuration Sheet 3 of 6 December

14 Transportation Systems Figure 4-5 Preferred Alternative Traffic Control and Roadway Configuration Sheet 4 of December 2009

15 Transportation Systems Figure 4-6 Preferred Alternative Traffic Control and Roadway Configuration Sheet 5 of 6 Note: Analysis of the Central Corridor Extension assumed Larimer Street would be converted to two-way operations and have right-in, right-out access at Downing Street (Fehr & Peers Associates Inc., 2001), Ongoing CCD planning and traffic engineering projects will determine if this previous recommendation will be implemented. December

16 Transportation Systems Figure 4-7 Preferred Alternative Traffic Control and Roadway Configuration Sheet 6 of December 2009

17 Transportation Systems Conversion of Downing Street to Two-way Operations Downing Street currently operates as a one-way (southbound) roadway between Walnut Street and Lawrence Street; however, the introduction of in-traffic rail transit service requires a light rail vehicle to travel northbound on this stretch of the roadway. When in-traffic rail transit vehicles share a lane with regular traffic the transit tracks do not require grade or barrier separation from the opposing direction of travel. If the in-traffic rail transit vehicle operates against the flow of traffic, such as moving the opposite direction on a one-way street, then the transit tracks must be grade or barrier separated from the regular traffic stream to prevent accidents and conflicts. This separation would require a wider overall cross section to accommodate transit vehicle operations in both directions. In an effort to minimize property impacts in the area, the solution would be to allow northbound movement along Downing Street from Lawrence Street to 36th Street and then convert the easternmost southbound lane to a northbound lane between 36th Street and Walnut Street. The conversion of Downing Street to two-way operations would result in the need to restrict some turning movements in the Preferred Alternative due to safety concerns. Downing Street is located on the boundary between the downtown road grid to the west (roads travel northeast to southwest and southeast to northwest) and a normal road grid to the east (roads travel north to south and east to west). The conversion of Downing Street to two-way operations north of Lawrence Street would result in non-perpendicular intersections with Downing Street, compared to most of the intersections south of Lawrence Street have been modified to be perpendicular with Downing Street. Drivers are much more familiar with the operations at perpendicular intersections and must only make 90-degrees turns. At non-perpendicular intersections, less common and less familiar to most drivers, some turning movements are much more than 90-degrees, which are much harder to make, require more time to complete, and introduce delay to the roadway system. In addition, some turning movements require drivers to turn their heads and look almost behind them to see on-coming traffic, which can increase the potential for accidents. In order to eliminate awkward turning movements (more than 90-degrees), awkward sight distance issues (locations where drivers must turn their heads and look behind them to see oncoming traffic), and reduce the potential for crashes, some turning movements at intersections were recommended to be prohibited in the Preferred Alternative. Table 4-7 identifies each intersection and the recommended restriction to traffic movements to improve future safety due to the conversion of Downing Street from one-way to two-way operations. See Figure 4-2 through Figure 4-7 for the laneage and allowed turning movements at each intersection due to the conversion of Downing Street from one-way to two-way operations and the addition of intraffic light rail operations. December

18 Transportation Systems Table 4-7 Restrictions to Vehicle Movements at Intersections on Downing Street Intersecting Roadway Recommended Restrictions to Traffic Movement Downing Street Lawrence Street Larimer Street 36th Street Walnut Street Left turns from north-eastbound Lawrence Street to Downing Street are currently prohibited and this movement will be prohibited in the Preferred Alternative. Northbound left turns from Downing Street to Lawrence Street are currently prohibited and this movement will be prohibited in the Preferred Alternative. Northbound left turns from Downing Street to Larimer Street are currently prohibited and this movement will be prohibited in the Preferred Alternative. Left turns from Larimer Street to northbound Downing Street are currently prohibited and this movement will be prohibited in the Preferred Alternative. (This recommendation assumes Larimer Street is converted to two-way operations. On-going CCD planning and traffic engineering projects will determine if this recommendation will be necessary to implement.) Northbound automobile left turns from Downing Street to 36th Street are currently prohibited and this movement will be prohibited in the Preferred Alternative (exception will be the transit vehicles). Left turns from 36th Street to northbound Downing Street are currently prohibited and this movement will be prohibited in the Preferred Alternative. Northbound left turns from Downing Street to south-westbound Walnut Street are currently prohibited and this movement will be prohibited in the Preferred Alternative Additional Traffic Signals The addition of rail transit operations along Downing Street and 36th Street would require the construction of new traffic signals in order to facilitate the movements of transit vehicles at intersections. There are several locations along Downing Street and 36th Street that would require adding some method of traffic control to assist in facilitating the movement of the transit vehicle through intersections. The intersections that would require new traffic signals are shown in Figure 4-2 through Figure 4-7. At the Downing Street intersection with California Street/East 30th Avenue, the northbound rail transit vehicle must transition from the existing transit stop at 30th Avenue on the west side of Downing Street to the east side of Downing Street and into the northbound travel lane. The transition of the northbound rail transit vehicle through the California Street intersection would be accomplished through the installation of a traffic signal. The traffic signal could operate normally with red, yellow, and green traffic lights controlling all four approaches to the intersection. The traffic signal would be coordinated with the surrounding traffic signals in the area, but would include an all-red phase during which only the northbound rail transit vehicle would operate (the northbound rail transit vehicle would receive an indication instructing the operator that it is safe to move through the intersection). This is similar to the operations of a pedestrian-only phase for a traffic signal. The southbound rail transit vehicle at the California Street intersection would not require special treatment to facilitate its movement through the 4-18 December 2009

19 Transportation Systems intersection and into the 30th/Downing station because it would already be in the far west lane of Downing Street and would travel through the intersection with the automobile green indication and into the station without the need to interrupt regular traffic operations. The second location that would require a traffic signal is the intersection of Downing Street and 36th Street. At this location the northbound rail transit vehicles must make a left turn from Downing Street onto 36th Street. The northbound rail transit vehicle would make this movement from a designated left-turn lane on Downing Street at 36th Street. The traffic signal would be designed to provide the northbound rail transit vehicles with exclusive protected phase to make the left-turn movement. At this same location, the southeast-bound rail transit vehicles on 36th Street would proceed through the intersection with a green light along with other vehicular traffic. Proper phasing of the traffic signal would provide for a safe movement of the rail transit vehicles into or across non-moving traffic lanes. This traffic signal would need to be constructed at the time of the project opening for safety reasons and regardless of whether or not the signal is otherwise warranted. At all other intersections along Downing Street the rail transit vehicle would act as another vehicle in the traffic stream and clear the intersections during green phases. Because the rail transit vehicles would operate at the same speeds as regular traffic, the addition of the rail transit vehicle would be like adding one more vehicle to the traffic stream already on the roadway. The addition of a rail transit vehicle at any intersection would not in itself warrant the need to signalize any of the other intersections that are currently unsignalized along Downing Street. The preferred treatment for traffic control on 36th Street is to add a traffic signal at both Walnut Street and Blake Street. With a traffic signal, the roadways with heavier traffic would receive a green indication for the majority of the time until there is a vehicle (automobile or transit) detected on the 36th Street approaches to the intersections. The signal would then provide 36th Street with a green indication to safely move the rail transit vehicles or automobiles through the intersections. The addition of traffic signals would also better accommodate pedestrian activity along 36th Street and into the station area. These signals would be constructed as part of the project opening for safety reasons regardless of whether or not they are otherwise warranted. The use of other traffic control devices on 36th Street would introduce unnecessary and unreasonable delay to traffic on Walnut Street and Blake Street and would not provide for safe rail transit vehicle movements. The existing light rail trains at the Welton Street/Downing Street intersection receive 22 seconds to complete their movements through the intersection. At all locations along the Central Corridor Extension where a new traffic signal would be required for the rail transit vehicles, it is anticipated the transit vehicles would require no more than 30 seconds to clear the intersections. A longer time was assumed for the analysis purposes because the light rail trains would be making longer and more complex movements at the intersections along the Central Corridor Extension. It is anticipated that the movements by the transit trains would be easily accommodated in the 30 seconds and would most likely require much less time because the operations will consist of shorter trains (single car). The assumed 30 second phase for the rail transit vehicles results in a more conservative analysis. Should the rail transit operations be expanded to include two-car trains in the future, the assumed 30 second crossing time is anticipated to accommodate the train movements at all intersections. December

20 Transportation Systems Changes to Existing Traffic Signal System The addition of rail transit vehicles along Downing Street would require some changes to the existing traffic signal system in the area. In addition to requiring new traffic signals, as previously discussed, the traffic signal system would require the addition of new equipment and changes to timing parameters at several locations. This subsection focuses only on locations where changes to the traffic signal system are necessary to facilitate the movements of the transit vehicles or because of changes in traffic operations (such as the conversion to two-way operations). Intersections that would require some modification to the existing signal system to accommodate the addition of in-traffic light rail operations in the Preferred Alternative are shown in Figure 4-2 through Figure 4-7 with traffic signals in the existing and preferred locations conditions. At California Street, a new traffic signal would be installed to facilitate the movement of the transit vehicles through the intersection, as previously discussed. This would include all components necessary to operate the signal including the traffic signal controller, signal poles, traffic signal heads, and communication tie-in to Denver s existing system. At Lawrence Street, traffic signal heads would be modified to allow northbound through movements; however, this would not require upgrading the existing signal controller as the current intersection already operates with sufficient phases to accommodate the new northbound movement. Walnut Street is similar to Lawrence Street in that it requires the addition of traffic signal heads on the north side of the intersection in order to control northbound traffic. Again, this would not require upgrading the existing controller as the signal is already operating with sufficient phases to accommodate the new northbound movement. It should be noted that the introduction of an overhead contact system, necessary to operate the rail transit vehicles, would require modifications to signal poles and mast arms in order to provide required clearance zones. These modifications would be coordinated with the design elements of the project. Modifications to the poles and mast arms would not impact operations, but would alter the visual look of the signal components. Joint use poles would be coordinated so that traffic signal, roadway lighting, and overhead contact system elements can be consolidated. A more detailed discussion regarding the safety concerns for maintenance personnel for the signal equipment and overhead contact system are addressed in Chapter 3, Section 3.12, Safety and Security Changes to Existing Roadway Signage/Striping In addition to traffic signal equipment, roadway signage/striping in the area being converted from one-way to two-way operations would need to be evaluated and updated to reflect the modifications. This change may also warrant the need to provide extra temporary signing to indicate two-way operations for a period of time until the CCD is comfortable such signs are no longer necessary. Other signing needs, such as lane assignment signs, signing in the area of the transit stops, and turn restriction signing would also need to be evaluated and updated as necessary. Roadway striping and signage would also be modified for recommended lane changes and configurations. In order to move the rail transit vehicles into a designated left-turn lane on Downing Street at 36th Street, the transition of the rail vehicles would begin just to the north of the 36th Avenue/Downing Street intersection. This would result in the need to eliminate the southbound left turn lane on Downing Street at this intersection. To facilitate these movements, 4-20 December 2009

21 Transportation Systems a southbound left-turn lane could be added on Downing Street at the Lawrence Street intersection. Furthermore, the future southbound traffic volume on Downing Street at the 37th Avenue intersection (less than 100 feet north of the 36th Street intersection) is sufficient to require a dedicated right-turn only lane, a through lane, and a left-turn only lane. This is a total of three southbound lanes, but there is only enough right of way to provide two southbound lanes and one northbound lane at this location. Thus, the southbound left-turn at 37th Avenue would be eliminated from this intersection. Drivers wanting to make a left turn on 37th Avenue would continue south on Downing Street and make a left turn at Lawrence Street Impacts to On-Street Parking The Central Corridor Extension alignment would have some impacts to existing on-street parking on both Downing Street and 36th Street. On Downing Street, some minor reconfiguration of the roadway to accommodate the tracks and the stops at 35th Street and 33rd Street would result in the removal of some of the 60 existing curb side parking spots. The preliminary design provides 35 spaces along Downing Street; thus, the total impact to Downing Street would be a net loss of approximately 25 on-street parking spaces or approximately 40 percent of the existing curb side parking on Downing Street. Under existing conditions, there are approximately 32 curb side parking spaces on 36th Street. The preferred alignment of tracks on 36th Street would allow parking along the southwest side the road, but would eliminate parking along the northeast curb line. This would result in the elimination of about 13 parking spaces (40 percent reduction), leaving 19 parking spaces along 36th Street in the Preferred Alternative. In all, the Central Corridor Extension would reduce the number of curb side parking spaces from 92 to 54 (41 percent reduction). The greatest impacts on Downing Street, based on occupancy observations, are expected to be the parking spaces along the east side of the road between Martin Luther King Boulevard and 33rd Avenue and between 36th Avenue and 37th Avenue. There appears to be more than sufficient alternative parking options available on the side streets in both areas. A review of 36th Street in October of 2009 revealed low occupancy rates (typically less than 5 parked vehicles) during different times of the day, with most vehicles parked along the southwest curb line, which is the area where parking would be maintained in the Preferred Alternative. Due to the availability of other parking options, the impacts to on-street parking along the Central Corridor Extension are expected to be minimal and there is no need for mitigation Traffic Volumes Based on the improvements discussed Subsection 4.3.1, Roadway Geometry and Features, and the identification of the three-lane typical section, an operational analysis was conducted to model the addition of light rail vehicles in traffic on Downing Street. Future traffic volumes for the Preferred Alternative condition are the same as the future volumes used assuming the rail transit service was not added with the exception that Downing Street would be converted to two-way operations from Lawrence Street to Walnut Street. This conversion requires re-routing of traffic onto the new two-way roadway. For purposes of modeling, an assumption was made that no more than approximately 40 percent of all northbound traffic would remain on Downing Street beyond the Lawrence Street intersection. Because most northbound traffic on Downing Street wants to continue north on 38th Avenue, the easiest movement is to turn right at Lawrence Street, which turns into Marion Street, which then turns into 38th Avenue north of Walnut Street. No additional turns are required other than the right turn from Downing Street at Lawrence Street. If traffic stayed on Downing Street it would have to make a right turn at Walnut Street and then a left turn on 38th Street, which would be a more difficult and timely travel path. Thus, it is not anticipated that a large volume of vehicles would use the new northbound traffic lane to complete their trips through the area. December

22 Transportation Systems Results of Analysis An analysis of the Preferred Alternative was conducted to identify potential impacts to traffic operations on Downing Street. The analysis was performed using the following assumptions discussed previously: Traffic signals would be installed at the Downing Street/California Street, Downing Street/36th Street, 36th Street/Walnut Street, and 36th Street/Blake Street intersections. Traffic signals at the Downing Street/California Street and Downing Street/36th Street intersections would be timed to allow the rail transit vehicle a dedicated phase to safely complete its movements through these intersections. Downing Street would be converted to two-way operations from Lawrence Street to Walnut Street. Downing Street would have a basic three-lane cross section with turn lanes at intersections as appropriate. Rail transit vehicles would operate with 15-minute headways. Design would include restriping of the roadway to allow vehicles to pass trains that are stopped at the planned transit stops. Traffic volumes for 2030 would be approximately 1.6 times higher than the 2009 traffic volumes. Traffic signals would be optimized in the future based upon increased traffic volumes (AM peak with a 120-second cycle and PM peak with 150-second cycle). All turning restrictions would be implemented as discussed in Section , Conversion of Downing Street to Two-Way Operations. A southbound left-turn lane would be added on Downing Street at Lawrence Street. The signal timing at the Lawrence Street/Downing Street intersection would be modified to provide a protected left-turn phase. Southbound left turns on Downing Street at 37th Avenue would be eliminated and the movements would be completed at Lawrence Street. Southbound left turns on Downing Street at 36th Avenue would be eliminated and the movements would be completed at Lawrence Street. As discussed in Subsection 4.2.3, No Action Results of Analysis, most intersections along the Downing Street corridor would experience degradation in LOS between existing and 2030 No Action conditions without the Central Corridor Extension. Table 4-8 provides a summary of the results from the operational analysis conducted along Downing Street and 36th Street displaying the incremental differences between the 2030 No Action and the Preferred Alternative scenarios. Taking into account the traffic mitigations described in the following paragraphs, the addition of in-traffic rail transit vehicles would not have a significant impact to the overall operations on Downing Street or 36th Street as compared to the No Action Alternative December 2009

23 Transportation Systems Table 4-8 Comparison of No Action (2030) to Preferred Alternative Intersection LOS and Delay No Action Alternative Preferred Alternative Intersection Delay 6 LOS Delay 6 LOS Downing Street AM/PM AM/PM AM/PM AM/PM Welton Street/E. 29th Avenue 1 17/50 B/D 15/46 B/D California Street/E. 30th Avenue 2 6/28 A/C 20/47 B/D N. 32nd Street 15/15 C/C 15/15 C/C Stout Street/E. 31st Avenue 1 9/36 A/D 9/33 A/C Champa Street/Martin Luther King Boulevard 1 45/30 D/C 46/35 D/D N. 33rd Street 15/16 B/C 15/16 B/C E. 33rd Avenue 15/60 B/F 15/67 B/F Curtis Street 29/81 D/F 18/16 5 C/C 5 N. 34th Street 17/18 C/C 17/18 C/C Bruce Randolph Avenue 1 8/112 A/F 18/111 5 B/F 5 Arapahoe Street 16/14 C/B 16/14 C/B E. 35th Avenue 37/53 E/F 10/14 5 B/B 5 N. 35th Street 22/15 C/C 27/16 D/C Lawrence Street 1 11/6 B/A 14/14 B/B 4 4 E. 37th Avenue 14/13 B/B Larimer Street/N. 36th Street N/A N/A 12/9 3 B/A 3 Walnut Street 1 17/20 B/C 31/51 C/D 36th Street Walnut Street N/A N/A 5/10 3 A/B 3 Blake Street N/A N/A 12/13 B/B 1: Intersection controlled by an existing traffic signal. 2: Intersection to be signalized by 2030(No Action) by others or as part of the Preferred Alternative, whichever occurs first. 3: Intersection to be signalized as part of the Preferred Alternative. 4: Intersection would be included as part of the new signal at 36th Street. 5: Results represent mitigated conditions. 6: Delay is reported in seconds per vehicle. As stated previously, addition of a signal at the California Street/Downing Street intersection is anticipated as an improvement to relieve worsening conditions prior to 2030 without implementation of the Central Corridor Extension and was assumed in the No Action Alternative. Adding rail transit would increase degradation in overall operations. Adjustments to signal timing to facilitate the movement of the northbound rail transit vehicles with a transit only phase would result in a significant increase in delay to the southbound left turning vehicles. Currently there are no left-turn lanes at this intersection, but there is sufficient right of way to add them to both approaches on Downing Street. Addition of both the signal (if not already completed) and/or the left-turn lanes as mitigation for the Preferred Alternative would reduce delay to where the intersection would continue to operate at LOS D or better. December

24 Transportation Systems At Bruce Randolph Avenue, the introduction of rail operations would result in increased delay for the southbound left-turning vehicles on Downing Street. The current signal phasing allows permitted left-turn movements but does not provide a protected left-turn phase. Modification of the signal phasing to allow a protected left-turn phase for southbound traffic as a mitigation for the Preferred Alternative would result in an overall reduction in delay to the level consistent with the No Action Alternative (LOS F/111 seconds/vehicle of delay). Most of the other intersections would not experience a significant change in operations due to the addition of rail transit service. This is due to the fact that adding a light rail transit vehicle compares to adding another heavy vehicle, such as a bus, to the existing traffic flow and the addition of a single larger vehicle would not have a measurable impact to operations at any location. Intersections operating at LOS F in the No Action scenario experience significant delay due to the inability of vehicles on the side street approach to enter the traffic stream on Downing Street and may require modifications to relieve these poor conditions independent of adding rail transit service. If these measures are not pursued independently of the Central Corridor Extension project, the mitigation measure of right-in, right-out only access is proposed at the two unsignalized intersections of Curtis Avenue/Downing Street and 35th Avenue/Downing Street. Converting these side streets to right-in, right-out access would result in some impacts to local residents and businesses due to an increase in out of direction travel, but these conversions would also improve overall operations to acceptable levels and increase safety at these intersections. Similar to the No Action Alternative, the results of the analysis are based on Larimer Street being converted to two-way operations and having right-in, right-out access at Downing Street. Should Larimer Street remain one-way to the west of Downing Street operations at the Downing Street/Larimer Street intersection are expected to improve because the southbound lanes at this intersection could be changed from one right-turn and one through lane to one right-turn lane and one shared through/right-turn lane. This would result in better service of the southbound right turning vehicles and improvements to operations. It is possible this change in laneage at this location would also have operational impacts to adjacent intersections along Downing Street. The results shown in Table 4-8Table 4-6 represent the worst case scenario assuming only one southbound right-turn lane from Downing Street to Larimer Street Transit Travel Times (Reliability) Analysis One concern about rail transit with traffic along Downing Street and 36th Street is the potential for delays to the transit vehicle operations due to automobile congestion. To address this concern, an analysis was conducted to determine the approximate travel times along the Central Corridor Extension for future conditions. To determine travel times for future conditions, the traffic models used to conduct the operational analysis were simulated using Synchro/SimTraffic simulation software for one hour time periods. The reported results represent the average of five simulations at different random seed numbers. The travel time data for future conditions was then extracted from the models for the different sections of Downing Street and 36th Street where the transit vehicles will operate. Table 4-9 shows a summary of the projected transit vehicle travel times with the 2030 roadway network and 2030 traffic volumes. The transit vehicles for the Central Corridor Extension would complete round trips from the 38th/Blake station, through the downtown Denver loop, and back to the 38th/Blake station December 2009

25 Transportation Systems According to the analysis, the transit vehicles would be able to travel northbound from California Street to Blake Street in less than four minutes during peak periods and southbound from Blake Street to California Street in approximately five minutes during peak periods. Based on known transit travel time and operations information for the existing Central Corridor route, a scheduling analysis was completed to determine the number of required light rail vehicles to maintain 15-minute headways. The analysis indicates a rail transit vehicle would be able to travel from 38th Street/Blake Street to 14th Street/California Street and back in approximately 36 minutes. In addition to the 36 minute travel time, an 8.5 minute layover is provided at the 38th/Blake station. This layover time is built into the schedule between arrivals and departures, and is used for the recovery of delays and preparation for the return trip. Layover time includes both recovery time and operator rest time. Based on the proposed 15- minute headways and the 45 minute cycle, or round trip travel time, three light rail vehicles are required. Table 4-9 Preferred Alternative Travel Times for the In-Traffic Rail Transit Travel Direction (Between Welton Street and crossing of Blake Street) Northbound Preferred Alternative AM 210 sec (3.5 min) PM 182 sec (3.0 min) Southbound 270 sec (4.5 min) 304 sec (5.1 min) 4.4 TRANSIT SERVICE AND OPERATIONS Transit service would change with implementation of rail service on the Central Corridor Extension. Future ridership is determined based on the DRCOG 2030 regional travel demand model. Transit service analysis includes operations and projected ridership. The following subsections describe transit operations for existing conditions and future operations with the Central Corridor Extension Existing (2009) Conditions Transit Services Existing transit in the Central Corridor is provided by bus and light rail services. Supporting facilities include a park-n-ride lot at the 30th/Downing station Bus Service As identified in Figure 4-8, the project area currently has a variety of existing transit service ranging from local, express, regional, and skyride bus service, and light rail service. Operational characteristics of each are outlined in the following subsections. December

26 Transportation Systems Figure 4-8 Existing (2009) Central Corridor Bus Service Source: RTD, December 2009

27 Transportation Systems Local Bus Routes A local bus route has frequent stops and lower average speeds. The purpose of local bus routes is to deliver and pick up transit passengers close to their destinations or origins. Existing local bus routes in the project area include Routes 7, 24, 28, 38, 43, 44, and 48. Route 7 North Washington Route 7 begins at the Wagon Road park-n-ride and travels south on Washington Street to the light rail station at 30th/Downing. The route then travels west on Colfax Avenue, terminating at the Auraria station. Selected trips operate to the Denver Water Department via 13 th Avenue and Mariposa Street on the south end of the route. Weekday, Saturday, and Sunday/Holidays service characteristics are shown in Table Day of Week Weekdays Table 4-10 Route 7 Service Characteristics Span of Service 4:16 a.m. to 12:19 a.m. Service Frequencies Peak Period: 30-minute peak duration 15-minute reverse direction Midday: 30-minutes Evening: 60-minutes Saturdays Base: 30-minutes 5:49 a.m. to 12:18 a.m. Early Morning/Evening: 60-minutes Sundays/Holidays 5:50 a.m. to 12:19 a.m. 60-minutes Source: RTD website November Route 24 University Crosstown Route 24 originates at 41st Avenue and Jackson Street and travels west on 40th Avenue, north on Steele Street, west on 46th Avenue, north on Clayton Street and west on 47th Avenue before turning south on York Street and continuing onto University Boulevard. The route then operates around Southglenn Mall before continuing south on University Boulevard and terminating at C- 470/University park-n-ride. Weekday, Saturday, and Sunday/Holidays service characteristics are shown in Table Day of Week Weekdays Table 4-11 Route 24 Service Characteristics Span of Service 4:50 a.m. to 10:55 p.m. Service Frequencies Peak Period: 30-minutes Midday: 30-minutes Evening: 60-minutes Saturdays 5:53 a.m. to 8:44 p.m. Midday: 30-minutes Early Morning/Evening: 60-minutes Sundays/Holidays 6:56 a.m. to 7:48 p.m. 60-minutes Source: RTD website November December

28 Transportation Systems Route 28 28th Avenue Route 28 begins at the Stapleton Transfer Center and travels west on 28th Avenue before turning onto Downing Street and operating to the 30th/Downing light rail station. The route then travels through downtown Denver and turns south on Tremont Place. The route then operates along 15th Street going west on 29th Avenue, south on Lowell Boulevard, and west on 26th Avenue before turning north on Youngfield Street to Applewood Village. There are two existing route patterns: 28 and 28B. Pattern 28 operates via 23rd Avenue and Federal Boulevard and pattern 28B operates via Quitman Street and 23rd Avenue. Selected trips turn back at either Kipling Street or Wadsworth Boulevard in the peak periods. Weekday, Saturday, and Sunday/Holidays service characteristics are shown in Table Table 4-12 Route 28 Service Characteristics Day of Week Weekdays Span of Service 4:56 a.m. to 1:21 a.m. Service Frequencies Peak Period: 15-minutes Midday: 30-minutes Evening: 60-minutes Saturdays 6:38 a.m. to 10:36 a.m. 60-minutes Sundays/Holidays 6:53 a.m. to 10:36 a.m. 60-minutes Source: RTD website November Route 38 38th Avenue Route 38 begins at the Stapleton Transfer Center and travels west on Martin Luther King Boulevard, and then north on Syracuse Street to Quebec Square. The route then travels through a residential area before operating to the 30th/Downing light rail station via Bruce Randolph Avenue. The route then operates southwest on California Street before turning northwest along 15th Street and northeast on Lawrence Street. The route then follows Park Avenue West and 38th Avenue to Applewood Village. Weekday, Saturday, and Sunday/Holidays service characteristics are shown in Table This route has turn back or short turn options throughout the day. Table 4-13 Route 38 Service Characteristics Day of Week Span of Service Weekdays 4:49 a.m. to 1:57 a.m. Saturdays 4:49 a.m. to 1:48 a.m. Sundays/Holidays 4:49 a.m. to 1:48 a.m. Source: RTD website November Service Frequencies Peak Period: 20-minutes Midday: 30-minutes Evening: 60-minutes Base: 30-minutes Evening: 60-minutes Base: 30-minutes Evening: 60-minutes 4-28 December 2009

29 Transportation Systems Route 43 Martin Luther King Boulevard/Gateway Route 43 begins at the 30th/Downing light rail station and travels east on 31st Avenue and Martin Luther King Boulevard to the Stapleton Transfer Center. From the transfer center, the route travels north on Quebec Street, turning east on Northfield Boulevard before operating to the Montbello park-n-ride via 47th Avenue and Allbrook Drive. Route 43 then operates east through a residential to the Airport Boulevard and 40th Avenue park-n-ride. The route then continues northeast into the Green Valley Ranch residential area before terminating at the 51st Place and Orleans Street stop. Weekday, Saturday, and Sunday/Holidays service characteristics are shown in Table This route has turn back or short turn options throughout the day. Table 4-14 Route 43 Service Characteristics Day of Week Span of Service Service Frequencies Weekdays 3:34 a.m. to 1:54 a.m. 30-minutes all day long Saturdays 24-hour service 30-minutes all day long Sundays/Holidays 2:05 a.m. to 1:48 a.m. 30-minutes all day long Source: RTD website November Route 44 44th Avenue Route 44 begins at the Airport Boulevard/40th Avenue park-n-ride and travels north on Peña Boulevard before turning west on 48th Avenue. The route circulates through a residential area before stopping at the Montbello park-n-ride. Route 44 continues west through the Montbello & Equitable Business Parks then accesses I-70 west at Havana Street and exits onto Quebec Street. Traveling south on Quebec Street, the route turns onto Smith Road and then turns west onto 40th Avenue. Route 44 then travels through downtown along Downing Street, Larimer Street and 15th Street then turns west onto 44th Avenue before terminating in Applewood Village. Weekday, Saturday and Sunday/Holidays service characteristics are shown in Table This route has turn back or short turn options throughout the day. This route has selected trips that service through the Montbello & Equitable Business Parks and has short turn options throughout the day. Day of Week Weekdays Table 4-15 Route 44 Service Characteristics Span of Service 4:46 a.m. to 1:42 a.m. Service Frequencies Base 30-minutes Evening: 60-minutes Saturdays 4:56 a.m. to 1:41 a.m. Based: 30 minutes Evening: 60-minutes Sundays/Holidays 4:57 a.m. to 1:41 a.m. 60-minutes all day Source: RTD website November December

30 Transportation Systems Route 48 East 48th Avenue/Commerce City Route 48 begins in downtown Denver and travels along 15th Street before turning northeast on Curtis Street to Broadway then to Brighton Boulevard, and circulating through a residential area north of I-70. The route then turns north on Steele Street, east on 52nd Avenue, north on Vasquez Boulevard, and operates through a commercial area to the Commerce City park-n- Ride and then continues into a residential area to the north of the park-n-ride. Weekday, Saturday, and Sunday/Holidays service characteristics are shown in Table This route has selected trips that serve the I-76 Frontage Road at the north end of the route. Table 4-16 Route 48 Service Characteristics Day of Week Span of Service Weekdays 4:35 a.m. to 11:32 p.m. Saturdays 5:06 a.m. to 11:31 p.m. Sundays/Holidays 5:06 a.m. to 10:31 p.m. Source: RTD website November Service Frequencies Base: 30-minutes Evening: 60-minutes Base: 30-minutes Evening: 60-minutes Base: 30-minutes Evening: 60-minutes Express Bus Routes An express bus route has fewer stops and a higher average operating speed than local or limited regular service. Existing express bus routes in the project area include Routes 47X and 48X. Route 47X Green Valley Ranch/Montbello Express Route 47X begins in the morning peak period in Green Valley Ranch and operates through a residential area before traveling west on 48th. The route then travels through a residential area of Montbello and stops at the Montbello park-n-ride. Route 47X then travels south on Peoria Street before turning west on I-70 and exiting onto Brighton Boulevard. The route then travels south on Broadway and terminates at the Civic Center station. Route 47X reverses this route in the afternoon peak period. Average weekday ridership on this route is 344, with all riders boarding/alighting within the study area. Weekday service characteristics of Route 47X are shown in Table Day of Week Table 4-17 Route 47X Service Characteristics Span of Service Service Frequencies Weekdays 5:38 a.m. to 6:46 p.m. Peak Period: 30-minutes peak direction Source: RTD website November December 2009

31 Transportation Systems Route 48X Green Valley Ranch Express Route 48X begins in the morning peak period in Green Valley Ranch and operates through a residential area before traveling west on 48th Avenue. The route then travels south on Peña Boulevard to the 40th Avenue/Airport Boulevard park-n-ride. Route 48X then travels west on I-70 and exits onto Brighton Boulevard. The route then travels south on Broadway and terminates at the Civic Center station. Route 48X reverses this route in the afternoon peak period. Weekday service characteristics are shown in Table Table 4-18 Route 48X Service Characteristics Day of Week Span of Service Service Frequencies Weekdays 5:45 a.m. to 6:14 p.m. Peak Period: 60-minutes peak direction Source: RTD website November Regional Bus Routes Regional bus routes have few stops and high operating speeds. They primarily serve long trips of long duration or distance within metropolitan regions, as distinguished from local transit service. Existing regional bus routes in the project area include Route R, RC, and Rx. Route R/RC/Rx Brighton/Denver In general, all three routes begin at the Adams County Justice Center and travel east on Bromley Lane, north on 50th Street, and west on Bridge Street to the US 85/Bridge Street parkn-ride. The routes then travel on US 85 to the Commerce City park-n-ride then circulate through downtown terminating at Civic Center station. Each route has minor variations in the stop locations along the routes, with the Rx route being an express route. Weekday service characteristics are shown in Table Table 4-19 Route R/RC/Rx Service Characteristics Route Day of Week Span of Service R Weekdays 3 southbound trips in the AM 4 northbound trips in the PM Service Frequencies Varies in AM 60-minutes in PM RC Weekdays 1 southbound trip in the PM 1 northbound trip in the AM N/A in AM/PM 3 southbound trips in the AM Rx Weekdays 3 northbound trips in the PM Source: RTD website November minutes in AM 15-minutes in PM SkyRide Bus Routes SkyRide bus routes are a special regional service provided to DIA from and throughout the Denver metropolitan area seven days a week. The bus routes serve 30 skyride stops and 16 park-n-ride locations. The existing skyride bus route in the project area is Route AF, with a stop at the 30th/Downing free park-n-ride. December

32 Transportation Systems Route AF DIA/Downtown/Cold Spring Route AF begins at the Cold Spring park-n-ride and travels east on 6th Avenue, joins I-25 northbound, and exits onto Auraria Parkway. The route then circulates through downtown and turns east onto Stout Street and continues to the 30th/Downing light rail station. Route AF continues east along 31st Avenue and Martin Luther King Boulevard, north on Colorado Boulevard and east on I-70. The route exits I-70 onto Peña Boulevard and travels north before terminating at DIA. Weekday, Saturday, and Sunday/Holidays service characteristics are shown in Table Table 4-20 Route AF Service Characteristics Day of Week Span of Service Service Frequencies Weekdays 3:14 a.m. to 1:37 a.m. Peak Period: 30-minutes Midday: 60-minutes Evening: 60-minutes Saturdays 3:14 a.m. to 1:35 a.m. 60-minutes Sundays/Holidays 3:14 a.m. to 1:35 a.m. 60-minutes Source: RTD website November Access-a-Ride Service RTD offers Access-a-Ride service throughout the project area. Access-a-Ride provides transportation to passengers with disabilities who are unable to use RTD's regular lift-equipped fixed route bus service and who qualify for certification under the eligibility guidelines established by the Americans with Disabilities Act (ADA) of Light Rail Transit Service LRT service operates on fixed alignments and is characterized by the ability to operate at relatively high speeds (50+ mph) in exclusive right of way, and the ability to operate in mixed traffic on city streets. The D line, F line and H line all provide service to the existing downtown loop. D Line Light Rail Service The D line light rail service starts at the Littleton/Mineral light rail station and continues along the Southwest Corridor to connect to the Central Platte Valley Junction. At the Central Platte Valley Junction the D line turns east towards the central business district. In the central business district trains operate on a one-way couplet eastbound along California Street and westbound along Stout Street. Most D line service continues along Welton Street to 30th/Downing. Several peak period D line trips operate to 18th Street then return to the Southwest Corridor. Southeast Corridor The Final SE Corridor (T-REX) Service Plan (RTD, 2006b) provided the four new lines that are shown in Figure 4-9 (the G Line has been discontinued since the Southeast Corridor began operations). Two of these lines (F and H) provide service to the downtown loop. The service level for both the Southwest and Southeast Corridor lines are shown in Table The Southeast Corridor light rail lines include: E Line Lincoln station to Union station 4-32 December 2009

33 Transportation Systems F Line Lincoln station to 18th/Stout station H Line Nine Mile station to 18th/Stout station In the Southeast Corridor, the E Line provides early morning, late night, and weekend service. The H Line serves the Aurora to downtown Denver market, and supplements similar demand along the southeast trunk from Louisiana to Southmoor stations. The H Line terminates at 18th and Stout and provides the early morning, late night, and weekend service. The F Line serves the suburban commuters to downtown and Auraria and the business-to-business (downtown Denver to Denver Technology Center [DTC]) connection with weekday service from 5:00 a.m. to 11:30 p.m. The E Line handles commuting between the US 36 corridor and southeast corridor, which is expected to be an emerging, cross-suburban (two-way) transit market with regional bus/light rail transit connections at DUS. The E-Line also serves the Auraria Campus and major sports and entertainment venues in the Central Platte Valley and Lower Downtown. The D Line service maintains its current routing and extended service day through downtown Denver to the 30th/Downing station. Line C D D D E E F H H Station Terminals Table 4-21 Existing (2009) Light Rail Service Characteristics Day Frequency (min.) Average Consist (Cars Per Train) One-Way Run Time From To Peak Base E/L Peak Base E/L Minutes Mineral Mineral Mineral Mineral Lincoln Lincoln Lincoln Nine Mile Nine Mile Union Station 16th/ California 30th/ Downing 30th/ Downing Union Station Union Station 16th/ California 16th/ California 16th/ California Southwest Corridor M-F M-F M-F Sat/Sun/ Hol Southeast Corridor M-F M-F Sat/Sun/ Hol M-F Sat/Sun/ Hol Source: Final SE Corridor (T-REX) Service Plan (RTD, 2006b). Note: G Line has since been discontinued December

34 Transportation Systems Figure 4-9 Existing (2009) Light Rail Service Source: RTD December 2009

35 Transportation Systems No Action (2030) Alternative Transit Services As discussed in Chapter 2, Alternatives Considered, the No Action Alternative includes planned and committed roadway improvements reflected in the DRCOG 2030 Metro Vision Regional Transportation Plan and full implementation of the RTD FasTracks system excluding the Central Corridor Extension Bus Service The No Action Alternative bus network reflects modifications to bus routes to serve relocated park-n-ride lots, some service frequency improvements, and new or extended routes to provide greater geographic coverage beyond existing service. The no action rapid transit network includes all of the FasTracks corridors, as shown in Figure 4-10, with the exception of the Central Corridor Extension. In addition, future bus service will be modified to provide improved access to all of the stations along the various FasTracks corridors. The proposed no action bus network in the area along the Central Corridor Extension is shown in Figure 4-11 and changes as compared to existing service are listed in Table Implementation of the FasTracks program is planned to be completed prior to 2030, but would not include the Central Corridor under the No Action conditions. Future bus services will focus on reconfiguring routes to connect to proposed stations on the other FasTracks corridors. Compared to the existing conditions, the bus operating plan assumes replacing express bus routes 47X and 48X with local bus routes that would serve stations and allow connections to other bus routes. The No Action Alternative includes the following elements as compared to the existing conditions. Routes Not Changed 24, 48, R, RC, and Rx. Modified Routes Routes 28, 38, 43, and 44 would be realigned to serve the relocated Stapleton Transit Center. Routes 43 and 44 would connect (and be extended as necessary) to serve the relocated park-n-ride near Peoria Street and Smith Road. Peak period service (frequency or headway) improvements would be made to Routes 7 and 38. Eliminated Routes 47X, 48X, and AF. December

36 Transportation Systems Figure 4-10 No Action (2030) FasTracks Transit Network 4-36 December 2009

37 Transportation Systems Figure 4-11 No Action (2030) Bus Service Source: RTD, December

38 Transportation Systems Table 4-22 Comparison of Existing (2009) to No Action (2030) Bus Service Routes Existing Conditions Service Frequency (minutes: peak/off peak) No Action Alternative Local Routes 7 - North Washington 10/15 full 10/15 full 30/60 short 30/60 short 24 - University Crosstown 30/30 30/ th Avenue 15/30 7.5/ th Avenue 15/30 7.5/30 43 Martin Luther King Boulevard 30/30 full 60/60 full 30/30 short 60/60 short 44-44th Avenue 15/30 7.5/ th Ave/Commerce City 30/30 30/ Stapleton/Fitzsimons Connector 60/ th Avenue 30/ th Avenue 60/ Picadilly Road/Gun Club Road 60/ Tower Road 60/60 Limited/Express Routes 47X - Green Valley Ranch/Montbello Express 48X - Green Valley Ranch Express 40/-- peak direction only 50/-- peak direction only Regional Routes 30 peak direction, 75 R/RC/Rx - Brighton/Denver reverse direction/-- skyride Routes AF - Downtown/DIA (no Stapleton) 30/60 Source: East Corridor Transit Operations Plan (2008). 30 peak direction, 75 reverse direction/ Access-a-Ride Service There would be no change to the Access-a-Ride service as a result of the No Action Alternative Light Rail Service In the No Action Alternative, light rail service in the downtown area would remain similar to the existing conditions with similar headways and frequency of service for the C, D, E, F, and H lines Preferred Alternative Transit Services The Preferred Alternative for the Central Corridor Extension includes the addition of light rail service along Downing Street and 36th Street between the 30th/Downing station on the existing D Line and the future 38th/Blake station as part of the East Corridor (see Figure 4-12). This would result in changes to the operating conditions of bus and other light rail services in the area December 2009

39 Transportation Systems Figure 4-12 Central Corridor Extension Preferred Alternative December

40 Transportation Systems Bus Service In the Preferred Alternative, bus service in the area of the Central Corridor Extension is expected to remain the same as the No Action Alternative. Central Corridor Extension bus service connections to the 38th/Blake station and 30th/Downing station consist of bus routes shown in Table 4-23 Table 4-23 Central Corridor Bus Service Connections Stations/Stops 38th/Blake 7, 44 Bus Service Routes 30th/Downing 7, 28, 38, 43 Source: RTD, Access-a-Ride Service There would be no change to the Access-a-Ride service as a result of the Preferred Alternative Light Rail Service In the Preferred Alternative, light rail service in the downtown area would remain similar to the existing conditions with similar headways and frequency of service for the C, E, F, and H lines. The D Line would experience some changes in operations. It would continue to operate between the Mineral station and the downtown loop, but would no longer provide service along Welton Street to the 30th/Downing station. This portion of the existing D Line would be serviced by the Central Corridor Extension transit vehicles instead. The Central Corridor Extension would provide light rail service every 15 minutes between the East Corridor 38th/Blake station and the existing downtown Denver light rail loop. The trains would run in traffic on Downing Street and 36th Street between the proposed East Corridor 38th/Blake station and the existing light rail station at 30th/Downing, then along the existing light rail tracks on Welton Street and into the downtown loop via 19th Street, Stout Street, 14th Street, and California Street. The addition of four trains each hour would not adversely affect loop operations of the Southwest Corridor D Line and the Southeast Corridor F and H Lines. Even though D, F, and H Lines operate with relatively short spacing, adequate time gaps exist for introduction of Central Corridor Extension light rail vehicles into the downtown loop. Future service would operate in a scheduled sequence on a first in, first out basis within parameters of the downtown traffic signal network. Results from the DRCOG travel demand model were used to develop a transit operating plan for the Central Corridor Extension. The operation plan consists of the hours of operation, service frequency, train consist and fleet size. The Central Corridor Extension operates between 4:00 a.m. and 2:00 a.m. Frequency of service was determined using the 2030 ridership projections from the model as summarized in Table December 2009

41 Transportation Systems Table 4-24 Central Corridor Extension Operations Period Time Headway (Minutes) Number of Trains (both directions) Number of Cars (per train) Number of Car Passbys (both directions) Early Morning 4 a.m. 6 a.m Morning Peak 6 a.m. 7 a.m Morning Peak 7 a.m. 9 a.m Midday 9 a.m. 4 p.m Evening Peak 4 p.m. 7 p.m Evening 7 p.m. 9 p.m Night 9 p.m. 12 a.m Night 12 a.m. 2:00 a.m Source: RTD, TRANSIT RIDERSHIP Transportation statistics presented are based on results of the 2030 DRCOG regional travel demand model. The model uses projected population, employment, land use, and transit and roadway network information to forecast future ridership. Future ridership for the Central Corridor Extension is expected to be 4,900 average weekday riders. Table 4-25 shows the projected weekday boardings by stop location along the Central Corridor Extension. The remaining riders (2,300 daily) would board the transit vehicles at stops and stations along the existing Central Corridor alignment, including Welton Street and the downtown loop. The Preferred Alternative would result in 80,000 less vehicle miles of travel in the region than the No Action. Table Projected Central Corridor Extension Ridership Station Weekday Boardings 38th/Blake 1,960 35th/Downing rd/Downing 460 Total 2,600 Source: RTD, Based on ridership projections, an operational analysis indicates the maximum peak hour line load (or the maximum number of passengers within one hour of the peak period) can be accommodated by a single light rail vehicle. Although there are 64 seats per vehicle, peak period loading standards will allow for 155 passengers per vehicle, based on standing room availability. The model predicts that the peak line load will occur at the 20th/Welton station. December

42 Transportation Systems The operations plan will be optimized as design progresses such that the project minimizes operational costs while maximizing ridership. Expansion capacity for modified projections, or for future demands beyond 2030, would likely be accommodated by providing longer (two-car) trains during the peak periods, as necessary. Increased frequencies would not be an option based on the assumption that the Welton Street alignment would remain a single track. 4.6 BICYCLE AND PEDESTRIAN FACILITIES Providing adequate and safe access to the transit systems for all users of the roadway system, including bicyclists/pedestrians, is critical to the overall success of the project. This section identifies existing and future conditions for bicycle and pedestrian facilities within the project area and possible mitigation measures required as a result of operating in-traffic rail transit on the Central Corridor Extension. The Denver Comprehensive Plan 2000 requires that CCD address mobility in multiple ways, including providing more choices, encouraging modes that reduce impact on the urban environment, and cooperating with metropolitan jurisdictions and quasi-governmental agencies on mobility plans and projects. Guidelines are set forth in the City and County of Denver Pedestrian Master Plan (CCD, 2004). This plan is a systematic strategy to build, improve, and maintain the pedestrian infrastructure citywide. The City and County of Denver Pedestrian Master Plan makes recommendations for CCD to take a more active role in maintaining this asset. In order to do so, CCD will have to modify current funding mechanisms. In addition to using existing mechanisms to fund upgrades, the City and County of Denver Pedestrian Master Plan proposes to study the use of three new mechanisms to fund small to medium projects: Citywide Sidewalk Fee. Similar to the way the city s wastewater fee works, the city would collect a small annual sidewalk fee from each property owner for the lifetime building maintenance and replacement of a city-standard sidewalk required on their property. The city would then take on the responsibility to repair and replace all public sidewalks. Public Works Manager Authority. Although rarely exercised, the city s public works manager maintains the authority to require adjacent property owners to upgrade their sidewalks to meet city standards. Capital Improvement Project Budget Annual Maintenance Program Funding. Currently, there is no annual construction and maintenance program to handle ongoing small to medium projects. An annual maintenance program for sidewalks would provide an accessible source of funds to make regular progress toward completion of the improvements identified in the City and County of Denver Pedestrian Master Plan. The Denver Bicycle Master Plan Update 2001 (CCD, 2002b) develops and implements a comprehensive bicycling program by developing a physical bicycle system and education, public policy, and information distribution programs. The plan identifies a number of planned onstreet and off-street bicycle routes. The goal of Denver s bicycle system is to make it possible for a person anywhere in the city to be no more than 0.5 mile from a designated bicycle route Existing (2009) Conditions Bicycle and Pedestrian Facilities Some elements that are part of the overall bicycle/pedestrian facilities are: Designated bike routes Bike lanes Multi-use pathways/trails Sidewalks 4-42 December 2009

43 Transportation Systems Crosswalks (marked and unmarked) Pedestrian signal heads at signalized intersections Existing grid or regional bicycle routes within the project area that may be directly impacted by the Central Corridor Extension include route D-4 and D-9. Both of these existing routes currently travel along Curtis Street from the Downtown area to Downing Street before crossing Downing Street at a designated crosswalk at 33rd Avenue. This crosswalk includes a center median refuge area that allows the users to cross half of the roadway at a time. The grid bicycle routes then continue to the east and north through the adjacent street system. The current RTD bike-n-ride program allows bikes on both light rail and buses. All buses except the 16th Street Free MallRide are equipped with bicycle racks on the front of each bus. On regional and skyride buses, bicycles can be stored on bike racks or inside baggage bins. Bicycle lockers are located at RTD park-n-rides and transit stations. Bicycle lockers can be used by anyone once they have purchased and signed a locker lease agreement and purchased an RTD-issued padlock. Bicycle parking is also available through the use of traditional bike racks at RTD park-n-rides and transit stations. Downing Street has an extensive set of pedestrian facilities. There are continuous sidewalks along both sides of Downing Street between California Street and 36th Street. The majority of the sidewalk is detached from the travel lanes on Downing Street. All signalized intersections have clearly marked crosswalks and stop bars and are equipped with pedestrian signal heads. There is also a clearly marked crosswalk, with a center median refuge area, that crosses Downing Street on the south side of 33rd Avenue and is shared by pedestrians, school children, and bicyclists. 36th Street has sidewalks on both sides of the roadway between Downing Street and Walnut Street, and on the northeast side of the road between Walnut Street and Blake Street. There are no sidewalks along the southwest side of 36th Street between Walnut Street and Blake Street. Figure 4-13 shows the existing bicycle route and trail system in the project area. December

44 Transportation Systems Figure 4-13 Existing Bicycle and Trail Facilities 4-44 December 2009

45 Transportation Systems No Action (2030) Alternative Bicycle and Pedestrian Facilities For the No Action Alternative there would not be any planned changes to the bicycle and pedestrian facilities outside of those identified as part of the East Corridor project near the 38th/Blake Station. The recommendations from the East Corridor at the 38th/Blake station are summarized. At the 38th/Blake station, 38th Street and the Union Pacific railroad (UPRR) are barriers between the platform and the park-n-ride sites. In order to safely and conveniently get pedestrians between the platform and the parking sites, two pedestrian structures are proposed. The first structure would cross over 38th Street connecting the platform to the northeast parking site. 38th Street is depressed below the commuter rail alignment. The pedestrian structure would be at generally the same elevation as the platform and the northeast park-n-ride. The second structure would cross over the UPPR corridor connecting the northeast park-n-ride to the northwest park-n-ride. This pedestrian structure would be approximately 30 feet above the existing ground, exceeding the UPRR clearance requirement of 27 feet above their tracks. RTD would provide pedestrian connections (walkways) at key locations near the station: Blake Street between 36th Street and 39th Avenue including a pedestrian bridge across 38th Street adjacent to the rail alignment Pedestrian bridge over the UPRR connecting the two park-n-rides 39th Street from Brighton Boulevard to the park-n-ride 40th Street from Brighton Boulevard to the park-n-ride 40th Avenue (south side) RTD and CCD coordinated to identify off-site connections required to enhance the connectivity from the adjacent community and existing pedestrian network to the station. These enhanced connections would be implemented by CCD or other parties. RTD would actively support others in their requests for outside funding of these non-project related improvements. New or improved pedestrian connections are recommended along the following roadways: 38th Street Brighton Boulevard 36th Street Walnut Street 39th Avenue 37th Avenue from Downing Street to Franklin Street Franklin Street 40th Avenue (north side) Blake Street CCD has initiated a next steps study that will analyze the vehicular and pedestrian access to the 38th/Blake and the Colorado stations in more detail. The outcome of the next steps study and this EE may result in modifications to access at the 38th/Blake station. Some of the primary concerns CCD wants to address in the study are to focus pedestrian access from the neighborhoods to the south and east along 36th Street and avoid using 38th or 39th streets and modify the street network to promote a safer pedestrian environment Preferred Alternative Bicycle and Pedestrian Facilities It is assumed that bicyclists may typically ride as far as 2 to 4 miles to stations and pedestrians may typically walk as far as 0.5 to 1 mile to access the light rail system. Based on these assumptions, impacts to bicycle/pedestrian facilities were evaluated for the Preferred Alternative. December

46 Transportation Systems Stations Improvements by RTD to bicycle/pedestrian connections to the light rail system are generally limited to within the station site. Other offsite improvements may be made on a case-by-case basis, but are generally expected to be constructed by others. The following subsections discuss each station and how pedestrians (and bicyclists) approach station sites, generally within 0.25 mile of the station. These discussions consider pedestrian connections and how they would also be used by some bicyclists who choose to walk their bicycles when arriving at a station site th/Blake Station (Part of East Corridor) Improvements near this station were previously discussed and would be constructed as part of the East Corridor project th/Downing Station This station was constructed as part of the original Central Corridor project and the Center Corridor Extension project is not planning on making changes to the station or the sidewalks in the area immediately surrounding the station. The exception is for improvements to the pedestrian ramps at the California Street/Downing Street intersection as part of the overall intersection improvements to install traffic signals and accommodate transit vehicle movements rd/Downing and 35th/Downing Stops Both the 33rd/Downing and 35th/Downing stops are intended to serve walk-up traffic, parking will not be provided. A review of the area surrounding these stops reveals a fairly complete sidewalk network leading up to and away from the platform areas. RTD will make necessary improvements to the sidewalks in the area of the stops to ensure safe access to the platforms including improvements that satisfy Americans with Disabilities Act of 1990 design criteria Bicycle/Pedestrian Crossings The Central Corridor Extension would involve in traffic rail transit operations. Because the transit vehicles would operate at grade, pedestrians would be required to cross the tracks at all locations where they would normally cross the roadway, which is primarily at intersections. There is one location along the corridor where changes to existing pedestrian/bicycle crossings will be required as part of the Central Corridor Extension Preferred Alternative, which occurs at the: 33rd Avenue/Downing Street intersection crossing. The crossing at 33rd Avenue (see Figure 4-14) is located directly to the north of the planned 33rd/Downing stop. The location of the existing crossing would be located behind a stopped southbound train and in front of a stopped northbound train. Such a configuration would create safety issues for the crossing bicyclists/pedestrians at this location due to limited sight distance around stopped trains. In addition, the placement of the crosswalk in relation to the platforms could prevent automobile drivers that are passing the trains from seeing bicyclist/pedestrians using the crossing. For this reason, the Preferred Alternative includes moving the crosswalk north to a location that would provide a safer location to cross and would eliminate sight distance issues for automobile drivers. The recommendation (see Figure 4-14) is to move the crosswalk to the north approximately 150 feet, which would not require an excessive amount of additional travel for pedestrians and bicyclists using the crossing. This would place the crosswalk at the Curtis Street intersection. As part of the traffic operations analysis it was recommended that Curtis Street be converted to a right-in, right-out access, which would include the construction of a raised island to manage 4-46 December 2009

47 Transportation Systems vehicle movements. The new raised island would provide an opportunity to create a new crossing location. The new location would be similar to the existing location. The road width at this location is sufficient to allow for a center median refuge to be constructed similar to the existing location. This crosswalk could also be equipped with some type of active warning device that can be activated by bicyclists/pedestrians to warn the motorists of their movements. These active warning devices are very common at mid-block crossing locations and may include in-pavement warning lights, flashing beacons on ground mounted signing, or a form of traffic signal designed to stop vehicles while bicyclists/pedestrians are crossing the roadway. The movement of this crosswalk to the corner of Curtis Street and Downing Street would still allow for this facility to be used as part of a safe route to school and would require minimal out of distance travel by school students to use the crossing. Students that cross at the new location would then walk south to 33rd Avenue, east along 33rd Avenue, and then cross 33rd Avenue at the intersections adjacent to or directly in front of Cole Elementary/Middle School and Skyland Community High School, which are located 2 to 3 blocks to the east. Figure 4-14 Recommended Changes to the 33rd Avenue Pedestrian/Bicycle Crossing December