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Community Task Force March 14 2018
Welcome and Introductions
Project Partners
Regional Transportation District (RTD)
City of Aurora
Colorado Department of Transportation (CDOT)
Denver Regional Council of Governments (DRCOG)
Meeting Purpose and Agenda
Meeting Purpose
Summary of community feedback on center-running BRT
Reviewdiscuss areas of emphasis for detailed design
Traffic analysis
Local access
Stop spacingconnectivity
Decision-making process and next steps
Agenda
Project update
Community input
summary
Traffic analysis
Local access
Stop spacing
Breakout group discussion
Next steps
Project Update
- -
Corridor Development Timeline
bull Alternatives
Analysis
bull Conceptual
Design amp
Environmental
Analysis
bull Engineering amp
Design
bull Construction bull Revenue Service
bull Locally
Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
bull Concept
Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
bull Fully Designed and
Funded
Project
Design
complete
Finance
package
bull Federal Transit Administration Project
Development
bull 12 18
months
bull 18 months bull 18 24
months bull Ongoing
bull Opportunity for Stakeholders and Public To
Influence Project Design
bull Design Detail bull Broad
Definition of
Project
bull We Are
Here
Summary of Community Feedback
Outreach Snapshot
Center-Running BRT
(July 2017 - February 2018)
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Welcome and Introductions
Project Partners
Regional Transportation District (RTD)
City of Aurora
Colorado Department of Transportation (CDOT)
Denver Regional Council of Governments (DRCOG)
Meeting Purpose and Agenda
Meeting Purpose
Summary of community feedback on center-running BRT
Reviewdiscuss areas of emphasis for detailed design
Traffic analysis
Local access
Stop spacingconnectivity
Decision-making process and next steps
Agenda
Project update
Community input
summary
Traffic analysis
Local access
Stop spacing
Breakout group discussion
Next steps
Project Update
- -
Corridor Development Timeline
bull Alternatives
Analysis
bull Conceptual
Design amp
Environmental
Analysis
bull Engineering amp
Design
bull Construction bull Revenue Service
bull Locally
Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
bull Concept
Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
bull Fully Designed and
Funded
Project
Design
complete
Finance
package
bull Federal Transit Administration Project
Development
bull 12 18
months
bull 18 months bull 18 24
months bull Ongoing
bull Opportunity for Stakeholders and Public To
Influence Project Design
bull Design Detail bull Broad
Definition of
Project
bull We Are
Here
Summary of Community Feedback
Outreach Snapshot
Center-Running BRT
(July 2017 - February 2018)
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Project Partners
Regional Transportation District (RTD)
City of Aurora
Colorado Department of Transportation (CDOT)
Denver Regional Council of Governments (DRCOG)
Meeting Purpose and Agenda
Meeting Purpose
Summary of community feedback on center-running BRT
Reviewdiscuss areas of emphasis for detailed design
Traffic analysis
Local access
Stop spacingconnectivity
Decision-making process and next steps
Agenda
Project update
Community input
summary
Traffic analysis
Local access
Stop spacing
Breakout group discussion
Next steps
Project Update
- -
Corridor Development Timeline
bull Alternatives
Analysis
bull Conceptual
Design amp
Environmental
Analysis
bull Engineering amp
Design
bull Construction bull Revenue Service
bull Locally
Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
bull Concept
Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
bull Fully Designed and
Funded
Project
Design
complete
Finance
package
bull Federal Transit Administration Project
Development
bull 12 18
months
bull 18 months bull 18 24
months bull Ongoing
bull Opportunity for Stakeholders and Public To
Influence Project Design
bull Design Detail bull Broad
Definition of
Project
bull We Are
Here
Summary of Community Feedback
Outreach Snapshot
Center-Running BRT
(July 2017 - February 2018)
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Meeting Purpose and Agenda
Meeting Purpose
Summary of community feedback on center-running BRT
Reviewdiscuss areas of emphasis for detailed design
Traffic analysis
Local access
Stop spacingconnectivity
Decision-making process and next steps
Agenda
Project update
Community input
summary
Traffic analysis
Local access
Stop spacing
Breakout group discussion
Next steps
Project Update
- -
Corridor Development Timeline
bull Alternatives
Analysis
bull Conceptual
Design amp
Environmental
Analysis
bull Engineering amp
Design
bull Construction bull Revenue Service
bull Locally
Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
bull Concept
Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
bull Fully Designed and
Funded
Project
Design
complete
Finance
package
bull Federal Transit Administration Project
Development
bull 12 18
months
bull 18 months bull 18 24
months bull Ongoing
bull Opportunity for Stakeholders and Public To
Influence Project Design
bull Design Detail bull Broad
Definition of
Project
bull We Are
Here
Summary of Community Feedback
Outreach Snapshot
Center-Running BRT
(July 2017 - February 2018)
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Meeting Purpose
Summary of community feedback on center-running BRT
Reviewdiscuss areas of emphasis for detailed design
Traffic analysis
Local access
Stop spacingconnectivity
Decision-making process and next steps
Agenda
Project update
Community input
summary
Traffic analysis
Local access
Stop spacing
Breakout group discussion
Next steps
Project Update
- -
Corridor Development Timeline
bull Alternatives
Analysis
bull Conceptual
Design amp
Environmental
Analysis
bull Engineering amp
Design
bull Construction bull Revenue Service
bull Locally
Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
bull Concept
Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
bull Fully Designed and
Funded
Project
Design
complete
Finance
package
bull Federal Transit Administration Project
Development
bull 12 18
months
bull 18 months bull 18 24
months bull Ongoing
bull Opportunity for Stakeholders and Public To
Influence Project Design
bull Design Detail bull Broad
Definition of
Project
bull We Are
Here
Summary of Community Feedback
Outreach Snapshot
Center-Running BRT
(July 2017 - February 2018)
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Agenda
Project update
Community input
summary
Traffic analysis
Local access
Stop spacing
Breakout group discussion
Next steps
Project Update
- -
Corridor Development Timeline
bull Alternatives
Analysis
bull Conceptual
Design amp
Environmental
Analysis
bull Engineering amp
Design
bull Construction bull Revenue Service
bull Locally
Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
bull Concept
Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
bull Fully Designed and
Funded
Project
Design
complete
Finance
package
bull Federal Transit Administration Project
Development
bull 12 18
months
bull 18 months bull 18 24
months bull Ongoing
bull Opportunity for Stakeholders and Public To
Influence Project Design
bull Design Detail bull Broad
Definition of
Project
bull We Are
Here
Summary of Community Feedback
Outreach Snapshot
Center-Running BRT
(July 2017 - February 2018)
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Project Update
- -
Corridor Development Timeline
bull Alternatives
Analysis
bull Conceptual
Design amp
Environmental
Analysis
bull Engineering amp
Design
bull Construction bull Revenue Service
bull Locally
Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
bull Concept
Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
bull Fully Designed and
Funded
Project
Design
complete
Finance
package
bull Federal Transit Administration Project
Development
bull 12 18
months
bull 18 months bull 18 24
months bull Ongoing
bull Opportunity for Stakeholders and Public To
Influence Project Design
bull Design Detail bull Broad
Definition of
Project
bull We Are
Here
Summary of Community Feedback
Outreach Snapshot
Center-Running BRT
(July 2017 - February 2018)
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
- -
Corridor Development Timeline
bull Alternatives
Analysis
bull Conceptual
Design amp
Environmental
Analysis
bull Engineering amp
Design
bull Construction bull Revenue Service
bull Locally
Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
bull Concept
Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
bull Fully Designed and
Funded
Project
Design
complete
Finance
package
bull Federal Transit Administration Project
Development
bull 12 18
months
bull 18 months bull 18 24
months bull Ongoing
bull Opportunity for Stakeholders and Public To
Influence Project Design
bull Design Detail bull Broad
Definition of
Project
bull We Are
Here
Summary of Community Feedback
Outreach Snapshot
Center-Running BRT
(July 2017 - February 2018)
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Summary of Community Feedback
Outreach Snapshot
Center-Running BRT
(July 2017 - February 2018)
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Outreach Snapshot
Center-Running BRT
(July 2017 - February 2018)
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Community Survey
Survey
Nov 15 through early March
Over 1400 responses
500+ open-ended comments
Top zip codes
80220 (~30)
80206 (~15)
80218 (~7)
80203 80205 (~5)
80207 (~4)
80202 (~3)
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Agree
Neutral
Disagree
Survey Responses
Do you agree with the recommendation for center-running BRT on East Colfax
Agree 932 respondents
Neutral 53 respondents
Disagree 298 respondents
Agree 73
Neutral 4
Disagree 23
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Breakdown By Neighborhood
Zip Code Percentage AgreeDisagree
80220
(East Colfax Mayfair Montclair Park Hill)308
524 Agree
302 Disagree
80206(Congress Park City Park Cherry Creek)
160608 Agree
207 Disagree
80218(Cheesman Park Capitol Hill Uptown)
72760 Agree
135 Disagree
80203
(Capitol Hill Uptown)55
738 Agree50 Disagree
80205
(Five Points Whittier City Park)53
855 Agree79 Disagree
80207(Park Hill)
4050 Agree
328 Disagree
80202(Downtown)
337234 Agree 43 Disagree
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
What Wersquove Heard Using The Current System
How often do you use transit on Colfax 1000
900
800 5811
Daily Weekly or Monthly Rarely
Responses indicating daily and weekly use totaled 3919
4189
0
100
200
300
400
500
600
700
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
What Wersquove Heard Using The BRT System
Are you likely to use the new center-running BRT 7590
2410
0
100
200
300
400
500
600
700
800
900
1000
Yes No
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
What Wersquore Hearing Opportunities
Top benefits and opportunities
Speed Faster transit travel-time and improved schedule
reliability
Moves more people Increases the number of people who can
safely travel the corridor
Safety Improved safety for pedestrians vehicles and transit
users
Look and feel Improved streetscape and placemaking
opportunities
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
What Wersquore Hearing Challenges
Top challenges and concerns
Moving cars Potential vehicle traffic delays andor diversion of
traffic to side streets
Local access Maintaining local access with vehicle left turns
at signalized intersections
Stop locations and connectivity Consolidation and location
of bus stops and connectivity with other transit-services and
bikepedestrian facilities
Building it Maintaining the vision and intent of the project
through construction
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Areas of Emphasis for Detailed Design
- Traffic
- Local Access
- Stop Spacing and Connectivity
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Traffic
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Traffic Analysis
The Bottom Line
Vehicle travel times increase with or without the project Center Running BRT results
in transit travel times in 2035 that are competitive with general traffic travel times
Traffic impacts are expected to be limited to a few intersections these will be the focus of mitigations that may include Speed reduction and safety improvements
Signal optimization
Potential for extending or providing new turn lanes
Minor capacity adjustments through restriping or curbgutter relocation
TradeoffsOther Considerations
Some vehicle shift to parallel corridors use alternative routes or choose alternate
modes It is anticipated that vehicle growth on parallel corridors due to Center Running
BRT in 2035 will be less than 10 compared to if nothing is done
Total vehicle volume on corridor is reduced but person throughput and access increases
with Center Running BRT
Auto trips are more susceptible to minor delays due to parallel parking and truck loading
Opportunity for safety and operational improvements to aid
vehicletransit operations
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Traffic Analysis Methodology
Microsimulation traffic modeling was performed as part of
the 2016-2017 Center Running Feasibility Study
Methodology was developed for calculating additional traffic
expected to divert off of Colfax as a result of the Center
Running BRT
NOTE
Colfax Connections will
continue to analyze
traffic as the project
progresses Additional
locations for left turns
andor additional traffic
signal locations will be
incorporated once
determined
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Traffic Analysis Capacity and Volumes
2035 CENTER RUNNING BRT VOLUMES COMPARED TO NO BUILD 2035
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Traffic Analysis Travel Times
2035 CENTER RUNNING BRT TRAVEL TIMES COMPARED TO NO BUILD 2035
10-15 MINUTES
LESS
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Local Access
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Local Access
What we are hearing
Concern for reduced direct vehicular access
Businesses are open to this reduction with sufficient
turn opportunities and mitigations
Creating walkable business districts changes how people
access destinations
Concern from neighborhoods that vehicular traffic increases on local streets to access businesses
Walking routes to new transit stations may have
pedestrian deficiencies
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Local Access
Opportunities
Improves driver safety Auto left turns
allowed at signalized intersections only
Improves pedestrian safety and crossing
opportunities (more attractive to cross the
street to access businesses)
Improves bicycle safety
Reduction in Transit conflicts (turning
movements curb-use etc)
Source httpscrashstatsnhtsadotgovApiPublicViewPublication811366
More than 60 of
crashes that occur
while turning or
crossing an
intersection involve
left turns (31
involve right turns)
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Center-Running Bus Rapid Transit How it Works
Left turn lanes at signals
Single-direction station platforms at Intersections
coif ax corridor connections
Reduced Conflicts
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Healthline Cleveland OH
Improves Crossing Safety and Comfort
Island stations calm traffic
Pedestrian refuges reduce crossing distance
Shorter crossing distances = less exposure to vehicle traffic
Eliminating unprotected lefts improves pedestrian safety
Station lighting enhances security
Madison BRT Seattle
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Stop Spacing and Connectivity
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Stop SpacingConnectivity
The Bottom Line
Maintains or improves overall transit travel times when
considering walk wait and ride
Offers more rail-like boarding experience making it easier for seniors and people with disabilities to ride
Provides opportunities for improved sidewalks and bike
and pedestrian access to corridor
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Stop Locations
TradeoffsOther Considerations
Some passengers will need to travel slightly further to
access enhanced service
Some local stops are consolidated
Local bus service on adjacent streets is maintained
Colfax has a well connected urban sidewalk network
providing good access to the corridor
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Project Features Integrated Operations
All corridor buses use one set of stations
between Yosemite and Civic Center
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Stop Spacing In Denver
Local and Limited use one set of high-quality stations in Denver
3-5-minute headways
Colfax has a well connected urban
sidewalk network providing good
access to the corridor
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
BlocksTraveled by Service Provided BRT 14 mi
Household A 2 blocks 3 blocks
Household B 3 blocks 3 blocks
Household C 3 blocks 3 blocks
middotmiddotmiddotmiddotmiddotbull
BRT 12 mi
3 blocks
5 blocks
4 blocks
e bull bull
Walking Travel Path to Transit Stop
-9- BRT Stop (112 mile stop spacing) and Path
bullbullbull bull BRT Stop (114 mile stop spacing) and Path
- bull - 118 mi Service Stop and Path
coif ax corridor connections
How stop spacing affects walking distances
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
coif ax corridor connections
Walkshed analysis
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Roll Plot Map Discussion
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
37
Roll Plot Map Discussion
Where are the opportunities for traffic mitigation and operational
improvements (signal timing speed reduction safety improvements)
Where are the conceptual BRT stops and what is the spacing between
them
Are there any changes to stop locations
Where are potential opportunities for new left turns andor pedestrian
crossings
Are there segments alongto Colfax that need special attention in
terms of walk experience
Note The project will continue to refine station spacing and
locations pedestrian crossing opportunities left-turn and
business access and other detailed elements of street design
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Next Steps
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
- -
Corridor Development Timeline
Alternatives
Analysis
Conceptual Design
amp Environmental
Analysis
Engineering amp
Design
Construction Revenue Service
Locally Preferred
Alternative
Definition of
mode amp
alignment
Conceptual
station locations
Operating plan
Local decision
Concept Design amp
Environmental
Clearances
Design detail
determined
Environmental
impacts identified
Fully Designed
and Funded
Project
Design
complete
Finance
package
Federal Transit Administration Project
Development
12 18 months 18 months 18 24 months Ongoing
Opportunity for Stakeholders and Public To
Influence Project Design
Design Detail Broad Definition
of Project
We Are
Here
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
Where Do We Go From Here
Completion of conceptual design
Coordination with project partners
Planning for upcoming detailed design phase
Next Task Force meeting SpringSummer 2018
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
wwwColfaxCorridorConnectionscom
InfoColfaxCorridorConnectionscom
