rtd mobility hub guidelines...mobility hub toolbox– provides a toolbox of hub components and...

RTD Mobility Hub GuidelinesJanuary 2019

Prepared by:

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CONTENTS

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . 1

1.1 Document Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2. What Is a Mobility Hub? . . . . . . . . . . . . . . 4

3. Mobility Hub Typologies . . . . . . . . . . . . . 6

3.1 Existing Transit and Mobility . . . . . . . . . . . . . . . . . . . 6

3.2 Transportation Functions . . . . . . . . . . . . . . . . . . . . . 9

3.3 Land Use Context . . . . . . . . . . . . . . . . . . . . . . . . . . 12

4. Mobility Hub Toolbox . . . . . . . . . . . . . . . . 16

5. Appendix A . . . . . . . . . . . . . . . . . . . . . . . . 37

11 Murphy, “Shared Mobility and the Transformation of Public Transit”; Masabi, ‘Key Factors Influencing Ridership in North America: The Emerging Urban Mobility Ecosystem.”; Parzen, “Shared-Use Mobility Reference Guide”

Why invest in integrated mobility?

Many new mobility providers offer on-demand and shared-use options, bringing increased flexibility and convenience while also reducing the need for users to own a car. When successfully paired with transit, these new and emerging services have the potential to help build a transportation system that is more accessible, more sustainable, and more affordable.

Studies1 have shown that when people use shared-modes they are more likely to also use transit. This is because shared modes provide users with more trip-making options, making it easier for them to live car-free. For example, individuals can use transit for commute trips and local travel, bike share for first-last mile connections, and carshare for large shopping trips or weekend excursions, ultimately allowing them to forgo car ownership entirely. In fact, “supersharers” – those who regularly use multiple shared modes such as carsharing and bike sharing – own half as many household cars as those who only use public transit.

1. IntroductionOver the last decade the transportation landscape has significantly evolved. Demographic shifts, increased urbanization, and changes in employment types and arrangements have put new demands on existing transportation and transit networks. At the same time, breakthroughs in technology have ushered in new vehicles, new services, and new ways to travel. Collectively, this is changing how people think about mobility.

Given these new pressures and opportunities, municipalities throughout the greater Denver region and Regional Transportation District (RTD) recognize the need to rethink how they deliver mobility. This Guidebook, therefore, explores ways for RTD and agencies throughout the region to cost-effectively improve and expand transit access, while also offering customers more ways to make more trips.

Household vehicle ownership by shared-mode experience

Source: Murphy, “Shared Mobility and the Transformation of Public Transit”

22 Buchanan et al, “From Sorry to Superb: Everything You Need to Know about Great Bus Stops” 3 Fan et al, “Perception of Waiting Time at Transit Stops and Stations”; Kim et al, “Impacts of Bus Stop Improvements”

To effectively improve transit access and customer mobility, RTD and local stakeholders must first consider some of the core questions surrounding mobility:

• How do people know about their options?

• How do they access them?

• How can they use them in conjunction with transit?

• How can mobility be better integrated into the community?

Addressing these questions is complex and requires a multi-pronged approach, which RTD has taken. The recent First-Last Mile Strategic Plan has defined strategies and policies to improve multi-modal connections to RTD services. These Guidelines complement that effort by looking at what RTD and local partners can do at transit stops and stations to improve mobility and transit access by focusing on the physical and virtual infrastructure elements that are needed to support multi-modal and intermodal trip making. Options such as dedicated space for shared-mobility, enhanced pedestrian connections, integrated trip planning, and local placemaking are all strategies that will allow RTD and municipalities to guide the transition of stops and stations to more comprehensive mobility hubs, ultimately making transit more attractive to more people.

In addition to improving mobility and transit access, mobility hubs also offer municipalities an opportunity to work in tandem with RTD to improve community livability. The introduction of shared modes has put increased demands on streets and sidewalks, forcing cities and municipalities to rethink how these public spaces are managed. The expansion of Transit Oriented Development (TOD) style development has also put an increased focus on the use of public spaces and the transportation – land use connection. Mobility hubs will provide focal

Source: DenverUrbanism

Why are Mobility Hubs important?

“The design and configuration of stops and stations impacts how everyone on the street interacts with the transit system” – NACTO Transit Street Design Guide

Stops and stations are the “front door” of transit and can either attract or deter users based on how they are configured and designed. Well-designed stops with basic amenities such as shelters and benches improve perceptions of transit service and help bolster ridership2. Studies from the University of Minnesota and the University of Utah have found that stops with shelters, benches, sidewalk connections, and real-time information grow ridership more than stops without amenities and that those same amenities reduce perceived wait-time at stops by nearly 50 percent3. As the first place most people interact with the transit system, stops undoubtedly play a crucial role in attracting and retaining riders.

As new mobility options continue to spread across the Metro Denver area, stops will naturally evolve from transit access points to mobility access points. Proactively planning for and guiding this transition will allow both RTD and its municipal partners to ensure stops remain attractive useful places and that the transportation system remains accessible and equitable for all.

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points as cities around the region work to optimize and manage public space in a way that improves the public realm and maximizes mobility and access for all users. Using mobility hubs to strengthen the connection between mobility, people, and places will allow RTD and municipalities to collectively maximize the shared value of transit and the public experience.

1.1 Document PurposeRTD and municipalities throughout the Metro Denver area have been proactively addressing the evolving transportation landscape by adopting principles and goals that support collaboration, strategic partnerships, placemaking, growth and the integration of new modes. Numerous studies have been done or are currently underway which support the development of a sustainable multi-modal transportation network, embrace innovative technologies, and explore strategic mobility partnerships.

Some examples of recent studies include the Mobility Choice Blueprint Plan (RTD), the North Boulder Mobility Hub project (City of Boulder, RTD, Boulder County and CDOT), the First and Last Mile Strategic Plan (RTD), Mobility Action Plan (City of Denver), and Denveright (City and County of Denver).

These Mobility Hub Guidelines offer a next step for the region by providing different strategies and tools RTD, city and county leaders, and local stakeholders can use as they consider mobility access and how and where alternative mobility can integrate with the existing public transportation system. The Guidelines focus on the factors that contribute to successful mobility hubs by describing the functions, amenities, infrastructure, and services that make it easier for people to access transit and other transportation options. They consider both the physical elements related to access (sidewalks, shared-mode parking, bicycle infrastructure, etc) and the elements that facilitate access (mixed-use environments, real-time information, integrated trip-planning, etc), acknowledging the importance of both.

The Guidelines consist of four main sections:

1. Introduction – Provides an overview and document purpose

2. What is a Mobility Hub? – Defines mobility hubs and their goals and objectives

3. What are the types of Mobility Hubs? – Establishes mobility hub typologies

4. Mobility Hub Toolbox– Provides a toolbox of hub components and guidance on the use of each treatment

While these Guidelines present strategies and actionable steps, it is important to note that success, above all, will hinge on partnerships, local engagement, and a shared vision for the future. Given the complexity of urban mobility, a collaborative approach to planning for and implementing integrated access will be fundamental to ensuring the transportation system continues to work for people of all ages, incomes, and mobility needs.

Lastly, this document represents a snapshot in time. The mobility environment is dynamic and continues to rapidly evolve. RTD Service Development anticipates updating these Guidelines as new information, modes, best practices, and opportunities emerge.

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2. What Is a Mobility Hub?Mobility hubs are more than just transit stops. They are community focal points that seamlessly integrate various transportation modes, provide supportive multimodal infrastructure, and utilize placemaking strategies to create activity centers that maximize first–mile last-mile connections and increase the reach of transit. Mobility hubs can vary in size, programming, and design depending on the specific context and function of each location. Generally, they are focused on a transit stop or station, but can also include the surrounding area that is accessible within a 5 to 10-minute walk from the stop or station. For example, a parked carshare may be located a block or two from the transit stop, but with proper wayfinding it becomes part of the hub from the customer perspective. Likewise, retail and services such as grocery stores, coffee carts, or health clinics located at or around a transit stop or station can also be considered part of the hub, as they help maximize the hub’s functionality by making it a destination in and of itself.

Ultimately the goal of mobility hubs is to improve transit connectivity and access, thereby making transit more attractive to more users,

by providing multimodal services and activities at or around transit stations. This goal can be achieved by focusing on two objectives: transit and mobility access and placemaking4. These objectives can be achieved by using several strategies, outlined below, which serve to further define the role of mobility hubs within the transportation system. Understanding these objectives and strategies will allow all agencies involved to evaluate and prioritize potential hub improvements and investments.

Because mobility is driven by both land use and transportation factors, the development of successful mobility hubs will require partnerships and mutual investments by both RTD (transit factors) and local municipalities (land use factors).

4 Engel-Yan and Leonard, “Mobility Hub Guidelines: Tools for Achieving Successful Station Areas”

Improve Connectivity and

AccessGoal

Transit and Mobility Access

Objective

Seamless Transfers

Strategy

Balanced Access

Strategy

Value-added Customer Amenities

Strategy

Placemaking

Objective

Mixed-Use Environment

Strategy

Strong Sense of Place

Strategy

Mobility Hub

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Mobility Hub StrategiesSeamless Transfers: Easy transfers between transit modes and routes and between transit and other modes. Improving the transfer experience reduces customer wait times, encourages the use of sustainable mobility such as transit and other first-last mile modes, and reduces the need for single-occupant vehicle travel.

Balanced Access: Safe and equitable direct access to transit for all users by a variety of modes. High-quality connections between the transit system and the surrounding community allow for increased access by a variety of users and modes and help reduce conflicts between pedestrians, cyclists, and vehicles.

Value-Added Customer Amenities: Elements that respond to customer demand, facilitate transit use, and enhance customer safety and comfort. Amenities, such as shelters and real-time information, improve the customer experience and make transit more attractive by providing convenience, comfort, safety, and information.

Mixed-use/Transit Oriented Development Environment: Attractive destinations that combine diverse uses to create a vibrant urban environment. Clustering a variety of uses near stations increases transit accessibility, expands mode choice, and provides a critical mass of riders.

Strong Sense of Place: High-quality stations that are sensitive to the context of the built environment and the community’s vision. Well-designed stations improve the image and attractiveness of transit, serve as landmarks within the community, and can become destinations in and of themselves.

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3. Mobility Hub TypologiesWhile all mobility hubs should strive to achieve a balance of the hub objectives by using the strategies described above, the planning and development of these spaces cannot take a “one-size-fits-all” approach. Successful hub development must account for both the land use context and transportation function of each location. Establishing different hub typologies acknowledges the Metro Denver area is a diverse region full of unique challenges and opportunities, which necessitates varying levels and types of mobility investments. The following sections outline the typology categories that can be used to classify hubs: transportation function and land use context. As hubs are developed, they can be defined by typologies from both categories.

3.1 Existing Transit and MobilityTo understand the transportation functions hubs must support, it is important to first identify the existing transit and mobility options in the RTD service area.

RTD is the primary transit provider in the Denver region, covering nearly 2,400 square miles and serving 40 municipalities across eight counties. To serve the 3.03 million people in its service area, RTD provides over 132 bus routes, 9 rail lines, over 80 Park-n-Ride facilities, and demand response services. Additional transit providers in the region include the Colorado Department of Transportation, which offers regional Bustang bus service in and out of Denver, and Transfort, which provides regional express service, called FLEX, between Boulder and Fort Collins.

In 2017, RTD’s average weekday boardings totaled 329,000 across all modes, with the number of annual unlinked passenger trips reaching approximately 98,000,000. RTD bus services accounted for 67 percent of those total unlinked passenger trips5, highlighting the importance of the bus network for regional mobility.

To provide access to these transit options, RTD currently utilizes seven types of transit facilities. These facilities will be starting points for mobility hubs going forward:

• Transit Center (Union Station, Downtown Boulder Station, Civic Center Station)

• Rail Station

• Park-n-Ride with Bus and Rail Service

• Park-n-Ride with Bus Service

• Timed Transfer Hub

• Bus Station

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RTD Annual Unlinked Passenger Trips by Mode

5 Based on ridership numbers for 2017 reported to the National Transit Database: https://www.transit.dot.gov/sites/fta.dot.gov/files/transit_agency_profile_doc/2017/80006.pdf

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In addition to RTD services, numerous technology-driven mobility services are also available throughout the Metro Denver area. Due to limited data on their usage, it is hard to ascertain whether these modes and services are competing with or complementing transit in the Denver region. Planning for ways to facilitate intermodal trip making with these modes, however, is one way agencies in the area can proactively ensure they complement rather than compete with transit and sustainable mobility.

• Ride hailing: A service providing on-demand door-to-door transportation for a customer, distinguished from traditional taxi service by use of an online-enabled platform to connect passengers in real time with available local drivers providing trips in their personal vehicles. Companies that provide these services are typically referred to as Transportation Network Companies (TNCs). Ride hailing services in Denver include Uber and Lyft.

• Microtransit: IT-enabled private multi-passenger transportation services that serve customers using dynamically generated routes. Passengers are generally expected to go to centralized points to be picked-up or dropped-off. Vehicles can range from large SUVs to shuttle buses. One provider, Chariot, recently piloted services in Denver.

• Shuttles: Corporate, regional, and local shuttles that make limited stops, typically only picking up specified riders. These can be operated by the transit agency, municipality, or a private entity. Examples include the Lone Tree Link, FlexRide, and the Englewood Shuttle.

• Ridesharing/Carpooling/Vanpools: While informal, employer-based or community-organized carpooling amongst friends and neighbors is a long-standing tradition, technology has expanded the communication network to help connect people making similar trips to maximize ridesharing opportunities. One example of technology-driven ridesharing is the Way to Go program, a partnership between the Denver Regional Council of Governments (DRCOG) and transportation management associations.

• Carsharing: A community of members who have access to cars for short-term rental on an as-needed basis, usually paying based on time or distance. Most carsharing services are station-based, where renters pick up the car from a station and return it to the

same station when they are finished. Similar to a traditional car rental service, except that cars can be rented for shorter time periods, gas and insurance is included, and cars can be rented 24/7 without the cost of staffing a pick-up center. Carsharing services in the Denver include: eGo Car Share, car2go, Zipcar, and Maven.

• Bike sharing: A fleet of bicycles made available for shared use to individuals on a short-term basis, essentially a bike rental service. Customers purchase access to the bikes either at the bike sharing station kiosk, online, or using a smartphone app. Access may be offered hourly or in the form of a monthly or annual pass. “Docked” bike sharing services lock bikes in docks and require that bikes be returned to a docking station. Digital tracking of the bikes helps users located available bikes. Bike sharing services in the RTD service area include Denver B-Cycle and Boulder B-Cycle.

• Shared Micro-mobility: Small human- and electric-powered transportation solutions like e-scooters, e-bikes, and mopeds. Micro-mobility is intended to provide first-last-mile solutions to transit trips or replace short trips (generally those under three miles) taken by transit, private vehicle, or ride-hailing services. Electric bike and scooter services in the RTD service area include Lime, Bird, Lyft, Spin, JUMP, and Razor.

3.2 Transportation FunctionsThe transportation function of hubs is driven by both the activity levels and customer movements at existing stops. The following sections therefore examine the level and type of activity at stops, which will be used to help prioritize investments. The activity analysis of ridership was developed to help narrow down candidate hub locations by identifying places where investments would benefit the highest number of customers. Other factors, however, such as equity and connectivity, should also be considered when selecting sites from the identified list of potential hubs.

3.2.1 Activity ThresholdsTo help prioritize investments, analysis was done to identify locations with the highest total average weekday activity throughout the RTD

106 Thresholds should be evaluated regularly to account for changes in system ridership

service area. The first step in the process was a consolidation of stops based on their main cross street, which condensed opposite side stops (e.g., a northbound and a southbound stop serving the same location) into single locations. This was done to help ensure locations served by stop pairs were not artificially overshadowed by locations where boarding and alighting activity is consolidated at one stop. Following this consolidation process, all locations with total daily activity of less than one (347 stops) were removed from analysis. Next, stops that were clustered at specific locations but did not have the same exact main cross street (e.g., have different gates in their stop name) were manually consolidated. The remaining locations were then ranked and assigned a tier based on their total average weekday activity (boardings plus alightings).

Tier 1 stops are the highest priority for mobility hub locations for RTD and represent the top 1 percent of average daily activity. Tier 2 includes locations within the top 5 percent of stop activity, and Tier 3 locations denote the top 10 percent of activity. Locations that do not meet the Tier 3 threshold are not considered investment opportunities by RTD at this time. The following table shows the activity threshold for each tier, while the map on page 11 highlights these locations throughout the RTD service area.

Hub Activity Thresholds and Tiers

Tier Rank Active Threshold6 Number of Locations in Tier

1 Top 1% 1,400 53

2 Top 5% 270 206

3 Top 10% 150 253

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3.2.2 Stop FunctionsOnce a location has been identified for investment, further analysis should be performed to identify the dominant customer movements at that location, including where they are occurring. For example, are most customers transferring? Does boarding and alighting take place in the same physical location or is the location served by a stop pair? Is boarding and alighting activity balanced at the location? After this more detailed analysis is performed, amenity investments can be tailored to support the dominant customer movements and configurations at each location.

RTD has identified the following types of customer movements and hub configurations that should be evaluated during this more detailed analysis.

Customer Movements:

Entry: A transit trip encompasses everything from door (origin) to door (destination). Every trip requires at least a few steps (or bike/vehicle miles) to get to the bus stop, light rail station, transit center, or Park-n-Ride where a customer enters the RTD system. Ways to make entering the system more attractive and customer-friendly include clearly-marked stops, real-time information about transit arrival times, opportunities to purchase fare media, comfortable waiting areas, safe and convenient access, and system maps and information.

Transfer: Customers often need to make a transfer between RTD services to complete their trip. This movement should be supported and facilitated by fast, safe pedestrian connections that minimize walk distances and times through close proximity design and expedited crosswalks. Clear wayfinding signage, real-time arrival/departure information, and comfortable/safe waiting areas are also primary investment areas for high transfer activity hubs. Scheduling and timing are also critical at these locations to ensure customer-friendly transfers. The “time penalty” associated with transferring can be a deterrent for transit users and should therefore be minimized to make the trip as attractive and competitive as possible. Positive experience amenities, like retail, should also be considered.

Exit: Amenities that help customers get from where they alight the transit vehicle to their destination make transit a more appealing transportation choice. For example, bicycles or electric scooters for

the “last mile” of a trip should be placed at or as close as possible to the stop or station. Wayfinding for major destinations near the stop or station is also helpful when exiting the system, particularly for visitors.

Hub Configurations:

Consolidated Activity Hubs: Consolidated Activity Hubs are locations where stop activity has been consolidated to a single location (e.g., terminal bus stop at a rail station). Consolidated Activity hubs must support numerous different types of customer movements throughout the day, and thus must provide a baseline level of amenities that make transit attractive and convenient for customers. These amenities include pedestrian connections, shelters, benches, lighting, and basic service information and signage.

Stop Pair Hubs: Stop Pair Hubs are places where there are two physical stops that serve the same location (e.g., a northbound stop and a southbound stop on opposite sides of the street). Typically, each stop has a dominant customer movement – mostly boardings or mostly alightings. Treatments should be tailored to the dominant movement at each stop at these locations. For example, the stop that predominantly serves boardings should make entering the system as customer-friendly as possible. This can be accomplished via clear signage, opportunities to purchase fare media, attractive waiting areas, and system information to help riders plan any transfers. The stop that serves predominately alighting activity should feature amenities that help customers get from where they alight the transit vehicle to their final destination, such as wayfinding. Because access is important for both entering and exiting the system, some investments may be duplicated for both stops. One example of this would be pedestrian connections to and from the stops. Other access modes, such as bike share parking, may not warrant duplicate investments despite their importance for both entering and exiting the system. In these cases, detailed analysis of the specific hub location should be used to determine where best to place these amenities.

3.3 Land Use ContextIn addition to each location’s transportation function, it is important to consider the land use context of the location as well. As part of the First and Last Mile Strategic Plan, RTD identified five land use typologies throughout the Metro Denver area based on land use density,

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employment density, residential density, and accessibility/service levels. Each of these typologies (Figure 7) has been used here to provide context for the types of access and placemaking strategies that are most appropriate to employ at a given location.

For example, Downtown Denver is a dense urban core with a high diversity of destinations. This environment supports short trip-making, which can be accomplished by foot, bicycle, or scooter, and therefore requires high levels of modal integration. Conversely, low density and single-use locations in suburban residential areas likely have less frequent service and less street activity. Here, it is important to prioritize customer amenities that provide a sense of comfort and safety for transfers to first-last mile modes.

While RTD helps facilitate improved transit access via agreements and licenses with various other mobility providers, additional placemaking and access strategies, such as retail and service amenities or pedestrian and bicycle networks, fall outside the purview of RTD and will require partnerships and coordinated efforts with municipalities and other local stakeholders. This Guidebook is intended to help municipalities select placemaking and access strategies as they work with RTD on the development of mobility hubs.

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4. Mobility Hub ToolboxThis toolbox provides suggested tactics that can be used at mobility hubs by RTD, municipal partners, and developers to improve mobility access, support intermodal trip making, and make transit a more attractive choice to more people. It is intended to serve as a reference during the treatment selection process, recognizing that each location has unique challenges and opportunities.

Once a location has been identified for investment and analysis of key customer movements completed, a detailed hub investment plan can be developed. Each hub plan should be tailored to the specific context and needs of the location, incorporating the tools presented here as appropriate.

Each of the tactics included in this toolbox indicate the hub strategies the tactic supports; identify the key customer movements (functions) the tactic facilitates; and provide guidance on the most appropriate land use contexts in which to use the tactic.

Hub Strategies• Balanced Access

• Seamless Transfers

• Value-Added Customer Amenities

• Mixed-Use Environment

• Strong Sense of Place

Functions• Entry

• Exit

• Transfer

Land Uses• Urban Core

• Urban

• Suburban Mixed

• Suburban Residential

• Rural

177 See: Federal Transit Administration Circular “Americans with Disabilities (ADA) Guidance.” FTA C 4710.1. Issued November 4, 2015.

Americans with Disabilities Act of 1990 (ADA) Accessible Design requirements ensure transit facilities can be used and accessed by customers of all abilities. This includes features such as firm and stable boarding and alighting pads at stops, tactile curb ramps, and accessible connections to surrounding streets and sidewalks. The U.S. Department of Transportation has developed guidance for transit agency compliance with ADA, which is reflected in RTD’s design standards7. These guidelines should be referenced during all hub upgrades and new development.

ADA requirements include, but are not limited to, the following:

• Accessible walkways and pedestrian paths: For transit stops and stations to be accessible, there must also be accessible routes/paths to and from that stop/station. This means wheelchair-accessible paved sidewalks with minimal slope, curb cuts and tactile pads for crosswalks, and appropriate landing pads for vehicle ramps.

Source: www.ada.gov

• Passenger loading zones: Areas for non-transit vehicles dropping off or picking up passengers with disabilities at transit facilities must also be designed in compliance with ADA regulations. This may include curb ramps, crosswalks with both audio and visual cues, and other accommodations.

• Wayfinding and signs: Mobility hubs must not only connect passengers to transit physically, but also provide information and tools that help customers of all abilities use transit. Wayfinding signs, informational kiosks, and real-time information displays must be designed with consideration for ADA. Providing both an audio and visual option is one way to meet this requirement.

ADA Accessible DesignHub Strategies(s): Balanced Access, Value-Added Customer Amenities, Strong Sense of Place Primary Function(s): All Primary Land Use(s): All

18

Pedestrian access to transit is arguably the most important type of access agencies and municipalities can provide, given the majority of riders arrive at transit stops via walking (see page: The importance of pedestrian connections for ridership growth). Sidewalks that provide safe, clear, visible, and direct links to and from hubs ensure pedestrians can easily access transit. Pathways should be wide, free of obstacles, meet ADA standards, and have minimal curb cuts or driveways.

Based on 2016 sidewalk inventory data from the Denver Regional Council of Governments (DRCOG), just over 50 percent of RTD bus stops are within five feet of a sidewalk. Increasing this percentage is a key opportunity for the Metro Denver area to improve mobility access. Examples of RTD stops with missing pedestrian connections and full pedestrian access are shown below to illustrate the impact sidewalks have on stop conditions.

W Ellsworth and Galapago (Source: RTD)

The stop at W Ellsworth and Galapago does not have a paved sidewalk leading to the bus stop, or a landing pad, making it difficult for pedestrians to access. While this street has a lower density of land use, and thus lower pedestrian activity overall, it is still important that safe access to all stops is provided.

W Ellsworth and S Cherokee (Source: RTD)

In contrast, the stop at W Ellsworth and S Cherokee features an ample sidewalk and loading zone, as well as a shelter and bench, making it more far more accessible to pedestrians of all abilities than the first stop pictured.

Pedestrian AccessHub Strategies(s): Balanced Access, Mixed-Use Environment, Strong Sense of Place Primary Function(s): All Primary Land Use(s): Urban Core, Urban, Suburban Mixed, Suburban Residential

19

The importance of pedestrian connections for ridership growth

Transit ridership is comprised of three types of riders: Commuters, Occasional, and All-Purpose. Commuters use transit almost exclusively for work trips, occasional riders use transit only in specific situations, such as attending a sporting event, and all-purpose riders use transit for a variety of trip purposes across all time periods. While all-purpose riders account for only 32 percent of transit riders, they are responsible for over half of all transit trips that are made8. Making it easier for more people to become all-purpose riders, therefore, is a key factor in growing transit ridership.

When examining how all-purpose riders currently get to transit, a 2016 TransitCenter report found 80 percent of those surveyed indicated walking as their typical access mode9. This finding is also locally supported by the 2017 RTD Customer Satisfaction Survey, which found over 70 percent of respondents accessed their RTD stop by walking.

This means cities and municipalities throughout the Metro Denver area can help grow ridership by making it easier for more people to walk to transit. Concentrating development around transit corridors and stations and ensuring safe and pleasant pedestrian connections are fundamental steps cities can take to encourage transit ridership.

Typical Access Mode by Rider Type

Source: Higashide, “Who’s on Board 2016: What Today’s Riders Teach Us About Transit That Works”

8 Higashide, “Who’s on Board 2016: What Today’s Riders Teach Us About Transit That Works” 9 Higashide, “Who’s on Board 2016: What Today’s Riders Teach Us About Transit That Works”

2010 Includes on-street bike lanes, on-street protected bike lanes, and on-street bike routes

Bicycle accessibility elements can help grow transit ridership because they extend the reach of the transit system by increasing customer options for first-last mile connections, which increases the attractiveness of transit and improves its accessibility. There are three major aspects of bicycle accessibility as it relates to the RTD system: road infrastructure for bicycling, safe bike storage, and transit vehicle capacity for transporting bikes.

The stronger a network of bike lanes and paths, the more viable bicycling becomes as a first-last mile complement to transit service. Increasingly, urban areas within the RTD service area are growing their network of bike lanes and routes, particularly in Denver, Highlands Ranch,

Littleton, Lakewood, Arvada, Boulder, and Longmont. According to the most recent bike lane data available from DRCOG, 22 percent of RTD bus stops have a bike facility10 within 50 feet.

Secure bike parking (bike racks, lockers, high-capacity bike shelters) is essential for customers who may need a bike for one end of their transit trip, but not the other. Bike parking at transit facilities also helps relieve pressure for on-vehicle bike transport. 65 percent of RTD stations and Park-n-Rides have at least one bike rack or locker, and RTD’s Bike-n-Ride program is also pursuing additional bike parking solutions such as on-demand parking and higher-capacity bike shelters. The below

chart provides current guidance on the recommended number of bike racks and lockers to provide at different type/size hubs.

Stop Type / Size Recommended U Racks

Recommended Bike Lockers

Stop with Frequent Bus Service 1-2 -

Park-N-Ride with up to 25 spaces

1-2 -

Park-N-Ride with 25-50 spaces 2 2

Park-N-Ride with 50-100 spaces 4 4

Park-N-Ride with 100-300 spaces

5 6

Park-N-Ride with over 300 spaces

6-10 10-20

Major Facility 10-15 24-40

Source: RTD Bus Infrastructure Design Guidelines and Criteria

All RTD buses are equipped with bike racks (except the Free MallRide and Free MetroRide shuttles which serve short distance trip-making within normal biking limits). For light rail service passengers can stand with their bike against the rear or front of any light rail vehicle except

the first car, which is reserved for ADA passengers. Commuter rail also provides bike storage racks in each car.

Bicycle AccessHub Strategies(s): Balanced Access Primary Function(s): Entry, Exit Primary Land Use(s): Urban Core, Urban, Suburban Mixed, Suburban Residential

22%of RTD bus stops have a bicycle facility within 50 feet

65%of stations and park-n-rides have at least one bike rack or locker

100%of all local and regional RTD buses are equipped with bike racks

2111 Turnbull et al, “Park-and-Ride/Pool: Traveler Response to Transportation System Changes” 12 Denveright, “DenverMoves:Transit – State of the System”

Park-n-Rides facilitate transit access for customers living in areas not well-suited for local transit service by acting as collection points. Park-n-Rides are often most successful where the time and cost of completing the entire trip in a single-occupancy vehicle is much higher than the time and cost of using a personal vehicle for part of the trip and transit for the remainder. Location access and transit level of service have the greatest impact on consumer choice of Park-n-Rides versus other mode alternatives. Park-n-Rides that provide frequent service across extensive service spans and that also support multiple access modes tend to be most attractive11. In the Denver region, Park-n-Ride demand is highest along rail-lines and at locations where riders can walk, bike, or arrive via other transit options, highlighting the importance of multimodal connections12.

In addition to the formal Park-n-Rides operated by RTD, there are stops around the region that have developed into “informal Park-n-Rides”. These are stops that transit users have identified as preferred access points to the transit network and which are also conveniently accessible by car, even in the absence of a designated Park-n-Ride lot. Generally, they are street-side transit stops riders access by driving and parking on the street or in a vacant or unmonitored lot in the surrounding area. Informal Park-n-Rides can help identify candidate locations for formal Park-n-Rides and areas

where first-last mile connections may be lacking. It is recommended that RTD create an inventory of these locations to determine the scope of this mode and to help identify candidates for new first-last mile connections.

Parking / Park-n-RidesHub Strategies(s): Balanced Access Primary Function(s): Entry Primary Land Use(s): Suburban Mixed, Suburban Residential, Rural

Source: David Sachs, Streetsblog Denver

22

A designated zone for passengers accessing or egressing transit through another motorized transportation option ensures pick-ups and drop-offs do not interfere with transit operations and passengers can make their way safely to or from the transit boarding/alighting area. Such zones have become even more critical as on-demand ridesharing services join existing taxi and shuttle service and carpoolers in requiring space for picking up and dropping off transit customers.

Zones should be located along a right-of-way or in an area of a mobility hub where they do not interrupt the path of the transit vehicles. However, the zone must be close enough to the transit boarding/alighting area to be convenient. In scenarios where these zones are inconveniently located, some drop-off vehicles may look for more convenient spaces and slow down traffic and/or transit service. Depending on demand, a hub may require separate areas for waiting vehicles (taxi stands) versus those dropping off passengers. Vehicles waiting to pick up passengers may be waiting for longer periods of time (like a taxi waiting for customers), in contrast with the higher vehicle turnover of quick drop-offs.

The most common option for accommodating pick-ups and drop-offs is designated curb space with signs and painted curbs. In addition to physically identifying passenger loading zones, it is important to also provide the exact locations to Transportation Network Companies (TNCs) such as Uber or Lyft to integrate into their apps. This ensures specific pick-up/drop-off instructions are sent to both drivers and passengers. These designated spaces are typically easier to implement at large Park-n-Ride facilities in low-density areas with

fewer space constraints but are also important in denser urban areas where there is more competition for curb space. In some cases, curbside pull-outs for pick-up/drop-off vehicles can be provided, which is especially useful where the zone shares a right-of-way with the transit vehicles.

Passenger Loading ZonesHub Strategies(s): Balanced Access Primary Function(s): Entry, Exit Primary Land Use(s): All

Curbside Management Practitioners Guide 9

(Source: NACTO Curb Appeal)

BEFOREUnorganized steets cause friction between vehicles and reduce transit reliability due to blockages.

AFTEROrganizing a street and curb space allows more efficient flow & operations for both transit and general traffic.

Example Pick-up/Drop Off Zone

Source: ITE Curbside Management Practitioners Guide

2313 Parzen, “Shared-Use Mobility Reference Guide.” 14 Reese, “Denver Car Share Program Summary”

Carsharing in RTD Service Area: eGo Car Share, car2go, Zipcar, and Maven

Carsharing can help reduce VMT and car ownership rates, while also encouraging greater transit usage13. Parking for carshare vehicles can either be fixed-space or free-floating, which is typically determined by the carshare provider’s rules. More traditional carshare models are oriented to longer round-trips and use fixed-space parking, which requires users to return a vehicle to the location where they picked it up. These systems are more oriented to “last-mile” connections and should be located close to transit system exit points. Some newer carshare models allow for one-way trips and do not require vehicles to be parked in specific spaces, though municipalities may choose to permit which spaces these providers can use. This model supports shorter trip making and can be used for both first and last mile connections. As such, transit agencies and municipalities should consider space for these vehicles at both system entry and exit points.

Currently RTD supports connections to carshare through a relationship with car2go, which allows carshare vehicle parking at stations around the region. Analysis of car2go rentals from January to March of

2016 found over 2,000 rentals started or ended at an RTD station. In addition, the Denver Carshare Program Summary found 29 percent of carshare members have given up a personal vehicle and 85 percent report using public transit as much or more often since becoming members. With an average annual percent growth in carshare membership of 43 percent14, continuing partnerships with these providers is an opportunity area for RTD to support intermodal trip making and improve mobility.

Carshare AccessHub Strategies(s): Balanced Access Primary Function(s): Entry, Exit Primary Land Use(s): Urban Core, Urban, Suburban Mixed, Suburban Residential (applicable to fixed-space, round-trip models)

Source: chinookbook.com/denver-boulder/ego-carshare-denver

24

Bike sharing in RTD Service Area: Denver B-Cycle, Boulder B-Cycle

Like other bicycling amenities, bike share helps improve the reach of the transit system by improving first-last mile connections, with the added benefit of providing users access to bicycles without the costs and responsibility of ownership. Research shows that in cities with high transit use and bike share, over 50 percent of bike share users report regularly linking bike share trips with transit trips15.

RTD has partnered with B-Cycle - one of the bike share providers - by allowing them to locate stations on RTD property, which makes it easier for users to combine transit trips with bike trips. Denver B-Cycle estimates that over one-third of Denver B-Cycle users combine B-Cycling trips with a transit trip. RTD should continue to work with bike share operators to locate bike share stations at or near mobility hubs to maximize transfer opportunities for customers. Bike share dock configurations can be tailored to each location based on available space.

Bike Share AccessHub Strategies(s): Balanced Access Primary Function(s): Entry, Exit Primary Land Use(s): Urban Core, Urban, Suburban Mixed

15 NACTO Bike Share Station Siting Guide

B IKE SH A RE S TATI O N SITIN G 13

IN T R O D U C TI O N

Angled Dock (45 degrees)

Standard

Double-sided

Back-to-back

Curved or Angled

Right Angle

How much room do you need? A 15 dock example *

Bike share stations can be configured to fit in a variety of spaces. For example, a station that uses angled docks is only 4.5’ wide, ideal for narrow sidewalks. However, the angled plate configuration requires more length for the same number of docks than a standard plate. In contrast, a back-to-back station layout requires significantly more width – 13’ wide – but almost half as much length.

* Approximate measurements for systems using B-Cycle and Motivate systems.

4.5'

52.5'

Standard6’ x 40’

6'

40'

10'

28'

13'

20'

Variable

Variable

Variable

Variable

B IKE SH A RE S TATI O N SITIN G 13

IN T R O D U C TI O N

Angled Dock (45 degrees)

Standard

Double-sided

Back-to-back

Curved or Angled

Right Angle

How much room do you need? A 15 dock example *

Bike share stations can be configured to fit in a variety of spaces. For example, a station that uses angled docks is only 4.5’ wide, ideal for narrow sidewalks. However, the angled plate configuration requires more length for the same number of docks than a standard plate. In contrast, a back-to-back station layout requires significantly more width – 13’ wide – but almost half as much length.

* Approximate measurements for systems using B-Cycle and Motivate systems.

4.5'

52.5'

Standard6’ x 40’

6'

40'

10'

28'

13'

20'

Variable

Variable

Variable

Variable

Example 15 bike station configurations

Source: NACTO Bike Share Station Siting Guide

25

Micro-mobility refers to small shared-use vehicles, such as e-scooters and dockless e-bikes. Micro-mobility provides new options for first-last mile transit connections and is best used for short-distance trips in dense urban areas. These vehicles are typically rented through smart-phone apps and can be picked up or dropped off anywhere, making them “dockless”. Despite being dockless, cities can designate locations where these vehicles can be left, or “locked”, at the end of a trip to help maintain organized rights-of-way and station areas. The chart on page 26 provides considerations for different vehicle locking and space placement options.

Micro-mobility in the Denver Region

Micro-mobility in RTD Service Area: Lime, Bird, Lyft, JUMP, Spin, and Razor

RTD has developed a License Agreement with dockless mobility device (DMD) operators, Lime, Bird, Spin, Lyft, Jump, and Razor. The terms of this License indicate specific parking locations for scooters at RTD stations, using a painted stencil/vertical signage and integrating these locations into scooter company apps. Scooters are also not allowed on RTD vehicles, both to keep them in the Denver service area and to reduce on-board transit vehicle clutter.

Currently there is limited data on the use of these emerging technologies. However, programs like the Denver Public Works Dockless Mobility Vehicle Pilot Permit Program are requiring micro-mobility services to gather data on ridership/usage and report it to

the City and County of Denver. Other municipalities may take similar measures as the use of these shared mobility vehicles in public rights-of-way grows.

Micro-mobility AccessHub Strategies(s): Balanced Access Primary Function(s): Entry, Exit Primary Land Use(s): Urban Core, Urban, Suburban-mixed (if surrounded by dense employment)

Source: RTD

26

27

Micro-mobility Access Hub Strategy(s): Balanced Access Primary Function(s): Entry, Exit Primary Land Use(s): Urban Core, Urban, Suburban-mixed (if surrounded by dense employment) Micro-mobility refers to small shared-use vehicles, such as e-scooters and dockless e-bikes. Micro-mobility provides new options for first-last mile transit connections and is best used for short-distance trips in dense urban areas. These vehicles are typically rented through smart-phone apps and can be picked up or dropped off anywhere, making them “dockless”. Despite being dockless, cities can designate locations where these vehicles can be left, or “locked”, at the end of a trip to help maintain

Placement Considerations Pros Cons

Locking Options

Unrestricted: Vehicles can be left anywhere that doesn’t block ADA space

• Easy to understand • Vehicles can be left anywhere,

making trips easier

• Can block sidewalks and crosswalks, hindering pedestrian access

• Can be seen as ‘clutter’, which creates a negative image

Encouraged Placement: Vehicles can be left in most places with some limitations (e.g., must be in the street furniture zone)

• Vehicles can be left most anywhere, making trips easy

• Relatively easy to understand

• Can be difficult to inform users where vehicles can be left

Lock-to: Vehicles must be locked to a fixed object

• Orderly, ensures pedestrian access not impeded

• Parking opportunities may be limited

• May compete with personal bikes

Space Provided

Painted Boxes: Parking area designated with on the ground markings

• Inexpensive, easy to install • Branding opportunity • Provides predictability

• Paint will wear • May not fully address clutter issue • Only for use on wide sidewalks or

areas with limited pedestrian activity

Street Corrals: Designated racks located in the curb lane

• Relatively inexpensive • Easy to understand • Addresses clutter issue • Ensures pedestrian space not

impeded • Provides predictability

• Takes parking away

Signed Sidewalk Racks: Designated racks located on the sidewalk

• Relatively inexpensive • Easy to understand • Addresses clutter issue • Provides predictability

• Only for use on wide sidewalks or areas with limited pedestrian activity

Geo-fencing: The use of GPS or RFID technology to create a virtual geographic boundary

• Requires no physical equipment

• Provides some control over parking

• Easy to designate large areas where vehicles are not allowed

• Accuracy limited, sometimes vehicles not where app shows them to be

• Does not address clutter issue • Relies on users to check app for

geo-fenced areas

Source: NACTO Policy 2018: Guidelines for the Regulation and Management of Shared Active Transportation

Source: NACTO Policy 2018: Guidelines for the Regulation and Management of Shared Active Transportation

2716 Brakewood et al, “A Literature Review of the Passenger Benefits of Real-Time Transit Information” 17 Watkins et al, ““Where Is My Bus? Impact of Mobile Real-Time Information on the Perceived and Actual Wait Time of Transit Riders.”

Infrastructure/Embedded Sign Systems

Several studies have indicated that knowing how many minutes until a transit vehicle arrives makes the wait time “feel” faster to customers (perceived wait time)16. The “peace of mind” real-time information offers to transit riders not only improves the experience for existing users, but also helps attract new riders. Embedded real-time information systems can improve transit’s profile, making it more visible and appealing as a transportation option17.

One option for sharing estimated transit arrival times based on real-time information is through passenger information displays (PIDs). Some PIDs can also offer service information for nearby private mobility providers, such as TNCs, which improves the travel experience for customers who are making intermodal trips. Placing these at high-use stations and major transfer hubs provides easy-to-check information to anyone in the area, closing a gap between those with and without smart phones and/or Internet access. Many systems also provide both audio and

visual arrival updates to ensure persons with visual or hearing-related disabilities or difficulties are not disadvantaged. Agencies should also consider their Title VI and/or Limited-English Proficiency Plan to provide information in multiple languages, when appropriate. Given the cost of initial purchase and maintenance of such signs, their use should be prioritized at major transfer hubs and hubs with high levels of boarding activity.

Web and Mobile Apps

Real-time arrival information provided through a text message, web app, or mobile app system allows users to access service information before they get to their stop or station, making them a complementary investment to PIDs. While information displays help reduce the perceived wait time, increasingly popular apps can reduce actual wait time and/or travel time because anyone with a smartphone can access this information anytime, anywhere. A customer may find that they can take a different route for a faster travel time if they walk an extra few blocks to a different stop. Or, they may decide to stop for coffee if they know ahead of time that their train is running late, rather than spending that time waiting at the station. In addition, these services are generally more cost-effective for the agency than installing and maintaining a screen at every stop in the system. RTD currently offers real-time arrival information through the “Next Ride” web app, which can be accessed on any web browser through RTD’s website, along with several other third-party apps described under ‘Integrated Trip Planning’.

Real-time Arrival InformationHub Strategies(s): Seamless Transfers, Value-Added Customer Amenities Primary Function(s): Entry, Transfer Primary Land Use(s): All

Source: RTD

28

Much like real-time arrival information, tools for trip-planning based on scheduled or real-time data can be provided through physical infrastructure and personal technologies (computers and mobile devices). Touchscreen kiosks in heavily-trafficked areas, like the arrivals area of an airport or a pedestrian plaza in a busy district, can include schedules, maps, and trip-planning options. However, the increasingly popular approach to trip-planning is based on both static and real-time data provided to web and mobile applications.

Rather than referring to multiple paper schedules and maps, customers can simply type their origin and destination into a trip planning app and the program does the work of finding the fastest route. These apps can use static information (all of the scheduled arrival and departure times across the system) or real-time data provided by automated vehicle location (AVL) data. When real-time transit data, real-time traffic data, and trip-planning capabilities merge together, it makes transit easier to use for customers. It also helps users identify the options that are available to them that they may not have been aware of otherwise. An example of these integrated services is Google Maps, which indicates the cost (for some modes, such as TNCs) and maps the fastest route by car, transit, rideshare service, and even walking and biking. The consumer can then select the mode that best suits their needs. While Google Maps offers some options for intermodal trip making, such as combined walking and transit trips, it has a limited capacity for intermodal trip-planning.

RTD has made significant strides to not only keep up with technology, but to continually engage with emerging technologies to provide information to as many customers as possible. RTD makes scheduled

and real-time system data available in the General Transit Feed Specification (GTFS) so that third-party developers can integrate RTD into their transit planning apps. GTFS is a data format for transit schedules and associated geographic information that functions as a shared language and allows developers to integrate data from any agency into a transit trip planning web or mobile application.

Scheduled GTFS Based Apps Real-time GTFS Based Apps

Go Denver Google Maps

Open Trip Planner (RTD) Moovit

Transit! ezRide

Parkable Transit Tracker

CG Transit Transit App

Walk Score Swiftly

Roadify Transit TripGo

Map Quest Next Ride (RTD)

Apple Maps

Integrated Trip-PlanningHub Strategies(s): Balanced Access, Seamless Transfers, Value-Added Customer Amenities Primary Function(s): Entry, Transfer Primary Land Use(s): All

2918 NACTO “Transit Street Design Guide”

Integrated and electronic fare payment options help facilitate seamless intermodal trip making by allowing customers to pay for all parts of their trip, regardless of mode, with a single ticket or app. This greatly improves the convenience of travel for customers and improves the attractiveness of transit. Currently RTD offers both smart card fare payment (MyRide), and mobile ticketing. This is significant for several reasons. First, these technologies create a solid hardware and software foundation that can be leveraged in the future for integrated ticketing. Secondly, mobile ticketing allows for off-board fare payment which is convenient for customers and reduces passenger boarding times, with dwell per passenger typically falling from 4 seconds per passenger to 2-2.5 seconds per passenger18.

In addition to these options, RTD has also been awarded a grant from the Denver Regional Council of Governments (DRCOG) to develop an open payment platform that would allow all RTD vehicles to accept multiple forms of payment, including credit cards, student payment cards, etc. The project, which will begin in 2019-20, will also provide new payment reader hardware on LRT and Commuter rail vehicles in place of the current fare readers located at the rail boarding platforms.

Integrated and Electronic Fare PaymentHub Strategies(s): Balanced Access, Seamless Transfers, Value-Added Customer Amenities Primary Function(s): All Primary Land Use(s): All

Source: RTD

3019 www.downtowndenver.com/home/about-us/special-districts/downtown-denver-business-improvement-district/pedestrian-environment/wayfinding/

In order to make transportation decisions, a person must be able to figure out where they are, where they want to go, a path to get to there, and have opportunities to verify they are on the right track throughout their trip. Before web and smartphone apps, printed guides with schedules and system maps were the only option for customers learning to use a system. These were supplemented by large system maps posted at major stops and stations with the relevant timetables listed at a stop. These physical wayfinding tools are still critical in an environment where every rider might not have access to the web or a smartphone. Even those with smartphones will use them for validation.

RTD is continuing to work toward integrating physical and digital wayfinding to better serve its customers. One example of this integration is the Next Ride mobile website. While waiting at a stop, a rider can locate their stop in the app by typing in their stop ID number (located on bus stop sign) or searching for the intersection. The Next Ride app will provide details on the routes that serve that stop and when the next vehicle for each route will arrive based on its real-time location.

In addition to helping customers navigate the transit system, wayfinding infrastructure at and near hubs can help tie together transit and the surrounding neighborhood, creating a stronger sense of place. Signs that help orient customers to their surroundings and highlight key destinations within walking distance help to make the transit experience more enjoyable and user friendly. Signs and maps are also key in alerting pedestrians and others in the area of the existence of transit and other mobility options they may not have been aware of otherwise.

Multi-modal Wayfinding

Since 2013 the New York City Department of Transportation has worked to improve pedestrian wayfinding throughout the city with an initiative called WalkNYC. WalkNYC aims to encourage walking and transit use by providing clear and consistent multi-modal information that improves navigation. Each sign kiosk includes a “heads up” oriented map, which corresponds to the direction the user is facing, the streets in a five-minute walk radius, bike routes, transit lines and entrances, parks, playgrounds, and major landmarks.

A similar pilot program by the Downtown Denver Partnership installed 20 “transit pillars” in the Downtown Denver Business Improvement District to help both residents and visitors navigate the area19. The pillars are installed at transit stops and provide real-time bus arrival times on a digital screen, as well as a map of destinations within walking distance.

WayfindingHub Strategies(s): Seamless Transfers, Value-Added Customer Amenities, Strong Sense of Place Primary Function(s): All Primary Land Use(s): All

Source: www.nyc.gov

3120 RTD Service Development Policies and Standards. Revised July 22, 2016. Page 11.

Shelters play an important role in the customer wait experience. Their primary function is to protect passengers waiting for transit from the elements, providing shade from sun and cover from wind, rain, or snow. Shelters work well when they include benches, however, even a benchless shelter with ample room for standing, leaning, or parking a mobility device is a vast improvement over a stop with no passenger amenities. Shelter sides should be transparent or partially transparent, if possible, so drivers can see if there are customers to pick up and to provide a sense of safety and security. In addition to improving the customer wait experience, shelters also help improve the visibility of transit in the community. Enhanced shelters help elevate transit’s profile within a community and can integrate additional customer experience elements such as real-time arrival information, ticket vending machines, WiFi, and trash receptacles. RTD’s Bus Infrastructure Standard Drawings should be referenced during the development of all shelters.

RTD’s transit network currently services approximately 10,000 bus stops. Of those stops, about 340 have RTD shelters – slightly over 3 percent. The RTD Service Development Policies and Standards document presently puts the minimum threshold for a shelter at 40 boardings per day20. Boardings are only one consideration, however, in shelter placement decisions. Site restrictions, land ownership, installation and maintenance costs, Title VI, and ADA Regulations are all elements that influence RTD’s ability to install shelters.

Currently 24 percent of stops that meet the minimum boardings threshold have an RTD shelter, however in many parts of the service

area RTD shelters are supplemented by commercial and municipal-owned shelters. These commercial and municipal-owned shelters are vital to the system, as RTD does not control most of the land on which its stops are located, and therefore cannot install shelters without collaboration from the land owning and regulating entities. Increasing the number of locations with shelters is an opportunity for both RTD and municipalities to make transit more attractive to more users.

SheltersHub Strategies(s): Value-Added Customer Amenities, Strong Sense of Place Primary Function(s): Entry, Transfer Primary Land Use(s): All

Source: RTD

3221 Kim et al, “Impacts of Bus Stop Improvements”

Studies have shown ridership grows more at stops with shelters, benches, and sidewalk connections than those without them21. Benches provide an opportunity for customers to rest and can make transit appear more comfortable and convenient. They are especially important to riders with physical limitations who may be unable stand for extended periods of time and at locations with less frequent transit service, where customers have longer off-board waits.

RTD has no minimum boardings warrant for installing a bench but typically installs a bench with each shelter, with shelter placement determined by ridership activity. Most RTD Park-n-Rides and stations also have at least one bench for customers waiting for transit service. Rider surveys and engagement can help RTD determine the most strategic locations for investing in benches, so long as the stated warrants and resource allocation process complies with Title VI and ADA regulations and all other laws.

BenchesHub Strategies(s): Value-Added Customer Amenities, Strong Sense of Place Primary Function(s): Entry, Transfer Primary Land Use(s): All

Source: Denver Urbanism

33

Well-lit transit facilities and surrounding areas contribute to a better access and waiting experience, improving the safety and/or perceived safety of the customer. Lighting at a mobility hub not only plays a role in the customer experience, but also helps bus drivers identify stops and the presence of passengers and pedestrians. Furthermore, lighting can maximize the effectiveness of any security cameras, ensuring what is caught on tape is fully visible.

Lighting plans should be designed such that lighting patterns overlap, so no area is entirely dependent on a single lamp, and dark spaces are eliminated. The APTA recommends that lighting for pedestrian walkways be placed about every 30 feet22. This, of course, depends on the bulb/lighting type and surrounding landscaping and land use environment. In areas where lighting is deemed non-critical at all hours, standby lighting (motion-activated or manually-activated) may be appropriate to reduce energy costs and environmental impact. Some transit systems have also started experimenting with solar-powered lighting to minimize environmental impact. Lighting at RTD mobility hubs should be designed in accordance with the illumination standards in the RTD Bus Infrastructure Design Guidelines & Criteria (Section 10).

22 American Public Transit Association. “Security Lighting for Transit Passenger Facilities.”

LightingHub Strategies(s): Value-Added Customer Amenities, Strong Sense of Place Primary Function(s): All Primary Land Use(s): All

Source: www.politico.com/magazine/gallery/2016/05/photos-denver-colorado-urban-redevelopment-10th-osage-000635?slide=0

Lighting at the 10th & Osage Station

34

Successful mobility hubs facilitate both transit service delivery and local placemaking. Placemaking connects the concept of livability to specific locations within a community, bringing a broad, multifaceted goal to a scale that is both relevant and manageable. As existing activity generators within a community, transit stops and stations are convenient locations for municipalities to leverage for placemaking. Integrating active uses such as retail and public space at mobility hubs creates a safe, comfortable, and multi-functional space that maximizes a hub’s functionality.

This approach falls under the umbrella of Transit Oriented Development (TOD), and aligns with the common TOD principles of encouraging mixed-use development near transit and integrating the station with the surrounding community. Mixed-uses, such as service and retail options, provide amenity and design value to transit customers and local residents, and help make these locations more desirable places to travel to and through. They also help transit fully use its available capacity by generating all-day all-week demand.

Retail at a mobility hub creates the opportunity for transit users to trip-chain (complete a variety of tasks or errands within a single trip)

or multi-task. This may include picking up food for dinner on the way home or grabbing coffee while waiting for a bus or train. Hubs may include temporary structures (kiosks, carts, mobile markets, food trucks) and/or permanent retail space. Key services like grocery, banking (ATMs), pharmacy, and laundry/dry-cleaning are well-suited to mobility hubs. Depending on the surrounding land use and hub type/size, retail and services may be located on-site or within a very short walking distance. Mobility hubs can also provide public activity space, which can be coupled with community-led programming, like a farmer’s market, community rummage sale, or holiday festival. With proper panning mobility hubs can be both access points for transit and destinations themselves, making transit more visible, more relevant to the community, and more accessible to more riders.

Services and RetailHub Strategies(s): Mixed-Use Environment, Strong Sense of Place Primary Function(s): All Primary Land Use(s): Urban Core, Urban, Suburban Mixed

Source: modernfarmer.com/2016/02/bus-stop-farmers-markets

Farmer’s Market at the Netpark Transfer Center in Tampa, Florida

35

A mobility hub should be designed to create seamless connections for customers, whether it’s from transit to non-transit or between transit services, and to provide optimal operating conditions for transit. A key component of this is the placement of the hub, which is influenced by service type, land use, and access modes. Generally, hubs in urban locations serving bus transit are on-street, whereas commuter rail stations or park-and-rides in suburban or rural contexts are more suited to off-street locations.

On-street hubs should be designed to maximize pedestrian access and streamline transit operations. Tools for achieving this include far-side stops and bus bulbs that allow transit vehicles to make in-line stops. On-street hubs also provide key placemaking opportunities and should consider wayfinding and shelters that account for the neighborhood context and scale. Off-street hubs should be designed to minimize the deviation required by transit vehicles, as well as any conflicts between pedestrians, buses, and cars.

Hub Placement (On-street vs. Off-street)Hub Strategies(s): Mixed-Use Environment, Strong Sense of Place Primary Function(s): Entry, Exit Primary Land Use(s): All

Critical

Recommended

Optional

Transit stop signs that clearly indicate which routes are served at each location

Restriction of all other curbside activities to ensure transit stops are not obstructed

Wayfinding infrastructure and system maps that help orient customers and help them find their stop and/or destination. Real-time arrival displays provide additional support for boarding and transferring customers.

Managed passenger queues at high-boarding stops speed up boarding and help maintain a clear pedestrian right-of-way

Source: NACTO Transit Street Design Guide Source: NACTO Transit Street Design Guide

On-street Hub Considerations

36

39

Summary of Tactics

Tactic Function Land Use

Entry Exit Transfer Urban Core Urban Suburban Mixed

Suburban Residential Rural

ADA Accessible Design x x x x x x x x Pedestrian Access x x x x x x x Bicycle Access x x x x x x Parking / Park-n-Rides x x x x Passenger Loading Zones x x x x x x x Car Share Access x x x x x X1 Bike Share Access x x x x x Micro Mobility Access x x x x X2 Real-time Arrival Information x x x x x x x Integrated Trip Planning x x x x x x x Integrated Fare Payment x x x x x x x x Wayfinding x x x x x x x x Shelters x x x x x x x Benches x x x x x x x Lighting x x x x x x x x Services and Retail x x x x x x Hub Placement x x x x x x x

Notes: 1 Most applicable for fixed-space, round-trip operating models 2 Requires concentrations of dense employment to be viable

Notes: 1 Most applicable for fixed-space, round-trip operating models 2 Requires concentrations of dense employment to be viable

Summary of Tactics

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lfax

Ave/

Sher

man

St

301

2

25

526

2

Denv

er

36th

Ave

/Syr

acus

e St

2

78

243

52

1

2 De

nver

M

onac

o Pk

wy/

Colfa

x Av

e

2

28

289

51

7

2 De

nver

En

glew

ood

Pkw

y/S

Acom

a St

2

91

224

51

5

2 En

glew

ood

Law

renc

e St

/16t

h St

reet

Mal

l

3

12

201

51

4

2 De

nver

Lo

uisia

na /

Pear

l Sta

tion

2

17

295

51

2

2 De

nver

S

Fede

ral B

lvd/

W M

ississ

ippi

Ave

2

30

280

51

1

2 De

nver

15

th S

t/Cl

evel

and

Pl

8

0

429

51

0

2 De

nver

S

Fede

ral B

lvd/

W F

lorid

a Av

e

2

70

240

50

9

2 De

nver

28

th S

t/Hw

y 11

9

251

2

52

503

2

Boul

der

Sabl

e Bl

vd/C

olfa

x Av

e

1

76

316

49

2

2 Au

rora

1s

t Ave

/Fill

mor

e Pl

aza

240

2

50

490

2

Denv

er

S Pe

oria

St/

Miss

issip

pi A

ve

258

2

26

484

2

Auro

ra

Broa

dway

/Col

lege

Ave

2

40

241

48

1

2 Bo

ulde

r Q

uebe

c St

/Col

fax

Ave

242

2

38

480

2

Denv

er

W C

olfa

x Av

e/Pi

erce

St

222

2

54

476

2

Lake

woo

d 15

th S

t/W

ynko

op S

t

1

95

279

47

3

2 De

nver

Bo

ulde

r Jun

ctio

n at

Dep

ot S

quar

e St

atio

n

225

2

47

472

2

Boul

der

18th

St/

Wel

ton

St

465

4

46

9

2 De

nver

W

Eva

ns A

ve/S

Fed

eral

Blv

d

2

62

205

46

7

2 De

nver

Co

lfax

Ave/

Gran

t St

101

3

65

466

2

Denv

er

Park

Ave

Wes

t/W

ewat

ta S

t

33

4

29

462

2

Denv

er

Sher

idan

Sta

tion

231

2

31

462

2

Lake

woo

d

High

land

s Ran

ch T

own

Cent

er P

nR

246

2

15

462

2

Uni

ncor

pora

ted

Doug

las

Coun

ty

41

44

Loca

tion

Boar

ding

s Al

ight

ings

T

otal

Act

ivity

Ti

er

Juris

dict

ion

Mar

ket S

t/16

th S

tree

t Mal

l

1

56

305

46

2

2 De

nver

15

th S

t/De

lgan

y St

1

95

265

46

0

2 De

nver

Co

lfax

Ave/

Sabl

e Bl

vd

324

1

36

460

2

Auro

ra

Appl

ewoo

d Vi

llage

2

31

222

45

2

2 W

heat

Rid

ge

Tabl

e M

esa

Dr/3

9th

St

285

1

67

451

2

Boul

der

W C

olfa

x Av

e/Te

ller S

t

2

00

245

44

5

2 La

kew

ood

18th

St/

Eucl

id A

ve

8

437

44

5

2 Bo

ulde

r Sa

ble

Blvd

/6th

Ave

2

33

211

44

4

2 Au

rora

S

Fede

ral B

lvd/

W E

xpos

ition

Ave

2

27

213

44

0

2 De

nver

Cu

rtis

St/1

6th

Stre

et M

all

432

7

43

9

2 De

nver

15

th S

t/Cu

rtis

St

6

2

368

43

0

2 De

nver

9t

h Av

e/Cl

erm

ont S

t

2

40

189

42

9

2 De

nver

19

th S

t/M

arke

t St

1

9

407

42

6

2 De

nver

S

Elat

i St/

Engl

ewoo

d Pk

wy

193

2

31

424

2

Engl

ewoo

d 15

th S

t/Gl

enar

m P

l

1

00

320

42

0

2 De

nver

S

Fede

ral B

lvd/

W Je

wel

l Ave

1

74

238

41

3

2 De

nver

17

th S

t/St

out S

t

2

56

151

40

7

2 De

nver

Ili

ff Av

e/S

Hava

na S

t

2

03

202

40

5

2 Au

rora

Co

lfax

Ave/

Glen

coe

St

196

2

03

398

2

Denv

er

S Fe

dera

l Blv

d/W

Ken

tuck

y Av

e

1

85

213

39

8

2 De

nver

Co

lora

do B

lvd/

11th

Ave

2

05

191

39

6

2 De

nver

30

th/D

owni

ng S

tatio

n

2

02

194

39

5

2 De

nver

W

al-M

art/

Salid

a St

& T

ower

Rd

215

1

79

394

2

Auro

ra

S U

lster

St/

Tuft

s Ave

2

08

184

39

2

2 De

nver

27

th W

ay/B

road

way

2

38

153

39

1

2 Bo

ulde

r Li

ncol

n St

/17t

h Av

e

2

96

9

3

390

2

Denv

er

Fede

ral B

lvd/

W 5

0th

Ave

189

1

99

388

2

Denv

er

Wew

atta

St/

17th

St

186

2

02

387

2

Denv

er

Arap

ahoe

Ave

/30t

h St

1

82

202

38

4

2 Bo

ulde

r S

Mon

aco

Pkw

y/Ha

mpd

en A

ve

122

2

60

382

2

Denv

er

S Bu

ckle

y Rd

/Ilif

f Ave

2

27

152

37

9

2 Au

rora

Pe

oria

St/

Del M

ar C

ir N

1

32

243

37

5

2 Au

rora

Co

lora

do A

ve/2

8th

St

211

1

64

375

2

Boul

der

Broa

dway

/Alp

ine

Ave

179

1

95

374

2

Boul

der

Colfa

x Av

e/Pe

arl S

t

1

78

195

37

3

2 De

nver

S

Hava

na S

t/Al

amed

a Av

e

2

02

165

36

7

2 De

nver

W

ard

Road

PnR

1

91

176

36

7

2 W

heat

Rid

ge

Linc

oln

Stat

ion

1

80

184

36

4

2 U

ninc

orpo

rate

d Do

ugla

s Co

unty

Br

oadw

ay/Y

arm

outh

Ave

1

48

214

36

2

2 Bo

ulde

r

42

45

Loca

tion

Boar

ding

s Al

ight

ings

T

otal

Act

ivity

Ti

er

Juris

dict

ion

Uni

vers

ity o

f Den

ver S

tatio

n

177

1

83

361

2

Denv

er

W C

olfa

x Av

e/Ke

ndal

l St

133

2

27

360

2

Lake

woo

d W

Col

fax

Ave/

Kipl

ing

St

150

2

08

358

2

Lake

woo

d Do

wni

ng S

t/Co

lfax

Ave

253

1

04

357

2

Denv

er

Broa

dway

/Uni

vers

ity A

ve

152

2

02

354

2

Boul

der

Waz

ee S

t/16

th S

tree

t Mal

l

93

2

59

353

2

Denv

er

Park

Rid

ge A

ve/M

ain

St

171

1

81

352

2

Long

mon

t Br

oadw

ay/P

leas

ant S

t

1

78

173

35

1

2 Bo

ulde

r Co

lfax/

Fede

ral T

rans

fer C

ente

r

1

78

173

35

0

2 De

nver

S

Broa

dway

/W A

lam

eda

Ave

9

2

257

34

8

2 De

nver

17

th P

l/Aur

ora

Ct

171

1

77

348

2

Auro

ra

Peco

s St/

W 7

2nd

Ave

165

1

83

348

2

Uni

ncor

pora

ted

Adam

s Co

unty

Tr

emon

t Pl/1

6th

Stre

et M

all

3

5

312

34

7

2 De

nver

S

Fede

ral B

lvd/

W Y

ale

Ave

193

1

52

345

2

Denv

er

Linc

oln

St/9

th A

ve

215

1

29

344

2

Denv

er

Hava

na S

t/6t

h Av

e

1

67

176

34

3

2 Au

rora

S

Fede

ral B

lvd/

W C

olor

ado

Ave

177

1

64

341

2

Denv

er

Broa

dway

/Nor

th S

t

1

91

148

33

9

2 Bo

ulde

r Br

oadw

ay/W

1st

Ave

74

2

64

338

2

Denv

er

Eucl

id A

ve/1

8th

St

179

1

57

335

2

Boul

der

W C

olfa

x Av

e/La

mar

St

232

1

01

333

2

Lake

woo

d Co

rona

St/

Colfa

x Av

e

1

13

219

33

2

2 De

nver

Br

oadw

ay/S

peer

Blv

d

1

01

229

33

0

2 De

nver

17

th S

t/Cu

rtis

St

175

1

51

326

2

Denv

er

Tabl

e M

esa

Dr/T

antr

a Dr

1

78

148

32

6

2 Bo

ulde

r St

out S

t/16

th S

tree

t Mal

l

81

2

44

325

2

Denv

er

Bann

ock

St/S

peer

Blv

d

2

43

8

2

324

2

Denv

er

W C

olfa

x Av

e/Irv

ing

St

147

1

77

323

2

Denv

er

S Co

lora

do B

lvd/

Miss

issip

pi A

ve

163

1

59

322

2

Denv

er

23rd

Ave

/Mai

n St

1

93

129

32

2

2 Lo

ngm

ont

Fede

ral B

lvd/

W 3

8th

Ave

163

1

59

322

2

Denv

er

Loui

siana

Ave

/S F

rank

lin S

t

1

16

204

32

0

2 De

nver

S

Mon

aco

Pkw

y/Ex

posit

ion

Ave

165

1

52

318

2

Denv

er

Broa

dway

/18t

h St

16

3

02

317

2

Denv

er

Miss

issip

pi A

ve/S

Hav

ana

St

184

1

31

316

2

Denv

er

W A

lam

eda

Ave/

S Sh

erid

an B

lvd

154

1

61

315

2

Lake

woo

d 15

th S

t/Tr

emon

t Pl

3

8

276

31

4

2 De

nver

30

th S

t/Ar

apah

oe A

ve

171

1

43

314

2

Boul

der

Cour

t Pl/1

4th

St

4

1

273

31

3

2 De

nver

43

46

Loca

tion

Boar

ding

s Al

ight

ings

T

otal

Act

ivity

Ti

er

Juris

dict

ion

W H

olde

n Pl

/Fed

eral

Blv

d

1

98

114

31

2

2 De

nver

18

th S

t/Cu

rtis

St

236

75

31

1

2 De

nver

Co

lora

do B

lvd/

Bruc

e Ra

ndol

ph A

ve

156

1

54

310

2

Denv

er

Linc

oln

St/1

st A

ve

230

80

31

0

2 De

nver

M

ontv

iew

Blv

d/Da

yton

St

162

1

47

309

2

Auro

ra

Colfa

x Av

e/U

rsul

a St

89

2

18

307

2

Auro

ra

30th

St/

Colo

rado

Ave

1

34

171

30

6

2 Bo

ulde

r S

Linc

oln

St/A

lam

eda

Ave

211

92

30

3

2 De

nver

Ili

ff Av

e/S

Peor

ia S

t

1

59

144

30

3

2 Au

rora

Le

etsd

ale

Dr/S

For

est S

t

1

41

161

30

2

2 De

nver

S

Sher

idan

Blv

d/W

Ala

med

a Av

e

1

62

140

30

2

2 La

kew

ood

6th

Ave/

Peor

ia S

t

1

88

113

30

1

2 Au

rora

W

ashi

ngto

n St

/88t

h Av

e

177

1

23

299

2

Thor

nton

36

th A

ve/Q

uebe

c St

1

26

167

29

4

2 De

nver

S

Hava

na S

t/Ex

posit

ion

Ave

152

1

41

294

2

Denv

er

12th

Ave

/Was

hing

ton

St

169

1

23

292

2

Denv

er

Linc

oln

- Jor

dan

PnR

136

1

56

292

2

Park

er

S Sh

erid

an B

lvd/

W D

artm

outh

Ave

1

74

117

29

2

2 De

nver

W

Eva

ns A

ve/S

She

ridan

Blv

d

1

34

157

29

1

2 De

nver

W

Col

fax

Ave/

Carr

St

144

1

43

288

2

Lake

woo

d Al

broo

k Dr

/Peo

ria S

t

1

55

131

28

6

2 De

nver

Le

etsd

ale

Dr/S

Mon

aco

Pkw

y

1

24

157

28

1

2 De

nver

Le

etsd

ale

Dr/S

Che

rry

St

132

1

48

280

2

Glen

dale

17

th S

t/Ar

apah

oe S

t

1

35

144

27

9

2 De

nver

30

th S

t/Va

lmon

t Rd

138

1

41

278

2

Boul

der

18th

St/

Stou

t St

8

7

188

27

6

2 De

nver

Ch

ampa

St/

18th

St

3

7

237

27

4

2 De

nver

W

Ala

med

a Av

e/S

Yum

a St

1

52

120

27

2

2 De

nver

S

Allis

on P

kwy/

W A

lam

eda

Ave

118

1

54

272

2

Lake

woo

d Fe

dera

l Blv

d/W

29t

h Av

e

1

33

138

27

1

2 De

nver

M

LK B

lvd/

Colo

rado

Blv

d

1

19

150

27

0

3 De

nver

19

th S

t/Cu

rtis

St

5

3

215

26

9

3 De

nver

Co

lfax

Ave/

King

ston

St

124

1

44

268

3

Auro

ra

Broa

dway

/W 1

1th

Ave

131

1

36

267

3

Denv

er

Broa

dway

/27t

h W

ay

114

1

53

266

3

Boul

der

Base

line

Rd/3

0th

St

9

8

168

26

6

3 Bo

ulde

r Co

lfax

Ave/

Vaug

hn S

t

1

71

9

4

266

3

Auro

ra

Colfa

x Av

e/Fr

ankl

in S

t

88

1

77

266

3

Denv

er

Cham

pa S

t/15

th S

t

1

39

127

26

6

3 De

nver

Ch

ambe

rs R

d/13

th A

ve

128

1

35

264

3

Auro

ra

44

47

Loca

tion

Boar

ding

s Al

ight

ings

T

otal

Act

ivity

Ti

er

Juris

dict

ion

Fron

t Ran

ge A

ve/B

road

way

1

65

9

6

261

3

Boul

der

18th

St/

Law

renc

e St

1

31

129

26

0

3 De

nver

Co

lfax

Ave/

Beel

er S

t

1

05

154

25

9

3 Au

rora

W

adsw

orth

Blv

d/W

38t

h Av

e

1

23

136

25

9

3 W

heat

Rid

ge

S Q

uebe

c St

/Lee

tsda

le D

r

1

05

154

25

9

3 De

nver

S

Colo

rado

Blv

d/Fl

orid

a Av

e

1

23

135

25

8

3 De

nver

19

th S

t/La

wre

nce

St

9

5

162

25

7

3 De

nver

28

th S

t/Iri

s Ave

1

06

151

25

7

3 Bo

ulde

r Ba

nnoc

k St

/W 7

th A

ve

9

0

166

25

7

3 De

nver

S

Colo

rado

Blv

d/O

hio

Ave

130

1

27

257

3

Denv

er

Colfa

x Av

e/Va

lent

ia S

t

1

29

127

25

6

3 De

nver

M

ississ

ippi

Ave

/S P

eoria

St

138

1

17

255

3

Auro

ra

S Br

oadw

ay/W

Litt

leto

n Bl

vd

9

3

162

25

5

3 Li

ttle

ton

Fede

ral B

lvd/

W 7

2nd

Ave

149

1

06

255

3

Wes

tmin

ster

W

38t

h Av

e/Fe

dera

l Blv

d

1

22

133

25

4

3 De

nver

S Pa

rker

Rd/

S Q

uebe

c St

1

09

145

25

4

3 U

ninc

orpo

rate

d Ar

apah

oe

Coun

ty

Colfa

x Av

e/Ga

rfie

ld S

t

1

30

123

25

3

3 De

nver

Br

ight

on B

lvd/

29th

St

113

1

39

252

3

Denv

er

Park

Mea

dow

s Ped

estr

ian

Brid

ge

138

1

13

251

3

Lone

Tre

e M

ain

St/3

rd A

ve

122

1

29

251

3

Long

mon

t W

Exp

ositi

on A

ve/S

Fed

eral

Blv

d

1

19

129

24

8

3 De

nver

S

Sher

idan

Blv

d/W

Eva

ns A

ve

129

1

17

246

3

Denv

er

Broa

dway

/Vio

let A

ve

134

1

11

245

3

Boul

der

Fede

ral B

lvd/

W 1

7th

Ave

122

1

21

243

3

Denv

er

Broa

dway

/Law

renc

e St

1

34

107

24

1

3 De

nver

W

14t

h Av

e/Irv

ing

St

108

1

32

240

3

Denv

er

Wel

ton

St/1

6th

Stre

et M

all

1

2

227

23

9

3 De

nver

Be

llevi

ew S

tatio

n

109

1

30

239

3

Denv

er

Hava

na S

t/1s

t Ave

1

15

123

23

8

3 Au

rora

Fr

ont R

ange

Com

mun

ity C

olle

ge

129

1

09

238

3

Wes

tmin

ster

Pa

rker

PnR

1

19

119

23

8

3 Pa

rker

U

S 85

/Brid

ge S

t PnR

1

16

121

23

7

3 Br

ight

on

Cent

ral P

ark

Blvd

/54t

h Av

e

1

31

106

23

7

3 De

nver

Pe

oria

St/

47th

Ave

1

78

5

8

236

3

Denv

er

13th

St/

Wel

ton

St

123

1

12

235

3

Denv

er

Wad

swor

th/H

ampd

en P

nR

122

1

13

234

3

Uni

ncor

pora

ted

Jeffe

rson

Co

unty

30

th S

t/Ca

nyon

Blv

d

1

15

119

23

4

3 Bo

ulde

r Le

etsd

ale

Dr/S

One

ida

St

106

1

27

233

3

Denv

er

45

48

Loca

tion

Boar

ding

s Al

ight

ings

T

otal

Act

ivity

Ti

er

Juris

dict

ion

18th

St/

Larim

er S

t

50

1

83

233

3

Denv

er

Colo

rado

Blv

d/29

th A

ve

109

1

23

232

3

Denv

er

Trem

ont P

l/Bro

adw

ay

2

0

212

23

1

3 De

nver

S

Hava

na S

t/Da

rtm

outh

Ave

1

19

112

23

1

3 De

nver

28

th S

t/Ca

nyon

Blv

d

1

29

100

23

0

3 Bo

ulde

r S

Peor

ia S

t/Je

wel

l Ave

1

24

105

22

9

3 Au

rora

U

S 85

/72n

d Av

e Pn

R

1

43

8

6

229

3

Com

mer

ce C

ity

Ham

pden

Ave

/S T

amar

ac D

r

1

14

115

22

9

3 De

nver

Fe

dera

l Blv

d/W

26t

h Av

e

79

1

50

228

3

Denv

er

28th

St/

Wal

nut S

t

94

1

34

228

3

Boul

der

Colfa

x Av

e/Cl

arks

on S

t

1

27

100

22

7

3 De

nver

88

th A

ve/W

ashi

ngto

n St

1

13

112

22

5

3 Th

ornt

on

Colfa

x Av

e/Pe

nnsy

lvan

ia S

t

83

1

41

224

3

Denv

er

Iliff

Ave/

S Bl

ackh

awk

St

117

1

07

224

3

Auro

ra

W 2

6th

Ave/

Fede

ral B

lvd

120

1

04

223

3

Denv

er

6th

Ave/

Hava

na S

t

1

11

113

22

3

3 Au

rora

Co

lora

do B

lvd/

MLK

Blv

d

1

04

118

22

2

3 De

nver

W

9th

Ave

/Vra

in S

t

1

19

102

22

2

3 De

nver

S

Broa

dway

/W B

ayau

d Av

e

60

1

61

221

3

Denv

er

Jose

phin

e St

/Col

fax

Ave

140

81

22

1

3 De

nver

Co

lora

do A

ve/2

6th

St

1

7

204

22

1

3 Bo

ulde

r Co

lfax

Ave/

Syra

cuse

St

102

1

19

221

3

Denv

er

W C

olfa

x Av

e/Pe

rry

St

111

1

10

221

3

Denv

er

Base

line

Rd/M

ohaw

k Dr

1

17

103

22

1

3 Bo

ulde

r 1s

t Ave

/Uni

vers

ity B

lvd

100

1

20

220

3

Denv

er

Mai

n St

/17t

h Av

e

105

1

15

220

3

Long

mon

t S

Buck

ley

Rd/Q

uinc

y Av

e

99

1

21

219

3

Auro

ra

Fede

ral B

lvd/

W 2

7th

Ave

159

59

21

8

3 De

nver

S

Wad

swor

th B

lvd/

W Je

wel

l Ave

1

29

8

8

217

3

Lake

woo

d Co

lora

do B

lvd/

8th

Ave

100

1

16

217

3

Denv

er

S Sa

ble

Blvd

/Miss

issip

pi A

ve

7

8

139

21

7

3 Au

rora

Co

lfax

Ave/

Park

Ave

1

33

8

3

216

3

Denv

er

Fede

ral B

lvd/

W 1

st A

ve

105

1

12

216

3

Denv

er

Sher

idan

Blv

d/W

5th

Ave

1

10

105

21

5

3 La

kew

ood

31st

St/

Ring

sby

Ct

111

1

04

215

3

Denv

er

47th

Ave

/Par

is St

1

14

101

21

5

3 De

nver

S

Race

St/

Davi

es P

l

1

09

104

21

4

3 Ce

nten

nial

Pe

oria

St/

Albr

ook

Dr

5

5

158

21

3

3 De

nver

19

th S

t/Ar

apah

oe S

t

5

2

08

213

3

Denv

er

S Ha

vana

St/

Idah

o Pl

1

00

113

21

3

3 Au

rora

46

49

Loca

tion

Boar

ding

s Al

ight

ings

T

otal

Act

ivity

Ti

er

Juris

dict

ion

Linc

oln

St/1

1th

Ave

106

1

06

212

3

Denv

er

Fede

ral B

lvd/

W 4

4th

Ave

105

1

07

212

3

Denv

er

16th

Ave

/Aur

ora

Ct

108

1

03

212

3

Auro

ra

W 5

0th

Ave/

Fede

ral B

lvd

107

1

03

210

3

Denv

er

Miss

issip

pi A

ve/S

Col

orad

o Bl

vd

8

9

120

21

0

3 De

nver

12

th A

ve/C

oron

a St

50

1

59

209

3

Denv

er

Sher

idan

Blv

d/W

38t

h Av

e

1

05

104

20

9

3 W

heat

Rid

ge

S Pe

oria

St/

Iliff

Ave

115

92

20

7

3 Au

rora

Au

rora

Ct/

16th

Ave

92

1

15

207

3

Auro

ra

21st

St/

Cham

pa S

t

1

16

9

0

206

3

Denv

er

Deca

tur S

t/W

Hol

den

Pl

126

79

20

5

3 De

nver

Ha

vana

St/

11th

Ave

99

1

05

205

3

Auro

ra

W 1

0th

Ave/

Fede

ral B

lvd

9

5

110

20

5

3 De

nver

Th

omas

Jeffe

rson

Hig

h Sc

hool

99

1

06

204

3

Denv

er

Peor

ia S

t/45

th A

ve

9

3

111

20

4

3 De

nver

W

Ala

med

a Av

e/S

Tejo

n St

1

04

100

20

4

3 De

nver

S

Linc

oln

St/B

ayau

d Av

e

1

55

4

9

204

3

Denv

er

S Pa

rker

Rd/

Miss

issip

pi A

ve

9

7

105

20

3

3 De

nver

Co

lora

do B

lvd/

40th

Ave

1

79

2

4

203

3

Denv

er

Arap

ahoe

Ave

/55t

h St

1

07

9

5

202

3

Boul

der

17th

Ave

/Esp

lana

de

115

87

20

2

3 De

nver

S

Fede

ral B

lvd/

W C

orne

ll Av

e

1

12

9

0

202

3

Denv

er

12th

Ave

/Dow

ning

St

150

50

20

1

3 De

nver

Pe

oria

St/

39th

Ave

97

1

03

200

3

Denv

er

Broa

dway

/Por

tland

Pl

8

6

114

20

0

3 Bo

ulde

r W

Col

fax

Ave/

Colo

rado

Mill

s

90

1

09

199

3

Lake

woo

d Br

oadw

ay/F

ores

t Ave

91

1

08

199

3

Boul

der

Broa

dway

/Ara

paho

e Av

e

1

65

3

4

199

3

Boul

der

Evan

s Ave

/S M

onac

o Pk

wy

112

86

19

8

3 De

nver

S

Fede

ral B

lvd/

W V

irgin

ia A

ve

9

9

100

19

8

3 De

nver

St

eele

St/

Ellsw

orth

Ave

81

1

16

198

3

Denv

er

Bruc

e Ra

ndol

ph A

ve/C

olor

ado

Blvd

1

06

9

1

197

3

Denv

er

18th

St/

Glen

arm

Pl

170

27

19

7

3 De

nver

Co

mm

unity

Col

lege

of A

uror

a

1

04

9

1

195

3

Auro

ra

W 3

8th

Ave/

Sher

idan

Blv

d

95

1

00

195

3

Whe

at R

idge

Co

lfax

Ave/

Jam

aica

St

9

2

103

19

5

3 Au

rora

W

adsw

orth

Blv

d/W

52n

d Av

e

89

1

06

194

3

Arva

da

Evan

s Ave

/S U

nive

rsity

Blv

d

91

1

03

194

3

Denv

er

Mon

tvie

w B

lvd/

Clin

ton

St

101

93

19

4

3 Au

rora

Sa

ble

Blvd

/2nd

Ave

98

96

19

4

3 Au

rora

47

50

Loca

tion

Boar

ding

s Al

ight

ings

T

otal

Act

ivity

Ti

er

Juris

dict

ion

Dow

ning

St/

31st

Ave

80

1

13

194

3

Denv

er

Mill

er D

r/Pi

ke R

d

102

91

19

3

3 Lo

ngm

ont

Smok

y Hi

ll - P

icad

illy

PnR

100

93

19

3

3 Ce

nten

nial

M

arke

t St/

14th

St

8

3

109

19

2

3 De

nver

Pe

oria

St/

Mon

tvie

w B

lvd

9

6

9

5

192

3

Auro

ra

Colfa

x Av

e/W

illow

St

7

8

113

19

1

3 De

nver

Sa

lida

Ct/W

alde

n St

77

1

14

191

3

Auro

ra

York

St/

Colfa

x Av

e

98

92

19

0

3 De

nver

Co

lfax

Ave/

Fillm

ore

St

7

1

120

19

0

3 De

nver

20

th S

t/La

rimer

St

154

36

18

9

3 De

nver

M

LK B

lvd/

Dahl

ia S

t

95

94

18

9

3 De

nver

S

Sher

idan

Blv

d/W

Flo

rida

Ave

9

3

9

6

189

3

Lake

woo

d Br

oadw

ay/C

urtis

St

102

87

18

9

3 De

nver

Ha

mpd

en A

ve/S

Mon

aco

Pkw

y

1

63

2

5

188

3

Denv

er

S Ha

vana

St/

Flor

ida

Ave

8

6

102

18

8

3 Au

rora

Al

amed

a Av

e/S

Cham

bers

Rd

8

8

9

9

187

3

Auro

ra

Broa

dway

/Mar

ine

St

4

0

147

18

7

3 Bo

ulde

r Ch

ambe

rs R

d/Co

lfax

Ave

102

85

18

7

3 Au

rora

S

Hava

na S

t/Vi

rgin

ia A

ve

9

1

9

5

186

3

Denv

er

10th

St/

Was

hing

ton

Ave

1

00

8

4

185

3

Gold

en

Colfa

x Av

e/N

ome

St

6

7

117

18

5

3 Au

rora

W

ashi

ngto

n St

/Syl

via

Dr

100

84

18

4

3 N

orth

glen

n 20

th S

t/Ch

estn

ut S

t

96

87

18

3

3 De

nver

M

ain

St/2

1st A

ve

113

70

18

3

3 Lo

ngm

ont

W C

olfa

x Av

e/W

inon

a Ct

89

93

18

3

3 De

nver

Lo

wry

Blv

d/Al

ton

Way

90

92

18

3

3 Au

rora

S

Buck

ley

Rd/M

exic

o Av

e

87

95

18

2

3 Au

rora

Co

lora

do B

lvd/

9th

Ave

8

9

9

3

182

3

Denv

er

Colo

rado

Blv

d/23

rd A

ve

8

8

9

4

182

3

Denv

er

Fede

ral B

lvd/

W 1

2th

Ave

8

3

9

9

182

3

Denv

er

S Co

lora

do B

lvd/

Loui

siana

Ave

74

1

08

182

3

Denv

er

S Pe

oria

St/

Ford

Ave

84

97

18

1

3 Au

rora

Le

etsd

ale

Dr/S

Que

bec

St

128

52

18

1

3 De

nver

S

Hava

na S

t/Ya

le A

ve

8

4

9

7

180

3

Denv

er

Sout

h Fe

dera

l Blv

d/W

est A

lam

eda

Ave

1

2

167

18

0

3 De

nver

S Pa

rker

Rd/

Iliff

Ave

9

1

8

9

180

3

Uni

ncor

pora

ted

Arap

ahoe

Co

unty

Co

lfax

Ave/

Airp

ort B

lvd

7

9

101

17

9

3 Au

rora

W

63r

d Av

e/W

right

St

7

9

100

17

9

3 Ar

vada

Br

oadw

ay/4

th A

ve

5

1

128

17

9

3 De

nver

48

51

Loca

tion

Boar

ding

s Al

ight

ings

T

otal

Act

ivity

Ti

er

Juris

dict

ion

12th

Ave

/Rac

e St

91

87

17

9

3 De

nver

S

Park

er R

d/S

Peor

ia S

t

57

1

21

179

3

Auro

ra

W Je

wel

l Ave

/S W

adsw

orth

Blv

d

96

83

17

8

3 La

kew

ood

W C

olfa

x Av

e/14

th S

t

1

71

6

177

3

Denv

er

12th

Ave

/Pen

nsyl

vani

a St

87

90

17

6

3 De

nver

Co

lfax

Ave/

Emer

son

St

7

9

9

7

176

3

Denv

er

Wad

swor

th B

lvd/

W 4

4th

Ave

8

6

9

0

176

3

Whe

at R

idge

17

th A

ve/B

road

way

1

43

3

2

175

3

Denv

er

31st

Ave

/Dow

ning

St

9

0

8

4

175

3

Denv

er

S W

adsw

orth

Blv

d/W

Miss

issip

pi A

ve

7

1

102

17

4

3 La

kew

ood

S Ha

vana

St/

Kent

ucky

Ave

79

95

17

3

3 Au

rora

Ar

apah

oe A

ve/2

8th

St

6

8

104

17

3

3 Bo

ulde

r

Flor

ida

Ave/

S Al

ton

St

8

6

8

7

172

3

Uni

ncor

pora

ted

Arap

ahoe

Co

unty

Sh

erid

an B

lvd/

W 7

2nd

Ave

9

2

8

0

172

3

Wes

tmin

ster

Co

lora

do B

lvd/

17th

Ave

85

87

17

2

3 De

nver

W

44t

h Av

e/Fe

dera

l Blv

d

86

86

17

2

3 De

nver

Iliff

Ave/

S Da

yton

Way

87

84

17

1

3 U

ninc

orpo

rate

d Ar

apah

oe

Coun

ty

Lipa

n St

/W 3

8th

Ave

8

5

8

6

171

3

Denv

er

40th

Ave

/Col

orad

o Bl

vd

9

162

17

1

3 De

nver

S

Cham

bers

Rd/

Miss

issip

pi A

ve

9

1

8

0

171

3

Auro

ra

W C

olfa

x Av

e/Ea

ton

St

7

8

9

3

171

3

Lake

woo

d S

Mon

aco

Pkw

y/Ili

ff Av

e

90

80

17

1

3 De

nver

W

Col

gate

Pl/S

She

ridan

Blv

d

64

1

07

171

3

Denv

er

W C

olfa

x Av

e/El

ati S

t

34

1

36

170

3

Denv

er

Cany

on B

lvd/

17th

St

5

4

117

17

0

3 Bo

ulde

r 33

rd A

ve/P

eoria

St

1

4

156

17

0

3 Au

rora

S

Buck

ley

Rd/K

entu

cky

Ave

8

3

8

7

170

3

Auro

ra

Sher

idan

Blv

d/W

20t

h Av

e

1

02

6

8

170

3

Edge

wat

er

Park

Ave

W/D

elga

ny S

t

1

38

3

1

169

3

Denv

er

Colo

rado

Blv

d/M

ontv

iew

Blv

d

83

85

16

8

3 De

nver

N

eder

land

PnR

82

86

16

8

3 N

eder

land

S

Mon

aco

Pkw

y/Ke

ntuc

ky A

ve

9

6

7

1

167

3

Denv

er

Arap

ahoe

Com

mun

ity C

olle

ge

8

9

7

8

167

3

Litt

leto

n S

Vanc

e St

/W V

irgin

ia A

ve

6

8

9

9

167

3

Lake

woo

d Do

wni

ng S

t/Br

uce

Rand

olph

Ave

1

02

6

4

165

3

Denv

er

Alam

eda

Ave/

S Ha

rriso

n St

68

96

16

5

3 De

nver

La

rimer

St/

20th

St

7

4

9

0

164

3

Denv

er

Colfa

x Av

e/Sa

int P

aul S

t

97

66

16

4

3 De

nver

49

52

Loca

tion

Boar

ding

s Al

ight

ings

T

otal

Act

ivity

Ti

er

Juris

dict

ion

12th

Ave

/Eliz

abet

h St

83

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51

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Higashide, Steven. “Who’s on Board 2016: What Today’s Riders Teach Us About Transit That Works.” TransitCenter, 2016

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rtd mobility hub guidelines...mobility hub toolbox– provides a toolbox of hub components and...

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