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Mayor Wellington E. Webb

DENVER BICYCLE MASTER PLAN UPDATE 2001 2

BRW/URS CORPFINAL DRAFTMARCH 2002

Presented to the City & County of Denver

Denver Bicycle MasterPlan Update 2001

3 DENVER BICYCLE MASTER PLAN UPDATE 2001

MAYOR’S BICYCLE ADVISORY

COMMITTEE MEMBERS

Michael Allen Chad Anderson Will Anderson Shayne Brady Bruce Blank Kate Clark Fred Criswell Matt Duncan Kent Epperson Robert Gonzales Tracy Halasinski Robin Hunt - ChairMike Kinsey Rob Merritt Bob MontoyaCynthia Nagel Alan Nakamura Ben OrtizBarbara Pearson Bob Shedd Neil Sperandeo Diane Thiel Don Thompson Mitch Westall

CITY AND COUNTY OF DENVER

Wellington E. Webb, Mayor, City andCounty of Denver

COUNCIL MEMBERS

Dennis Gallagher: District 1T.J. “Ted” Hackworth: District 2Ramona Martinez: District 3Joyce Foster: District 4Polly Flobeck: District 5Charlie Brown: District 6Kathleen MacKenzie: District 7Elbra Wedgeworth: District 8Deborah L. Ortega: District 9Ed Thomas: District 10

Allegra “Happy” Haynes: District 11Cathy Reynolds: Council-at-LargeSusan Barnes-Gelt: Council-at-Large

CITY STAFF

Stephanie Foote - Manager of PublicWorks

James Mejia - Manager of ParksJames Mackay, Denver Bike PlannerJason Longsdorf, Public WorksDick Gannon, Parks and RecreationJennifer Moulton, Community

Planning and DevelopmentRob Deering, Public WorksJanell Flaig, Community Planning and

DevelopmentEmily Gloeckner, Public WorksRobert A. Kochevar, Public WorksBrian Mitchell, Public WorksCJ Musman, Parking ManagementMark Najarian, Public WorksTerry Rosapep, Public Works

PLANNING BOARD

William H. Hornby - Chair Jan Marie BelleFrederick Corn Pat Cortez Michael DinoDaniel Guimond - Vice ChairMark JohnsonHerman Malone Joyce OberfieldBruce O'DonnellDr. Robert Wright

PARKS ADVISORY BOARD

Tim Celesta, Pres.Florence Navarro, V.Pres.Samuel Batey William Bessessen

AcknowledgementsKarla Breitenstein Jeff Dawson Dan du Bois Mary Ewing Royce Forsyth Diane Godeaux Donna Hultin Jim JohnsonAyo Joyner Carla KolomitzJohn Prosser Sal RiveraRichard SanchezChristine SmithJim Zavist

CONSULTANTS

BRW/URS CorporationJames CromarSara Jane MaclennanScott BresslerCrissy FanganelloNadine LeeNorene PenJim EstusKen SchroeppelChris VogelsangPen Yuan-LiawKatie DoylePatricia SteinholtzRandy SanchezMatt AshbyJeff Bartosik

CONTRIBUTORS

John Pucher, Charles Komanoff, PaulSchimek, and Lewis Dijkstra

City of Toronto, Ontario, CanadaNational Strategies for Advancing

Bicycle SafetyEric Stachon - Photos


EEXECUTIVE SSUMMARY PG VIIINTRODUCTION PG 11GGRID RROUTE SSYSTEM PG 44DDOWNTOWN BBICYCLING PG 88MMAJOR MMISSING LLINKS PG 2200PPARKS && TTRAILS PG 3366RRECREATIONAL BBICYCLING PG 6600TTRANSIT AACCESS AND AACCOMMODATIONS PG 6644AADVOCACY PG 7744IIMPLEMENTATION PG 7766

APPENDIXINTRODUCTION

“BICYCLING RENAISSANCE IN NORTH AMERICA? RECENT TRENDS

AND ALTERNATIVE POLICIES TO PROMOTE BICYCLING”“MAKING WALKING AND CYCLING SAFER: LESSONS FROM EUROPE”

GRID ROUTE SYSTEM

SIGNAGE

BICYCLE DETECTORS

DOWNTOWN BICYCLING

BICYCLE LANE ANALYSIS

16TH STREET MALL ISSUES

BICYCLE COMMERCE

MAJOR MISSING LINKS

PARKS & TRAILS

TRAIL STANDARDS

PROPOSED TRAIL USER ORDINANCE

TRAIL ANALYSIS

FUTURE OFF-STREET CONNECTIONS

RECREATIONAL BICYCLING

FAMILY BICYCLE LOOPS

BICYCLE RACING

TRANSIT ACCESS AND ACCOMMODATIONS

ADVOCACY

IMPLEMENTATION

COST ESTIMATES

Contents

EXXEECCUUTTIIVVEE SUUMMMMAARRYYIntroductionAccording to the Denver Comprehensive Plan (2000), Denver must address mobility in multi-ple ways: providing more choices, encouraging those that reduce impact on the urban envi-ronment, and cooperating with metropolitan jurisdictions and quasi-governmental agencies onmobility plans and projects. At a regional level, one of the six core elements of the DRCOGMetrovision 2020 Plan is to “enhance the attractiveness and convenience of non-motorizedmodes in serving non-recreational travel.”

This document is an update to the 1993 Denver Bicycle Master Plan (DBMP) which sought todevelop and implement a comprehensive bicycling program by developing a framework for aphysical bicycle system as well as education, promotion, enforcement, public policy, andinformation distribution programs. The DBMP has effectively guided the implementation ofbicycle facilities and program, and many of the components of the 1993 DBMP have beenachieved. The following four factors drive the need for an update.

1. The population of the City and County of Denver has grown nearly 20%between 1990 and 2000. During the same period, Denver experienced sub-stantial economic growth and increased travel demand.

2. Downtown Denver has emerged as the activity center for the Denver metro-area, while increasing the number of urban housing units. The resulting devel-opment pattern has increased the attractiveness of alternative transportationmodes, including bicycling.

3. The U.S. Department of Transportation’s National Bicycling and Walking Studyhas outlined goals for local governments:

- To double the current percentage of trips made by bicycling and walking; and,- To simultaneously reduce by ten percent (10%) the number of bicyclists and

pedestrians killed or injured in traffic crashes.4. Completion of the Denver Bicycle Master Plan Update (the Update) and imple-

mentation of its major recommendations are specifically called for in theComprehensive Plan 2000 Annual Report and in DRCOG’s Metrovision 2020Plan. The Update directly reinforces the Comprehensive Plan 2000 goals topreserve and enhance Denver's natural environment; anticipate and meet theexpanding mobility needs of residents, businesses, and visitors; build on theassets of every neighborhood and foster a citywide sense of community;enhance opportunities for people in need to work and participate fully in commu-nity life; and foster cooperation and share leadership on regional issues.Implementation of the Update will address the Comprehensive Plan goalsabove.


FocusThe emphasis of the Update is the identification and prioritization of improvements to thecity’s bicycle infrastructure and programs with the goal of encouraging and accommodatingbicycle usage for both recreational and transportation purposes. This document contains areview of recommendations from the 1993 DBMP that are not yet implemented and newopportunities due to development and infrastructure changes.

This document is a tool for the citizenry of Denver to advocate for and support city invest-ments in bicycle facilities and programs. Bicycling has long been popular in Denver for recre-ational purposes, and many recreational facilities are also used for transportation purposes.A goal of the Update is to provide bicycle facilities to meet the recreational needs of allDenver citizens across the city, and to resolve the transportation needs of each citizen viabicycling at least one day a week.

Process and AnalysisThe process for the Update began with a staff recommendation and was budgeted for in2001. City staff put together the Update team to include Public Works Department staff,Parks and Recreation Department planners, the Community Planning and DevelopmentAgency, the Mayor’s Bike Advisory Committee (MBAC)1 and the consultant (BRW). TheUpdate team proposed dozens of potential issues for review and trimmed the list to sevenkey issues by prioritizing them according to system and regional implications, implementationfeasibility, and funding. In addition to new bicycle traffic counts, seven key issues addressedin the Update include improvements to Denver’s:

- Grid Route System - Downtown Bicycling- Major Missing Links- Parks & Trails- Recreational Bicycling- Transit Access and Accommodations- Advocacy

Analysis began with review of the existing conditions for each of the seven key issues of theplan and determination of the current opportunities, strengths and weaknesses of the system.The next step was a public open house in January 2001 where citizens indicated their prefer-ences on the improvements and solutions for each of the issues. With initial priorities, identi-fied strengths and weaknesses, public input, and best practices from other municipalities, theUpdate team began to integrate the recommendations. A preliminary list of recommenda-


1The Mayor’s Bike Advisory Committee consists of many citizen members who are architects, lawyers and avid cyclists, aswell as planners from the Regional Transportation District and the Denver Regional Council of Governments and city stafffrom the Police, Public Works, and Parks and Recreation.

tions was taken to the public in April 2001 for further input. In addition to continual monitoringand review by the Update team and the two public meetings, the Update also went throughseveral special interest groups, internal staff review, the Planning Board, Public worksExecutive Management Team and finally to City Council in 2002.

Key Issues, Recommendations, and Implementation

Grid Route System

GOAL: Identify the next round of priorities for expanding the grid and neighborhood routesystem.

The City of Denver has used the grid route system as the focus for bicycle improvements.However, several routes have yet to be signed, are incomplete in sections or are not suffi-ciently bicycle friendly. The 1993 Master Plan recommended 22 routes on the grid system.Eight routes now have signage (D-1, D-4, D-6, D-8, D-10, D-11, D-12, and D-18). One routeis partially signed (D-2). Route D-5 will be signed in 2002, and the central portions of routesD-16 and D-20 will be signed in 2002. Funding is in place for signage on two additionalroutes (D-7, D-22). The fieldwork is complete for signage of Route D-3 but no funding is inplace. In addition, existing signage on routes should be checked periodically for vandalism,fading, and the need for other potential improvements.

New neighborhood routes should be developed that create connections between the existingbicycle grid route system and nearby facilities not currently on a bicycle route. More specifi-cally, neighborhood routes from existing routes should be established that would connect tonearby parks or appropriate facilities and then return to the original route.

The Update also recommends upgrading actuated traffic signals to include devices thatdetect bicyclists. Signal upgrades could include microwave, video or other detection tech-nologies for bicyclists that could prove to be a much more reliable detection.

Implementation

Responsibility Task Target Date CostCity Improve routes and install signage 2002-2012 $750,000

for the priority routes. City Provide additional signage for 2004 $200,000

neighborhood links.

Downtown Bicycling

GOAL: Make Downtown Denver bicycle friendly.

Downtown has changed from solely a business district to a twenty-four hour a day mixed useneighborhood. This change requires that the city needs to provide more than access to the


edges of downtown. The Update recommends creation of a system of bicycle lanes onDowntown streets to provide bicycle circulation through the Downtown area and to Downtowndestinations. It is also important to seek more consistent bicycle accommodations on the16th Street Mall since it is the transportation core of downtown. Downtown also suffers froma lack of regulation of bicycle commerce.

Recommendations:- Bicycle lanes on Glenarm from Colfax Avenue to 18th St.;- Bicycle lanes on Arapahoe and Lawrence between Speer Blvd. and 21st St;- Bicycle lanes on 18th St. between Glenarm and Wynkoop;- Bicycle lanes on 19th St. between Stout and Lawrence; and,- Designation of 14th St. as a bicycle route between Larimer and Colfax.- Seek support from the city staff, Downtown Denver Partnership (DDP) and Regional

Transportation District (RTD) to modify the existing ordinance regarding the restrictionof bicycle use of the 16th Street Mall except for a connection across the southeast endof the mall between the 16th Avenue bicycle lanes and Cleveland Place, and a con-nection from the Commons neighborhood to the bicycle lanes on Wynkoop Street atthe northwest end of the mall between Wynkoop and Wewatta.

- Pursue adoption of an ordinance to regulate operations of bicycle messengers, pedalcabs, and other commercial bicycling activities, with enforcement, in the public right-of-way.

Implementation

Responsibility Task Target DatePublic Works Create a system of Downtown bicycle lanes: Summer 2002Public Works Propose change to the 16th Street Mall ordinance. Summer 2002Public Works Propose bicycle messenger and pedal cab ordinance Fall 2002

to regulate, promote, and formalize these services.Public Works Work with the Denver Police Department to increase Winter 2002

enforcement of existing and new bicycle laws.

Major Missing Links

GOAL: Close the gaps in the existing bicycle routes to complete the bicycle grid route sys-tem.

Over the last eight years, the City has made significant progress toward an aggressive goal ofmore than 100 miles of new bike routes by working to complete a one-mile grid system ofbicycle routes. The goal of the system is to make “it possible for a person anywhere in theCity to be no more than one-half mile from a designated route “(Plan, 1993). As the citynears completion of this grid, a number of major missing links have become apparent whichhamper connections on the system. These missing links fall into one or more of these cate-gories:

- improvements to the existing off-street trails system;


- preservation of drainage corridors for future off-street trails;- problem intersections and crossings; and,- connections across I-25, the Santa Fe Drive corridor, or railroad tracks.

Each of these links is a key element to completing the grid route system.

Recommendations:Improvements to the following Major Missing Links (details are found in the document andappendix)

- Alameda Avenue: Platte River Trail to Cherokee Street connection (Routes D-7; D-14;D-16)

- Cherry Creek Trail (Route D-14 portion)- University Boulevard underpass- Safety recommendations for the First Avenue sidewalk

- Colorado Boulevard & 12th Ave (Route D-10)- Grant Ranch connections into the city and Quincy Ave. Bike Trail- Iliff Avenue/Warren Avenue/Dahlia Street at I-25 (Routes D-15 and D-20) - Iliff Avenue at Santa Fe Drive (Route D-20)- Iowa Avenue at Santa Fe Drive (Route D-18)

- Acoma Street to Santa Fe Drive - Santa Fe Drive sidewalk: Iowa Avenue to Florida Avenue

- Leetsdale Drive at Bayaud Avenue (Route D-14)- Leetsdale Drive at Kearney Street (Routes D-16 and D-17)- Northeast Neighborhoods - DIA access, E-470 link, First Creek, Second Creek, 48th

Avenue, High Line Canal corridor, other regional trail links, connections to GreenValley Ranch and Gateway area

- West Harvard Gulch connection to the Platte River Trail (Route D-20)- 43rd Avenue pedestrian bridge over railroad tracks between Fox Street and Inca Street

(Route D-2)- 46th Avenue from Platte River Trail to National Western Stock Show Complex (Route

D-2) - Incorporate planning study recommendations (underway) for 38th Street connection to

Platte River Trail (Route D-9)

Implementation

Responsibility Task Target DateCity Pursue the necessary funding to 1-2 projects per year

implement the projects identified in the Major Missing Links section.

City Seek opportunities to eliminate major 1-2 projects per yearmissing links as part of other projects.

Cost of implementation is variable. The recommendation is that the City spend a minimum of $1.00 per citizenper year to assist in the implementation of the recommended improvements.


Parks & Trails

GOAL: To enhance a system of off-street, multi-use trails to allow users of all types anopportunity to recreate and commute safely without the worries of riding with motorized vehi-cle traffic.

This section of the Update will serve two purposes. First it will establish design and con-struction standards for the off-street recreational paths. Second, it will prioritize maintenanceand modification of existing paths and construction of new paths. The recommended mainte-nance and new construction projects are listed below.

Recommendations

1. The prioritized recommendations for trail improvements are:Regional Trails

- Sand Creek- High Line Canal through Green Valley Ranch- Cherry Creek - High Line Canal to I-225- High Line Canal - Leetsdale Drive to Florida Avenue- High Line Canal - Yosemite Street to Cherry Creek- High Line Canal - Cherry Creek Trail intersection to Iliff Avenue (west of Los Verdes

Golf Course), with bridge replacements- Platte River - 15th Street to 19th Street (West Side)

Minor Trails- Lakewood Gulch through Martinez Park to Tennyson Street- Lakewood/Dry Gulch through Rude Park- Sanderson Gulch - Weir Gulch

Neighborhood Trails- Wagon Trail - west of Saratoga Place to east of Saratoga- Lake of Lakes Trail

2. The recommendations for off-street connections can be categorized as follows:- Pursue the completion of off-street trails along existing drainage corridors and utility

rights-of-way.- Construct off-street trails in areas where Parks and Recreation provides mainte-

nance.- Create a north-south connection from Stapleton to the Denver Tech Center along

Westerly Creek, High Line Canal, and Goldsmith Gulch.


Implementation:

Responsibility Task Target DatesParks and Improvement of selected regional trails. OngoingRecreation

Recreational Bicycling

GOAL: To encourage more people to ride bicycles more often.

Recreational bicycling encompasses many different types of activities. There were manycompeting demands for attention in the 2001 Update. The Update Team decided to focus ontwo aspects of recreational bicycling during this process: family bicycle loops and bicycle rac-ing. Additional recreational bicycling topics should be the subject of future Bicycle MasterPlan Update analysis.

Recommendations- Designate family bicycle loops to encourage recreational riding. Place directional

signage along the loop routes. - Continue to improve maintenance such as pavement defects and sweeping for the

on-street route system. Install signage for all routes. Ensure safe conditions forbicyclists if traffic calming measures are installed on the bicycle route systemstreets.

- Investigate possible locations for a BMX/Velodrome/Mountain Bike Circuit facility invacant or redeveloping areas within the city.

- Plan bicycle racing and training routes in Denver. Develop general guidelines foracceptable street closures for bicycle races.

- Encourage the development of new bicycle racers via the juniors, seniors and citi-zens categories of bike racing.

Implementation

Responsibility Task Target Date CostPublic Works Place signage to designate family Ongoing $150,000

bicycle loops. Maintain and improve bicycle route system.

Parks and Investigate possible locations for Recreation BMX/Velodrome/Mountain

Bike Circuit facility

Bicycle racers Work with CCD Parks and Denver OngoingPublic Schools to encourage new bicycle racers


Transit Access and Accommodations:

GOAL: Make bicycling and transit work in a seamless manner.

Bicycle access to transit facilities as well as bicycle accommodations at transit facilities andon transit vehicles is crucial to maximize use of alternative transportation. These opportuni-ties can be especially important at transit facilities that have limited car parking.

The Update recommends improving access with bike route and trail signage around light railstations and park-n-Ride facilities as well as connections to three critical RTD facilities.

- The Broadway Station from the Platte River trail and from Washington Park/WestWashington Park neighborhoods.

- The Evans Avenue Station from the Platte River Trail and Overland neighborhood.- The Colorado Center from the Virginia Vale neighborhood.

Bicycles are already accommodated on most RTD services and this plan supports maintain-ing those accommodations. Additionally, the Update recommends that RTD:

- Revisit the policy of allowing bikes on light rail only on the reverse commute whenthe Southeast Corridor (T-REX) line begins service;

- Installing bike racks inside the current fleet of light rail vehicles;- Procure low-floor light rail vehicles in the future that are equipped with folding seats

and ceiling suspension hooks in designated areas; and- Pursue Bikestations as a means of accommodating cyclists and attracting new

users to multi-modal travel.

Implementation

Responsibility Task Target Date CostCity Implement the identified bicycle routes Continuous As defined above

to facilitate bicyclist access to transit. in signage and major missing links

City Coordinate with CDOT to ensure 2002-2007continuous bicycle access during Southeast Corridor construction.

RTD Implement the recommendations to Continuousimprove the accommodation of bicycles on new and existing light rail vehicles and at transit facilities.



Advocacy

GOAL: Organize bicycle enthusiasts to promote bicycling in Denver.

During the research process, the Update team noted that most cities with excellent bicyclingfacilities have strong bicycle advocacy groups. In polls taken at both public meetings abouthalf of the attendees volunteered to promote advocacy in some manner. The excitementlevel for an advocacy effort was higher than expected, indicating that Denver bicyclists areready and willing to get involved.

Towards the end of the update process, Bicycle Colorado and the City and County of Denverhosted an advocacy organization meeting that drew more than 100 people. The groupnamed itself BikeDenver and has met regularly for a few months now.

Recommendations- The City bicycle planner, Public Works Department, and MBAC should facilitate the

interest and guide the energy in BikeDenver to achievable goals that will improvebicycling in Denver.

- BikeDenver should not officially be an extension of the MBAC, the City & County ofDenver, or any other local government. It should function independently from formallocal government with a board of directors.

- BikeDenver would be an ideal organization to define public opinion on bicyclingissues and advocate for Denver, RTD and CDOT bicycle improvements.

Implementation

Responsibility Task Target DateCity Coordinate the activities of bicycle groups towards Ongoing

achieving common goals.City/Advocacy Group Form an independent advocacy group from the bicycle Completed, 2001

community to promote bicycling in Denver.

ConclusionDenver is a great city for bicycling due to the moderate year-round climate and the effortsmade by the city and the Mayor’s Bike Advisory Committee over the past 10 years. Duringthis time, Bicycling Magazine has recognized Denver as one of the “Top Ten Cities forCycling” three times (1995, 1999, 2001) and the League of American Bicyclists has recog-nized the city as a “Bicycle Friendly Community” (2001). This update is in all likelihood thefirst in a series of updates that will occur in the future as additional accomplishments takeplace, existing conditions and infrastructure change, and new opportunities present them-selves. This commitment to review and update the Denver Bike Master Plan is the first step toguarantee that Denver remains one of the best metropolitan cities for bicycling in NorthAmerica. The continued implementation of the recommendations made in this and subse-quent updates will require funding, inter-agency cooperation, and a shared vision that bicy-cling can be an easy, safe, and enjoyable recreation and transportation choice.

The 1993 Denver Bicycle MasterPlan (DBMP, which was adoptedunanimously by City Council)sought to develop and implementa comprehensive bicycling pro-gram by developing a physicalbicycle system as well as educa-tion, promotion, enforcement,public policy, and informationdistribution programs. This doc-ument is an update of that plan.

The City of Denver has madegreat strides since the adoption ofthe DBMP in 1993 and has suc-cessfully implemented many ofthe recommendations. To ensurethat Denver remains one of thebest cities for bicycling in NorthAmerica, it is essential that theCity continue its efforts toimprove the bicycle system andthe necessary avenues of support.

The focus of the Denver BicycleMaster Plan Update (the Update)is to provide bicycle facilities andpromote bicycle usage to meet therecreation needs of Denver citi-zens in all parts of the city and toresolve the transportation needsof each citizen via bicycling (atleast one day a week). If all thecitizens of Denver were to com-mute by bicycle once a week, theresult would be a reduction of up

to 20% in peak hour demands onthe City ’s roadways. The capacitydemands on local roadways woulddecrease, and there would betremendous cost savings by notwidening roads and increasingcapacities.

The goals of the Update are takenfrom The National Bicycling andWalking Study, published by theU.S. Department of Transport-ation. The Study presents a planof action for activities at theFederal, State and local levels withthe following two goals:

- To double the current percent-age of trips (from 7.9% to15.8%) made by bicycling andwalking, and;

- To simultaneously reduce by tenpercent the number of bicyclistsand pedestrians killed or injuredin traffic crashes.

Recognizing the achievements ofthe past several years as well asthe changing environment ofDenver, the City determined thatit was time to re-visit the DBMPwith a formal update to maintainthe momentum, success andexcitement of implementing bicy-cle improvements in Denver.

From the National Strategies for Advancing Bicycle Safety

Introduction


About 85 million adults andchildren ride their bikes everyyear.

For children and teens, thebicycle is a primary means oftransportation when travelingindependently.

Every morning an estimatedhalf million people bike towork in the United States.

Each year, more than 500,000bicyclists of all ages sustain acycling injury that requiresemergency department care.

Of the approximately 800 bicyclists killed annually, about750 are killed in traffic crashes.

Perhaps not surprisingly, morethan half of the bicyclists rid-ing in or near traffic reportfeeling unsafe.

Introduction


In 2001, the Update focuses ondetermining the next set of solu-tions and recommendations tocontinue this effort. The initialfocus of the Update is based onrecommendations from the 1993DBMP that are not yet imple-mented, new conditions through-out the City due to developmentand infrastructure changes, andnew situations, opportunities andattitudes that were previouslynon-existent. In addition to newbicycle traffic counts, the mainelements for the Update include:

Grid Route System:Increased Route Signageand NeighborhoodRoutes & Signage

Downtown Bicycling: Howto Make Downtown More“Bicycle Friendly”

Major Missing Links:Closing the Gaps inMissing Links & DifficultCrossings

Parks &Trails: Bicycle TrailStandards, Existing TrailsAnalysis and Future Off-Street Connections

Recreational Bicycling:Family Bicycle Loops andBicycle Racing

Transit Access andAccommodations:Improving Access toLight Rail Stations,Access on Light RailVehicles & I-25Reconstruction Access:The T-REX Project

Advocacy: ExistingConditions &Opportunities

This Update is in all likelihoodthe first in a series of updatesthat will occur in the future asadditional accomplishments takeplace, existing conditions andinfrastructure change, and newopportunities present themselves.This commitment to review andupdate the DBMP over time isthe first step to guarantee thatDenver continues to be one of thebest metropolitan cities for bicy-cling in North America. The nextstep is more challenging; itincludes the continued and steadyimplementation of the recommen-dations made in this update andsubsequent updates which willrequire funding, inter-agency

Ideals of the NationalStrategies for

Advancing BicycleSafety

#1 Motorists Will Sharethe Road

# 2 Bicyclists Will RideSafely

#3 Bicyclists Will WearHelmets

#4 The Legal SystemWill Support Safe

Bicycling

#5 Roads and Paths WillSafely Accommodate

Bicyclists

Route D-18through

Ruby HillPark has

been upgraded to

becomeADA

compliant.

cooperation, and a shared visionthat bicycling is an easy, valid,safe, healthy and fun transporta-tion and recreation choice.

Methodology & Analysis:The first task for the Updateteam was to analyze the existingconditions within each of the sixelements of the plan, and deter-mine the current opportunities,strengths and weaknesses of thesystem. In many cases, the focuswent beyond analysis of bicyclingin Denver to look at bicyclingprograms and trends in othermetropolitan areas. More impor-tantly, the local bicycle communi-ty provided input at two publicmeetings and monthly work ses-sions with the Mayor’s BicycleAdvisory Committee (MBAC) todetermine specific areas of inter-est, concern, and recommendedpriorities.


Accomplishments Since 1993:

- Top 10 Cities for Cycling Award fromBicycling Magazine - Three Times!

- League of American Bicyclists BicycleFriendly Community Award

- Improved maintenance of trails and bikeroutes

- Replacement of numerous low water bridgecrossings/ wooden bridge structures

- Improved Intra- and Inter-agency cooperation

- RTD buses with bike racks, bikes on lightrail trains, and bike lockers at Park-N-Rides

- Establishment of grid route system and signage program

- Bicycle Parking Ordinance and City-provid-ed bike parking racks

- “Wheels & Heels” Trails on the Downtownportion of the Cherry Creek Trail

- Wynkoop St. Bridge and Bicycle Lanes

- Bicycle connection along Peña Boulevardto Denver International Airport

- City Bike Map

- Free bicycle registration via the City website

- Bicycle provisions in the Stapleton andLowry Redevelopments

- Lights on the Cherry Creek and Platte RiverTrails

- Bike lanes on numerous streets

The City ofDenver

receives theLeague ofAmericanBicyclist’s“BicycleFriendly

Community”Award at

Bike to WorkDay 2001

Pavementmarkings

can define tobicyclistswhere to

stop to get atraffic signal

“detect.”

Grid Bicycle Route SystemIssues:The 1993 Bicycle Master Planstated:

A major goal of the Denver BicycleMaster Plan is to provide a comprehen-sive bicycling network with access to allparts of the City. Completion of theone-mile grid system of bicycle routeswill result in the addition of more than100 miles of new routes. A one-milegrid makes it possible for a person any-where in the City to be no more thanone-half mile from a designated route.The designation of on-street bicycle routescan provide a focus for the implementa-tion of improvements to make the City’sstreets safer for bicycling.

The scope of work for the 2001Update contains the followingtasks for the Grid Route System:

- Recommend prioritizedaction plan to sign theremainder of the city ’sgrid bicycle route system.

- RecommendNeighborhood BikeRoutes to provide recre-ation as well as access toopen spaces, access toschools, recreation cen-ters, employment sites,

shopping, historic sites,etc.

In the last eight years, the City ofDenver has used the grid routesystem as the focus for bicycleimprovements. Throughout thecity, many minor capital improve-ments have been implementedthat have allowed the signage ofseveral grid routes. The routesthat have yet to be signed areincomplete in sections or are notsufficiently bicycle friendly.

The 1993 DBMP recommended22 routes on the grid system.Eight routes now have signage(D-1, D-4, D-6, D-8, D-10, D-11, D-12, and D-18). One routeis partially signed (D-2). RouteD-5 and the central portions ofroutes D-16 and D-20 will besigned in 2002. Funding is inplace for signage on two addition-al routes (D-7, D-22). Thefieldwork is complete for signageof Route D-3 but no funding isin place. In addition, existing sig-nage on routes should be checkedperiodically for vandalism, fading,and the need for other possibleimprovements. Beyond grid routesignage, the City will install bicy-cle detectors to upgrade the per-formance of traffic signals on

Grid Route System


Grid Route System

A one-mile grid of designatedbicycle routes consisting of acombination of on-street routesand off-street trails. The GridRoute system provides a focusfor implementation of roadway,signage and trail improvements,and creates a city-wide networkfor transportation and recre-ational bicycling.

Grid Route System


North/South RoutesD-1 Signed in 1994D-11 Signed in 1994

East/West RoutesD-4 Signed in 1995D-6 Signed in 1995D-8 Signed in 1996D-10 Signed in 1997D-12 Signed in 1997D-18 Signed in 2000

Routes with Existing Signage:


Temporarymonitored

bicycle parking

corrals andracks at

major eventscan promote

bicycleusage.

grid route streets. (See Appendixfor details of Grid Route sig-nage.)

Neighborhood Bike RoutesThe current one-mile grid systemin place within the City wasdeveloped with the intent to uti-lize streets and paths that arelocated near parks, schools,libraries, recreation centers andother similar facilities. Bicyclistsare able to see these amenitieswhile they are using the gridroute system.

However, for those facilities notnear a section of the one-milebicycle grid route system, anyapparent connection to the sys-tem is less evident. Conversely,for those people using the gridroute system, these areas andbuildings can not be easily seen(if at all).

Analysis:A major incentive for connectingpublic facilities to the bicycle gridroute system centers on thenotion that the more people whoare made aware of the system, themore people will use the bicycleroute system. Therefore, newroutes should be developed thatcreate connections between the

existing bicycle grid route systemand nearby facilities not currentlyon a bicycle route. More specifi-cally, neighborhood routes fromexisting routes should be estab-lished that will connect to nearbyparks or appropriate facilities andthen return to the original route.

Appropriate streets for these newneighborhood routes have beenidentified so that underservedpublic facilities can be connectedvia the bicycle grid route system.New bicycle and directional sig-nage should be developed anderected showing the neighborhoodroutes, its destination and itsconnection back to the originaltrail. (See Appendix for detailedinformation.)

Grid Route System

Routes to be SignedImmediately:

- D-3 Fieldwork for signage iscomplete but no funding hasbeen secured.

- D-5 Field work is complete forsignage of this route - will besigned in 2002

- D-7 Funding in place for signingin 2002, with fieldwork and planset needed

- D-9 Immediate action for sign-ing suggested after completionof 38th Street bikeway improve-ments in 2002

- D-16 The central portion will besigned in 2002

- D-17 Immediate action for sign-ing suggested

- D-22 Funding secured for sign-ing in 2002. No field work todate.


Bicycle parking

in Basel,Switzerland.

Grid Route SystemAdditional Routes to be Signed:

- D-2 Partially signed in 1995; signage completion over the long term

- D-13 Signage completion over the long term




- D-20 Signage completion over the long term - the central portion will besigned in 2002



General Background:Downtown Denver is the centerof the Denver metropolitanregion, not only geographically,but also in terms of human andeconomic activity. The signifi-cant increase in commercial, resi-dential and entertainment activityDowntown since the 1993 Planprovide the reason to revisit thetopic of bicycle access and circu-lation in Downtown Denver.

Currently Downtown is headed inthe right direction with theupcoming Bikestation, plannedfor the Denver Union Terminal(DUT), in conjunction with theexpansion of the 16th St. Mallshuttle service, and Central PlatteValley light-rail extension, and theplanned multi-modal transit hubat the DUT site. Now is thetime to make bicycling attractive,easy and safe for travel within andthrough Downtown.

Since the adoption of the 1993DBMP, Downtown Denver hascontinued its renaissance tobecome a more lively activity cen-ter for the region. The sum ofthese recent developments is thereason to explore the opportuni-ties and constraints for improvingbicycling to and through the

Downtown area. The followingrecommendations will makeDowntown more “BicycleFriendly” - thereby achieving thevision of the Denver BicycleMaster Plan.

Since the adoption of the DBMPin 1993, the City of Denver hasmade dramatic strides in improv-ing bicycling conditions through-out the City. This includes theinstallation of a substantial num-ber of inverted-U bike racksdowntown and the adoption of abicycle parking ordinance. RTDhas also increased accessibility byallowing bicycles on their busesand light rail vehicles. (See“Transit Access andAccommodations” section.)

Existing Downtown CirculationThere are a number of existingbicycle routes that run near orthrough Downtown Denver. Themost significant of these are:

East-West Routes:- D-4, along 20th Street pastCoors Field to Curtis Street.- D-6, along the Cherry CreekTrail and Wynkoop bicycle lanespast Coors Field to Curtis Street.- D-8, along Auraria Parkway tothe Cherry Creek Trail to

Downtown Bicycling

The 16thStreet Mall is a busycorridor at all hours of

the day.


Downtown BicyclingWynkoop Street, past CoorsField, to 19th Avenue.- D-10, along 13th Avenue fromthe west and along 11th and 12thAvenues to the east.

North-South Routes:- D-5 Inca Street to the I-25underpass leading to CuernavacaPark and the Platte River Trail - D-7, Cherry Creek Trail toWynkoop Street, past CoorsField, to the 23rd Street viaduct - D-9, along Sherman Streetfrom the south to 21st Street, toCurtis Street to the northeast.

Additionally, the Cherry CreekTrail and the Platte River Trail, asseparate elements of the greaterDenver trail system, provideaccess along the western edge ofDowntown, with lighting beneathstreet bridges that pass over thesetrails. Also, 16th Avenue fromBroadway east to Esplanade isstriped with bicycle lanes as aneighborhood bicycle route.

The seven grid bicycle routes andthe Cherry Creek and Platte RiverTrails mentioned above, in effect,encircle Downtown. None ofthese routes or trails penetratesdowntown within the area gener-ally bounded by Wynkoop Street

and 21st Street on the north,Sherman Street on the east, 12thAvenue on the south, and theCherry Creek Trail on the west.As a result, getting to the edge ofDowntown is relatively easy withnumerous routes available for thebicyclist coming from virtuallyany direction. The difficulty isgetting from these routes into theheart of Downtown, particularlythe principal retail and office cen-ters along the 16th Street Mall,17th Street and 18th Street.

Bicycle Lane Issues:In 1999, the City of Denver cre-ated bicycle lanes on WynkoopStreet (Routes D-6, D-7, D-8)to connect bicyclists between theCherry Creek Trailand Coors Field.The bicycle lanesmade it easier fornovice and familyriders to ridebetween the twofacilities, and are apositive example forthe provision ofadditional down-town bike lanes.The DRCOGMetrovision 2020plan specifically

The grid route system defines bicyde access aroundDowntown Denver but does not designate routes

within the core. Proposed bicycle lanes will addressthe bicycle access to and through Downtown.


Downtown Bicyclingidentifies that the provision ofmarked, on-street bicycle lanes“…can make bicycling more com-fortable for riders of differentability levels.”

AnalysisAlthough a few streets in the Cityof Denver have striped bicyclelanes, most of the on-street bicy-cle routes in the city are shared-use lanes without specifically des-ignated bike lanes. The 1993DBMP did not recommend thedesignation of bicycle routes onDowntown streets because oftraffic volumes and the narrowtraffic lanes with limited space onmany streets. At the January2001 public meeting held to ini-tiate the Update process, therewas overwhelming public interestand support for additionalDowntown bicycle lanes to facili-tate bicycling to and throughDowntown.

There are few, if any, streets thatcan easily accommodate bike laneswithout changes in traffic flow,lane widths, or on-street parking.To date, Wynkoop Street is theonly street in the Downtown areawith striped bicycle lanes. Whilesome people would like bicyclelanes on every street, the Update

recommends the strategic place-ment of lanes to improve accessand circulation throughout theDowntown area. Just as the gridroute system provides bicycleroutes within a half-mile of anydestination in the city, theDowntown bicycle lanes shouldprovide safe bicycle access withina few blocks of every Downtowndestination.

The following list contains someof the principles that guided thecurrent effort to stripe bicyclelanes on Downtown streets:

- The effort to place bicy-cle lanes on Downtownstreets is in recognitionof traffic conditions inthe Downtown area; thepredominantly one-waystreet system, the mix ofvehicle types and double-turn lanes which can beintimidating to manybicyclists.

- Bicycle lanes onDowntown streets canencourage bicycling forcommuting and othertransportation needs inthe Downtown area.

Bicyclists can successfully use a quadrupole loop to get a signal “detect”.


Downtown Bicycling- Better provision for bicy-

cling on street can serveto reduce unlawful bicy-cling on downtown side-walks (which creates con-flicts with pedestrians).

- Bicycle lanes should notlead novice or family rid-ers into unsafe bicyclingconditions.

- The bicycle lanes shouldcreate a system that pro-vides circulation to andthrough Downtown andsafe access from theCherry Creek Trail, thePlatte River Trail and thedesignated bicycle routesin the surrounding neigh-borhoods.

The installation of “Share theRoad” signage throughout thedowntown area can serve to edu-cate and inform drivers andpedestrians that they can expectcyclists on every roadway. Toensure the utility of the signs,there must be a balance betweeninstalling sufficient signage toinform roadway users, and over-whelming roadway users with thevisual clutter of too many signs.Therefore, strategic placement of

“Share the Road” signage on spe-cific streets, such as Curtis Street,Larimer Street and Wazee Street,is appropriate.

The following streets emergedwith high potential for accommo-dating bicycle lanes. Togetherthey create a system of bicyclelanes providing circulation on thenumbered and named streets atthe ends of Downtown and cross-ing the 16th Street Mall at thecenter of Downtown.

Wynkoop Street (Routes D-6, D-7, D-8)Wynkoop Street is the location ofthe first bicycle lanes inDowntown Denver, providing aconnection between the CherryCreek Trail and Coors Field.Wynkoop Street also providesaccess to the Bikestation to belocated at the Denver UnionTerminal (DUT) site.

Glenarm PlaceThe existing layout of GlenarmPlace includes one travel lane ineach direction and a center turnlane for most of its length.Glenarm Place typically has a 48-foot wide roadway, except between15th and 16th Street, where itnarrows to a 41-foot width

A bike lanehas beenproposed

alongGlenarmStreet.


through the Denver Pavilions, anurban entertainment activity cen-ter. Based on analysis of trafficvolumes and turning movements,Public Works staff concurred withthe desire to install bicycle laneson Glenarm Place between 18thStreet and Colfax Avenue. Toprovide adequate space for thebicycle lanes, the center turn laneneeds to be removed for most ofthe length of Glenarm Place withtwo exceptions:

- The five-legintersection ofGlenarm Place,Colfax Avenue andFox Street requiresthree lanes onGlenarm approach-ing the intersectionto handle the mul-tiple turning move-ments. Bicycle lanestriping on thisblock of GlenarmPlace should beginmidway betweenColfax Avenue and13th Street.

- Between 15th and16th Street, theroadway narrowsfrom a 48-foot

width to a 41-foot width.Bicycle lane stripingshould end midwaybetween 15th Street and16th Street where thecenter turn lane serves asa pedestrian refugethrough the Pavilions, andon-street parking andloading zones take upspace alongside the curbson the narrower roadway.

If 19th Avenue east of Broadwayconverts to two-way operations inthe future, the Glenarm Placebicycle lanes should be extendedto improve the connection to theUptown neighborhood.

Arapahoe and Lawrence StreetsArapahoe Street and LawrenceStreet form a one-way coupletmidway between Glenarm Placeand Wynkoop Street. The twostreets have typical 60-foot road-way sections with four throughlanes and parking on both sidesof the street. Traffic volumes aremoderate on both streets.Changing conditions inDowntown are the reason for re-examining the roles of motorvehicle and bicycle traffic onArapahoe Street and LawrenceStreet. The placement of bicycle

Downtown Bicycling

19th Streethas a HOV

lane inLower

Downtown

Glenarm Pl.14th St.

19th St.

18th St.Wynkoop St.

Lawrence St.

Arapahoe St.

Proposed bicycle lanes androutes in Downtown Denver.

16th St.

Cherokee St.


lanes on Arapahoe and LawrenceStreet will be accomplished bestby the removal of a through traf-fic lane on each of these streets.

Arapahoe StreetThe Update recommends remov-ing of a traffic lane and striping abicycle lane between 21st Streetand Speer Boulevard. At 21stStreet, the bicycle lane will con-nect to existing bicycle routes.

The City is currently pursuingrenovation of Skyline Parkbetween 15th and 18th Streetsalong Arapahoe Street. The Cityis supportive of narrowing theroadway and removing a trafficlane on Arapahoe Street as part ofthe Skyline Park renovation. Thisshould result in the allocation ofsome of the 60-foot roadway forpedestrian and bicycle circulation.

Between 14th Street and SpeerBoulevard, Arapahoe Street carriestwo-way traffic and providesaccess to a large parking garagefor the Denver Performing ArtsComplex. West of 14th St.,Arapahoe Street should be recon-figured to provide two automo-bile lanes in each direction and anew bicycle lane leading to SpeerBoulevard.

Lawrence StreetThe Update recommends that theCity remove one of the fourthrough lanes on Lawrence Streetbetween Speer Boulevard and 21stStreet and stripe a bicycle lane onthis segment. Public Works staffconcurred with the removal of atraffic lane to install the bicyclelane based on the removal ofState Highway designation onLawrence Street.

Bicyclists can easily accessLawrence Street from the CherryCreek Trail via Creekfront Park,by using the sidewalk trail to con-nect directly to Lawrence and14th Streets. Coordination withRTD could allow for bicyclists touse the bus lane on LarimerStreet to connect to 14th Street,and then to Lawrence Street.Once on Lawrence Street, bicy-clists can connect to 14th Street,the 16th Street Mall (includingfor Sunday riding), the proposedbicycle lanes on 18th and 19thStreets, or the existing bicycleroutes on 21st Street.

18th Street and 19th StreetAt the northeastern edge of theDowntown core, 18th and 19thStreet form a one-way couplet.

Downtown Bicycling

ClevelandPlace

approachingthe 16th

Street Mallfrom the

west.

Bicycle LanesRecommendations

- Create bicycle lanes onGlenarm Place from ColfaxAvenue to 18th Street. Removethe center-turn lane on GlenarmPlace (except on the blockbetween 15th Street and 16thStreet). Maintain all three of theexisting southwesterly boundlanes on Glenarm Place as itapproaches the intersection atColfax Avenue.

- Create bicycle lanes onArapahoe Street andLawrence Street as a one-waycouplet between SpeerBoulevard and 21st Street.

- Create bicycle lanes on 18thStreet between Glenarm Placeand Wynkoop Street.

- Create bicycle lanes on 19thStreet between Stout Street andLawrence Street.

- Adjust lane striping to create awide outside lane on the right(westerly) side of the street anddesignate 14th Street as abicycle route between LarimerStreet and Colfax Avenue.

- Install “Share the Road” signsat strategic locations, beginningwith Curtis Street, LarimerStreet and Wazee Street.


Downtown BicyclingThese streets emerged as candi-dates for the placement of bicyclelanes because they could provideaccess and distribution on thenortheasterly side of Downtown.

18th StreetOf these two streets, 18th Streetoffers the greater opportunity forthe placement of bicycle lanes.The general lane layout remainsconsistent for the entire length of18th Street, although the curb-to-curb width changes in twolocations.

Discussions with Public Worksstaff led to the recommendationto remove one through lane andreapportion the roadway width fora 6-foot bicycle lane. The BicycleMaster Plan Update recommendsstriping bicycle lanes on 18thStreet from Glenarm Place toWynkoop Street accompanied bythe removal of one through trafficlane. (See typical roadway cross-sections in the Appendix fordetails.)

19th StreetPartially because of its location atthe edge of the Downtown core,19th Street serves varying func-tions in its different segments ofits length from Wynkoop Street

to Broadway. Although 19thStreet is one-way for most itslength, between Wynkoop Streetand Blake Street it carries two-way traffic. From WynkoopStreet to Arapahoe Street, theexisting HOV lanes are opera-tional from 6-9 AM on weekdays.The roadway width on 19thStreet varies from 48 feet to 60feet between Market Street andBroadway. Between Stout Streetand Welton Street, light railtracks occupy up to half of theroadway, limiting the space forthrough lanes. The sum of theseconditions makes the placementof bicycle lanes difficult.

The Update recommends theremoval of one through lane on19th Street between LawrenceStreet and Stout Street, and theplacement of a bicycle lane.(Alternatively, the HOV lanecould be re-defined to includebicycles, as is done in othercities.) At 19th Street andLawrence Street, bicyclists cantransfer from the Lawrence Streetbicycle lanes to the lanes on 19thStreet. At 19th Street and StoutStreet, signage should direct bicy-clists either to Share The Roadwith motor vehicles on 19thStreet or to use Stout Street to

Police officers on

bicycles arean effectiveenforcementtool acrossthe country.

Downtown bike lane provides a travel cor-ridor for bicyclists.


connect to the designated bicycleroute two blocks northeasterly on21st Street.

14th StreetBetween Larimer Street andColfax Avenue, 14th Street hasthe potential to serve as a com-fortable street for bicyclists. Itprovides a connection between theCherry Creek Trail via CreekfrontPark and the Civic Center areawith the pending Cleveland Placebikeway connection at MacIntoshPlaza (which will open in 2002).Because large activity centers suchas the Denver Performing ArtsComplex and the ColoradoConvention Center have necessi-tated street closures, there arelong expanses with no intersec-tions on the westerly side of thestreet. For most of its length14th Street carries moderate lev-els of traffic in three throughlanes with parking on both sidesof the street.

The Update recommends that theCity designate 14th Street as abicycle route by adjusting theexisting lane striping on 14thStreet to provide a 20-foot wideoutside lane on the right (wester-ly) side of the street. The exist-ing traffic conditions on 14th

Street in conjunction with theprovision of a wide outside lanewould allow comfortable bicycling(without the designation of aspecific bicycle lane) with noimpacts to the existing, on-streetparking. The City should providedirectional signage for bicyclistsand “Share the Road” signage toalert all road users about shared-use conditions.

16th Street Mall Issues:The 16th Street Mall is the spineof Downtown Denver, connectingthe Civic Center to LowerDowntown. The Mall opened in1982, and continues to be thegathering place for Downtownworkers, residents, visitors andtourists. The Update addressedtwo issues concerning bicyclesand the Mall.

- Creating a connectionacross the Broadway/16thStreet Mall/ClevelandPlace triangle.

- Creating a connection to Wynkoop Street from the northwesterly end of themall.

Analysis:Because of its status as an auto-mobile-free street, the 16th StreetMall is inviting to bicyclists who

Downtown Bicycling

Blue bikelanes aretypical inDenmarkand havealso been

used in theU.S.


Downtown Bicyclingdo not feel comfortable sharingthe road with traffic. RTD andthe Downtown Denver Partner-ship have espressed concernsabout pedestrian safety and RTDMall Shuttle operations thatshould be weighed in combinationwith the promotion of alternativetransportation modes, specificallybicycles. The following conceptsdefine incremental phases forpotentially allowing increasedbicycle access to both ends of the16th Street Mall.

1)16th Avenue Bike LaneConnections to Cleveland Placevia the Mall Plaza (bounded bythe 16th Street Mall, ClevelandPlace and Broadway

East 16th Avenue has stripedbicycle lanes from the Esplanadeat East High School to the blockbetween Lincoln Street andBroadway. Many bicyclists usethis facility for access to andfrom Downtown, even thoughthere is a significant gap atBroadway. Eastbound bicyclistsuse the short one-way segment of16th Avenue at Broadway to con-nect to the bicycle lanes.Westbound bicyclists have a moredifficult time crossing Broadwayto get to Downtown streets.

It is a high priority in the bicyclecommunity to legitimize bicyclingin this area. It is therefore rec-ommended that the existing 16thAvenue bicycle lanes must have abicycle-friendly connection toCleveland Place. A change toCity Ordinance 54-44 regulatingbicycle use on the Mall couldallow bicycles on the triangularplaza at Broadway/16th Street/Cleveland Place at all times. ThisUpdate recommends that CityCouncil enact a monitored, six-month duration experiment withbicycle access on the plaza. Theexperiment could include the useof signs, pavement markings andstreetscaping measures to definethe bicycle travel corridor to allplaza users. If the experimentprovides a positive result, theordinance could be changedaccordingly.

2) 16th Street Mall Extension toWynkoop Street

The redevelopment of LowerDowntown and the Central PlatteValley is an opportunity toaddress the changes to the trans-portation network such as thedemolition of the 16th Streetviaduct. Three new bridgesplanned along the 16th Street

Bicycle parking

adjacent togate E at

Coors Field.

16th Street MallRecommendations

- Pursue City Council adoption ofa change to the 16th Street Mallbicycle ordinance to allow bicy-clists on the triangular plazabounded by Cleveland Place,16th Street and Broadway toconnect 16th Avenue bicyclelanes to Cleveland Place.Conduct a monitored, six-monthexperiment allowing bicyclistson the 16th Street Mall on thetriangular plaza, after whichCouncil can review safety andoperations on the Mall.

- Pursue City Council adoption ofa change to the 16th Street Mallbicycle ordinance to allow bicy-clists on the westerly Mall side-walk between Wynkoop Streetand Wewatta Street. Thischange will provide access fromthe Commons neighborhood tothe bicycle lanes on WynkoopStreet and to the Bikestationfacility at the DUT site.


Downtown Bicycling

Bicycle parking atthe Pepsi

Center in theCentral

Platte Valley

alignment will re-establish thepedestrian and bicycle connectionbetween the Highlands neighbor-hood and Downtown, and create aconnection to the development inthe Commons neighborhood.The three bridges include a con-nection over I-25, a second bridgeover the Platte River, and a thirdbridge, the Millennium bridge,over the mainline railroad tracks.

At the southerly end of theMillennium bridge adjacent to theintersection of Chestnut and16th Streets, bicyclists can ridetwo blocks to Wewatta Streetthen walk one block to WynkoopStreet. With the development ofthe Bikestation at DUT and useof the Commons area, traffic vol-umes on the current legal alterna-tive along 15th St. will certainlyincrease.

The Update recommends a directbicycle connection between theMillennium bridge and the bicyclelanes on Wynkoop Street, con-necting with the Bikestation atthe DUT site. The Plan furtherrecommends a defined bicycleconnection on the northerly endof the 16th Street Mall using thewesterly sidewalk next to the PostOffice Terminal Annex and con-

tinuing to Wewatta and 16thStreet. From there, bicyclistscould share the road withmotorists on 16th Street for thetwo blocks from Wewatta toChestnut Street to theMillennium bridge. This bicyclesidewalk usage will require achange to the 16th Street Mallordinance by the City Council.The provision of a quality bicycleroute on the sidewalk will avoidconflicts with Shuttle vehiclesand light rail trains through theCentral Platte Valley. Now is thetime to provide a viable connec-tion for bicyclists as part of theinitial development for this area.

Bicycle Commerce:Currently, pedal cabs and bicyclemessengers use Denver streets forcommerce. This plan recom-mends that any ordinance devel-opment regarding any of thesecategories attempt to coordinateefforts to treat these commercialcyclists equally.

Pedal CabsPedal Cabs are currently regulatedvia City Ordinances 55-381 - 55-396. These ordinances definepedal cabs and specify that theCity Traffic Engineer determinethe hours of operation, streets


A Chicago messen-ger is ticketed for

failing to display hiscompany name and

ID number.

Downtown Bicyclingand areas where pedal cabs canoperate. During the developmentof the Update, some changes tothe operations of pedal cabs havebeen defined, including:

- Pedal cabs are permittedto operate in the CentralBusiness District except:

- on the 16th StreetMall from 6am to 6pmon non-holiday week-days; and,

- on arterials from 7amto 9am and 4pm to6pm on non-holidayweekdays.

- Pedal cabs must remain inthe roadway at all timeseven when loading andunloading passengers.Pedal cabs may not oper-ate on sidewalks unlessthe sidewalk is a designat-ed bike route.

(Note that Ordinance 55-383 indicatesthat pedal cabs are subject to all rightsand duties applicable to bicycles.)

Bicycle MessengersThere are currently five or sixestablished delivery companieswith approximately 60 couriersoperating in Denver. Changingtechnologies, such as fax

machines, e-mail with attachedfiles, paperless “E-ticketing” forairline travel, and the electronictransfer of funds and documentshave reduced the number of bicy-cle messengers on Downtownstreets.

Bicycle messenger delivery serviceis currently an unregulated com-mercial use of public streets. TheDenver Police Department, PublicWorks Department and theDowntown Denver Partnershiphave all considered proposing bikemessenger regulation, but, thereare conflicting issues which makeregulation difficult.

- Bicycle messengers havewanted to regulate them-selves rather than faceoutside regulation.

- The employment statusof messengers is not clear,nor is the accountabilityof the companies theyrepresent.

- The business communityis concerned that regula-tion would slow downservice and increase costs.

- Messengers’ behavior is

Bicycle CommerceRecommendations

- Adopt an ordinance to increasedowntown public safety by regu-lating the operations of bicyclemessengers, pedal cabs, andother commercial bicyclingactivities in the public right-of-way. Follow the example of theCity of Chicago bicycle messen-ger ordinance, but specify thathelmets must be “properly fas-tened.” Investigate the possibili-ty of a citizen complaint hotlinesimilar to Boston’s.

- Increase the level of enforce-ment of bicycling-related laws,particularly in the Downtownarea.


Chicagomessengersare required

to displaytheir

companyname andnumber.

too often a bad exampleto potential cyclists, asafety hazard to motoristsand pedestrians, and thecause of serious injury toat least one pedestrianrecently and one courier.

Analysis:As part of the development of the1993 DBMP there was an identi-fied need to “decrease dangerous (orfrightening) incidents between messengers,motor traffic, and pedestrians.” Atthat time, messengers asked foran opportunity “…for reinforcing aself regulating program.” Overall, the1993 plan’s recommendationsreflected an intent “…to encouragemessenger services to regulate themselves,reduce illegal bicycling activity, minimizeconfrontations with pedestrians andmotor traffic, and increase safety.”Despite the passage of time, thetopic of bicycle messengers con-tinues to be a chronic sore pointin any discussion of Downtownbicycling.

A number of North Americancities are already regulating bicy-cle messenger operations, withordinances currently in effect inBoston, Calgary, Chicago, NewYork, Vancouver and Washington,D.C. In response to issues simi-

lar to those in Denver, the City ofChicago enacted an ordinance in1992 to regulate the operationsof bicycle messengers. By ordi-nance, the Chicago delivery com-panies are required to hire mes-sengers as employees with insur-ance coverage and workmen’scompensation benefits, not asindependent contractors.

Messengers are required to wearhelmets and safety vests with thecompany name and the individualmessenger’s city-issued licensenumber, simplifying policeenforcement activities. The sumof Chicago’s requirements hasresulted in public safety improve-ments and improved working con-ditions for messengers. Thisordinance serves as a model for acorresponding ordinance inDenver (see draft ordinance inthe Update appendix).

Downtown Bicycling

Benefits of Regulating BicycleMessengers

- Requires that messengers beemployees of the companiesthey work for

- Employer provided insurance,helmets and safety vests withcompany name for employees

- Individual employees licensingand identifying numberassigned by the City

- Allows citizens to contactemployer directly

Existing conditions at

EvansAvenue

overpass ofSanta Fe

Drive.


Major Missing Links:One of the major recommenda-tions to come out of the 1993DBMP was the one-mile grid sys-tem of on-street routes and off-street trails. Over the last eightyears, the City has made signifi-cant progress toward completingthe system, using the grid routesystem as a framework in theimplementation of bicycleimprovements. Even so, a num-ber of major missing links stillexist that hamper connections onthe system. Each of the MajorMissing Links is a key element tocompleting the grid route systemfor the City. These missing linksfall into the following categories:

Connections across I-25Connections across the

Santa Fe Drive corridor Connections across railroad

corridorsImprovements to the existing

off-street trails systemPreservation of drainage cor-

ridors for future off-street trails

Problem intersections andcrossings

(NOTE: For detailed analysis of the missinglinks, listing of the alternatives under considera-tion and additional information, please see theAppendix to this document.)

Major Missing LinksRecommended Improvements

1. 43rd Avenue pedestrian bridge(Route D-2)

2. 46th Avenue from Platte RiverTrail to National WesternStock Show Complex (RouteD-2)

3. Northeast Neighborhoods -DIAaccess, E-470 link, FirstCreek, Second Creek, HighLine Canal, other regionaltrais, conections to GreenValley Ranch and Gateway area

4. Colorado Boulevard & 12thAve (Route D-10)

5. Alameda Avenue: Platte RiverTrail to Cherokee Street(Routes D-7; D-14; D-16)

6. Cherry Creek Trail (Route D14 portion) - University Blvd. underpass- First Avenue sidewalk

7 . Leetsdale Drive at BayaudAvenue (Route D-14)

8. Leetsdale Drive at KearneyStreet (Routes D-16 and D-17)

9. Broadway Station connection10. Iowa Avenue at Santa Fe

Drive (Route D-18)- Acoma St. to Santa Fe Drive - Santa Fe Drive sidewalk:Iowa Avenue to Florida Avenue

11. Iliff Avenue at Santa FeDrive (Route D-20)

12. West Harvard Gulch to thePlatte River Trail (Route D-20)

13. Colorado Station connection14 Iliff Avenue/Warren

Avenue/Dahlia Street at I-25(Routes D-15 and D-20)

15. Quincy Avenue BikewaySheridan to Wadsworth, GrantRanch connections to the restof the city


Major Missing Links

Note theimpact

damagedfence polesalong thewestern

sidewalk ofSanta Fe

Drive (whichis used by

Route D-18).


ALAMEDA AVENUE: PLATTE RIVER

TO CHEROKEE STREET

CONNECTION

(ROUTES D-77; D-114; D-116):This section of Alameda Avenue isa central connection for threebicycle routes. The Platte RiverTrail connects to the north side ofAlameda Avenue via a ramp.Between the ramp and Santa FeDrive, bicyclists and pedestriansmust cross three high-volumeintersections complicated by turn-ing movements at the I-25 exitramp, Kalamath Street and SantaFe Drive. Multiple curb cuts andan existing bus stop further com-plicate the route.

Between Santa Fe Drive andCherokee Street, a sidewalk on thenorth side of Alameda Avenue pro-vides uninterrupted access underthe railroad tracks to the designat-ed bicycle route on Cherokee.

The City has plans to rebuild thesidewalk portion of the AlamedaAvenue underpass between SantaFe Drive and Cherokee Street witha wider cross-section, a new profileand new railings. Reconstruction

of the existing sidewalk, which isnot ADA compliant, will be partof the project and is scheduled for2005 or 2006.

In the long term, the Update rec-ommends the construction of abicycle and pedestrian bridge alongthe Bayaud Avenue alignment.

Recommendation:- Improvements to the crosswalks at the

intersections, including signage, strip-ing and reconstruction of the northeastcorner of the intersection of Santa FeDrive and Alameda Avenue to tightenthe turning radius for westboundAlameda Avenue to northbound SantaFe Drive traffic

- Rebuild the sidewalk portion of theAlameda Avenue underpass with anADA compliant profile and handrails,improved cross-section drainage, andupgraded lighting

- In the long term construct a bicycle andpedestrian bridge at the Bayaud Avenuealignment over I-25 and the PlatteRiver

Prioritization/Implementation:- Immediate Action Item: Alameda

Avenue intersection improvements andunderpass reconstruction

- Long-Term Implementation: BayaudAvenue bridge

Major Missing Links

Alameda Avenue: Platte River to Cherokee Street Connection


CHERRY CREEK TRAIL:The Cherry Creek Trail is themost popular trail in the state andtraverses through several jurisdic-tions.

The University Boulevard under-pass is an established location foruser conflicts and crashes due topoor sight lines, approach grades(which are not ADA compliantand are conducive to excessivespeeds) and the ninety-degreedeflection at the base of the westapproach.

Between University Boulevard andDowning Street, the Cherry CreekTrail is located on the south sideof First Avenue, along the north-ern frontage of the DenverCountry Club. There are safetyconcerns because of the narrowclearances and the lack of bufferbetween the trail users and theautomobile traffic, especially forwestbound trail users directlybehind the curbline of eastboundFirst Avenue. Because of the highpotential for accidents, trail usersnavigate this section of the trail atslower speeds and with extremecaution. The project team explored

the concept of extending theWheels & Heels trail south ofColfax Avenue to Downing Street.This concept was abandonedbecause of the desire to not “paveparadise.”

Recommendation:- Acquire 10 feet of right-of-way from

the Denver Country Club on the southside of First Avenue directly to thesouth of the existing Cherry CreekTrail to bring the trail alignment intocompliance with AASHTO.Reconstruct the trail with an 8-foottree lawn as a buffer between the trailand the traffic lanes on First Avenue tobring the trail into compliance with citystandards and Streetscape Guidelines.

- Reconstruct the University Boulevardunderpass to improve sight lines andaddress the 90-degree deflection on thewest side ramp. Widen the trail in theunderpass towards the Creek and recon-struct the ramp on the east side of theunderpass with an improved alignmentand ADA compliant profile. Pursueright-of-way acquisition from theDenver Country Club to provide anADA compliant profile and an AASH-TO compliant curve at the base of thewest side ramp. Provide upgradedlighting with vandal-resistant lightingfixtures.

Prioritization/Implementation:At a public meeting, proposed improve-ments to the 1st Avenue segment receivedtremendous public support primarily dueto the popularity of the Cherry CreekTrail, high number of users in this sec-tion, and its central location in the City ’sbicycle network. Although the BicycleMaster Plan recommends that the Citypursue right-of-way acquisition to imple-ment these improvements, this segmentof the trail received a low-priorityimprovement status in the initial prioriti-zation rounds for a number of reasons:

- First Avenue/Speer Boulevard is a desig-nated historic parkway, which severelylimits potential alternative solutions.

- Potential cost of land acquisition.

- Politically difficult to resolve the exist-ing conflicts of interest between thebicycling community ’s desire to widenthe trail and the private property rightsof the Denver Country Club.

Major Missing Links

Major missing links along Cherry Creak trail


COLORADO BOULEVARD & 12TH

AVE (ROUTE D-110):This off-set intersection currentlyfunctions as a connection on routeD-10 between the Congress Parkand Mayfair neighborhoods.Bicyclists must use the sidewalk onthe west side of Colorado Boulevardfor access between the two sectionsof 12th Avenue. On the east side ofColorado Boulevard the sidewalk isnarrow and there are conflicts withturning vehicles from westbound12th Avenue to northboundColorado Boulevard.

Recommendation:- Install microwave traffic signal

detector to detect cyclists on12th Avenue east of ColoradoBoulevard.

- Widen the sidewalk at the northeast cor-ner of 12th Avenue and ColoradoBoulevard to provide a landing for east-bound bicyclists crossing the intersection.

- Conduct traffic impact analysis prior toinstalling pedestrian priority signal phas-ing to facilitate pedestrian and bicyclistcrossing of Colorado Boulevard.

Prioritization/Implementation: - Long-term implementation

priority

Colorado Boulevard and 12th Avenue

Major Missing Links


ILIFF AT SANTA FE

(ROUTE D-220):Route D-20 extends across thesouthern part of the city generallyalong Iliff Avenue. The route hasno good existing connection acrossthe Santa Fe Drive/railroad corri-dor. The Evans Avenue overpass isthe only access betweenDartmouth and Iowa Avenues, andhas numerous access and suitabili-ty issues for pedestrians and bicy-clists.

The Update recommends con-struction of an overpass alignedwith Iliff Avenue to complete theconnection on Route D-20 and

provide a connection to the EvansAvenue light rail station.

Recommendation:- Construct a bicyclist/pedestrian bridge

on the Iliff Avenue alignment overSanta Fe Drive and the railroad tracksto reach the Platte River trail at GrantFrontier Park.

- Provide access ramps that are ADAcompliant.

Prioritization/Implementation:- Immediate Action priority

Iliff Avenue and Santa Fe Drive

Major Missing Links


GRANT RANCH CONNECTIONS TO

THE REST OF THE CITY/ QUINCY AVENUE BIKE TRAIL -SHERIDAN TO WADSWORTH:Grant Ranch is an outlying arealocated in a finger-like extensionof the southwestern Denverboundaries. Its location in an out-lying area of Denver limits thepossible connections to the rest ofthe city. The boundary linesbetween Denver, Jefferson County,Lakewood, and Bow Mar dictatethat Denver work with these juris-dictions to address bicycle connec-tions.

The first 1,000 feet of a 10-footbicycle trail on Quincy Avenuewest of Sheridan Boulevard isscheduled to be built with 1998City Neighborhood Bond funding.The proposed location for theQuincy Avenue trail is on thenorth side of Quincy Avenue,where the Pinehurst Country Clubencroaches on the public right-of-way. Because of limited funding,the trail will stop abruptly with noconnections at the PinehurstCountry Club golf course.Additional trail construction onQuincy Avenue west to PierceStreet will complete the Denverportion of this connection. The

portion of the trail between PierceStreet and Wadsworth Boulevardlies within the City of Lakewoodand is the responsibility of thatcity to construct. City TrafficEngineering should review anyproposed trail improvements forcompatibility with long-term plansto rebuild the two-lanes of QuincyAvenue as a four-lane roadway.

Recommendation:- Construct the Quincy Avenue bicycle

trail on the north side of QuincyAvenue between Sheridan Boulevard andPierce Street.

- Work with the City of Lakewood toextend the Quincy Avenue Trail toWadsworth Boulevard.

- Provide an on-street bicycle connectionthrough the residential neighborhoodssoutheast of the intersection of PierceWay and Quincy Avenue along StetsonPlace to reach the signalized intersec-tions of South Wadsworth Boulevard atStanford Avenue and at Layton Avenue.

- Coordinate with the Town of Bow Marto establish a bicycle connection fromGrant Ranch south of Marston Lakethrough Bow Mar.

Prioritization/Implementation:- Near-term implementation priority -

Quincy Avenue Bike Trail construction

- Mid-term implementation priority -Grant Ranch connections

Major Missing Links

Grant Ranch and Quincy Avenue Bike Trail connections


ILIFF AVENUE/WARREN

AVENUE/DAHLIA STREET AT I-225(ROUTES D-115 AND D-220):Route D-15 on Dahlia Street andRoute D-20 on Iliff Avenue donot currently provide good accessacross the I-25 corridor. Bicyclistson these routes must use theEvans Avenue bridge over I-25 orthe Yale Avenue underpass, optionswhich take bicyclists throughinterchanges with high traffic vol-umes and conflicts with turningvehicles. A bicyclist/pedestrianbridge in the Iliff/Warren/Dahliaarea could provide improved bicy-cle and pedestrian access, in addi-tion to access to future light railstations at Colorado Center andYale Avenue.

The 1993 DBMP recommended anorth/south bridge aligned withDahlia Street to provide a connec-tion across I-25 and to avoidcrossing at Evans Avenue or

Colorado Boulevard. TheSoutheast Corridor project willprovide a new Evans Avenue bridgewith 5-foot bike lanes and 5-footsidewalks. While this improve-ment is beneficial, connections tothe bicycle routes are poor oneither side of the bridge and itwould be difficult to make mean-ingful improvements.

Recommendation:- Construct a bicycle/pedestrian bridge

over I-25 to connect bicycle route D-15 on Dahlia Street and D-20 on Iliffand Warren Avenues. Re-examine theneed for this improvement if a bicy-cle/pedestrian bridge on the BellaireStreet alignment is built across I-25 toprovide access to the Colorado CenterStation area (see RTD section).

Prioritization/Implementation:- Mid-term implementation priority -

Iliff/Warren/Dahlia bridge

- Near-term implementation priority -Bellaire Street bridge over I-25

Major Missing Links

Iliff Avenue/Warren Avenue/Dahlia Street at I-25

Iowa Avenue from Acoma to Florida Ave via Santa Fe Drive


IOWA AVENUE FROM ACOMA TO

FLORIDA AVE VIA SANTA FE DRIVE

SIDEWALK (ROUTE D-118)SANTA FE SIDEWALK/PATH:Safety issues for bicyclists andpedestrians along Santa Fe Driveare the impetus for improving thissection of trail. The sidewalk/trailon the west side of Santa Fe Driveis an attached sidewalk. Thepotential for accidents is high andis exacerbated by the 45 MPHspeed limit (with traffic, includingfull size trucks, frequently travel-ling at much greater speeds) andhistory of southbound trafficstriking the fenceposts locatedbehind the sidewalk. With no set-back from traffic, the sidewalk istypically covered with sand, gravel,glass, and, in the wintertime,plowed snow.

All possible solutions mustinclude provisions to increase theseparation of trail users frommotorized traffic. For example, adetached sidewalk/trail with jerseybarriers along Santa Fe wouldenhance bicyclist and pedestriansafety in this area. The FloridaAvenue bikeway portion of routeD-18 on the northern frontage ofOverland Golf Course is an exam-ple to emulate, with both anAASHTO compliant trail widthand a tree lawn setback providing abuffer from traffic. To meet Cityof Denver Streetscape Guidelines,the more desirable solutionincludes the provision of sufficientright-of-way to construct an 8-foot tree lawn to serve as a bufferbetween the trail and the roadway.

Iowa Avenue:The Iowa Avenue underpassbetween Cherokee Street andSanta Fe Drive has a sidewalk onlyon the north side with staircasesinstead of ramps. Therefore, thissidewalk specifically does not meetADA requirements for wheelchairaccessibility (with bicycle, in-lineskate, baby stroller, etc. usage pre-cluded as well).

Over time, the entire Iowa Avenueunderpass will need to be recon-structed and widened from twolanes to four lanes. The need forthe sidewalk improvement is cur-rently greater than the need torebuild the entire underpass.Taking advantage of existing set-back bridge abutments, the Citycould proceed with sidewalkimprovements in the near-term,but this would create a long-termissue when complete reconstruc-tion of the underpass to its full-width section would result in thedemolition and removal of anyintermediate sidewalk improve-ments.

Recommendations:- Immediate action: Acquire additional

ROW on the west side of Santa FeDrive from the existing plateau arearemoved from and situated above a fair-way of the city-owned Overland GolfCourse. This plateau area is needed toprovide a re-aligned sidewalk bikewaywith a setback and traffic barriers toseparate and protect bicyclists andpedestrians from Santa Fe Drive traffic.

- Long-term: Rebuild the sidewalkthrough the Iowa Avenue underpass toaccommodate a wider sidewalk with anADA compliant grade.

Prioritization/Implementation:- Mid-term implementation priority

Major Missing Links


LEETSDALE AT BAYAUD

(ROUTE D-114):The 1993 DBMP recommendeddefining the existing, one-waywestbound alley on Bayaud fromColorado Boulevard east to BirchStreet as a two-way bicycle linkage.This improvement is on hold untilthe intersection of ColoradoBoulevard/Bayaud Avenue/Leetsdale Drive is more bicyclefriendly. The City TrafficEngineer has indicated that anychanges to signal timing onColorado Boulevard must addressits role as a major arterial and themaintenance of traffic flows. Atraffic impact analysis must pre-cede any requests for changes tosignal timing on ColoradoBoulevard.

Rather than pursue modificationsto the Bayaud Avenue/ColoradoBoulevard intersection, theMayor’s Bicycle AdvisoryCommittee proposed creating aconnection across Leetsdale Driveone block south on Cedar Avenue.A refuge in the median of the two-lane section of Leetsdale Drivewould provide a place for pedestri-ans and bicyclists to wait forbreaks in the traffic. Asidewalk/trail connection along theperimeter of Burns Park fromCedar Avenue to Bayaud Avenuewould close the connection to thesignalized crosswalk at ColoradoBoulevard and Bayaud Avenue.

Recommendation:- Construct a trail in Burns Park from

the intersection of Colorado Boulevardand Bayaud Avenue along the south

side of Bayaud Avenue and the westside of Leetsdale Drive to the intersec-tion of Leetsdale Drive and CedarAvenue. Construct a bicyclist/pedestri-an refuge in the median of LeetsdaleDrive to allow easier east-west cross-ings at Cedar Avenue.

- Install signage to direct bicyclists fromCedar Avenue to Birch Street to BayaudAvenue.


Major Missing Links

Leetsdale at Bayaud


LEETSDALE AT KEARNEY

(ROUTES D-116 AND D-117):The trail provides a connectionfrom the neighborhoods north ofLeetsdale to Garland Park and theCherry Creek Trail. The populari-ty of the Cherry Creek Trail andthe location near the GeorgeWashington High School are twofactors that will contribute thepotential usage and success of thisconnection.

The existing trail is located in theeasement for the high-tensionpower lines. The trail ends onboth sides of Leetsdale Drive atKearney Street where the crossingis at grade and unsignalized. Theroute also has significant align-ment and grade change issues onthe north and south sides ofLeetsdale Drive that should beaddressed to meet ADA require-ments and improve overall safetyof the route. Improved signage atthe crossing, with an actuated traf-fic signal, pavement markings, orlights embedded in the roadwaymay help alert motorists to poten-tial bicycle/pedestrian traffic.

In the long term, a bicycle/pedes-

trian overpass may be necessary. Abridge would need to meet ADAand maintenance vehicle accessrequirements. This would be cost-ly given the substantial gradechange (which would likely requireswitchbacks on the south side ofLeetsdale Drive for the verticaltransition needed).

Recommendation:- In the near term, construct a

bicyclist/pedestrian refuge in the medi-an of Leetsdale Drive. Construct therefuge of raised concrete with a ramp inthe center for access from the trail.Install signage and lighting to increasethe visibility of the crossing formotorists on Leetsdale. Formally inves-tigate the possibility of an actuatedtraffic signal for trail users.

- Widen the ramp and improve the land-ing on the south side of LeetsdaleDrive to provide adequate queuingspace for bicyclists traveling in bothdirections. Reconstruct the trail to an

ADA compliant profile on this sectionof trail.

- Reconstruct the asphalt trail connectionto provide a 10-foot concrete trailbetween Leetsdale Drive and the CherryCreek Trail connection in Garland Park.

- In the long term, construct abicyclist/pedestrian bridge overLeetsdale Drive. Provide access rampsthat are ADA compliant and mainte-nance vehicle accessible.

Prioritization/Implementation:- Near-term implementation priority

Major Missing Links

Leetsdale at Kearney


NORTHEAST NEIGHBORHOODS -DIA ACCESS, E-4470 LINK, FIRST

CREEK, SECOND CREEK, 48TH

AVENUE, HIGH LINE CANAL COR-RIDOR, OTHER REGIONAL TRAIL

LINKS, CONNECTIONS TO GREEN

VALLEY RANCH AND GATEWAY

AREA:Much like the Cherry Creek Trailand the Platte River Greenway, thespines of Denver’s off-road trailsystem, the drainage corridors inthe northeast neighborhoods arethe foundations for trails to serverecreational bicycling and bicyclecommuting from this area. TheParks and Recreation Departmentrequested the inclusion of all pro-

posed trail corridors in theUpdate since potential develop-ment threatens to absorb theright-of-way. Although develop-ment of these trails is not likely toproceed quickly, listing in theUpdate document prepares theway for corridor preservation andeventual construction of trailfacilities.

Implementation of the EmeraldStrands plan, a multi-jurisdictionalplanning effort, is not proceedingas it should. The public entitieshave competing demands for limit-ed resources, and the private devel-opment community is not stronglybehind the plan. The private sec-

tor can be instrumental in the cre-ation of the trails system throughthe establishment of special dis-tricts attached to the developmentof residential communities andcommercial areas.

Major Missing Links

Northeast Neighborhoods


DRCOG has only two of thesetrails included in theirMetrovision 2020 Master Plan.TEA-21 funding is not availablefor these trails if they are notincluded in the regional masterplan. (Additionally, the DRCOGproject selection criteria places anemphasis on the population andemployment adjacent to the proj-ect site - this makes it difficult tofund trails prior to the adjoiningsites being fully developed and “built -out.”)

Individual issues in the northeastneighborhoods are discussedbelow: First Creek Crossing - from 48th

Avenue and Picadilly Road to theeastern boundary of the RockyMountain Arsenal along the PeñaBoulevard corridor.

Second Creek - from PicadillyRoad north across the PeñaBoulevard corridor. The mainarea of concentration at this timeby those jurisdictions involved inthe Emerald Strands Plan,including Denver Parks &Recreation.

Derby Lateral/High Line Canal -

from the High Line Canal inGreen Valley Ranch, across thePeña Boulevard corridor, northto the Rocky Mountain Arsenal.

High Line Canal north of I-70 -meanders through Green ValleyRanch to connect to the FirstCreek Trail at 48th Avenue andPicadilly Road.

Peña Blvd - In 2000, DIA grantedpermission for bicyclists to usethe shoulders of the existingPeña Blvd for bicycle travel. Anoff-street trail proposed on westside of corridor.

Crossing at E-470 will probablyhave to jog to the north alongSecond Creek (East) corridorand then return to the Peña Blvdalignment.

E-470 Trail - trail ROW withinhighway corridor. Constructionnot set because no funding inplace.

Sand Creek - Aurora, Denver andCommerce City constructingtrail improvements.

Westerly Creek - Trail improve-ments proposed throughStapleton.

Peoria Street - Upgrade andextend the existing bikeway toreach 37th Avenue.

Grid Routes:Extend the City ’s grid system on

40th, 48th and 56th Avenue andnorth/south streets parallel toTower Road (Waco Street andArgonne Street). Create new

east-west grid routes D-2A, D-2B and D-2C and new north-south grid Routes D-23 and D-25. All five of these potentialroutes would uphold the one-mile bicycle route grid conceptin place throughout the rest ofthe city.

56th Avenue - An off-street routealong the north side of the streetin cooperation with the RockyMountain Arsenal. Grade-sepa-rated interchanges provide accessacross the Peña Boulevard corri-dor, connecting the neighbor-hoods on the east and west.

48th Avenue - Mayor’s BicycleAdvisory Committee requestedthat 48th Avenue have an off-street bicycle trail

40th Avenue - serves as a connec-tion from Montbello to GreenValley Ranch; there is no roomto accommodate an on-streettrail due to existing developmentand infrastructure; the existingsidewalks are wide with minimalcurb-cuts.

Tower Road - This is not anappropriate street for either anon-street or off-street bike pathbecause of continuing develop-ment as a major arterial thor-oughfare.

Prioritization/Implementation:- Near-Term implementation priority -

Pursue ROW acquisition and preserva-tion now for future improvement

- Mid-term implementation priority -Grid Route extension

- Long-term implementation priority -Drainage corridor trai construction

Major Missing Links


WEST HARVARD GULCH CONNEC-TION TO THE PLATTE RIVER

(ROUTE D-220):The existing West Harvard Gulchtrail ends east of Pecos Street as itapproaches the west side of theBNSF railroad corridor. A socialtrail connection is already in placepassing below the existing railroadbridge, indicating the desire totravel along this path to connectto the Platte River Trail to theeast.

The three main constraints are:1) Minimizing conflicts with two

existing sanitary sewer lines on thewest side of the BNSF corridor

2) Designing and value-engineer-ing an ADA compliant and mainte-nance vehicle accessible trail topass below the railroad bridge,and;

3) Securing Public UtilitiesCommission and railroad agree-ment to have a public trail definedacross the BNSF corridor.

The City of Englewood is workingwith the City of Denver Parks and

Recreation Department to com-plete this connection.

Recommendation:- Fund and construct the connection

between the existing terminus of theWest Harvard Gulch and the PlatteRiver Trail. Resolve the issues with thePublic Utilities Commission and BNSFrailroad to secure a trail easement andconstruction permits. Acquire neededland from the Xcel Energy power plant.

Prioritization/ Implementation:- Near-term implementation priority

Major Missing Links

West Harvard Gulch connection to the Platte River


43RD AVE PEDESTRIAN BRIDGE

OVER RAILROAD TRACKS BETWEEN

FOX AND INCA (ROUTE D-22):This missing link would provideeast/west neighborhood and routeD-2 access. It would improve bicy-cle, wheelchair and skate connec-tion from the Northwest Denverneighborhood through Globevilleto the Platte River trail. Thewooden stair towers have been setafire at several locations and arestructurally deteriorated. Theexisting access to the narrowbridge span is via unshelteredstairways, which, by definition, arenot ADA compliant (with no pos-sibility of maintenance vehicleaccess). The design and con-struction of any new crossingwould have to be sensitive to oper-ations in the Burlington NorthernSanta Fe (BNSF) rail yard.

Recommendation:- Demolish the existing 43rd Avenue

bridge. Reconstruct the bridge withaccess ramps that are ADA compliantand maintenance vehicle accessible.Provide a paved connection to FoxStreet on the east side of the bridge.


Major Missing Links

43rd Ave Pedestrian Bridge


Major Missing Links

46TH AVENUE FROM PLATTE

RIVER TO NATIONAL WESTERN

(ROUTE D-22):The 46th Avenue connection onRoute D-2 serves neighborhoodsin the northern part of the city.The City recently built a rampfrom the Platte River Trail to46th Avenue. In the same area,the Colorado Department ofTransportation (CDOT) isrebuilding the I-70 viaduct andwill construct a 10-foot bicycletrail on the north side of 46thAvenue below the reconstructedviaduct, across the southernfrontage of the National WesternStock Show Complex.

Between the Platte River Trail andthe Stock Show Complex, the pro-

posed bicycle connection is on thenorthern sidewalk along 46thAvenue. The existing sidewalk isproblematic because of its narrowwidth, high volumes of turningtruck traffic at the intersection of46th Avenue and NationalWestern Drive, and an underpassthat is narrow, dark and uninvit-ing. Every January during theStock Show, the street and bicycleconnections are closed.

Recommendation:- In the near term, provide a connection

from the Platte River Trail at 38thStreet to Arkins Court. Construct anoff-street trail connection around thegates to the National Western Complexparking lot. Route the trail alongArkins Court south of the parking lotsto the eastern side of the DenverColiseum, to the signalized intersection

at 46th Avenue and Humboldt Street.

- In the long term, improve the sidewalkin the 46th Avenue underpass in con-junction with the reconstruction of therailroad overpass. Continue to improvethe connection by constructing side-walk ramps at the intersection withNational Western Drive, and reconfig-ure the intersection to improve sightlines for motorists exiting the under-pass and to encourage slower speeds forturning traffic. Investigate the possi-bility of widening the sidewalk on the46th Avenue bridge over the PlatteRiver.

- Pursue a provision with the NationalWestern Stock Show to maintain bicy-cle access through the Complex duringthe Stock Show, either on 46th Avenueor along another route north of 46thAvenue.

- Pursue opportunities via National ParkService planning assistance.

Prioritization/Implementation:- Near-term implementation priority

Conceptual cost estimates in 2002 dol-lars for the major missing links areshown in the table to the right.

46th Avenue from Platte River to National Western

Major Missing Links



Tinted redrecovery

zoneincreasessafety fortrail users.

Introduction/OverviewThe 1993 DBMP recognized theimportance of the off-street,multi-use paths in the City andCounty of Denver. This systemof trails allows users of all types,include recreational bicyclist andcommuters, to ride safely withoutthe worries of riding with motor-ized vehicle traffic.

The purpose of this section is toanswer questions that may ariseconcerning safety standards whenconstructing and modifying bikepaths. This document sets designand construction standards in theCity & County of Denver (CCD)that promote the health, safetyand welfare of the population whouse the off-street recreationalpaths. The CCD Bike PathStandards conform to accessibili-ty standards set forth by theAmericans with Disabilities Actand guidelines established by theAmerican Association of StateHighway and TransportationOfficials (AASHTO) Guide forthe Development of BicycleFacilities. In some cases, CCDstandards may override theAASHTO guidelines (which aretypically requirements on federal-ly funded projects).

This document also serves theCity and County of Denver Parksand Recreation Department(CCD Parks) in the maintenanceand modification of existingpaths within the City's off-streetsystem. In addition, the designand construction of new pathsshall comply with the standardsdescribed in this text to ensureconsistency throughout the sys-tem. Any deviations from thesestandards shall be subject toreview and approval by the CCDParks and Recreation Departmentwith the advice of the Mayor'sBicycle Advisory Committee(MBAC) regarding bicyclingissues.

Bicycle Trail Standards:Design ConsiderationsAll off-street bicycle facilitiesshall be designed with respect tothe following considerations:

User Operating Space - Figure 1(AASHTO)shows the physicaldimensions that accommodate acyclist's comfortable operatingspace. This space measures 40inches in width and 100 inches inheight.

User Type Profile - In addition tothe operating space required by a

Parks & Trails

Figure 1. User Operating Space.


Adjoingingsoft surface

trails areuseful for

runners andwalkers.

cyclist, consideration must begiven to the ability of the user.User type profiles were developedin a 1994 Federal HighwayAdministration (FHWA) report.(See Table 1.) Paths should bedesigned to accommodate all lev-els of riders.

Design SpeedThe design speed for all geomet-rics shall be 20 mph (per AASH-TO).

HorizontalMinimum horizontal curvaturealong the centerline of the pathshall be 90 feet. This minimumcurvature applies where the crossslope of the path is 2% and theassumed lean angle of the bicy-clist is 20 degrees.

At trail intersections, accessramps, etc, the minimum insideradius is 20 feet to ensure main-tenance vehicle accessibility (forsweeping and snowplowing).

Pavement markings and signsshall be provided to alert cycliststo any possible obstructions.However, stopping sight distanceis an essential design element -particularly with maintenancevehicles operating on the trail.The safety of all users depends onthe ability to respond to andavoid potential path obstructions.

Per Figure 19 of AASHTO, theminimum stopping sight distancefor a 20 mph design speed and5% descending grade is 140 feet.The AASHTO guide can be usedto determine the required lengthsfor other geometric conditions.It should be emphasized that thedistances in shown in the diagramare the distances required for one-way traffic only and are mini-mums. Every effort should bemade to provide stopping sightdistances greater than the dis-tances recommended in the dia-gram. Table 4 of the AASHTOguide shall be used to determine

Parks & Trails

Table 1. User Type ProfilesUser Type Description

A Advanced or experienced riders who are comfortable with on street riding amongst motorized vehicles.

B Basic adult riders who are comfortable riding on low-volume streets, off-street paths, and bike lanes.

C Children, who require an adequate buffer zone or delineated path to ride along.

Downtown trails provide urban bicyclistsgreat access in Chicago.


the minimum lateral clearancerequired to maintain the appro-priate stopping sight distance forpathside obstructions.

Intersections of off-street pathsand all roadways shall be designedto comply with the recommenda-tions set forth in the AASHTOguide and City & County ofDenver standards.

VerticalSteep grades can encourage quickdescents and difficult climbs foran average user. Off-street pathsin Denver must conform to theaccessibility standards set forthby the Americans with DisabilitiesAct (ADA). Therefore, theabsolute maximum longitudinalgrade for off-street paths shallnot exceed 5% for more than 800feet in length. Maximum gradesof 3% are preferable.Additionally, the effects of gradeon erosion and drainage must beaddressed. Attention should begiven specifically to areas of rapidgrade changes, where pondingmay be a problem.

The entrance/exit ramps forshared-use paths shall also complywith ADA standards. Ramps thatexceed 5% in grade, up to a maxi-

mum 8.33%, shall provide 5' longrest plateaus every 30' horizontaltravelled to allow users the oppor-tunity to rest.

Typical SectionsThere are optimal dimensions forsafe operational conditions onshared-use paths (see pages 40-49 for typical sections).Designers must be aware of thesimilarities between bicycles andmotor vehicles when accommo-dating pedestrians. In areas ofheavy pedestrian traffic, specificlanes should be designated foreach of the uses. Such areas aredesigned for two-way travel, butmust include a lane specificallyfor walkers, joggers, and otherpedestrians. In the absence ofavailable space for divided lanes, asingle paved path is acceptable,provided that standard widths areused. The minimum width for atwo-directional shared-use pathshall be 8 feet (preferred width is10 feet). The minimum 8-footwidth also accommodates use bymaintenance and emergency vehi-cles with reduced risk of edgebreak-up.

Paths shall be constructed with a2% cross slope, which is the maxi-mum allowed by ADA, with the

Parks & Trails

The CherryCreek

Corridor inDenver.


low point on the pavement on thedownhill side. This slope willhelp prevent ponding and ice for-mation on the path.

A clear zone of 3 feet (2 footminimum) graded at 6:1 shall beprovided on each side of the trail.Within the 3-foot clear zone, avertical clearance of 8 feet, 4inches shall be maintained.

Paved shoulders shall be providedas zone of recovery for cyclists toregain their balance in areas wherea maximum sideslope of 6:1 can-not be accommodated and partic-ularly in areas where pathsideobstructions are present withinthe established clear zone of 3feet (retaining walls, rocky slopes,waterways, etc.). This recoveryzone shall be a 3 feet in width (2foot minimum) and shall be fin-ished with 3/8-inch tooled jointson 1 foot centers to provide atactile warning to users that theyhave strayed off the path.

The specifications for the pave-ment structure for multi-usepaths is defined in the attachedtypical sections. In general, thepavement shall be 6 inches inthickness and placed over a prop-erly compacted subgrade.

Pavement shall be concrete for allregional, shared-use paths. Otherpavement types shall be approvedby the CCD Parks and RecreationDepartment.

Surface finishes shall address twoprimary concerns: the mainte-nance and durability of the pave-ment, and the smoothness of thesurface as it relates to comfortand safety of users. Cracks, verti-cal offsets and potholes createsafety hazards for the users, andsuch surface imperfections alsoincrease the possibility of damagedue to freeze/thaw cycles. Cracksand vertical offsets can also catchthe blade of a snow plow, damag-ing both the blade and the pathsurface. Control joints shall beperpendicular saw cuts 1/8-inchwide, one quarter depth of slabon 10 feet centers along thelength of the path. Zip stripsmay be used instead of saw cuts.The surface of the pavement shallbe a broom finish.

Railings shall be used only inareas where there is great concernfor safety. Railings shall be pro-vided at any location where theadjacent drop-off is greater than30 inches. Areas with a drop-offof greater than 18 inches or

Parks & Trails

The lastremainingwoodenbridge

across thePlatte River

betweenAlameda and 6th

Avenues.


Parks & Trails


Parks & Trails sideslopes steeper than 1:1should be considered for railings.It should also be noted that rail-ings can be potential obstructionsfor cyclists. Railings shall bedesigned so that the vertical postsare set back from the actual rail-ing. Also, railings should beplaced near the edge of the clearzone when possible. If the railingis to be placed at the edge of thetraveled way, a taper of 9 feetshall be provided to transition therailing from the edge of the clearzone to the edge of traveled way.Railings shall be a minimum of42 inches in height.

DrainageSideslope treatment shall be 6:1maximum for 3 feet offset fromthe edge of the path.

In general, the high side of thetypical cross section shall incor-porate an interceptor ditch adja-cent to the paved trail to divertthe surface runoff before it reach-es the path pavement. The inter-ceptor ditch shall be a minimumof 1 foot deep. Landscaping orshoulder treatments shall be fin-ished at 1 inch below the edge ofpavement to help prevent pondingon the path.

Drainage grates and coversshould be placed outside of ashared-use path (and, when possi-ble, outside of the clear zone).Also, the ends of cross-pathdrainage structures shall extendbeyond the edge of the clear zoneso as not to present pathsideobstructions.

StructuresThe widths of structures(bridges, etc.) along the trailsshould maintain the widths of thetrail segments they are connect-ing. Overpass structures must bea minimum of 10 feet in width.Although the design loads shallbe project specific, the minimumdesign shall accommodate a10,000-pound vehicle (H5 load-ing factor) to withstand loadingfrom sweeping and snowplowingmaintenance vehicles. In mostconditions, bridge decks shouldbe broom-finished concrete.

Underpass structures shall pro-vide 10 feet of vertical clearance(8 foot minimum). To routebase flows of drainage and reducethe formation of algae and ice onthe trail, a 2-inch deep by 6-inchwide drainage gutter shall be pro-vided at the low edge of the paththrough tunnel structures.

Improvedtrail

geometry atthe new

Platte RiverTrail bridgeat Overland

Pond.


IntersectionsWhere feasible, grade-separatedintersections shall be providedwhere trails cross arterial and col-lector streets. When an at-gradeintersection must be designed, thefollowing issues shall be consid-ered:· Traffic control devices, includ-ing regulatory, warning and guidesigns shall be installed per theMUTCD and per the recommen-dations of AASHTO.· Stopping sight distance shall beprovided per the previous discus-sion in this report (Horizontaldesign section).· Ramps, curb cuts, and refugeislands shall be provided per Cityaccessibility standards andAASHTO recommendations.

Paths adjacent to roadways shallbe set back a minimum of 5 feetfrom the back of curb. If the 5foot set back cannot be achieved,a barrier or railing shall beinstalled to protect users fromvehicular traffic on roadways withspeed limits exceeding 35 mph.

LightingLighting for underpasses shallconsist of 150-watt, high-pres-sure sodium vapor light fixtureswith vandal-resistant lexan enclo-

sures. Lighting level shall be 2footcandle minimum. To reduceglare while maximizing illumina-tion on the trail and reducingvandalism possibilities, lightingfixtures shall be overhead-mount-ed wherever possible. Wall-mounted lighting is also accept-able if clearance requirements can-not be met with overhead-mount-ed fixtures.

Signing & StripingAll signing and pavement mark-ings shall follow the specifica-tions set forth by the MUTCD.A yellow centerline stripe shall beprovided at all approaches tounderpasses to separate opposinglanes of traffic. Yellow center-lines, used to define no-passingzones, should otherwise be usedsparingly so that, when used, trailusers recognize that there truly isa trail alignment condition whichrequires that all users keep totheir right.

Environmental/ConservationIssuesOff-street trails are often builtalong streamways and other envi-ronmentally-sensitive corridors.A 50-foot buffer zone (10 feetminimum) shall be maintainedbetween an off-street trail and an

Parks & Trails

Denver trails are regularly

swept andplowed.


adjacent sensitive conservationarea. Also, trail designers shouldfollow the guidelines described inthe publication "Planning Trailswith Wildlife in Mind - A Handbook for Trail Planners” (Trailsand Wildlife Task Force, ColoradoState Parks, and HellmundAssociates, September, 1998).Where possible, native vegetationshould be used to revegetate thesite following construction ofnew trails.

Existing Trails Analysis:The City and County of DenverDepartment of Parks andRecreation is primarily responsi-ble for the maintenance andreconstruction of off-street recre-ational trails within the city lim-its. As part of the Update, CCDParks requested an analysis of theexisting off-street trails for thepurposes of prioritizing futurecapital improvement funds.

In 1997, CCD Parks authorized astudy of the existing trail condi-tions and user counts for the fol-lowing trails:

- South Platte River Trail- Cherry Creek Trail- High Line Canal Trail- Bear Creek Trail- Lakewood/Dry Gulch Trail

- Sanderson Gulch Trail- Weir Gulch Trail

For the Update, additional sur-veys were collected for the trailslisted below:

- Wagon Trail- Leewood Lake of Lakes

Trail- Westwood Trail- West Harvard Gulch Trail- East Harvard Gulch Trail- Clear Creek Trail- Goldsmith Gulch Trail

Analysis Methodology:Each of the surveyed trails wasbroken down into segmentsdefined by logical break points(street crossings, boundaries,etc.) along the trail. Establishingcategories of significance in thecitywide system allows the ParksDepartment to more fairly dis-tribute resources for maintenanceand capital improvements, recog-nizing that each trail had a differ-ent level of importance in thecitywide system. The categorieswere established as follows:

Regional Trails - essentialroutes in the citywide sys-tem, such as the CherryCreek Trail, Platte River

Parks & Trails

Potential connection to the Pepsi Center from the Cherry Creek trail

alongside the new Central Platte Valley

light rail line beneath the Speer Boulevard viaduct.


Trail, Bear Creek Trail,High Line Canal Trail,and Clear Creek Trail

Minor Trails - links to theregional routes, such asLakewood/Dry Gulch,Sanderson Gulch,Goldsmith Gulch, WeirGulch, West HarvardGulch, and East HarvardGulch

Neighborhood Trails - recre-ational loops or trailsthrough a neighborhood,sometimes linking neigh-borhood destinations,such as Wagon Trail, Lakeof Lakes Trail, andWestwood Trail

Segments were numbered andevaluated according to seven pri-mary criteria and eight additionalconditions. The seven primarycriteria are surface condition,curve radius, sight distance,recovery zone, drainage, grade,and fluidity. Scoring based on theanalysis criteria served as an indi-cation of the condition of eachsegment with respect to its overallsafety and user-friendliness.

Recommendations:The prioritized recommendationsfor trail maintenance andimprovements are:

Regional TrailsSand CreekHigh Line Canal through

Green Valley RanchCherry Creek - High Line Canal

to I-225High Line Canal - Leetsdale

Drive to Florida AvenueHigh Line Canal - Yosemite

Street to Cherry CreekHigh Line Canal - Cherry Creek

Trail intersection to Iliff Avenue (west of Los Verdes Golf Course), with bridge replacements

Platte River - 15th Street to 19thStreet (West Side)

Minor TrailsLakewood Gulch through

Martinez Park to Tennyson Street

Lakewood/Dry Gulch through Rude Park

Sanderson Gulch Weir Gulch

Neighborhood TrailsWagon Trail - west of Saratoga

Place to east of SaratogaLake of Lakes Trail

Parks & Trails

Parallel bikewaywarning

sign.


Future Off-SStreet TrailConnections:The bicycle system for the Cityof Denver consists primarily ofon-street bicycle routes and off-street trails. The Parks andRecreation Department directsthe construction and maintenanceof nearly all the off-street trailsystem, coordinating with theappropriate City agencies. Theoff-street trails provide recre-ational opportunities and supple-ment the transportation emphasisof the grid bicycle route system.Off-street trails provide an invit-ing place for novice riders andfamilies to get into the habit ofbicycling. People who bicycle forrecreational purposes are morelikely to, eventually, bicycle fortransportation purposes than peo-ple that never bicycle at all.Therefore trails can function as ahost for all levels of recreationalriders.

Throughout the City of Denver,there are several locations for theParks and Recreation Departmentto oversee the construction ofoff-street trail connections. CCDParks can partner with special dis-tricts or pursue alternate fundingsources for construction andmaintenance of off-street trails.

The project team examined severalsources such as Parks Departmentmaintenance maps and aerial pho-tographs and conducted site visitsto determine candidate locationsfor off-street trails. The criteriafor placement of off-street trailsincluded the location of undevel-oped parcels, drainage corridorsor open space, Parks Departmentownership or maintenance respon-sibility, and connectivity to exist-ing trails or public facilities suchas schools, libraries and commu-nity centers.

The proposed off-street connec-tions exhibit common characteris-tics. Many existing drainagewayscarry low water volumes in smallchannels that do not provide suf-ficient space (such as the cross-sectional width, or vertical clear-ance) for grade-separated streetcrossings. As a result these pro-posed trail connections do notprovide the advantage of completeseparation from automobile traf-fic. Trail users must cross neigh-borhood streets at grade, requir-ing frequent or diagonal cross-ings. In other locations whereundeveloped parcels and openspace provide space for off-streetconnections, trail users still mustcross streets at grade. Where trail

Parks & Trails

TypicalCherry Creek

Corridor.

Cowell Public School to Lakewood Gulch Connection (2)

Barnum North Park Connection (3)

Westwood Trail (4)


Parks & Trails

1. Clear Creek connection 2. Cowell Public School connec-

tion to Martinez Park 3. Barnum Park-Weir Gulch con-

nection to the Platte RiverTrail

4. Westwood Trail connection toHuston Lake Park

5. Sanderson Gulch to PlatteRiver

6. West Harvard Gulch7. Dartmouth Gulch Park8. Lake of Lakes Park connection9. Wagon Trail to Kiping Street10. Wagon Trail to Belleview

Avenue11. Quincy Avenue to Lowell

Boulevard and Bear CreekTrail

12. Cherry Creek Trail toWashington Park to BuchtelTrail

13. East Harvard Gulch14. Oneida Street connection to

High Line Canal Trail15. Hutchinson Park connection to

Holm Public School/HamiltonMiddle School

16. Goldsmith Gulch connectionacross Hampden Avenue

17. Goldsmith Gulch to RosamondPark

18. Air Force Finance Centerredevelopment

19. Westerly Creek 20. Derby Lateral/High Line Canal 21. High Line Canal north of I-7022. First Creek 23. Second Creek 24. Peña Boulevard Trail 25. E-470 Trail26. Bow Mar to Grant Ranch

connection

Future Off-Street Trail Recommendations


crossings occur at grade, theyshould occur at established inter-sections and where there is ade-quate sight distance. Wherefuture arterials and collectorscross existing drainageways, thedesign should provide adequateclearance for grade-separation ofbicycles and pedestrians.

AnalysisThe Appendix to this documentcontains the analysis leading tothe following recommendations.

RecommendationsThe recommended connectionsare numbered as shown on theOff-Street Trail Connections mapon page 45. Please note that therecommendations are unpriori-tized.· Construct a trail parallel to

Clear Creek (1) to complete theconnection through Denver.

· Create a trail connection fromCowell Public School toLakewood Gulch (2) throughthe vacant land south of 9thAvenue at Vrain Street. Createan off-street trail connectionalong Lakewood Gulch toMartinez Park (2).

· Create an off-street trail in

Barnum North Park (3) alongthe improved 8th Avenue.

· Extend the Westwood Trail (4)via the construction an off-street connection in the utilityeasement between WestwoodPark and the current terminusof the Westwood Trail atKentucky Avenue near RaleighStreet.

· Complete the gaps in theWestwood Trail (4) betweenRaleigh Street and KepnerMiddle School. Sign and stripean off-street connection throughthe parking lot of the WestwoodLibrary between LowellBoulevard and Knox Courtalong the Tennessee Avenuealignment.

· Extend the Westwood Trail (4)east of Federal Boulevard byconstructing an off-street con-nection through the utility ease-ment along Tennessee Avenuebetween Federal Boulevard andZuni Street. Improve the cross-ing of Federal Boulevard atTennessee Avenue. Provide aconnection to Huston Lake Parkfrom the Westwood Trailthrough the alley near BryantStreet or Alcott Street between

Parks & Trails

Futureupgrades are

needed atShoemakerPlaza on thePlatte River

Trail.

Lake of Lakes Park (8) and Wagon Trail (9 & 10)

Lowell Boulevard to Bear Creek Trail along Quincy Avenue (11)

Washington Park Connection (12)


The CherryCreek Trail is

a uniqueurban

amenity.

Tennessee Avenue and KentuckyAvenue.

· The Sanderson Gulch (5) con-nection on the north side ofFlorida Avenue, while still a veryviable option, is not a high pri-ority due to the existing off-street connection on the southside of Florida Avenue (RouteD-18). If redevelopment of thenorth side of Florida Avenuetakes place, a new connectionshould then be established toenhance the access along thiscorridor.

· The West Harvard Gulch (6)connection is included in theMajor Missing Links section ofthe DBMPU (see pages 20-36).

· Dartmouth Gulch (7) was con-sidered to be very low on thepriority list because there is cur-rently no through-connectionthat can be identified. An inves-tigation of the property owner-ship along the ditch to DecaturStreet may help to identify away to link Dartmouth Avenueto College View ElementarySchool along Decatur Street.

· Improve the existing trail inLake of Lakes Park (8) as part

of a loop around Little LakeHenry. Ensure the completionof the trail around Little LakeHenry and the on-street connec-tion on Balsam Way.

· Monitor the development of thefarm property between KiplingStreet and Garrison Street Parksouth of Stanford Avenue.When the owner seeks to devel-op this property, pursue theacquisition of right-of-way orprocure an easement to extendWagon Trail west to KiplingStreet (9).

· Construct an off-street trailalong the drainage corridor con-necting Wagon Trail toBelleview Avenue (10).

· CCD Parks and Public Worksshould coordinate with the Cityof Sheridan and the ColoradoMental Health Institute at FortLogan to construct a plannedbikeway that connects LowellBoulevard to the Bear CreekTrail along Quincy Avenue(11).

· Provide a connection fromWashington Park (12) throughthe South High School/All CityStadium properties if the pro-

Parks & Trails

Oneida Street (14) and Goldsmith Gulch toRosamond Park (17)


posed pedestrian/bicycle bridgeis built across I-25 at HighStreet. If this bridge is built,construct an off-street trailfrom route D-18 adjacent toIowa Avenue and Vine Streetthrough Veterans Park to con-nect with the University lightrail station.

· Install signage to direct trailusers from the end of the EastHarvard Gulch Trail (13) atOgden Street along the north-

ern side of Harvard Avenue tothe signalized crossing atDowning Street where theHarvard Gulch Trail beginsagain.

· Construct an off-street traillinking Oneida Street (14)south of Evans Avenue to theHigh Line Canal Trail.

· Construct an off-street connec-tion through Hutchinson EastPark (15) between TamaracStreet and Holm PublicSchool/Hamilton MiddleSchool.

· Monitor the redevelopment ofthe retail centers north andsouth of Hampden Avenuealong the Goldsmith Gulch cor-ridor. Use the future redevelop-ment as an opportunity toimprove the Goldsmith Gulchtrail connection, eventually con-structing a grade-separatedcrossing at Hampden Avenue.Extend the Goldsmith Gulchtrail north to Hutchinson Parkand south to Rosamond Park(16, 17). Construct grade-sep-arated crossings at RosemaryWay and Mansfield Avenue.

· Investigate off-street connection

possibilities through Air ForceFinance Center (18) redevelop-ment.

· Improve the connection betweenthe Lowry and Stapleton rede-velopment areas via the existingon-street bicycle routes onSyracuse Street (Route D-19)and Yosemite Street (Route D-21). Coordinate the connec-tions between these routes andthe Westerly Creek Trails (19)in Lowry and Stapleton.

Parks & Trails

Hutchinson East Park (15) and GoldsmithGulch to Hutchinson Park (16)

Air Force Finance Center (18)

Westerly Creek Trails (19)


· Coordinate trail construction ofthe Derby Lateral (20) alongthis City-owned right-of-way.

· Coordinate right-of-way preser-vation and trail construction ofHigh Line Canal north of I-770(21). Provide a safe crossingwhere the High Line Canal Trailcrosses 48th Avenue at PicadillyRoad.

· Preserve the right-of-way alongthe First Creek (22) drainagecorridor. Coordinate construc-tion of the trail through theGateway area. Coordinate right-of-way preservation and trailconstruction with City agencies,local developers and propertyowners.

· Preserve the right-of-way alongthe Second Creek (23) drainagecorridor. Construct these trailsthrough the Gateway area.Coordinate right-of-way preser-vation and trail constructionwith City agencies, local devel-opers and property owners.

· Construct the recreational trailto the north and west of PeñaBoulevard (24) to connect theFirst Creek Trail to the SecondCreek Trail, the E-470 Trail andDenver International Airport.

· Encourage the E-470 Authorityto construct the E-4470Recreational Trail (25) in theland acquired for the highwayright-of-way.

· Pursue the trail connectionsfrom Bow Mar to Grant Ranch(26) south of Marston Lake,with a crusher fine trail throughMary's Meadow.

Parks & Trails

Newlyimproved

Platte RiverTrail alongOverland

Golf Course.

Derby Lateral (20), High Line Canal North of I-70 (21), First Creek (22), Second Creek (23),Peña Boulevard (24), and E-470 Recreational Trail (25) Connections

(20)

(21)

(25)

(22)

(24)

(23)


A favorablesetback from

trafficreduces userconcerns onthis portionof the First

Avenuesidewalk

used by theCherry

Creek Trail.

Family Bicycle Loops

Although bicycle loops exist with-in Cheesman, Sloan Lake, andCity Parks, other routes may bepossible. By creating loopswhich incorporate existing off-street trails with designated on-street trails, possibilities for fami-ly/recreational loops can be foundin most areas of the city. Thefollowing list describes loops thatfollow the above suggested sce-nario:

1. Bear Creek Loop: BearCreek Trail to RaleighStreet (D-1) to YaleAvenue (D-20) to LamarStreet (Bear Valley neigh-borhood route).

2. West Harvard GulchLoop: West HarvardGulch Trail (D-20) toZuni Street (D-5) toSanderson Gulch Trail(D-18) to Irving Street(D-3).

3. Sanderson Gulch Loop:Sanderson Gulch (D-18)to Irving Street (D-3) to

Westwood Trail toRaleigh Street (D-1).

4. Cheesman Park Loop:Cheesman Park Loop (D-11) to 12th Avenue (D-10) to Sherman Street(D-9) to 7th Avenue (D-12) to Williams Street(Cheesman Park/D-11).

5. Washington Park Loop:Washington Park Loop(D-11) to ExpositionAvenue/Bonnie BraeBoulevard (D-16) toSteele Street (D-13) toFlorida/Race/Louisiana(D-18).

6. Bible Park Loop: HighLine Canal toYale/Oneida (D-17) toIliff Avenue (D-20) toHolly and High LineCanal.

7. High Line Canal Loop:High Line Canal (D-18)to Cherry CreekTrail/Cherry Creek DriveSouth (D-19) to FloridaAvenue (D-18).


Family Bicycle LoopsRecommendations- Designate family bicycle loops to

encourage recreational riding.Place directional signage alongthe loop routes.


Mountain biking is part of the“Colorado Lifestyle.”

Bicycle RacingBicycle racing emerged as an issuein the Update because racers andfitness riders wanted a place theycould train. Users of the off-street trail system also stated thisas an issue because of the poten-tial conflicts on the trails betweenhigher speed bicyclists and slowerspeed pedestrians, joggers, andrecreational bicyclists.

DefinitionThis section refers to “bicycleracing” as a competition or train-ing for a competition. Racerswant to ride at a continuous pacefor a length of time withoutinterruption or undue impedi-ment. Bicycle racing comes inmany forms including road bikeracing, mountain bike racing,BMX (“Bicycle Moto Cross”)racing, track racing in a velo-drome, and hand bike racing fordisabled athletes.

Desirable VenuesFor bicycle racing and training,roads with low to medium levelsof traffic and few stop signs ortraffic signals are preferable. Onstreets with speed limits from 25to 30 MPH, racers are travelingat speeds similar to vehicle traffic.The road should have a wide curb

lane, shoulder, or bike lane, or below speed and volume. Low vol-umes of turning traffic character-ize favorable training routes.Often, routes with traffic calmingdevices such as chokers, chicanes,and traffic circles deter bicycleracers from using them.

In general, streets that are betterfor bicycle race training are essen-tially those in the Denver on-street bicycle route system. Thetrail system in Denver is appeal-ing for training because it is con-tinuous with few stop signs ortraffic signals, has no vehiculartraffic, and has well maintainedsurfaces. However, the use oftrails for training should be dis-couraged because the bicyclistsbecome to pedestrians whatmotorists are to bicyclists on thestreet: vehicles moving at a muchhigher rate of speed in the sametravel area.

The best areas for racers to rideexist outside the City and Countyof Denver in more suburban/rurallocations where traffic volumesare lower and there are few trafficsignals to interrupt training. Onearea in Denver where these condi-tions exist is in the northeast. Asdevelopment occurs in this area,


Mountain Biking at Corona Pass lookingwest towards Winter Park.


Many weekend

recreationalbicyclists

couldbecomeweekday

urbancyclists.

the desirability of the routes fortraining will decrease withoutcareful planning and considera-tion.

Competitive BicyclingRoad racing has several forms.Criterium racing involves racingaround a short circuit as small as3 or 4 city blocks for a specifiedamount of time or number oflaps. This type of racing requirestotal road closures and strict traf-fic control to protect the racersfrom collisions with vehicles.Time trials involve racing fromone point to another and general-ly require long sections of roadthat at a minimum are closed tomotorists travelling in the samedirection. Street sprinting is atype of road race and typicallytakes place on a closed road thatis one to four blocks long.

Track bicyclists ride fixed gearbikes, which require that theypedal anytime that the bicycle isin motion. Track racing takesplace in a velodrome - a short ovalof racing surface with steeplybanked curves to allow for speedsin excess of 35 MPH. A goodexample is the velodrome inColorado Springs where theOlympic team trains and others

race on a weekly basis. There hasbeen some interest in creating avelodrome within the City ofDenver, with specific opportuni-ties in the Stapleton or Prospectredevelopment areas.

Mountain bike racing comes inseveral forms, including point-to-point cross-country racing anddownhill racing. BMX racing andtraining requires a separate BMXtrack made of dirt with jumpsand other terrain features.Denver could combine a BMXfacility with a circuit mountainbike racing facility and even avelodrome on a relatively limitedamount of land.

Obtaining Race PermitsThe process of obtaining permis-sion from the City and County ofDenver to hold a bicycle race isdifficult and the criteria are notwell defined. The only bicycleraces held regularly in the City ofDenver are the City ParkCriterium and the Bannock StreetCriterium, with the 2001 seasonfeaturing a street sprint race inLower Downtown. Generalguidelines would help applicantsnegotiate the process more effec-tively and help to further developDenver as a racing venue.


“ The where is the most diffi-cult part; to find a good velo-drome at altitude. I want to doit (World Hour Record) onetime, do it well and never do itagain. But it’s hard to find afast indoor velodrome at alti-tude. One thing we’ve talkedabout is to build a track inAmerica. It should be at about6,000 feet altitude.”

- Lance Armstrong, Tour De France win-ner in 1999, 2000, and 2001 expressingan interest in a velodrome around 6,000feet above sea level in America

World Mountain Bike Championships at Vail.


Development of Bicycle RacingParticipation:Overall, there is a large untappedpotential in further developingthe sport of bicycle racing inDenver. Many professional bicy-cle racers choose to live inColorado. While schools andrecreation centers generally offertraining and facilities for a varietyof other sports, allowing candi-date athletes to find a sport atwhich they can excel, bicycle rac-ing does not have a correspondinglevel of promotion.


Mountain biking amongst theaspens approaching Boreas

Pass.

Bicycle RacingRecommendations

- Continue to improve mainte-nance such as pavementdefects and sweeping for theon-street route system. Installsignage for all routes. Ensuresafe conditions for bicyclists iftraffic calming measures areinstalled on the bicycle routesystem streets.

- Investigate possible locationsfor a BMX/Velodrome/MountainBike Circuit facility in vacant orredeveloping areas within thecity.

- Plan bicycle racing and trainingroutes in Denver. Develop gen-eral guidelines for acceptablestreet closures for bicycle races.

- Encourage the development ofnew bicycle racers via the jun-iors, seniors and citizens cate-gories of bike racing.


A newbike/pedes-trian bridgeon the IliffAve. align-ment would connect thePlatte RiverTrail to theLight RailStation at

Evans Ave.

Overview:The Regional TransportationDistrict (RTD) is the Denvermetropolitan area’s local masstransit provider. RTD under-stands that one of its greatopportunities is the bicycle /pedestrian element, since thesepatrons have already begun theirtrip without the use of theirautomobile and therefore couldrely on transit more than thosecommuters who began their tripin their personal automobile.Although the City ’s BicycleMaster Plan Update process is aseparate effort from RTD’s bicy-cle planning, the two must workin unison to facilitate a modalshift.

In the 1993 DBMP, there wereseveral issues that related to tran-sit, transit stations, and RTD ingeneral. The Plan stated the fol-lowing regarding light rail:

RTD- Light Rail Line:Develop safe bicycle access

to, and parking at lightrail stations. (Ongoing)

Explore the possibility ofaccommodating bicycleson trains. (Ongoing)Future improvements

could be made, includingrolling stock that willcarry bikes without creat-ing vestibule conflicts.While the T-REX exten-sion will continue tooperate with high-floorvehicles, future light railvehicle purchases could below-floor models (thatinclude folding seats aswell as suspension hooksfrom the ceiling.)

Provide lockers and racks forlong-term parking atintercept stations at thetransit stations.(Ongoing)

Provide directional informa-tion, including bicycleroute information, tomajor civic attractions.(Ongoing)

In the downtown area, reducebicycle hazards at non-perpendicular bicyclecrossings of light railtracks through use ofwarning signs. (Ongoing.Future rail stationsshould make necessary railcrossings as smooth aspossible for both pedes-

Transit Access andAccommodations

Light rail and trail bridge in Calgary. Goodplanning resulted in accommodating bothlight rail and trail users.


Typical valetbicycle

parking at aDutch

commuterrail station.

trians and bicyclists.)

Many of these issues have beenimplemented as part of the lightrail station construction and sta-tion upgrades, but this must bean ongoing process.

Bicycle Connections to RTDFacilitiesBike access to transit facilities is akey component of RTD’s futuredevelopment. As RTD’s serviceincreases within neighborhoods,there is an opportunity toincrease non-motorized trips totransit stations and local busstops. The full value of thesetransit services will not be real-ized without bicycle and pedestri-an friendly connections aroundnew and existing transit stops.

Established in 1998, RTD’s Bikeon Bus program provides bus-mounted bike racks to serve thebicyclist market, which increasethe distance that bicyclists cantravel. Today RTD’s bike rackscan carry two bikes on every RTDLocal, Limited, Express, andRegional bus. RTD estimatesthat their buses carry more than500,000 bikes a year or about1.4% of all summer weekday busboardings.

Because of the location of thelight rail stations and park-n-Rides along major arterials andrailroad corridors, bicycle accesscan be difficult. RTD has builtpedestrian bridges/underpasses atthe Westminster park-n-Ride, theMineral Avenue Light RailStation and the Thornton park-n-Ride. Bike/pedestrian bridgeswere initially requested and con-sidered for several T-REXStations but due to financial con-straints were not included in thefinal alternative. The Nine-MileStation at I-225 and Parker Roadis currently the only proposedlocation for a pedestrian/bicycleunderpass in the entire T-REXproject area.

Several important connections aremissing in the City ’s bicycle gridroute system which are also bicy-cle and pedestrian connections tolight rail stations (as defined byboth the City of Denver’s BicycleMaster Plan as well as by RTD).These include the following:

The Broadway Station fromthe Platte River trail andfrom WashingtonPark/West WashingtonPark neighborhoods: A


Bicyclists must obtain an RTD Bike Permitto bring their bikes on board the light railvehicles.


Temporarybicycle

parking atcommunity

events.

bicycle/pedestrian bridgeat East Ohio Avenueacross Lincoln Street andBroadway, or at EastMississippi Avenue acrossI-25 should be construct-ed to connect to and fromthe east. From the west, aconnection on AcomaStreet parallel to the lightrail tracks, between theexisting buildings to theeast and the tracks couldprovide direct bicycleaccess to the station;access across or under thelight rail tracks is neces-sary just south of the sta-tion. Station area rede-velopment plans shouldinclude a bicycle/pedestri-an bridge to carry peopleover the BNSF and UPrailroad tracks and con-nect with the Platte RiverTrail adjacent toVanderbilt Park and theWest Mississippi Avenuecommercial district.

The Evans Avenue Stationfrom the Platte RiverTrail and Overland neigh-borhood: A newbicycle/pedestrian bridgeacross Santa Fe Drive on

the Iliff Avenue or WarrenAvenue alignments shouldbe built to connectOverland neighborhoodresidents to the EvansAvenue Station.Additionally, this bridgewould connect residentsfrom the Rosedale,University and UniversityPark neighborhoods tothe Platte River Trail.Overall, this bridge wouldresolve a major missinglink in bike route D-20.

The Colorado Center fromthe Virginia Vale neigh-borhood: A newbicycle/pedestrian bridgecrossing I-25 on theBellaire Street alignmentshould be built, as dis-cussed in the major miss-ing links section.Connection to the southwould require upgradingthe existing traffic signalat Evans and Birch to afour-way signal with bicy-cle detection.

T-RREX Construction BicycleStrategiesBike access to transit is a compo-nent of the T-REX project that


The constuction of the Central PlatteValley light rail tracks leaves space for a bicycle connection under the Speer viduct to reach the Pepsi Centerfrom the Cherry Creek Trail


Denverinvented the

bike/peddetour sign.


needs to be resolved in the longterm. In the near term, theimmediate issue is how to accom-modate bicyclists throughout thearea during construction. The T-REX team is currently developingthe construction phasing plansfor the project. The SoutheastCorridor EIS: Bicycle andPedestrian Plan (which was pre-pared prior to the project beingrenamed as the T-REX project)acknowledges that during con-struction, there will be street clo-sures and detours, particularlybetween Logan Street and EvansAvenue where bridges will bereplaced.

With the phasing plans in place, amajor emphasis will be handlingemergency vehicles that must tra-verse I-25 in a timely manner.This will be a great benefit forbicycle connections, as two nearbybridges will likely remain open atany one time and no two adjacentbridges will likely be replacedconcurrently. The SoutheastCorridor EIS: Bicycle andPedestrian Plan suggests thatdetours during constructionshould be well marked and asmuch advance notice as possibleshould be given to insure thesafety of both bicyclists and

motorists. More importantly, adetour plan must be laid out thatwill ensure that bicyclists do nothave to travel a great distance outof their way to cross over I-25.

Northern Portion of I-25:The northern segmentwhich stretches fromBroadway to UniversityBoulevard is depressed formuch of its length withbike route D-9 crossingon Logan Street and bikeroutes D-11 and D-18crossing on FranklinStreet (both of which arenon-interchange bridges).This section of the I-25corridor will be the great-est challenge during con-struction due to the manybridge structures thatmust be replaced within avery short distance. Twoadjoining bridges shouldremain open at any onetime and no two adjacentbridges should be replacedconcurrently. The possi-bility of a phased demoli-tion of the FranklinStreet bridge should beconsidered (correspon-ding to the phased demo-lition of the Steele/St.


RTD provides bicycle racks on the front of its buses

with space for two bicycles.

Paul Street bridge).Advance warning signagealong the route shouldextend well beyond theconstruction area to givebicyclists ample warningof the detour around theconstruction areas.

Central Portion of I-25: Thecentral portion of thecorridor, which stretchesfrom UniversityBoulevard to EvansAvenue, has only bikeroute D-13 that crossesI-25 at Steele Street (anon-interchange bridge).The phased demolition ofthe Steele/St. Paul StreetBridge resolves the needfor any bicycle and pedes-trian detour.

Southern Portion of I-25(including I-225): Thesouthern portion of thecorridor has a suburbancharacter, as highway exitsand the associated over-passes and underpassesare generally spaced atleast a mile apart. Thisportion includes the pro-posed bicycle/pedestrianbridge connection adja-

cent to Iliff Avenue andDahlia Street for routesD-15 and D-20, theHigh Line Canal Trailunderpass between theYale Avenue andHampden Avenue inter-changes, and bike routeD-22 crossing at QuincyAvenue (a non-inter-change bridge).

Recommended Details:

The following temporary detoursshould be used during construc-tion of the T-REX project:

High Line Canal Underpass:During construction, theYale Avenue interchangeshould be used as thetemporary detour to crossI-25 when the High LineCanal Underpass is recon-structed.

Quincy Avenue (Route D-22): The likeliest detourwill be via Monaco Street,Union Avenue andQuebec Street. Bicyclistswho feel comfortableusing Happy CanyonRoad and Quincy Avenueunder current conditions


Bicyclists and light rail share the road inBasel, Switzerland.


The originalBikestation inLong Beach,

California.

may not be willing to usethis detour route. As partof the detour, signageshould be installed toremind motorists to“Share the Road”.

Quebec Street (Route D-17): Quebec Street is thebest link to the DenverTech Center but Yosemitealso offers very goodaccess. The Yosemite andQuebec Street Bridgesshould not be replacedconcurrently.

Yosemite Street (Route D-19): The Yosemite andQuebec Street Bridgesshould not be replacedconcurrently.

Goldsmith Gulch Trail: TheGoldsmith trail providesaccess to the Denver TechCenter and should serveas an alternate route ifboth Quebec andYosemite Street bridgesare reconstructed concur-rently.

Light Rail / BicycleAccommodationsCurrently, 24 cities in NorthAmerica have light rail systems,including eighteen in the UnitedStates. Each light rail system hasits own rules to accommodatebicycles on trains. Because ofhigh passenger volumes on lightrail vehicles, in many cases bicycleaccess to trains is secondary tofunction and efficiency for otherusers.

RTD rules permit two bicyclesper train. Originally, RTDallowed bicycles on trains onlyduring off-peak times; it now alsoallows bicycles on light rail vehi-cles during the peak period, butonly in the reverse peak direction.This should be revisited whenservice along I-25 begins in 2008,especially if the reverse commuteto the Denver Tech Centerbecomes significant, as is current-ly the case with automobile traf-fic.

Bike Racks on Light Rail VehiclesRTD should consider installingbike racks inside the current fleetof light rail vehicles. Future lightrail vehicle procurements shouldbe low-floor models (like those inPortland) that are equipped with



folding seats and ceiling suspen-sion hooks in designated areas.These modifications will benefitmultiple users, as passengers withbaby strollers or other largeritems will be able to fit themmore easily on the light rail vehi-cles, as well as for bicyclists.

Currently, bicyclists must carrytheir bicycles up the stairs, thenstand and hold their bicycles inthe vestibules at the end of cars.Bicycles are not allowed in thefront vestibule of the train nearthe driver. This creates conflictswith other passengers who needto pass through the vestibuleswhen entering and exiting thelight rail vehicle. Additionally,RTD requires bicyclists to carry apermit while riding on light railwith their bicycles. These per-mits are available for free at sever-al locations as well as on theRTD website: www.RTD-Denver.com.

SignageSignage should be placed aroundall existing and future light railstations and park-n-Ride facili-ties. The signage should be con-sistent with existing directionalsignage. These signs should beplaced in locations that make

them obvious to bicyclists andpedestrians, as well as tomotorists. Currently the signagethat defines connections to thebike route and trail system ispoor or non-existent at many sta-tions.

Extensive work is needed to bet-ter connect light rail stations andpark-n-Ride facilities with theCity ’s bicycle route and trail sys-tem. For on-street routes, sig-nage should be placed so thatmotorists can see it to increasetheir awareness of the likely pres-ence of bicyclists. Signage assem-blies with station name destina-tion plaques included can also actas a marketing device to encour-age and facilitate a modal shiftfrom driving to bicycling andtransit.

ParkingBicycle parking at light rail sta-tions, park-n-Rides and bus stopshas become a central element ofRTD’s bike plan since manybike/transit passengers do notneed their bike at their final des-tination. For these passengers,safe and convenient bike parkingis needed at their origin light railstation, park-n-Ride or bus stop.RTD has offered bike racks at


Solid colorbus and bike

lanes inAustraila.



The location of RTD Park-n-Rides in relation to the grid routes.


most park-n-Rides since the1980’s, and bike lockers at vari-ous locations since the 1990's.

RTD’s bike plan categorizes bikeparking into two tiers of security:Tier 1 includes bike racks andbike lockers, and Tier 2 includesBike Corrals and Bikestations.RTD currently has approximately500 “Inverted U” type bike rackslocated at 76 different locationsthroughout the District. Thereare also more than 500 bike lock-ers available at 42 park-n-Ridesand Stations district wide.

BikestationsBike Corrals or Bikestations aretwo innovative approaches to parka large number of bikes common-ly used in Europe, Japan, andCalifornia. A Bike Corral is afully secured enclosure that isdesigned to offer access to a lim-ited number of people via a“smart card” (or electronic cardkey). Bikes can be secured on theinside with the use of individuallocks for added security.Bikestations, first developed inLong Beach in 1996, are staffedfacilities that offer services andamenities such as bicycle parking,bicycle repair, bicycle rentals,bicycle accessories, restrooms,

changing facilities and snack bars.

RTD has approved the construc-tion of a Bikestation at UnionStation (DUT), and is consider-ing additional facilities in Boulderand Cherry Creek North. TheUnion Station Bikestation (alsoreferred to as “The Hub”) is cur-rently programmed and budgetedfor an anticipated opening date of2003. The Hub will include bikeparking, bike repair, bike rentals, acommuter store, and alternativemodes information. Additionalservices such as showers and lock-ers, food vendors and a patioseating area, electric vehicles, andski rentals may be included.

A second Bikestation is envi-sioned for the Boulder Terminalat 14th and Walnut in downtownBoulder. TransportationSolutions, the TMA for theCherry Creek area is sponsoringthe Cherry Creek NorthBikestation, scheduled to open in2002. Several other locations forBikestations have also been identi-fied, including the UniversityBoulevard station, the ColoradoCenter light rail station, and theBroadway and I-25 light rail sta-tion/park-n-ride. Outside ofDenver, the Mineral Avenue


Proposed Bikestation design for Denver Union Terminal location.

Bicycle accommodations on board Amtrak.


Station is a good candidate also.Bikestation use should be moni-tored and if patronage is signifi-cant, others should be implement-ed especially as the future lightrail stations along the T-REXproject are constructed. TheseBikestations should be a jointventure between the City ofDenver, RTD, developers, and thelocal business community.


CentralPlatte Valley

light railcrossing ofthe CherryCreek Trail.


Bike to WorkDay events

are heldannually at

Civic CenterPark.

Denver is a great city for bicy-cling due to the moderate year-round climate and efforts madeby city staff and the Mayor’sBicycle Advisory Committee(MBAC) over the past 10 years.This is a critical and exciting timefor bicycling in Denver - theground work has been done, nowis the time to expand and pro-mote bicycling in Denver as aviable, safe and convenient modeof transportation for the 21stCentury.

In 1993 the Denver BicycleMaster Plan (DBMP) noted, thatthere was “no organized entitythat serves as the voice of thebicycle community in Denver.”At that time the MBAC, estab-lished in 1990, had begun to fillthis advocacy role. The recom-mendations of the DBMP wereto:

- Further strengthen therole of MBAC

- Encourage more publicinclusion in the process

- Create and distribute anewsletter

The MBAC continues to workwith the city ’s bicycle planner andvarious city departments and cityofficials to review systemic and

programmatic bicycle improve-ments. Other bicycle groups existin Denver but are social in nature,primarily focused on recreationalriding. As the Update processbegan, there was not a bicyclegroup in Denver actively involvedin bicycle advocacy.

Advocacy in Other MunicipalitiesBicycle advocacy groups are activein other municipalities within theUnited States. Some exemplarygroups include the Cascade Clubin Seattle, WA; BicycleTransportation Alliance, Portland,OR; Washington Area BicycleAssociation, Washington, D.C.,the San Francisco BicycleCoalition; and TransportationAlternatives in New York City.(See Appendix for additionalinformation.)

Strategy to Increase AdvocacyEfforts in DenverThe public meetings held duringthe Update process were opportu-nities for local bicyclists to signup as participants in advocacyefforts. The excitement level foradvocacy efforts at both publicmeetings was higher than expect-ed, with more than 50% of theattendees at the first public meet-ing signing up, and an additional

Advocacy

“Share the Road” signage alerts motoriststo the likely presence of bicyclists andencourages cooperation between modes.


20% of attendees at the secondpublic meeting. The advocatesindicated their areas of interest,resulting in the formation of fivegroups:

- Access- Communication/PR/Safety- Events- Education- Youth

The advocates held an open-housemeeting and organized themselvesas Bike Denver. They continue tomeet on a regular basis and havealready proven to be critical in theprocess of RTD Board approvalof the Bikestation funding.

Advocacy

www.bikedenver.orgBikeDenver recently organized

to give bicyclists in Denver a unified voice.

Advocacy Recommendations and Next Steps:

An organized advocacy group should spur increased inter-est and participation by the bicycling community and otheralternative transportation mode commuters to make bicy-cling in Denver a safe, convenient, desirable and healthymode of transportation.

-The advocacy group should actively advocate and sup-port bicycle/alternative transportation plans in the Denvermetro-area, such as the recommendations of this Updateand other plans.

-The advocacy group should not be an extension of theMBAC, the City & County of Denver, or any other localgovernment. The group should function independently.

Ideally, BikeDenver should define and champion:- Collaborative program development

- Potential bicycle/alternative transportation day promo-tions

- Education efforts, such as collaborative efforts with theDenver Public Schools and the Cycle Safety Circus forKids

- An action plan for public/private promotions ofbicycling/alternative modes

- Public and private funding roles and opportunities

The City & County of Denver and MBAC as well as othermetro-area local governments should work collectivelywith the advocacy group to foster and develop programs,coordinate planning efforts and support alternative trans-portation in general.


GRID ROUTE SYSTEM

GOAL: Identify the next round of priorities for expanding the gridand neighborhood route system.

Responsibility Task Target DatePublic Works Complete signage on 2002

D-5 and D-22. Sign the central portions of routes D-16 and D-20.

Public Works Sign D-3 and D-7. 2003

Public Works Seek funding to complete 2004-2012signage of the rest of the route system.

Public Works Seek opportunities to Ongoingwork with neighborhoods to identify and sign neighborhood bike routes.

Public Works Work with maintenance to Ongoingimprove checks for vandalism, fading, and other sign improvements.

DOWNTOWN BICYCLING

GOAL: Make Downtown Denver bicycle friendly.

Responsibility Task Target DatePublic Works Create a system of Summer 2002

Downtown bicycle lanes.

Public Works Propose changes to the Summer 200216th Street Mall ordinance.

Public Works Propose bicycle messenger Fall 2002and pedal cab ordinance to regulate, promote, and formalize these services.

Public Works Work with the Denver Police Winter 2002Department to increase enforcement of existing and secure city council approval of proposed, new bicycle-related ordinances.

Implementation


MAJOR MISSING LINKS

GOAL: Close the gaps in the existing bicycle routes to complete thebicycle grid route system.

Responsibility Task Target DateCity Pursue the necessary 1-2 projects/year

funding to implement the projects identified in the Major MissingLinks section.

City Seek opportunities to 1-2 projects/yeareliminate major missing links as part of other projects.

PARKS & TRAILS

GOAL: To enhance a system of off-street, multi-use trails to allowusers of all types an opportunity to recreate and commute safely with-out the worries of riding with motorized vehicle traffic.

Responsibility Task Target DatesParks and Communicate OngoingRecreation regularly with Public

Works and the MBAC about upcoming projects and funding opportunities

Public Works Seek funding and Ongoingpartnership opportunities with parks and private developers to establish these parks connections

RECREATIONAL BICYCLING

GOAL: Increase opportunities for recreational bicycling.

Responsibility Task Target DateBicycle Racing Implement training program OngoingCommunity to attract new racers.

Bicycle Racing Solicit funding for race OngoingCommunity events, training facilities and

velodrome.

Implementation

The City of Denver has installed thousands of bike racks.


TRANSIT ACCESS AND ACCOMMODATIONS

GOAL: Make bicycle and transit travel work in a seamless manner.

Responsibility Task Target DatePublic Works Implement the 2002-2006

identified bicycle routes to the Broadway, Evans and Colorado Center stations.

Public Works Coordinate with Continuous CDOT to ensure 2002-2007continuous bicycle access during Southeast Corridor T-REX construction.

Public Works Support RTD policy As opportunities changes and Bikestations arise

RTD Implement the 2007recommendations to improve the accommodation of bicycles on new and existing light rail vehicles and at transit facilities.

ADVOCACY

GOAL: Organize bicycle enthusiasts to promote bicycling in Denver.

Responsibility Task Target DateMayor’s Bicycle Coordinate the OngoingAdvisory activities of bicycle Committee groups towards

achieving common goals.

Advocacy Group Form an independent Winter 2001advocacy group from the bicycle community to promote bicycling in Denver.

Implementation

mayor wellington e. webb - denver€¦ · jennifer moulton, community planning and development rob...

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