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Archive of posts filed under the Motor Vehicles category.

The Problem Isn’t Automobiles—It’s Subsidizing Automobile Dependency

A common refrain from people who don’t want to see change in the way we handle our transportation system is that “people have cars and they won’t get rid of them.” Or, “it’s impossible to live in Denver without a car.” Or my favorite, “you can’t force people to walk and bike in some socialist utopia, they want to drive!”

All these arguments boil down to missing the forest for the trees. I put it forward that we don’t need to do anything so drastic as making cars illegal in order to affect commute share, only that we need to stop subsidizing one particular transportation mode—driving.

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Driving and car ownership are subsidized in a multitude of ways, from expenditures in the general budget for street maintenance, to the zoning code that forces all housing to include car storage. We subsidize driving by designing our neighborhood streets to allow fast driving while discouraging walking and making bicycling dangerous. Our whole city has been configured to move cars at speed, store cars at every location, and generally make the lives of car owners easy and cheap.

I say that if we simply remove the many subsidies we provide to car drivers—that is, if the full cost of street damage done by cars was borne by drivers, if the necessary amount of parking was decided by the market instead of the city code, if neighborhood streets were designed to move people around their neighborhoods instead to move cars through them at high speed—then people would make rational decisions in response. They would live closer to work, walk and bike more to their needs, and neighborhoods would be developed with services that support nearby customers instead of giant parking lots and high speed arterials.

Increasing car-specific taxes to cover infrastructure maintenance holes currently plugged by general revenues would cause more people to re-examine their choices. Decreased opportunities to park would cause them to consider alternate travel modes more often. Lower speed limits or differently configured streets would cause them to look for conveniently placed services and jobs nearby instead of focusing their desires on huge driveways and tiny lawns.

Some people would inevitably choose, as is their right, to continue with their daily 15-mile commutes and drive to every necessity, but others would decide that maybe driving and searching for parking aren’t all they’re cracked up to be. Maybe they’d look for neighborhoods that support their lives instead of their driving habits. The best part is, we don’t have to force anyone to do anything; we simply build a city that works for people instead of for cars and then watch as our citizens make rational decisions regarding their own needs within the newer, more efficient system.


The High Impact of Minimum Parking

Regarding the recent and ongoing kerfuffle taking place in Uptown surrounding a new development being built with no parking, much has been said regarding the “impact” to the neighborhood. I find this to be an interesting view in that it implies that an important function of a neighborhood, the function to which the “impact” would cause so much distress, is parking. Is that the kind of neighborhood people want? One in which the primary and ongoing concern of residents is the “impact” of parking? Who wants to live in a neighborhood whose primary value is car storage?

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It’s interesting that we Americans, we Denverites, have chosen to define ourselves and our places by our cars rather than by our abodes. In as much as we think about our neighborhoods, they are often defined by how conveniently they store our cars. New residential developments in Denver, from single-family houses all the way up to luxury apartment towers, are usually viewed as acceptable as long as they have a place to store our cars. Or perhaps more importantly, a place to store our neighbors’ cars so that we can have the parking spot in front of our house. The provisioning of our cars has come to matter more than the form of our neighborhoods or the needs of our city, but I feel that as our cars have grown in importance, so have our neighborhoods been diminished.

The new development in Uptown proposes to include a restaurant, one which would be conveniently walkable and which would provide a service to the neighborhood; an amenity; cachet. One might even say it will have an “impact”. So why is parking considered to be more impactful than people? I choose to say people because of who will benefit: not cars, but people—most likely neighborhood peoplePeople will work there, it will provide jobs. People will eat there, it will provide food. People will meet there, it will provide a space for the community. People will drink, talk, flirt, and converse there, it will provide memories. What it won’t provideparking—is incidental, even trivial. That folks in Uptown are willing to give up the opportunity to positively impact the people in their neighborhood baffles me. That they’re willing to deny the opportunity for people to live above and enjoy this amenity seems… ungenerous. All of this opposition is in the name of protecting what residents view as “their” on-street parking.

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Is this where our priorities truly have shifted? Are we correct in allowing this focus on parking to continue to define our neighborhoods, our opportunities, our lives and those of our neighbors? I say it’s better to build a place where we can walk to our daily needs rather than sit impatiently at the wheel waiting for the light to change. I say it’s better to build a community that welcomes new neighbors in an attitude of comity and friendliness rather than fear that they might steal “our” parking spots. I say it’s better to build our way to prosperity rather than sit behind a wall of zoning and claim that “the pie can never be any largerthis is as much as there is and there can never be more”. That’s the kind of “impact” I want.


Groundbreaking on Brighton Boulevard Signals Fever Pitch for RiNo Development

by Camron Bridgford

The rapid transformation of Denver’s River North (RiNo) District from industrial thoroughfare to successfully modish commercial, residential and artistic district took another major step this past week with the groundbreaking of the Brighton Boulevard Corridor Redevelopment on October 13.

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Hosted by Mayor Michael Hancock, City Council President Albus Brooks—whose district includes RiNo—and the RiNo Art District, the redevelopment project will be completed in four phases and is touted by the City of Denver as another critical opportunity to revitalize Denver’s downtown neighborhoods in an increasingly competitive and vibrant urban environment.

Located along the northern strip of Denver that inelegantly connects downtown to the I-70 corridor, Brighton Boulevard and its history is nearly as old as Denver itself, with its first developments taking place in the mid-1870s. By post-World War II, the boulevard was primarily sprinkled with industrial, commercial and automobile businesses, which over time slid from a cohesive streetscape into an area wrought with growing inattention and vacancy.

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In more recent years, as nearby streets in RiNo—primarily Blake, Walnut, and Larimer between 25th and 34th streets—began to receive city-wide attention for their artistic, gritty vibe and potential as a collective haven for innovative businesses, restaurants and galleries, Brighton Boulevard began to develop in a similar yet distinct pattern, one that favored creative and eclectic mixed-use spaces such as The Source, Industry and nearby Taxi across the South Platte River.

However, despite the success of its several artisan markets and shared spaces, Brighton Boulevard still lacked many aesthetic, safety and transportation features necessary to make it more attractive for investment that could result in a proliferation of residential, commercial and business use. Such amenities include improved sidewalks, adequate street lighting, landscaping and infrastructure, such as bike lanes, that encourage multi-modal transit.

This will soon change with the now-launched redevelopment project, which will take place in four distinct phases, the first of which will address improvements from 29th to 40th streets, including the addition of six signalized intersections at 29th, 31st, 33rd, 35th, 38th and 44th streets; 80 on-street parking spaces; sidewalks on both sides of the boulevard; a continuous bike lane in both directions; pedestrian crosswalks; street lighting; and light fixtures, benches and native plant landscaping. Further, it should be noted that an affordable live/work and mixed use building for creatives is being developed at 41st Street and Brighton Boulevard so as to preserve the artistic character that originally made RiNo an attractive place for investment.

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Phase one of the project—which includes three distinct stages of construction to tackle the noted improvements—is anticipated to take 18 months to complete, with the final stages of landscaping wrapping by Spring 2018. Kiewit Infrastructure Company out of Omaha, Nebraska will serve as the builder.

The final three phases of the redevelopment—not yet slated with many hard dates, but which will address 40th-44th streets, 44th-47th streets, and 47th Street to Race Court—includes addressing the part of Brighton Boulevard that serves as an underpass underneath I-70 (in concurrence with the I-70 reconstruction), as well as the fourth and final phase coinciding with enhancements made via the National Western Center Master Plan. Construction for this final phase is expected to begin in 2019.

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Typically, the largest hurdle that public infrastructure investments of this size face is coming up with the financing to realize its intended vision. However, that river appears forged for Brighton Boulevard, with a committed $26 million investment from the City and County of Denver, including $2.5 million proposed in 2017 alone. The Brighton Boulevard Corridor Redevelopment will also benefit from an additional $3 million raised by the RiNo General Improvement District, which is responsible for financing the pedestrian-scale lighting, plantings and benches along the boulevard, in addition to maintenance costs once the project is completed.

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Overall, this contribution signals a significant financial bet for the city, with Brighton Boulevard being one of largest Capital Improvement Funds projects in the city’s 2017 proposed budget. Comparatively, other capital investments projected for 2017 include sidewalk gaps and safety repair budgeted at $2.5 million; bike infrastructure at $500,000; South Broadway multi-modal improvements at $470,000; and traffic signal infrastructure across Denver at $3.6 million. For further comparison, one of the highest-profile expenditures for 2017—increased funding for the development and rehabilitation of affordable housing—may include $5 million from the city’s reserves, but will primarily be funded by $10 million garnered from new tax and impact fees.

Overall, the city’s vision for Brighton Boulevard sees residents and visitors no longer needing to make do with an underdeveloped backdoor in and out of downtown, but rather having access to a mainstay gateway between the airport and the urban core that lends itself to increasingly vibrant residential and commercial uses. With the opening of the University of Colorado A Line earlier this year, including the 38th and Blake commuter rail station that lies adjacent to this project, we are eager to see if the intended return on investment occurs, and look forward to monitoring its progress.

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Camron Bridgford is a master’s candidate in urban and regional planning at the University of Colorado Denver, with a particular interest in the use and politics of public space as it relates to urban revitalization, culture and placemaking, and community development. She also works as a freelance writer to investigate urban-related issues and serves as a non-profit consultant.


Choose People Over Parking

by John Riecke

The news that the Cherry Creek mall will begin charging to park in their garages has been met with varying levels of disbelief, derision, statements of personal boycotts, and threats to drive thirteen miles away to Park Meadows. One of the largest concerns for business owners on Broadway when a new bike lane was installed was that they would lose customers because people would find it confusing or difficult to park nearby, and within six hours of the official opening several complained that business was affected. City council just passed a ban on new developments in zone districts previously allowed to develop without parking.

I think we forget that parking is tacked-on to places that aren’t designed to make it easy for people to be there. Take a look at the two Google Earth aerial images below (they are the same scale). One is Park Meadows, a very popular mall with ample parking. The other is Capitol Hill, a very popular neighborhood which is famous for its lack of easy parking.

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Capitol Hill has almost as many stores (and not just fashion clothing), definitely as many restaurants, but also an incredible number of museums, schools and, most importantly, people. One is built for people and one is built for cars. It should be obvious which is the more dynamic, resilient, and productive place. Or to be crass, one has in-built customers and one has asphalt.

I put it to you, would you rather drive to Park Meadows or walk around Cap Hill? I’d point out that there are no hidden gems in Park Meadows. There is no variety of architecture. No one has ever happily recommended to me a restaurant in the mall, or told me about a bar to visit in the multi-acre parking lot. I’ll never stumble upon a cool bookstore in the mall and share the discovery with my friends. Why does the presence of free and easy parking engender such passion? People should have such passion for places, not parking lots. A parking lot is not a place, and the presence of free parking doesn’t denote ease of access, quality of service, or quality of life. Often it denotes the opposite.

The easiest customer is the one that lives nearby. The parking least damaging to the fabric of a place is the parking that’s not needed. Don’t fight for parking, fight for people.

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John Riecke holds a degree in Political Science from Southern Methodist University in Dallas. A resident of Capitol Hill, John is a volunteer for the local neighborhood organizations, Inter-Neighborhood Cooperation and Capitol Hill United Neighborhood and enjoys studying economic systems and engaging with city planning efforts. John became interested in city-building like many do when he bought his first house.


Transportation Variety Makes for a Vibrant City

by John Riecke

Part of the reason we live in cities is because we want options. Options for where to work, where to play, where to shop for groceries. Last week the options in which I was interested were transportation options. I had a busy day scheduled and needed to be in different places on a tight schedule.

You see, I live in Capitol Hill and I usually bicycle to work but my trusty steed had been victimized by a goat head.

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The trusty steed.

This particular morning I had taken the other trusty steed to work.

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The other trusty steed.

After work I walked to the nearest MetroRide stop where I happened to meet a friend I hadn’t seen for a while waiting for the same bus. I talked with her while transiting down to Union Station, I for my meeting and she for her transfer.

Steed of convenience.

The meeting ran longer than I had anticipated so my plan to take the bus to my next appointment was scrapped in favor of walking out front and hopping in a Car2Go and heading towards Cheesman Park.

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Trusty steed for when the other trusty steed is too slow.

After that meeting I decided to walk home rather than hop back in a car. This was serendipitous because I was joined by two other people going the same direction who wanted to continue the discussion. Because of that decision we were able to analyze the results of the meeting while working off some of the energy generated by the intense discussion. Just today I threw my bike in the back of my hatchback and hauled it to a local shop to repair the flat and give it a tune-up.

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Trusty steed for when the trusty steed has a flat.

My point here is two-part. First, not every mode of transportation is appropriate to all circumstances and no single mode provides the same or the best opportunities and benefits to all users. Is a bicycle the best choice for every person for every trip? No. Is a single occupancy vehicle the best choice for every person for every trip? Also no. We need the right tool for the job and if you can receive ancillary benefits by your choice, like for example socializing while traveling or exercising while commuting, all the better. We also need the city to build infrastructure to support these options.

My second point is that living in a vibrant city with lots of different nearby uses and plenty of different ways to get around is amazing. Even better than that is it’s healthy. Not just for the body (biking), but also for the mind (talking while walking), the soul (relaxing while commuting), and society (random social encounters). Get out there and enjoy your city today and whether you walk, bike, or bus, or maybe even drive, you won’t regret it!

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John Riecke holds a degree in Political Science from Southern Methodist University in Dallas. A resident of Capitol Hill, John is a volunteer for the local neighborhood organizations, Inter-Neighborhood Cooperation and Capitol Hill United Neighborhood and enjoys studying economic systems and engaging with city planning efforts. John became interested in city-building like many do when he bought his first house.


RiNo Infrastructure Part 9: Blake Street Conversion and Broadway Cycle Track

With this post we wrap up our recent series on infrastructure investments in the River North district. Previously, we looked at RTD’s 38th & Blake Station followed by Part 1: 35th Street Pedestrian BridgePart 2: 38th Street Pedestrian Bridge, Part 3: Brighton Boulevard Reconstruction, Part 4: River North Park, Part 5: Delgany Festival Street, Part 6: River North Promenade, Part 7: RiNo Pedestrian Bridge and Part 8: 35th Street Woonerf.

On this Google Earth aerial I’ve outlined the general extent of the Blake Street and Broadway improvements discussed in this post. Click to biggify.

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The Blake Street two-way conversion/bike lanes and Broadway cycle track project is fairly straightforward:

Blake Street, from 35th to Broadway, is currently a one-way street with two overly-wide vehicle lanes heading southwest-bound, parking lanes on both sides of the street, and no bicycle infrastructure. With this project, Blake Street will be converted to two-way traffic—a 10′ vehicle lane in each direction—with 6′ striped bicycle lanes in each direction and 8′ curbside parking lanes on both sides of the street. Northeast of 35th Street, Blake is already a two-way street.

Here is Blake Street today, looking southwest from around 28th Street:

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Back a few years ago, Larimer Street looked similar to how Blake Street does today: a multi-lane one-way street with no bicycle infrastructure. Thanks to a 2011 project by Denver Public Works, Larimer Street is now a two-way street with bicycle lanes and on-street parking, much like what is proposed for Blake Street.

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Broadway, between Blake and 29th Street, is a modern roadway that was constructed in the early 2000s as part of the removal of the old Broadway viaduct. It features wide (16′) pedestrian walkways on both sides of the street that are separated from the vehicle lanes by concrete walls and fencing for much of this stretch. These walkways will be converted to shared-use paths with the addition of a cycle track in each direction.

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Pavement striping and signage will delineate the pedestrian and bicycle zones within each path. At 29th Street, the cycle tracks will connect to the new cycle tracks planned as part of the big Brighton Boulevard Reconstruction project that will start construction very soon.

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If some of you are thinking “With Blake being converted to two-way, there’s no point in keeping Walnut as a one-way street since Walnut and Blake operate as a one-way couplet”—you’d be right! The conversion of Walnut northeast of Broadway to two-way with bike lanes will likely happen in the future. According to the Northeast Downtown Neighborhoods Plan (2011), Walnut is identified as a street with good potential for conversion to two-way. From the plan: “Evaluate conversion of Walnut contingent on significant redevelopment along this street that eliminates most of the existing loading docks. This recommendation is long-term and reliant on land use changes.” The city will soon begin a study of Walnut to evaluate the situation given the intense redevelopment activity in the area.

The Blake Street two-way conversion/bike lanes and Broadway cycle track project represents another important step in more fairly balancing the use of the public right-of-way in the Downtown area between different transportation modes. Work on the Blake Street project is scheduled for late August 2016. Thank you Denver Public Works… keep up the good work!

While this may be the end of our current series on RiNo, this won’t be the last of our coverage of new infrastructure in the area. We’ll continue to spotlight these and other projects as they move forward. Nor is list of projects we covered in this series exhaustive either. Additional projects such as new sidewalks around the 38th and Blake station, the rebuilding of the Blake Street bridge over 38th Street and other small but critical improvements here and there are helping elevate River North’s outdated industrial-era streets into a walkable/bikeable public realm suitable for an urban, transit-oriented, mixed-use district.


RiNo Infrastructure Part 8: 35th Street Woonerf

In Part 8 of our RiNo Infrastructure series, we take a look at the improvements proposed for 35th Street, a key east-west connector for the River North neighborhood. Previous posts in this series include RTD’s 38th & Blake Station followed by Part 1: 35th Street Pedestrian BridgePart 2: 38th Street Pedestrian Bridge, Part 3: Brighton Boulevard Reconstruction, Part 4: River North Park, Part 5: Delgany Festival Street, Part 6: River North Promenade, and Part 7: RiNo Pedestrian Bridge.

What is a woonerf? It’s a Dutch term (pronounced VONE-erf) for a street that is designed primarily for pedestrians and bicyclists while still allowing motor vehicle access at slow speeds. Popularized in Europe, a woonerf functions as a shared, social space somewhat like a linear plaza while still providing local access to vehicles. A woonerf design typically uses more subtle infrastructure elements such as bollards, landscaping, and different paving materials to distinguish the areas where pedestrians, bikes, and vehicles travel rather than the traditional curb, sidewalk, and bike lane.

35th Street between Arkins Court and Wazee Street is a perfect candidate to be redesigned as a woonerf. First, it isn’t a through street for motor vehicle traffic; it’s only four blocks long and is blocked by the river on one end and railroad tracks on the other. Second and more critically, 35th Street is identified as a prime east-west pedestrian/bike corridor through RiNo as it will connect the RiNo Pedestrian Bridge over the river with the 35th Street Pedestrian Bridge over the railroad tracks and run adjacent to the planned River North Park.

Here is a diagram from a recent presentation provided by the city’s North Denver Cornerstone Collaborative showing a conceptual cross-section for 35th Street:

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An example of something similar to a woonerf in Denver may be the newly redesigned Fillmore Plaza in Cherry Creek North. It has several features found in a woonerf, such as the street and sidewalk being at the same grade and a strong pedestrian-focused design. Here’s a Google Earth street view image of Fillmore Plaza:

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Here’s a Google Street View image of the Bell Street woonerf in Seattle:

As River North transitions from an automobile-oriented industrial zone to a multi-mode mixed-use district, transforming 35th into a great pedestrian street will be key in that evolution. The combination of the RiNo Pedestrian Bridge + River North Park + 35th Street Woonerf + 35th Street Pedestrian Bridge has the potential to have the same transformative impact on connecting River North to the rest of Denver as the Highland Bridge + 16th Street Plaza + Platte River Bridge + Commons Park + Riverfront Park Plaza + Millennium Bridge combination did in connecting Lower Highland with Downtown Denver.

The images below show 35th Street in its current rough-around-the-edges state:

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Currently, the 35th Street Woonerf is in the conceptual design stage. Funding for construction has not yet been identified, but paying for the 35th Street Woonerf could come from a variety of sources including potentially the city, local improvement districts, and adjacent developments.

Next up in this series: Blake Street Two-Way Conversion + Bike Lanes. Stay tuned!


Denver Rolls Out New 29th Avenue/15th Street Bike Lanes

Denver Public Works is in the final stages of implementing a major new east-west bicycle connection through Northwest Denver. Stretching about 2.3 miles from Sheridan Boulevard to just past Central Street on the downtown street grid, the new West 29th Avenue/15th Street bike lanes make bicycling along the corridor a safer experience and provide a more equitable balance in the use of the public right-of-way between automobiles and bicycles.

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New northwest-bound bike lane on 15th Street between Central and Boulder streets.

Along different segments of the corridor, the existing lane configurations were changed to accommodate the new bike lanes. For example, from Sheridan to Lowell, curbside parking was removed on one side of West 29th Avenue to make room to add the bike lanes. Between Lowell and Federal, enough space was freed up for the bike lanes by eliminating a center turn lane.

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Google Earth aerial with the extent of the new 29th Avenue/15th Street bike line highlighted in yellow.

Between Federal and Speer, the former condition was a mess of travel lanes, turn lanes, and striped islands that made for a confusing drive for motorists and a daunting experience for bicyclists:

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The previous condition of 29th Avenue between Federal and Speer included a confusing mess of travel and turn lanes. Source: Google Earth

Now under the new configuration, it’s pretty simple: one travel lane in each direction for motor vehicles, a buffered lane in each direction for bicyclists, and curbside parking along the south side of the street:

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Diagram showing new street cross-section for West 29th Avenue between Speer and Federal. Source: City and County of Denver

West 29th Avenue also received a road diet between Umatilla and Clay streets, where previously there were two westbound and one eastbound travel lanes. One of the westbound lanes was eliminated to squeeze in the new bike lanes. However, in the process, West 29th Avenue picked up a new curbside parking lane between Umatilla and Zuni that hadn’t existed before.

Likewise, in the one-block stretch of 15th Street between Central and Boulder/Umatilla (collision of the street grids!), there were two northwest-bound lanes and one southeast-bound lane. One of the northwest-bound lanes was removed to make room for the bike lane, as can be seen in the photo below. Unfortunately, there’s currently not enough room for a southeast-bound bike lane.

One northwest-bound travel lane and new bicycle lane on 15th Street between Central and Boulder streets.

Finally, an important lane reconfiguration that everyone needs to be aware of occurs on the 15th Street bridge over I-25. To transition from two northwest-bound lanes to one, the right lane on the bridge becomes a right-turn-only lane for Central Street:

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New lane configuration on the 15th Street bridge over Interstate 25.

To see maps and before-and-after diagrams of all of the different segments of this project, check out this presentation by Public Works from a November 2015 public meeting.

While this is a huge improvement for biking in Northwest Denver, there’s still the big gap in the bicycle network on 15th Street between Central Street and LoDo. That missing link is being studied by Public Works this year, so hopefully by the end of 2016 or early 2017, a design solution for providing a safe and convenient bicycle connection between Lower Highland and Lower Downtown will be identified.

The new West 29th Avenue/15th Street bicycle connection was a recommended project in the Denver Moves: Bicycles plan, and it is very exciting to see this and many other new bicycle infrastructure projects being implemented throughout the city. Thank you Denver Public Works!

Oh, happy Bike to Work Day too!


17th and Wynkoop Receives Ped/Bike-Friendly Upgrades

Now that the A-Line to Denver International Airport is up and running, the number of people passing through Denver Union Station has increased. This is making the corner of 17th and Wynkoop—the historic station’s downtown-facing portal and popular tourist photo-taking spot—busier than ever, with bikes, cars, taxis, pedicabs, tour buses, delivery trucks and pedestrians seemingly navigating the intersection at the same time. This slow but continuous dance of people and their transport machines gives the corner an urban energy that reflects the vitality of the Union Station district and Downtown Denver. However, the standard crosswalks, bike lanes, and other design and regulatory elements in place at the intersection were too minimal, confusing, ineffective and/or biased in favor of the automobile.

In fall 2015, my fellow Union Station Advocates board members and I decided to push for pedestrian and bicycle safety improvements to the 17th and Wynkoop intersection in anticipation of the A-Line launch and the other FasTracks lines opening later this year. We held a public meeting and spread the word about the issue, as described in my post from last October, 17th and Wynkoop: Downtown’s Most Important Pedestrian Intersection? Fortunately, Denver Public Works shared our views on this and put a rapid-response team in place to plan, design, and implement a package of high-visibility, lower-cost improvements for the intersection in just a couple of months! Public Works was very responsive and great to work with—particularly planner Riley LaMie who led the planning effort—and, just in time for the A-Line opening, 17th and Wynkoop has been upgraded to a much more pedestrian/bike-friendly intersection. Here are a few before-and-after shots:

Wynkoop crosswalk:

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17th and Wynkoop south corner:

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Bike lane Wynkoop Plaza side looking southwest:

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Bike lane Wynkoop Plaza side looking northeast:

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Wynkoop crosswalk:

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The new crosswalks are certainly more visible, and the painted bulb-outs with bollards significantly shorten the pedestrian crossing distance. The new painted bulb-outs also prevent cars wanting to make a right turn from illegally using the parking lane as a right-turn lane by squeezing between the sidewalk/curb ramp and cars stopped in the through lane. The project also included new parking-lane signs that clearly designate passenger loading zones along the Wynkoop Plaza side of the street:

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Despite these new signs and street markings, motorists still find ways to do dumb things, like stopping right in the middle of the bike lane to let passengers out…

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…or stopping half in the bike lane, half in the traffic lane, for the valet parking…

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…or driving on the bike lane between traffic and the parked cars:

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I took those last three photos within minutes of each other. #streetfail #streetfail #streetfail

Nevertheless, these are wonderful improvements that clearly communicate that pedestrians and bicyclists have the priority at the intersection of 17th and Wynkoop!

Shouldn’t every intersection in the city look this good?