26th street...denver rescue mission (champa house) urban outreach denver cultural destinations...

Denver Public WorksTransportation and Mobility Planning DivisionNovember 2018

26th StreetNeighborhood Bikeway

Feasibility Study

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DENVERMOVESBicyclesii

26th Street Neighborhood Bikeway Study iii

26th Street Neighborhood Bikeway

Feasibility Study

Final Report

November 2018

DENVERMOVESBicyclesiv

AcknowledgementsCity and County of Denver, Public Works

Michael Koslow, P.E.Riley LaMie, AICPJustin Schmitz, P.E.Morgan Whitcomb, P.E.

Toole Design GroupJessicaFields,P.E.,AICP,DenverOfficeDirectorSagar Onta, P.E., PTOE, Denver Engineering DirectorTrung Vo, P.E., AICP, Project ManagerKurtis Wall, Designer

David Evans and Associates, Inc.Stacy Tschour, P.E., PTOE, Project Manager

26th Street Neighborhood Bikeway Study v

Contents1. Introduction ......................................1

2. Existing Conditions ...........................3

3. Public Engagement .........................15

4. Treatments .....................................17

5. Recommendations ..........................21

6. Implementation Considerations .........27

Appendix: Concept Plans ......................31

DENVERMOVESBicyclesvi


CHAPTER 1: INTRODUCTION

26th Street Neighborhood Bikeway Study 1

DENVERMOVESBicycles2

Published in 2017, the City and County of Denver’s Mobility Action Plan sets a goal to reduce single-occupant vehicle commutes to 50 percent and increase the percentage of bicycle and pedestrian commutes to 15 percent. In 2016, Denver Public Works and Denver Parks and Recreation published Denver Moves: Enhanced Bikeways, a plan that seeks to enhance the safety, connectivity, and comfort of bicycle and multimodal connections in the Mile High City. Denver Moves: Enhanced Bikeways calls for 270 miles of new bicycle facilities.

Context26th Street was identified as a neighborhood bikeway project in the Denver Moves: Bicycles plan, which was developed in 2011 and 2015 with community input. To advance the City and County of Denver’s mobility goals, the Public Works Department is evaluating the feasibility of neighborhood bikeways which:

● Provide low-stress shared streets for bicyclistsof all ages and abilities;

● Optimize bicycle travel; and

● Improve safety for all street users.

Denver’s 2015 Draft Bikeway Design Guidelines establishes the following design and operational guidance for neighborhood bikeways:

● Travel lanes: 2 lanes

● Traffic volume

● Desired: 1,000 vehicles per day (vpd) or less

● Maximum: 4,000 vpd

● Posted speed limit

● Desired: 20 miles per hour (mph) or less

● Maximum: 25 mph

Study PurposeThe City and County of Denver initiated a feasibility study to develop a concept for a neighborhood bikeway on 26th Street from Blake Street to North

Washington Street,. The corridor is approximately 0.7 miles long and connects to key bicycle, pedestrian, and vehicular routes. This study focuses on traffic calming measures, improved crossings, and wayfinding signage.

Report OrganizationAn assessment of the corridor’s existing conditions was developed through field visits, data collection and analysis, public input, and coordination with City staff.

Chapters 2 and 3 provide an overview of existing conditions and public engagement.

Chapter 4 describes neighborhood bikeway treatments and guidance for treatment selection.

Chapter 5 includes final recommendations and summaries for each intersection.

Chapter 6 presents unit cost estimates and other considerations for implementation.

The Appendix comprises concept plans for each of the intersections along 26th Street.

1. Introduction

CHAPTER 2: EXISTING CONDITIONS



Local Context26th Street is located within the Five Points neighborhood. West of Arapahoe Street, 26th Street primarily consists of commercial and multi-family land uses. East of Arapahoe Street, 26th Street primarily consists of single-family dwellings with some commercial land uses at the intersection with Welton Street. As shown in Figure 1, key destinations along and near the corridor include:

Schools

● Gilpin Montessori Public School● Montessori Academy of Colorado● Rise Up Community High School● University Prep – Arapahoe Street

Parks

● Glenarm Recreation Center● Lawson Park● Stout Street Children’s Park● Triangle Park

Business Improvement Districts

● Five Points Business District● River North Art District

Faith-Based Organizations

● Agape Christian Church● Denver Rescue Mission (Champa House)● Urban Outreach Denver

Cultural Destinations

● Brother Jeff’s Cultural Center● Roxy Theatre● Stiles African American Center

Street Network Characteristics26th Street is a low-volume, local street. The study corridor, which includes the entire length of 26th Street, is 3,500 feet long with intersections approximately every 350 feet. There are 12 intersections along the corridor and many of the cross-streets are major commuter routes into and out of downtown Denver.

Every intersection along 26th Street is currently stop-controlled for 26th Street, except the intersection with Lawrence Street which is stop-controlled on Lawrence Street and the intersection with Larimer Street which is four-way stop-controlled. The intersection at Glenarm Place and North Washington Street, while large and somewhat complex, is also four-way stop controlled, which increases crossing comfort for bicyclists. The high number of stop-controlled intersections along the corridor adds delay for bicyclists on 26th Street and is not ideal for neighborhood bikeways.

The posted speed limit on 26th Street is 25 mph. A school zone is located between Champa Street and Curtis Street with a posted speed limit of 20 mph from 7 AM to 4 PM on school days.

26th Street is 35 feet wide between curb faces. There is one travel lane in each direction and on-street parking on both sides of the street. Figure 2 shows the street network and traffic control devices in and around the study corridor.

Figure 3 shows the functional classifications of streets in the study area. Arterials are typically characterized by higher traffic volumes and speeds, and they include the following streets in the study area:

● Larimer Street● Lawrence Street● Champa Street● Stout Street

2. Existing Conditions


Figure 1: Local Context

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Figure 2: Street Network

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Figure 3: Functional Classifications

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In addition to the neighborhood bikeway on 26th Street, recent and forthcoming changes to the street network in the study area include:

● Road diets with separated/buffered bike lanes on Stout Street and Champa Street (2016);

● Four-way stop control at 26th Street and Larimer Street (September 2017);

● Two-way conversion of Walnut Street (date to be determined); and

● A neighborhood bikeway on Glenarm Place (date to be determined).

Bicycle and Pedestrian Network

The study area’s mix of land uses, dense street grid, and low-volume, local streets are conducive to bicycling and walking. There are sidewalks on both sides for the entire length of 26th Street and along the cross-streets. There are four marked crosswalks on 26th Street: two across 26th Street at Curtis Street and two across Welton Street at 26th Street.

26th Street is a designated bike route which connects to Denver’s greater bikeway network via bike lanes on Blake Street, Larimer Street, Champa Street, and Stout Street.

In addition to 26th Street, Denver Moves recommends neighborhood bikeways on Lawrence Street and Glenarm Place.

Traffic Speeds and VolumesThe City and County of Denver collected traffic volume and speed data from February 27 to March 5, 2018, on 26th Street at the following locations:

● east of Blake Street ● east of Lawrence Street ● east of Stout Street ● east of Welton Street

Shown in Figure 4, average daily traffic volumes and average 85th percentile speeds, the speed at which 85 percent of motorists do not exceed, are under Denver’s maximum acceptable thresholds for neighborhood bikeways (4,000 vpd and 25 mph), and they are within or close to desired thresholds for neighborhood bikeways (1,000 vpd and 20 mph).

Hourly traffic volumes are generally highest between 4 PM and 6 PM on weekdays and between 5 PM and 7 PM on weekends. Traffic volumes on 26th Street between Lawrence and Stout streets are relatively high for the peak hours (8 AM and 5 PM). 85th percentile speeds are generally between 18 mph and 22 mph, with some low and high outliers between 3 AM and 6 AM on weekends. Hourly traffic volumes and 85th percentile speeds are shown in Figure 5.

The most recent and available daily traffic volume counts for cross-streets along 26th Street from the City and County of Denver and the Denver Regional Council of Governments are:

● Blake Street: 3,512 (2013) ● Walnut Street: 6,776 (2014) ● Larimer Street: 5,738 (2016) ● Arapahoe Street: 1,394 (2017) ● Champa Street: 7,511 (2017) ● Stout Street: 4,679 (2017) ● California Street: 4,096 (2016) ● Welton Street: 3,875 (2018)

Traffic SafetyThere were 89 crashes on or near 26th Street between 2015 and 2017. None of these crashes resulted in fatalities. A high number of crashes occurred near the commercial area on 26th Street north of Larimer Street. One crash involved a bicyclist and four crashes involved pedestrians. Right angle crashes were the most common crash type (39 crashes), which may be due to poor sight lines at intersections. Figure 6 shows crash locations and highlights those involving bicyclists or pedestrians. Figure 7 provides additional information about crashes along 26th Street.

Citywide feedback collected from the public in 2017, through the Denver Vision Zero Map-Based Survey, included concerns about the following issues along 26th Street:

● the lack of crosswalks; ● stop-sign running; ● poor visibility at intersections; and ● motorist speeding.


26TH STREET NEIGHBORHOOD BIKEWAY EXISTING CONDITIONS

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Figure 5: Hourly Traffic Volumes and 85th Percentile Speeds (cont.)


Figure 6: Crashes (2015-2017)

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26th Street Neighborhood Bikeway Feasibility Study: Existing Data Summary Technical Memorandum

12

Right Angle, 39

Rear End, 11

Parked Car, 10

Side Swipe, 9

Pedestrian, 4

Bicyclist, 1 Other, 15

TRAFFIC SAFETY There were 89 crashes on or near 26th Street between 2015 and 2017, none of which resulted in fatalities. A high number of crashes occurred near the commercial area on 26th Street north of Larimer Street. One crash involved a bicyclist and four crashes involved pedestrians. Right angle crashes were the most common crash type (39 crashes). This may be due to poor sight distances at intersections. Figure 6 shows crash locations and highlights those involving bicyclists or pedestrians.

Crashes by Type Crashes by Intersection (within 100’ of intersection)

Crashes Involving Bicyclists or Pedestrians

Cross-Street Date Time Type Severity Notes from Crash Report

California Street 2/18/15 04:36 PM Pedestrian Injury EB motorist making left turn struck WB pedestrian in northern crosswalk

Welton Street 6/2/15 05:26 PM Pedestrian Injury WB motorist struck NB pedestrian on skateboard in western crosswalk

Larimer Street 10/29/15 11:55 PM Bicyclist Injury WB motorist struck WB bicyclist from rear west of intersection

Alley b/w Larimer Street and Lawrence Street 11/10/15 06:33 PM Pedestrian No

Injury WB motorist struck pedestrian crossing mid-block at alley

Welton Street 5/21/17 01:16 AM Pedestrian Injury EB motorist making left turn struck pedestrian in northern crosswalk

Feedback collected from the public in 2017, through the Denver Vision Zero Map-Based Survey, included concerns about the following issues along 26th Street:

the lack of crosswalks, stop-sign running, poor visibility at intersections, and motorist speeding.

Cross-Street Number Top Crash Type Blake Street 5 Right Angle (2) Walnut Street 7 Right Angle (4)

Larimer Street 14 Right Angle (4) and Parked Car (4)

Lawrence Street 10 Right Angle (6) Arapahoe Street 5 Right Angle (2) Curtis Street 1 Rear End (1) Champa Street 1 Rear End (1) Stout Street 12 Right Angle (11) California Street 8 Right Angle (7) Welton Street 12 Light Rail (3) Glenarm Place 0 n/a

Figure 9: Crashes Involving Bicyclists and Pedestrians along 26th Street (2015-2017)


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Right Angle, 39

Rear End, 11

Parked Car, 10

Side Swipe, 9

Pedestrian, 4





Right Angle (4) Larimer Street 14 and Parked Car (4) Lawrence Street 10 Right Angle (6) Arapahoe Street 5 Right Angle (2) Curtis Street 1 Rear End (1) Champa Street 1 Rear End (1) Stout Street 12 Right Angle (11) California Street 8 Right Angle (7) Welton Street 12 Light Rail (3) Glenarm Place 0 n/a






Alley b/w Larimer Street and Lawrence Street 11/10/15 06:33 PM Pedestrian No

Injury WB motorist struck pedestrian crossing mid-block at alley





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Larimer Street 14 Right Angle (4) and Parked Car (4)

Lawrence Street 10 Right Angle (6) Arapahoe Street 5 Right Angle (2) Curtis Street 1 Rear End (1) Champa Street 1 Rear End (1) Stout Street 12 Right Angle (11) California Street 8 Right Angle (7) Welton Street 12 Light Rail (3) Glenarm Place 0 n/a

Figure 7: Crashes by Type along 26th Street (2015-2017) Figure 8: Crashes by Intersection along 26th Street (2015-2017)


On-Street Parking UtilizationThe City and County of Denver collected parking occupancy data at 11 AM and 7 PM on April 10 and April 12, 2018. On-street parking on 26th Street is most utilized between Blake Street and Lawrence Street. The parking utilization data was used to validate any recommendations that may impact on-street parking. Impacts to on-street parking are expected to be limited.

Block SpacesPercent Utilization

11 AM 7 PMBlake to Walnut - W side 12 88% 88%Blake to Walnut - E side 13 92% 96%Walnut to Larimer - W side 11 91% 95%Walnut to Larimer - E side 11 91% 100%Larimer - W side 10 85% 90%Larimer - E side 11 77% 45%Lawrence - W side 0a n/a n/a

Lawrence - E side 11 91% 41%

Arapahoe - W side 10 85% 45%Arapahoe - E side 11 41% 27%Curtis - W side 7 86% 86%Curtis - E side 12 46% 25%Champa - W side 12 83% 50%Champa - E side 12 92% 4%Stout - W side 14 50% 43%Stout - E side 14 68% 25%California - W side 12 63% 42%California - E side 6 83% 42%Welton - W side 0b n/a n/aWelton - E side 0b n/a n/a

Field VisitThe project team conducted a field visit on June 1, 2018. Bicycling the length of the corridor, project team members documented geometric and operational street characteristics relative to the suitability of 26th Street as a neighborhood bikeway. As part of that discussion, the team discussed potential physical and operational treatments. This discussion, along with subsequent coordination with the City, informed initial recommendations.

aOn-street parking was unavailable because of building construction. bOn-street parking was unavailable because of street resurfacing.

CHAPTER 3: PUBLIC ENGAGEMENT



3. Public EngagementPublic outreach for the project focused on educating the community about the project, establishing a baseline understanding of existing needs and opportunities, and talking with the community about proposed improvements. Activities included two public open houses to share the project’s scope, learn from neighbors about corridor issues, guide project recommendations, and obtain feedback on recommendations. The open houses took place on June 11 and September 26, 2018, at the Blair-Caldwell African American Research Library. Both open houses were coordinated with a concurrent project, the Five Points Neighborhood Traffic Management Program Action Plan.

The City and County of Denver promoted the open houses by distributing flyers to each property in the study area and emailing invitations. Public comments submitted to the City were critical to establishing an understanding of existing needs and opportunities which informed the development of the project’s concept recommendations.

Open House #1Project team members presented potential neighborhood bikeway treatments and the findings from the existing conditions assessment at the first public open house on Monday, June 11, 2018. Attendees also participated in an issues identification exercise by placing colored stickers

on a large aerial map to indicate stop-sign running, speeding, and visibility issues. Additionally, community members suggested that the future neighborhood bikeway should include consistent wayfinding signage to direct bicyclists to the Platte River Trail, more four-way stops, and crossing enhancements.

Open House #2At the second public open house which took place on Wednesday, September 26, 2018, the draft conceptual plans were on display for review and comment. Project team members also facilitated a prioritization activity to determine which intersections were most important to the community. Open house attendees were given sixteen stickers that they could distribute between the intersection concepts to document their priorities for the 26th Street neighborhood bikeway.The greatest priorities based on the results of this prioritization activity were:

1. Signs and markings at California Street2. Signs, markings, and a median diverter at Curtis

Street3. Signs and markings at Lawrence Street4. Signs, markings, and a traffic signal at Champa

Street5. Signs, markings, and curb extensions at Welton

Street

CHAPTER 4: TREATMENTS



This chapter describes the design treatments available to establish 26th Street as a neighborhood bikeway and describes the issues each treatment is intended to address.

Design OutcomesThe 26th Street neighborhood bikeway’s operational targets are:

● Less than 1,000 motor vehicles per day ● Motor vehicle speeds between 20 and 25 mph ● Safer and more comfortable crossings,

particularly at uncontrolled intersections

Treatment ToolboxBased on national best practices and the Draft Denver Bikeway Design Guidelines, this feasibility study recommends the neighborhood bikeway treatments shown in Figure 8. Site-specific recommendations were developed by analyzing existing physical constraints and opportunities, discussing possibilities with the City, and using engineering judgement.

The following design references guided the development of neighborhood bikeway concepts for 26th Street:

● City and County of Denver Draft Bikeway Design Guidelines

● Manual on Uniform Traffic Control Devices (MUTCD)

● National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide

4. Treatments

Curb Extensions

Median Refuge Island

Wayfinding Signage

Neighborhood Bikeway Signage


Figure 8: Neighborhood Bikeway Treatment Toolbox

Issues

Potential Treatments

Bikeway Signs &

Markings

Stop Sign Modifications

Advanced Stop Bars

Stop Sign Relocation

High Visibility

Crosswalks

Intersection Daylighting

ADA Curb

Ramps

Rectangular Rapid

Flashing Beacons

Curb Extensions Medians Traffic

Signal

Lack of Bicycle Comfort

X X X X X XBicycle Delay X X X X*High Crash Frequency

X X X X X X X X*Motorist Speeding X X X X*Lack of Pedestrian Comfort

X X X X X X X X*Poor Visibility X X X X

Stop sign modifications include adding stop signs to establish four-way stops and installing double-sided stop signs.

Advanced stop bars provide a forward stopping and queuing area for bicyclists.

Stop sign relocation involves relocating existing stop signs to change the street for which motorists must stop.

Intersection daylighting uses signs, markings, and curb extensions to restrict on-street parking within 20 feet (required) or more of a stop sign or crosswalk.

Rectangular rapid flashing beacons are pedestrian-actuated sign and light assemblies that draw attention to crossings.

*Traffic signals may induce increases in motor vehicle traffic which can be counter to desired benefits on a neighborhood bikeway.

CHAPTER 5: RECOMMENDATIONS



5. RecommendationsThe following pages include a summary of each intersection with observed and reported issues, draft recommendations, and expected outcomes. Concept recommendations are shown graphically in in the Appendix.

There are a total of 12 intersections along the 0.7-mile corridor. Recommended treatments are primarily lower-cost modifications that the City could accomplish relatively quickly. For some intersections, longer-term recommendations which would require more investment are also identified. Where applicable, these are noted in the summary tables. Before recommendations are finalized and implemented, various City departments should coordinate to evaluate each concept’s costs, benefits, and impacts.

Curtis Street Recommendation The recommendation for Curtis Street includes a median diverter which would restrict all left-turn movements and east/west through movements on 26th Street for motor vehicles. These movements will instead be routed to use 25th Street and 27th Street. The project team analyzed motor vehicle operations at the intersections of Curtis Street with 25th Street, 26th Street, and 27th Street. The results showed that with a median diverter at Curtis Street, intersection delays for motorists would not measurably change—increasing by an average of less than two seconds.

Corridor-Wide RecommendationsIn addition to the recommendations included in the tables, shared lane markings, neighborhood bikeway identification signage, and wayfinding signage should also be incorporated throughout the corridor. Assumptions for these treatments are included in the cost estimates in Chapter 6.

Shared Lane Markings

The provision of shared lane markings can serve to identify a neighborhood bikeway, raise awareness of the designated route, and encourage new users.

The Draft Denver Bikeway Design Guidelines provide the following guidance for the placement of shared lane markings on neighborhood bikeways:

● Place every 150-300 feet and after every intersection.

● Place in the center of the travel lane to encourage bicyclists to occupy the full travel lane and avoid parked vehicle doors.

Shared Lane Markings


Intersection Observed/Reported Issues

Recommendations Expected Outcomes

Blake Street ● Gap between southbound bike lane on Blake Street and bike lanes on Broadway

● 5 crashes, including 2 right angle (2015-2017)

● Uncontrolled transition between southbound Blake Street bike lane and 26th Street

● Curb extensions ● Intersection daylighting ● Median on Blake Street ● Southbound Blake Street

bike lane extension ● Two-stage left-turn boxes ● Bike box ● Long-Term: raised

crosswalk

● Improved visibility ● Improved pedestrian

crossings ● Increased bicycle

connectivity and comfort

● Long-Term: gateway treatment for 26th Street neighborhood bikeway entrance and traffic calming

Walnut Street

● On-street parking is permitted too close to the intersection


● Curb extensions ● Intersection daylighting ● High-visibility crosswalks ● Advanced stop bars


crossings ● Increased bicycle safety

and comfort

Larimer Street

● 14 crashes, including 4 right angle, 4 parked car, and 1 bicyclist (2015-2017)

● Intersection daylighting ● Marked crosswalks ● Advanced stop bars



and comfort

Lawrence Street


● Poor visibility

● Intersection daylighting ● High-visibility crosswalks


crossings

Arapahoe Street


● Stop sign relocations ● Intersection daylighting ● High-visibility crosswalks

● Increased bicycle comfort


crossings

Curtis Street ● Curtis Street is wider than necessary

● Crosswalk markings are missing or worn

● 1 crash (rear end) (2015-2017)

● High traffic volumes between Lawrence and Stout streets

● Four-way stop ● Intersection daylighting ● High-visibility crosswalks ● Advanced stop bars ● Median refuges ● Long-Term: median diverter

with bicycle cut-throughs

● Decreased motor vehicle speeds



and comfort ● Long-Term: decreased

motor vehicle through volumes


Intersection Observed/Reported Issues

Recommendations Expected Outcomes

Champa Street

● 1 crash (rear end) (2015-2017)

● Motorists reportedly mistake buffered bike lane for travel lane

● Curb extensions ● Intersection daylighting ● High-visibility crosswalks ● Advanced stop bars ● Long-Term: traffic signal



and comfort ● Long-Term: improved

intersection safety

Stout Street ● 12 crashes, including 11 right angle (2015-2017)

● Reported frequent speeding and poor visibility

● Curb extensions ● High-visibility crosswalks ● Intersection daylighting ● Advanced stop bars ● Long-Term: traffic signal



and comfort ● Long-Term: improved

intersection safety

California Street

● 8 crashes, including 7 right angle and 1 pedestrian (2015-2017)

● Reported frequent stop-sign running and poor visibility

● Four-way stop ● Intersection daylighting ● High-visibility crosswalks ● Advanced stop bars




and comfort

Welton Street

● Reported motorist speeding on Welton Street

● 12 crashes, including 3 light rail and 2 pedestrian (2015-2017)

● Curb extensions ● Intersection daylighting ● High-visibility crosswalks ● Rectangular rapid flashing

beacons ● Advanced stop bars

● Decreased motor vehicle turning speeds



and comfort

Glenarm Place/Washington Street

● Overly large intersection footprint with large curb radii

● 2 crashes at North Washington Street (right angle) (2015-2017)

● Curb extensions ● Intersection daylighting ● High-visibility crosswalks ● Advanced stop bar




and comfort ● Gateway treatment

for 26th Street neighborhood bikeway entrance


Wayfinding and Signage

The City and County of Denver has developed wayfinding guidance as part of a separate effort. The Bicycle Wayfinding Procedural Memo (2015) “establishes a comprehensive, consistent, and recognizable wayfinding system for all bicycle facilities in Denver. It guides City departments, contractors, and other organizations in the design of bicycle wayfinding signage for standard implementation throughout the City. These guidelines are based on national standards and include sign details such as destination inclusion, sign placement, content layout, dimensions, mounting heights, lateral clearance and typical placements of signs.”

Three types of bicycle wayfinding signs are included the Denver Public Works bicycle wayfinding system: confirmation, turn, and decision. Characteristics and placement criteria are included in the Bicycle Wayfinding Procedural Memo and were used to develop sign quantities for the corridor (see Chapter 6). As detailed design advances, neighborhood bikeway identification and wayfinding signage should be incorporated.

Identification Signage

The corridor should be branded with neighborhood bikeway identification signs in accordance with the Denver Bikeway Design Guidelines.

Double-SIded Stop Signs

To better communicate intersection right of way and improve safety, each stop sign along 26th Street should be upgraded to be double-sided.

ADA-Compliant Curb Ramps

All public infrastructure must comply with the Americans with Disabilities Act (ADA). ADA requires accessible curb ramps of appropriate slope and width that include flat landing areas and detectable warning surfaces. Curb ramps along 26th Street that do not currently comply with ADA requirements should be upgraded with the implementation of the neighborhood bikeway.

ADA-Compliant Curb Ramp on 26th Street at Walnut Street

CHAPTER 6: IMPLEMENTATION CONSIDERATIONS



Cost EstimatesPlanning-level conceptual cost estimates for the 26th Street neighborhood bikeway were developed using cost data from from previous bids for 2018 infrastructure projects in the City and County of Denver. Due to the conceptual nature of the project, a 20 percent contingency was applied to the improvements to account for items that are undefined or are typically unknown early in the planning phase of a project, as reflected in Table 3 below. All cost estimates include erosion and sediment control during construction, drainage and utility relocation, design and construction administration, maintenance of traffic during construction, and construction mobilization. The estimates do not include landscaping or right-of-way acquisition and assume only minor drainage work and utility relocations. Surveys will need to be conducted to fully understand the level of drainage improvements, utility impacts, and other design details. All cost estimates are presented in 2018 US dollars. A cost range has been assigned to certain general categories such as utility relocations; however, these costs can vary widely depending on the exact details and nature of the work. The overall cost opinions are intended to be general and used only for planning purposes. Toole Design Group, LLC makes no guarantees or warranties regarding the cost opinion herein. Construction costs will vary based on the ultimate project scope, actual site conditions and constraints, schedule, and economic conditions at the time of construction.

6. Implementation Considerations

Type of Improvement UnitEstimated

Cost ($ 2018)

Shared Lane Markings EA $550

Wayfinding Sign with Sign Post EA $720

Crosswalk Improvements EA $1,800

Advanced Stop Bar EA $1,150

ADA-Compliant Curb Ramp EA $1,920

Traffic Signal EA $275,000

Raised Crosswalk EA $26,700

Median Refuge Island EA $37,000

Median Diverter EA $52,800

Curb Extension EA $72,000

All costs include 20% contingency

Costs do not include environmental permitting, easement, or property acquisitions

Actual costs may vary based on project scope and current market conditions

Table 3: Estimated Cost by Type of Improvement


Interim MaterialsIn some cases, the concept plans do not specify materials. Decisions on the most appropriate materials, given available funding, will be included in the detailed design of the neighborhood bikeway. The estimated costs in Table 3 assume more permanent materials such as concrete. However, the City and County of Denver regularly uses temporary materials, such as paint and flex posts, to implement traffic calming before permanent installation with more robust materials. Temporary materials are lower in cost and could allow the City to complete accelerate implementation of the 26th Street neighborhood bikeway.

Impacts to On-Street ParkingOrdinances 54-548(6) and 54-548(7) of the Denver Parking Code prohibit automobile parking within 20 feet of a crosswalk or stop sign or 30 feet of a traffic signal. The concept recommendations for the 26th Street neighborhood bikeway are consistent with the Denver Parking Code and include intersection daylighting to improve visibility. With the implementation of the neighborhood bikeway, 26th Street’s on-street parking capacity would decrease by approximately 16 spaces.

Next StepsThis feasibility study recommends a future neighborhood bikeway concept on 26th Street from Blake Street to North Washington Street. It also provides information, such as cost estimates and phasing, so that the City can take the next steps in implementing corridor improvements. These steps include:

1. Final design of one or more of the corridor intersections. The final design should consider the specific design of more complex treatments, opportunities for public art, and detailed wayfinding recommendations.

2. Continued coordination with the community.3. Securing funding for construction of the

neighborhood bikeway’s long-term concepts.

APPENDIX: CONCEPT PLANS


26TH ST

BROADWAY

BLA

KE

ST

USEPED

SIGNAL

TURNINGVEHICLES

TOYIELD

NO T

URN

ON RE

D

40' 80'0'

26TH ST AND BLAKE ST

Extend existing southbound bike lane to Broadway

Install two-stage turn box

Channelize Blake St to one lane and install two-stage turn box

Relocate existing stop sign

NEAR-TERM

• Corridor wide modifications, such asNeighborhood Bikeway I.D. signs, arenot shown on concept plans.

• Signs shown as gray are existing.Signs with dashed borders are existingsigns to be modified or removed.

26TH STREET NEIGHBORHOOD BIKEWAY- CONCEPT PLANS

26TH ST

BROADWAY

BLA

KE

ST

USEPED

SIGNAL

TURNINGVEHICLES

TOYIELD

NO T

URN

ON RE

D

40' 80'0'

26TH ST AND BLAKE ST

Install raised crosswalk

Extend existing southbound bike lane to Broadway

Install two-stage turn box

Channelize Blake St to one lane and install two-stage turn box

Relocate existing stop sign

LONG-TERM




WA

LNU

T ST

26TH ST

20' 40'0'

26TH ST AND WALNUT ST

Relocate existing No Parking sign to restrict parking 20’ from crosswalk (typical)

Install high-visibility crosswalk (typical)

Install advanced stop bars

Install pavement markings to indicate no parking zones (typical)




LAR

IMER

ST

26TH ST

20' 40'0'

26TH ST AND LARIMER ST


Crosswalk art installed by RiNo (typical)





LAW

REN

CE

ST

26TH ST

20' 40'0'

26TH ST AND LAWRENCE ST

Relocate existing No Parking sign to restrict parking 20’ from crosswalk

Install high-visibility crosswalks




AR

APA

HO

E ST

26TH ST

20' 40'0'

26TH ST AND ARAPAHOE ST



Relocate existing stop signs to stop-control Arapahoe St



26 NEIGHBORHOOD BIKEWAY CONCEPT PLANS - DRAFT

CU

RTI

S ST

26TH ST

20' 40'0'

26TH ST AND CURTIS ST

Install pedestrian median refuge (typical)


Install advanced stop bar (typical)

Install stop sign (typical)

NEAR-TERM




CU

RTI

S ST

26TH ST

20' 40'0'

26TH ST AND CURTIS ST

Install right-in/right-out diverter


Install pedestrian median refuge (typical)

Install stop sign (typical)

LONG-TERM




CH

AM

PA S

T

26TH ST

20' 40'0'

26TH ST AND CHAMPA ST




NEAR-TERM




CH

AM

PA S

T

26TH ST

20' 40'0'

26TH ST AND CHAMPA ST

Remove stop sign (typical) and install traffic signal


LONG-TERM





STO

UT

ST

26TH ST

20' 40'0'

26TH ST AND STOUT ST




NEAR-TERM




STO

UT

ST

26TH ST

20' 40'0'

26TH ST AND STOUT ST

Remove stop sign (typical) and install traffic signal


LONG-TERM




26th Street Neighborhood Bikeway Concept Plans


CA

LIFO

RN

IA S

T

26TH ST

20' 40'0'

26TH ST AND CALIFORNIA ST

Install stop signs to convert intersection to all-way stop






26TH ST

WEL

TON

ST

26TH ST AND WELTON ST

20' 40'0'

Install curb extension (typical)

Install rectangular rapid flashing beacon (typical)








26TH ST

N WASHINGTON ST

E 25TH

AVE

GLE

NA

RM

PL

26TH ST AND GLENARM PL

20' 40'0'

Install curb extensions

Relocate existing stop sign (typical)

Consider relocation of existing accessible parking spot


Install advanced stop bar




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