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  #7541  
Old Posted Aug 16, 2014, 4:09 AM
DenverRider2 DenverRider2 is offline
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Originally Posted by TakeFive View Post
Given all the money being spent on transit, $450 million feels like a bargain in comparison, considering the density and number of people that would be served.
West line- 12.1 miles, $700 million, 15,000 daily trips
Southeast extension- 2.3 miles, $200 million, 7,000 daily trips
I-70 to Airport Rd widening- 12 miles, $1.8 billion, 140,000 daily trips
Colfax streetcar- 10 miles, $400 million, 22,000 daily trips

(based on current trips, not projected)

By my math, cost/trip for colfax is remarkably close to competing with I-70 and blows the rest of fasttracks out of the water. If we had a rational tranportation funding system, investing $400 million on colfax transit would be a no brainer.
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  #7542  
Old Posted Aug 16, 2014, 4:36 AM
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Originally Posted by bunt_q View Post
That was quite possibly the most weasely post you've ever made here. No offense. You fit right in the Denver planning establishment. Cowards, unless it's on two wheels.
Not that you've ever been prone to hyperbole before.

Your analogies are strange. I would guess it's accurate to say that had I-25 added an extra lane instead of Light Rail that it could move more people as things are presently. Certainly that was the argument made by Jon Caldara. But at the time those who backed transit made compelling arguments for Light Rail and the mood of the voters was agreeable. I voted for it. Glad it passed. Voter approval included the necessary funding to do the project, btw.

Apparently the Colfax Corridor studies zeroed in on the challenge of moving people especially at rush hour periods. Apparently having full day dedicated BRT lanes didn't add any value. But in contrast to your either more freeway lanes or light rail, Colfax will have dedicated BRT lanes during rush hour periods. Not sure what all your fuss is about?

Lastly, the Rockies lost 2-3 tonight.
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  #7543  
Old Posted Aug 16, 2014, 5:25 PM
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So-dar? No, So-lar. DIA-solar.
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Denver International Airport’s fourth solar array is now on-line, bringing the airport’s total solar-generating capacity to 10 MW.

DIA has long been at the forefront of developing on-airport solar opportunities, having installed its first solar array in 2008. Solar II came online in 2009, followed by Solar III in 2011. The airport now has a total of 42,358 individual solar panels spread across 55 acres of solar fields, making it the second-largest solar array at any U.S. airport.
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  #7544  
Old Posted Aug 18, 2014, 3:03 PM
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Originally Posted by PLANSIT View Post
That makes very little sense at this point. You wouldn't ask the public for a tax increase for ONE transit project (even if it cost $400 million + operations). You'd go to the public with a package of projects that were prioritized based off of a plan - a transit master plan. Start a transit master plan, identify enhanced transit corridors, identify necessary technology, then ask for money. You'd get basically one shot.
I agree. But Colfax is probably THE corridor in Denver that support, nay screams, for streetcar. Is this really the way we want to start the process of Denver improving it's local transit? With BRT/enhanced bus service on Colfax? This might not be the best initial step before the transit master plan is done in the next 5 years and we figure out what it is we want transit improvements we want to pay for. Moving this project to Broadway/Lincoln seems to make more sense as the peak transit lanes are already there and an initial project could be done for a lot less there.

PLANSIT, was there any discussion with the recommended course of action, or looking further ahead, of using this BRT/enhanced bus service as a stepping stone to putting streetcar on Colfax as a replacement for the local service in the future? Using BRT for the limited and streetcar for the local?

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And comparing the Mason Corridor to Colfax is silly. Two completely different animals.
If you're going to call it BRT, then it should be compared with the other BRT systems in the state. Yes, one uses ROW in a freight rail corridor and has a dedicated lane for transit, the other operates in general purpose lanes for 18 out of 24 hrs in the day. It's enhanced bus service, albeit very nice enhanced bus service, but it's not BRT.
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  #7545  
Old Posted Aug 18, 2014, 3:37 PM
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i always feel a bit skeptical about the algorithms they used to project ridership..would love to see the formulas / assumptions behind it all. anybody know?

i'm curious - especially on this one - do the projections include the uptick in density and development that will (most likely) result based on the transit investment? i think that *we* all agree that train will engender more investment from developers than bus, but do the projection formulas assume this too?
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  #7546  
Old Posted Aug 18, 2014, 3:48 PM
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Quote:
Originally Posted by bcp View Post
i always feel a bit skeptical about the algorithms they used to project ridership..would love to see the formulas / assumptions behind it all. anybody know?

i'm curious - especially on this one - do the projections include the uptick in density and development that will (most likely) result based on the transit investment? i think that *we* all agree that train will engender more investment from developers than bus, but do the projection formulas assume this too?
The regional model (FOCUS)developed during the study (as part of the study) is brand new. It was a joint venture between DRCOG, the FTA, and other organizations to better predict travel behavior.

Read more about the FOCUS Model here.
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  #7547  
Old Posted Aug 18, 2014, 3:56 PM
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thanks!
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  #7548  
Old Posted Aug 18, 2014, 9:34 PM
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Originally Posted by PLANSIT View Post
The regional model (FOCUS)developed during the study (as part of the study) is brand new. It was a joint venture between DRCOG, the FTA, and other organizations to better predict travel behavior.
Not that you'd know necessarily but have you ever known of a "friendlier" FTA than has existed over the last several years?
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  #7549  
Old Posted Aug 18, 2014, 9:54 PM
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Originally Posted by bunt_q View Post
Now HANG ON. I realize you might have a personal horse in this race. But do you really want to open that can of worms? Do you really want to bring total people moved into the equation? Because the argument you just made for Colfax, I can make to defeat pretty much any transit project in any highway corridor anywhere. Because almost without fail, that space used for a traffic lane will move more people on a 24-hour basis. You want to push transit out of the way whenever removing the dedicated facility can move marginally more people? Great. THEN CAN I HAVE MY EFFING LANE BACK ON 15TH ST.? Because I'm pretty sure bike numbers are not maximizing shit.

That was quite possibly the most weasely post you've ever made here. No offense. You fit right in the Denver planning establishment. Cowards, unless it's on two wheels.
Now you HANG ON...you're not saying that a transitway has lower throughput capacity than an automobile travel lane, are you? I defy you to make this case with real numbers.

Also, love the trope of typing "No offense" and then immediately adding an insult.
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  #7550  
Old Posted Aug 18, 2014, 10:42 PM
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Originally Posted by PLANSIT View Post
The regional model (FOCUS)developed during the study (as part of the study) is brand new. It was a joint venture between DRCOG, the FTA, and other organizations to better predict travel behavior. Read more about the FOCUS Model here.
Sounds very interesting. I'm always delighted to see how smart people can put this kind of analysis together.


Quote:
Originally Posted by wong21fr View Post
Using BRT for the limited and streetcar for the local?

It's enhanced bus service, albeit very nice enhanced bus service, but it's not BRT.
Yes, when looking at the pdf provided link is where I realized the two concepts of "Limited" and "Local" stop service as it relates to the Colfax Corridor. Does CDOT have a stake since Colfax is a state designated route? I would assume that their interest would lean to the "limited" alternative to best provide or meet commuter needs? So should Colfax be viewed more as a local service route or as a regional commuter route? Clearly it's both.

BRT fascinates me. Being closer to one of "those" low information peeps, I found this video of three of the better, successful BRT's in the world quite interesting.

I grant you that dedicated BRT lanes would be much preferred. But is it necessary? I'll also assume that what they prefer is considerably less costly than creating dedicated, separated lanes.
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  #7551  
Old Posted Aug 18, 2014, 11:11 PM
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if this does end up being BRT, then I say let's go full bore with that solution - run the new DT shuttle south on broadway to i-25, colfax, 38th, and a connection to CC would really make the system a, well, system.
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  #7552  
Old Posted Yesterday, 4:28 AM
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I hear the train a comin'
It's rolling round the bend
And I ain't seen the sunshine since I don't know when,
(Folsom Prison Blues - Johnny Cash)

Picture a beautiful new freeway running from Castle Rock east and then north about 5/6 miles out from E-470. Also picture thriving young and growing new developments all along the way.

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ADOT:
Quote:
The Arizona Department of Transportation opened two elevated ramps Sunday morning, providing the first direct connections between the two freeways. (Interstate 10 and Loop 303)
Of course Phoenix Metro is (still) being built on the "sprawl and nodes" model. It is nice to have a built-in flow of funding though. ADOT also just started adding a 5th lane in each direction to an 11 mile stretch of the 101 in the East Valley.

My point, to switch metaphors, is that I can see the storm clouds brewing. Until Colorado and the Denver Metro area figure out how to fund needed road/freeway improvements I see little chance of another (new) dime being agreed to expand transit. I think Denver has some leftover Better Bond money and of course RTD currently prioritizes Colfax with funding so maybe they can cobble together the necessary funding for a BRT.
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