Quality of Life Study High Level Measures

Transcription

1 2008 Quality of Life Study High Level Measures December 2009

2 TABLE OF CONTENTS INTRODUCTION i 1. Purpose of the Study i 2. Study Scope ii 3. Study Measures v Findings vi HIGH LEVEL MEASURES 1 1. Meet Future Transportation Needs 1 Job Growth & Employment 1 2. Provide Opportunities For Development Near Transit 3 Economic Activity 3 3. Environmental Sustainability 5 Sustainable Design Features 5 4. Transit Usage 7 Ridership 7 5. Travel Safety And Security 9 Crime 9 6. Customer Satisfaction 11 Passenger Satisfaction System Mobility Travel Times Travel Time Variability Travel Choices And Accessibility 21 Auto Access 21 Destination Access 23 Land Use

3 INTRODUCTION 1. Purpose of the Study The FasTracks Plan (shown in Figure 1) was adopted by the Regional Transportation District (RTD) Board in April 2004 and approved by the District voters in November The RTD Board adopted three core goals for the FasTracks Plan: Establish a proactive plan that balances transit needs with future regional growth. Increase transit mode share during peak travel times. Provide improved transportation choices and options to the citizens of the (Regional Transportation) District. While much of the emphasis of the FasTracks Plan is on design and construction of new rail lines, the Board also recognized the need to track progress toward the core goals over time. This interest, along with the Federal Transit Administration (FTA) requirements for Before and After studies in corridors receiving federal funding, led to the creation of the Quality of Life Study (QoL). The QoL Study was initiated to identify, track, and measure how the FasTracks Program is achieving the adopted goals over time. Additionally, the study is intended to identify and quantify FasTracks effects on the region, corridors, and station locations as transit service is planned, constructed, and opened for service. Figure 1 - FasTracks Map 2. Study Scope The QoL Study is a multi-year effort that began with the establishment of a baseline (pre-fastracks) and will continue at least two years after the FasTracks Plan has been constructed. The first report, the Quality of Life Study Baseline Report 2006, was published in February 2008 and provides the results of the baseline data collection effort. The baseline report includes data for the full set of measures, which are shown in Table 1. The baseline report provided an inventory of the pre-fastracks conditions against which future results will be compared. To monitor the full impact of the FasTracks plan, the QoL data are collected at the three geographic scales: Region Rapid Transit Corridor (Existing and Future) Rapid Transit Station Area (Existing and Future) Reporting frequency varies by measure, with the full set of measures reported upon every three to five years. High level reports, such as this one, provide the results for a subset of ten high level measures which are identified in bold type in Table 1. The high level reports are provided annually between the full reports and serve to demonstrate the early effects of the program in the years before and during construction. The annual reports are also used to develop trend lines for key measures that will allow FasTracks benefits and impacts to be more easily identified over time as elements of the program are completed. i This is the third annual report for the QoL Study and it is intended to provide a snapshot of the regional conditions directly affected by FasTracks in N Not to scale ii

4 Table 1 - Quality of Life Study Evaluation Framework FasTracks Goals Establish a Proactive Plan that Balances Transit Needs with Future Regional Growth Increase Transit Mode Share at Peak Times QUALITY OF LIFE STUDY Objective Indicator Measure Population (R, C) Urban Land Consumption (R) Population Growth Urban Residential Density (R) Corridor Population Density (C) Future Annual Change in Employment (R) 1. Transportation Future Needs Direct Job Creation (R) 1.Meet Job Growth & Employment Indirect Job Creation (R) Unemployment Rate (R) Station Area Employment (S) Housing Growth Housing Starts (R) RTD Sales Tax Revenue (R) Economic Activity Taxable Retail Sales (R) 2. Opportunities Opportunities for for New Development (S) Development Near Transit Near Transit Apartment Rent (R, S) 2.Provide Housing Affordability Index (R, C, S) Property Value Commercial Lease Rates (S) Property Values (S) Sustainable Design Sustainable Project Features & Actions (R) 3. Sustainability Sustainability 3.Environmental 1. Transit Usage 4.Transit Usage Air Quality Vehicular Emissions (R) Number of Air Quality Exceedences (R) Transportation Energy Consumption per Capita (R) Energy Consumption Excess Fuel Consumed Due to Congestion (R) Fuel Saved Due to New Transit Trips (R) Peak Transit Mode Share Mode Share (R, C, S) Transit Boardings (R, S) Annual Transit Boardings per Capita (R) Ridership Passenger Demographics (R) New Transit Riders (R) Accidents Safety Benefit (R) FasTracks Goals Improve Transportation Choices & Options 2. QUALITY OF LIFE STUDY Objective t Indicator Measure Vehicle Miles Traveled Vehicle Ownership (R, C, S) Transit VMT Impact (R) Peak Period Auto & Transit Travel Times (C) Travel Times Peak Period Auto & Transit Travel 1. System Mobility Time Variability (C) Traffic Volumes Peak Period Freeway Volumes (C) Peak Period Arterial Volumes on Parallel Streets (C) Congestion Extent of Congestion (R) Duration of Congestion (C) User Cost Savings Motorist Congestion Cost Savings (R) Transit Riders Cost Savings (R) Access & Egress Mode (R) Transit Access Population within Walking Distance (S) Employment within Walking Distance (S) Auto Access park-n-ride Capacity & Utilization (S) park-n-ride License Plate Survey (S) Bicycle Parking Inventory (R) Bike Access Bike-on-Bus Usage (R) Station Bicycle Access (S) Pedestrian Access Station Pedestrian Access (S) Travel Choices & Accessibility & Accessibility Destination Access Percent of Regional Destinations served by High-Frequency Transit (R) 7.System Mobility 8.Travel Choices Household Access Job Access Land Use Transit Service Population Served by High-Frequency Transit (R) Employment Served by High-Frequency Transit (R) Transit Supportive Density Changes (S) Miles of Rapid Transit Facilities (R) Revenue Hours of ADA Service (R) Transit Revenue Hours (R) iii 2. Travel Safety & Security 5.Travel Safety & Security Crime Passenger Perception Crime Rate on RTD Property (R) Security Resource Inventory (R) Safety Perception (R) 3. Customer Satisfaction Passenger Satisfaction Overall Service Rating (R) 6.Customer Satisfaction High Level Measure (R) = Regional Measure (S) = Station Area Measure (C) = Corridor Measure iv

5 INTRODUCTION 3. Study Measures To better define and organize the data collection effort, objectives were established for each of the RTD Board adopted goals. The objectives help define the relationship between the Board goals and the impact on the quality of life of residents of the District. Indicators and quantifiable measures were then defined for each of the objectives. The quantifiable measures drive the data collection and reporting effort. An example of the data structure is provided below with the full set of measures and corresponding objectives defined in Table 1. Goal 1: Establish a Proactive Plan that Balances Transit Needs with Future Regional Growth Objective 1: Meet Future Transportation Needs Indicator: Population Growth» Measure: Regional and Corridor Residential Density The urban residential density for the region is tracked as well as the residential density along the FasTracks corridors. It is expected that over time the transit corridors will house higher residential densities than the region as a whole. As described above, the QoL Study will fulfill the requirement of an FTA Before and After Study for the federally funded corridors. Many measures were selected not because of FTA requirements but because they will help provide a complete picture of the quality of life impacts on the region. The QoL Study focuses on quality of life in the context of those areas most affected by transit improvements: mobility, environment, economic activity, development, and land use. Examples of measures that go beyond the FTA requirements and highlight the uniqueness of the QoL study are provided below. Measure: Direct and Indirect Job Creation The number of jobs directly supported by the FasTracks program as well as the number of jobs created due to new transit related development are being tracked over the life of the FasTracks project. This is an especially relevant metric to track based on the current economic situation when unemployment rates are growing. It has been shown throughout the country that developments around transit are continuing to occur and support construction jobs even when development has slowed in the surrounding region. Accordingly, this measure helps quantify how effectively the FasTracks program is helping support the Denver economy both through direct and indirect jobs. Measure: Transportation Energy Consumption per Capita The transportation based energy consumption per capita is being tracked for the region. The benefit of FasTracks may be difficult to identify in this measure since it can only be collected at the regional level. However, it is expected that the transportation based energy consumption for individuals living or working near transit will be less than that of an individual who is reliant on their automobile for all trips. As more of the region benefits from improved transit service the transportation based energy consumption per capita for the region should decrease or at least grow at a slower rate than without the FasTracks project Findings The findings of the 2008 FasTracks QoL study are largely driven by the economic downturn affecting the region and the country as a whole. Overall, in 2008 RTD saw an increase in transit ridership as well as directly supported jobs. However, the overall economic recession led to a decrease in sales tax revenue which will impact RTD and the FasTracks program in future years. The key findings from the 2008 data analysis are summarized below: The number of jobs directly supported by the FasTracks program increased by 30 percent between 2007 and 2008 due to the start of construction on the West Corridor light rail. Taxable retail sales within the region fell by five percent between 2007 and RTD system wide transit ridership increased by seven percent between 2007 and The crime rate on RTD property fell by 20 percent between 2007 and 2008 which is attributable to a 10 percent decrease in total crimes as well as an increase in ridership. The most recent on-board surveys indicate that there was a 10 percent increase in overall customer satisfaction system wide between 2006 and Customer satisfaction on the light rail system increased by 17 percent between 2006 and 2008 which indicates that the Southeast Corridor light rail improved the overall satisfaction with the light rail system. System wide park-n-ride utilization rose to an unprecedented 70 percent which is a six percent increase from The increased parking utilization may be attributable to high gas prices encouraging people to drive shorter distances and take transit. RTD continues to incorporate environmentally sustainable design features and actions in the FasTracks corridors. For example, the West Corridor construction team is participating in a pilot program to minimize engine emissions from diesel equipment. v vi

6 High Level Measures

7 1. MEET FUTURE TRANSPORTATION NEEDS Job Growth & Employment Throughout the life of the FasTracks program, jobs will be generated to plan, design, construct, and operate the project. These jobs include RTD internal staff, contracted employees working directly on corridor studies, design, construction suppliers, public involvement, and quality oversight staff. Since many of the people working on the FasTracks project do not work full-time, year-round, results are represented in numbers of Full Time Equivalents (FTE). The number of jobs directly supported by the FasTracks program is more than five times what it was at the start of the program in Overall, direct job creation is up by 30 percent from The jobs created with the start of construction on the West Corridor light rail line account for five percent of the direct employment in As the FasTracks program starts construction on multiple corridors, the number of jobs directly supported by FasTracks is expected to continue to increase. 300 FasTracks Directly Supported Jobs Directly Supported Jobs Full Time Equivalent (FTE) jobs created directly from the FasTracks program. This includes RTD internal staff and contracted employees working directly on corridor studies, construction, public involvement, and quality oversight. Source: RTD Frequency of Data Tracking: Annual Full Time Equivalent (FTE) Jobs

8 2. PROVIDE OPPORTUNITY FOR DEVELOPMENT NEAR TRANSIT Economic Activity Taxable retail sales represent a critical measure of the economic strength of the Denver region and the level of business activity being generated within the RTD boundary. The annual results are adjusted for inflation based on the Bureau of Labor Statistics Consumer Price Index (CPI) to allow for meaningful comparisons and growth trends. Between 2004 and 2007 the inflation adjusted taxable retail sales within the RTD boundary grew by 4.9 percent. This is indicative of the continued economic growth that the country experienced during this period. Not surprisingly, due to the recession that occurred in the later half of 2008, there was a decrease in the retail sales in Between 2007 and 2008 the inflation adjusted retail sales fell by 5.2 percent. This is 2.7 percent less than the 2004 sales. The decrease in taxable retail sales has a significant impact on RTD and the FasTracks project as fewer taxable sales results in less revenue for RTD. Sales tax revenue is the primary source of funding for both RTD operations and the planning and construction of the FasTracks projects. RTD has started to explore options for overcoming the impacts of the decrease in sales tax revenue while continuing to move forward with the planning of all FasTracks corridors and the construction of the West Corridor. $37 Taxable Retail Sales Within the District Taxable Retail Sales Annual taxable retails sales generated within the RTD boundary, current year dollars adjusted for inflation. Source: RTD, Bureau of Labor Statistics (BLS) Frequency of Data Tracking: Annual Taxable Retail Sales (Billions) $36 $35 $34 $33 $32 $31 $

9 3. ENVIRONMENTAL SUSTAINABILITY Sustainable Design Features From planning to construction to implementation of the FasTracks program, RTD is taking the opportunity to incorporate environmentally sustainable design features and actions. RTD s Sustainability Committee works with each FasTracks corridor to evaluate each project for opportunities to incorporate sustainability. FasTracks Sustainable Features and Actions in 2008 The four commuter rail corridor projects (Northwest Rail, North Metro, East Corridor and Gold Line) evaluated the impacts of electric (EMU) and diesel multiple unit (DMU) propulsion technologies. The East Corridor and Gold Line projects drafted language for their public-private partnership (PPP) request for proposals (RFP) to require sustainable business management plans (BMPs) in the design, construction, operation and maintenance of the corridor. The West Corridor set up a pilot program to upgrade subcontractors older equipment with particulate traps and diesel oxidation catalysts to reduce engine emissions. This is minimizing idling times for diesel equipment during construction. Denver Union Station redevelopment is taking advantage of the site s solar orientation to reduce the heat island effect and create comfortable spaces for people. Plans include 60 bike lockers and bicycle racks to reduce motorized vehicles on site. Uncontaminated excavated material will be stockpiled to be used on-site for fill during construction. RTD s Transit Oriented Development (TOD) staff members collaborated with local governments, the development community, and other stakeholders to facilitate the implementation of transit supportive development around existing and future stations. Sustainable Design Features Inventory of project features and activities that are environmentally sustainable. Source: RTD Frequency of Data Tracking: On-going For its forthcoming design-build RFP, the I-225 Corridor project consulted with governmental stakeholders to include sustainability policy reference materials and drafted language requesting sustainability ideas in proposal responses. 5

10 4. TRANSIT USAGE Ridership Denver s regional population increased from 2.4 million people in 2000 to 2.6 million people in 2008, a nine percent increase. Over the same time period, transit ridership in the Denver region increased by 32 percent from 76.8 million annual boardings to million annual boardings. In 2000, the Denver metro region averaged 32 annual transit boardings per person. In 2008, the number increased to 39 annual transit boardings per person. The historical boardings per capita data shows a large increase in transit boardings between 2006 and 2007 when the Southeast Corridor light rail opened. Between 2007 and 2008 the per capita transit boardings rose from 36 to 39. This increase was nearly as substantial as the previous year without any major increases in transit service. Between 2007 and 2008 RTD made routine, minimal service changes. However, transit ridership in the Denver region increased by seven percent. The increase between 2007 and 2008 is likely attributable to record high gas prices that influenced travel behavior across the US. Most transit agencies throughout the nation saw ridership levels increase in 2008 as gas prices increased and RTD was no exception. The peer comparison shows that only Dallas saw a decrease in transit boardings per capita in Annual Boardings per Capita 90 Peer Cities Review Boardings per Capita Annual Transit Boardings Per Capita Number of annual transit boardings divided by the regional population. Source: Federal Transit Administration s (FTA) National Transit Database (NTD) Frequency of Data Tracking: Annual Boardings per Capita Boardings per Capita Dallas Denver Minneapolis Portland Sacramento Salt Lake City San Jose Seattle

11 5. TRAVEL SAFETY AND SECURITY Crime Providing a safe and secure environment is an important goal for RTD. Crime rate is a key safety and security measure. A high rate of crime at transit facilities can lower customer satisfaction and deter new users. RTD understands this and takes every precaution to provide safe transit operations everyday. RTD has security officers on patrol, surveillance cameras, and a Transit Watch program. The Transit Watch program encourages all passengers to be alert, informed, and prepared at all times. The program includes a 24- hour Transit Watch hotline for passengers to report suspicious activities. The number of crimes per 100,000 boardings spiked in 2006 relative to 2004 and 2005 but has shown a decline in both 2007 and In fact, the crime rate on RTD property fell by approximately 20 percent between 2007 and The 20 percent decrease in crime rate is attributable to a 10 percent decrease in crimes on RTD property as well as an increase in ridership. It is important to note that this measure only accounts for incidents reported to RTD security and occurring on RTD property, which includes bus and light rail vehicles Crime Rate on RTD Property Crime Rate on RTD Property The number of reported crimes on RTD property per 100,000 passenger boardings. Source: RTD Frequency of Data Tracking: On-going Crimes per 100,000 Boardings

12 6. CUSTOMER SATISFACTION Passenger Satisfaction Overall customer satisfaction is vital to the use of public transportation; if customer satisfaction is low, ridership may be negatively impacted. RTD s customer satisfaction survey asks transit users about their satisfaction with public transportation in terms of convenience, travel time, security, comfort and other factors. As of 2005 (bus) and 2006 (light rail), overall customer satisfaction with all RTD transit services was high with a rating of 4.1 (on a scale of 1 5, with 5 being excellent and 1 being unacceptable). Customer satisfaction surveys conducted by RTD in 2008 indicate a 9.7 percent increase in overall customer satisfaction compared to the results of the 2005/2006 survey. All but call-n-ride satisfaction levels rose. Light rail saw the largest increase at 17 percent. This seems to indicate that the Southeast light rail line, which opened in late 2006, improved the overall satisfaction with the light rail system. In addition, the overall RTD score is weighted by mode so the increase in light rail ridership with the Southeast corridor can help explain the overall increase in satisfaction. A greater percentage of RTD patrons are now riding light rail which is the service with the highest level of customer satisfaction. Excellent 5.0 RTD Overall Customer Satisfaction 4.0 Overall Service Rating Average overall rating of RTD service. Source: RTD On-Board Surveys Frequency of Data Tracking: Annual Customer Satisfaction Surveys / Unacceptable 1.0 Bus call-n-ride Light Rail skyride Overall 11

13 7. SYSTEM MOBILITY Travel Times Transit s ability to provide a competitive travel time compared to the auto is essential to increasing transit mode share and providing more choice and transportation options. The degree to which both transit and auto travel times will change is affected by a host of regional trends. Population and employment may grow slower or faster than expected. Housing and apartment construction trends may make homes more or less affordable than expected. Additionally, the Colorado Department of Transportation (CDOT) and local jurisdiction funding availability to maintain and expand highways is uncertain. Over time, congestion in the Denver region is expected to worsen, which will increase automobile travel times and decrease the reliability for auto commuters. In all cases, the FasTracks rapid transit projects will maintain or decrease current transit corridor travel times while automobile travel times are forecasted to increase. As roadway congestion increases and new rapid transit lines are built, the transit travel times will become more competitive with auto travel times. This report highlights the automobile and transit travel times for the existing light rail corridors. The opening of the Southeast Corridor light rail had a positive impact on travel times in the southern I-25 corridor. Between 2006 and 2008, the automobile travel time to downtown Denver from Lincoln Avenue along I-25 decreased by one minute. The transit travel time decreased by 13 minutes (or 30 percent) in this corridor with the opening of the light rail. This corridor was previously served by bus. It is expected that over time automobile congestion will increase in the I-25 corridor which will increase the automobile travel times while the transit travel time will remain constant since the light rail operates in a dedicated right of way and is not affected by roadway congestion. A similar trend is beginning to occur in the Southwest Corridor. The light rail travel time from Mineral Station to downtown Denver remained constant from 2006 to During this period, the automobile travel time along Santa Fe Drive increased by one minute. Corridor Travel Time The average amount of time it takes to reach downtown Denver, the Denver Tech Center (DTC), or the Denver International Airport (DIA) during the AM peak period from FasTracks light rail terminals. Source: Auto Field Travel Runs, Transit RTD Runboard data Frequency of Data Tracking: Auto Annually in Sept or Oct, Transit Quarterly reports for most routes The QoL Baseline Report provided travel times for single occupancy vehicles and transit for all of the FasTracks corridors to downtown Denver, the Denver Tech Center (DTC), and the Denver International Airport (DIA). Due to normal fluctuations in travel times, the automobile and transit travel times will not be collected annually for all of the corridors, but will be collected and reported in the detailed QoL reports that are released every three to five years. 13

14 7. SYSTEM MOBILITY Travel Times AM Peak Automobile Travel Times to Downtown Southeast: Lincoln Southwest: Mineral Minutes AM Peak Transit Travel Times to Downtown Southeast: Lincoln Corridor Travel Time The average amount of time it takes to reach downtown Denver, the Denver Tech Center (DTC), or the Denver International Airport (DIA) during the AM peak period from FasTracks light rail terminals. Southwest: Mineral 2006 Source: Auto Field Travel Runs, Transit RTD Runboard data Frequency of Data Tracking: Auto Annually in Sept or Oct, Transit Quarterly reports for most routes Minutes 15

15 7. SYSTEM MOBILITY Travel Time Variability Travel time variability describes the reliability of a trip; it measures whether traveling from point A to point B can be done consistently in the same amount of time over a series of different days. It is important for commuters to know what time they need to leave their house in the morning to be sure that they will arrive at their destination on time. Therefore, people will often say that the reliability of a trip is at least as important as the total length of their trip. Roadway congestion is the primary reason that travel times vary significantly from day to day. The current transit travel times variability data are based on existing bus service in all corridors except the Southeast and Southwest corridors which have light rail. The FasTracks projects will typically operate in dedicated right-of-way, so the future transit routes will not be affected by automobile congestion. There were no major changes in the single occupancy vehicle travel time reliability between 2007 and This is likely attributable to the fact that congestion did not increase in 2008 due to high gas prices and the declining economy and demand for travel. The Denver Regional Council of Governments (DRCOG) indicates that the Denver region experienced a 2.4 percent decrease in vehicle miles traveled between 2007 and The transit travel time reliability remained fairly consistent for most of the corridors between 2007 and Several corridors noticed a decrease in variability of a minute or two and the variability for the east corridor decreased by six minutes, from 71 minutes to 65 minutes, between 2007 and Travel Time Variability The additional time a traveler in a given corridor would need to budget to be certain of arriving downtown (16th Street & California Street) on time during the weekday AM peak period by single occupancy automobile or transit. Source: Auto Colorado Department of Transportation (CDOT) segment speed data, Transit RTD Runboard data Frequency of Data Tracking: Auto Daily, Transit Quarterly reports for most routes Both the Southeast and Southwest light rail corridors have a 99.9 percent on time performance rating. It is anticipated that the future FasTracks corridors will have similar on time performance ratings. As such, it is expected that the transit travel time variability will decrease in the corridors as the FasTracks projects open for service. 17

16 7. SYSTEM MOBILITY Travel Time Variability 2008 AM Peak Automobile Travel Time Variability to Downtown Denver West: JeffCo Gov t Center US 36 BRT: Table Mesa Southeast: RidgeGate North Metro: 120th Ave I-225: Aurora City Center Gold Line: Ward Road East: DIA Travel Time (min) Variability (min) Minutes AM Peak Transit Travel Time Variability to Downtown Denver Travel Time Variability The additional time a traveler in a given corridor would need to budget to be certain of arriving downtown (16th Street & California Street) on time during the weekday AM peak period by single occupancy automobile or transit. Source: Auto Colorado Department of Transportation (CDOT) segment speed data, Transit RTD Runboard data Frequency of Data Tracking: Auto Daily, Transit Quarterly reports for most routes West: JeffCo Gov t Center Northwest Rail: Longmont US 36 BRT: Table Mesa Southwest: Lucent Blvd Southeast: RidgeGate North Metro: 120th Ave I-225: Aurora City Center Gold Line: Ward Road East: DIA Travel Time (min) Variability (min) Minutes 19

17 8. TRAVEL CHOICES AND ACCESSIBILITY Auto Access The 2008 RTD customer satisfaction survey shows that walking is the most common mode of access to transit for RTD patrons. Driving to transit and parking at a park-n-ride is the second most common mode of access. 24 percent of light rail passengers access the train by parking at the station. 9 percent of all bus riders drive and park while 30 to 50 percent of Express and Regional bus riders drive and park. The RTD park-n-ride system makes transit a viable option for patrons that: Increased usage of parking facilities and RTD services in general may be a reflection of the increased gas prices in 2008, which may have encouraged more people to shorten their trip by driving to park-n-rides and riding the bus or light rail as opposed to driving for their entire trip. park-n-ride Capacity & Utilization The number of park-n-ride auto spaces provided by RTD within the District and the average percent of those spaces occupied on an average weekday. Source: RTD Frequency of Data Tracking: Weekly Prefer to drive to transit, Do not live within walking or cycling distance of a transit facility, and/or Live too far from transit (bus or light rail) to feasibly take transit for the entire trip or to a park-n-ride. RTD park-n-ride usage is on the rise. Parking capacity remained stable in 2008 with approximately 26,000 parking spaces, system wide usage of that capacity rose to 70 percent, which is unprecedented. System wide park-n-ride utilization increased six percent since 2007 and eight percent since Since 2007, parking usage has grown by six percent at all light rail park-n-rides and five percent at bus park-n-rides. Parking Spaces 30,000 25,000 20,000 15,000 10,000 5,000 0 Bus: Spaces Available Bus: Spaces Used RTD park-n-ride Capacity Trend Bus Light Rail System Wide LRT: Spaces Available LRT: Spaces Used Bus Light Rail System Wide System Wide: Spaces Available System Wide: Spaces Used 21

18 8. TRAVEL CHOICES AND ACCESSIBILITY Destination Access Destination access for transit in the Denver region is measured by tracking the number of regional destinations served by highfrequency transit. For purposes of the QoL study, high-frequency transit is defined as bus service with 15 minute or better peak and off-peak headways that provides regional connectivity or light rail service. Regional destinations represent major activity centers or significant land uses that attract a high number of employees and or visitors. In 2007, the high-frequency transit service area expanded significantly due to the opening of the Southeast Corridor light rail. There were no changes to the high-frequency transit service area between 2007 and Prior to the opening of the Southeast Corridor, approximately 25 percent of Denver s regional destinations were served by high-frequency transit. In comparison, approximately 30 percent of Denver s regional destinations were served by high-frequency transit in Hospitals are the most transit accessible destinations, with 49 percent within the high-frequency transit service area. Entertainment/Tourist destinations and Colleges/Universities followed closely with 39 percent each. High Schools have the lowest level of transit access with only 15 percent within the highfrequency transit service area. Two new notable Entertainment/Tourist destinations for the Denver region opened in The first is Central Park in Denver s Stapleton neighborhood. This provides another signature park for the City of Denver which includes playgrounds, jogging trails, and picnic shelters. The second destination is Infinity Park in Glendale. The highlight of Infinity Park is the world class rugby stadium, home to the Glendale Raptors. Both of these destinations are located just outside of the high-frequency transit service area. Regional Destinations Served by High-Frequency Transit The number of high schools, hospitals, government facilities, libraries, colleges, major shopping centers, and entertainment destinations within the high-frequency transit service area. The high-frequency transit service area is the area contained within a 1/2-mile of a light rail station or a 1/4-mile of a high-frequency bus stop. High-frequency bus service is defined as 15-minute, or better, peak and off-peak headways on weekdays. Source: RTD, TeleAtlas/GDT Frequency of Data Tracking: Annual 23

19 8. TRAVEL CHOICES AND ACCESSIBILITY Destination Access 2008 High Frequency Transit Service Area High Schools Colleges/ Universities Hospitals Government Facilities Regional Destinations Served by High Frequency Transit Libraries Major Shopping Entertainment/ Tourist Regional Destinations Served by High-Frequency Transit The number of high schools, hospitals, government facilities, libraries, colleges, major shopping centers, and entertainment destinations within the high-frequency transit service area. The high-frequency transit service area is the area contained within a 1/2-mile of a light rail station or a 1/4-mile of a high-frequency bus stop. High-frequency bus service is defined as 15-minute, or better, peak and off-peak headways on weekdays Number of Destinations Served by High-Frequency Transit Source: RTD, TeleAtlas/GDT Frequency of Data Tracking: Annual 25

20 8. TRAVEL CHOICES AND ACCESSIBILITY Land Use The approval of the FasTracks Plan began the planning process for an additional 57 rapid transit stations throughout the Denver region. The RTD Transit Oriented Development (TOD) planning group created a database in 2006 to track both regulatory and development changes occurring at existing light rail stations and around the future rapid transit station areas. In addition to tracking the type and amount of new development, the database tracks pending and approved zoning changes that will allow for additional transit supportive development to occur at higher densities. Station Area Transit Supportive Zoning Changes ( ) Transit Supportive Zoning Changes The land area within one half mile of existing and future rapid transit stations that has experienced a zoning change since 2006 to allow for transit supportive densities. Transit supportive densities generally include higher numbers of people and jobs per acre or square mile compared to the surrounding area. Specific transitsupportive densities can vary by type and regional location of the transit oriented development (TOD). Source: RTD TOD Database Frequency of Data Tracking: On-going In 2006 and 2007 there were a total of 10 station areas that had land rezoned to increase densities and allow for a mix of land uses. These stations were either located at existing light rail stations or on the West Corridor, which is currently under construction. In 2008, the future site of the Louisville station along the Northwest Rail Corridor was rezoned to increase allowed densities and encourage a mix of uses. The City of Louisville has developed mixed-use zoning classifications to implement the Highway 42 Revitalization Area Plan, which is part of the Comprehensive Plan adopted in 2003 and ensures that the area just west of Highway 42 redevelops in a manner that is transit supportive. An existing five acre Industrial site adjacent to the future station area was rezoned to Mixed-Use Residential (MU-R). As the FasTracks planning process continues the development of new zoning classifications and subsequent re-zonings will likely occur at more station areas throughout the region. Several station area planning efforts are in progress throughout the region to encourage TOD at existing and future rapid transit stations. 27

21 2008 Quality of Life Study High Level Measures