Colfax Bus Rapid Transit: Points of Weakness

By Judith Cohen

The Colfax Bus Rapid Transit (BRT) process started with a study that collected data beginning in September, 2012. The “Colfax Corridor Connections Alternatives Analysis” was published in August 2018, more than four years ago. Although the cities of Aurora and Denver, and RTD, and 14 consultant organizations participated, no lead agency or authors were identified.

While funding for BRT comes from federal, state, regional and local governments, the study was commissioned by the city of Denver. The key stakeholders are the Federal Transit Administration, CDOT, RTD, City and County of Denver, and the City of Aurora.

Much has changed in Denver, in RTD ridership, and in workers needing to be downtown during the past 4.5 years. For example, the Denver Post, 3/30/23 reported that Denver, Jefferson, and Arapahoe Counties are seeing more people move out than move in. From 2021-2022 Denver only managed a miniscule 0.3% growth but population is down by 2300 since the 2020 census. In 2020, Denver’s population was 717,000 and that fell to 712,000 in 2023. Since projections of BRT riders are based on assumptions of rapid population growth, BRT plans need to be adjusted to deal with the new realities.

The goal in 2010 was “to evaluate the range of options for increasing person-trip capacity on the East Colfax Avenue corridor in Denver and Aurora.” The 2018 report stated that the four existing bus routes serving the corridor (10, 15, 15L and 20) were at or over capacity. It would be surprising if this was still the case. Another goal was to support and value existing communities and neighborhoods and enhance overall livability of the corridor. The long-term disruption that will be caused by construction and operation of the center-running BRT, the increased traffic congestion in adjacent neighborhoods due to halved traffic capacity on Colfax, and the removal of 300 parking spaces needed to support the small, locally-owned businesses, neither support or value the existing business and residential communities that flank Colax.

Likewise, the evaluation criteria included impacts on community cohesion, economics and heritage, likely construction impacts, and community and stakeholder acceptance. As of today, many in the Congress Park community as well as businesses represented by the Bluebird district on Colfax are not supportive of center-running BRT.

The report assumes “increasing person-trip demand” and “new transit users.” It is unclear if the report’s projections are realistic, particularly for the 15 route. There have been two murders in the last few years on the 15. A certain component of riders disregard RTD rules and smoke, fight, and use loud offensive language.  Bus stops at major intersections like Colfax and Colorado, are cluttered with garbage and people in various states of medical and emotional distress. Nothing in BRT plans addresses these environmental problems which will actually discourage increased or new riders.

Most of the construction problems and interference with left turns are caused by Denver’s choice to have a center-running BRT. The rationale for this choice may have been based on flawed data as suggested above. Further, the report states, “The interest came from elected officials, local interest groups [unnamed!], some neighborhood groups, and others who indicated a desire to ‘upgrade’ …into more of a ‘signature’ project with more prominent and permanent infrastructure (especially passenger stops).”

The center-running BRT was proposed following meetings purported to have been attended by almost 1,000 individuals, and surveys said to have been completed by 1,452 individuals. The report does not indicate what proportion of these responses were positive. Meanwhile, Aurora has chosen side-running BRT, avoiding long-term construction, many millions of dollars in costs, and traffic disruption and diversion into adjacent neighborhoods. There is no reason Denver cannot do the same.

In summary, a reading of the study which led the City and County of Denver to decide to put in a center-running BRT leaves many unanswered questions about the validity of the decision for today’s conditions.

Judith Cohen is a 30+-year Congress Park resident with a Doctorate in economics.