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From page 160...
... H-1 APPENDIX H: DETAILED CASE STUDIES As indicated previously, the following sites were selected: • Suburban Mobility Authority for Regional Transportation (Detroit, Michigan) • Metropolitan Council and Minnesota Valley (Minneapolis / St.
From page 161...
... H-2 1. DETROIT, MICHIGAN Suburban Mobility Authority for Regional Transportation SMART operates in three counties in the greater Detroit area – Wayne, Oakland and Macomb Counties – and is notable among major metropolitan transit agencies in that its service area does not include the central city.
From page 162...
... H-3 employers in the area. The Oakland Mall Job Shuttle provides a connection between another transit center and employers at the opposite end of the Big Beaver Road corridor.
From page 163...
... H-4 Figure H-1: Detroit Metropolitan Area Activity Surface Troy Downtown Detroit Source: Southeast Michigan Council of Governments regional travel demand model, 2005.
From page 164...
... H-5 Troy Area Services The Troy area is served by an established general public demand-response service, the last survivor of a number of community dial-a-ride services introduced in the 1970s. The service provides connections between all points in the Troy city limits on request between 6:00 a.m.
From page 165...
... H-6 SMART introduced a Job Express, an employment-oriented "last mile" service, in each of its three counties in 1995 following the initial property tax referendum. Each of the Job Express services operates as a point deviation service from a single hub where connections to fixed routes are available.
From page 166...
... H-7 Figure H-3: Troy Service Area Source: SMART
From page 167...
... H-8 Table H-1 summarizes the operating characteristics of the Troy area services. Table H-1: Operating Characteristics of Troy Area Services Operating Characteristic Troy-Birmingham Dial-a-Ride Big Beaver Job Express Oakland Mall Job Shuttle Service format Demand response Point deviation (1 point)
From page 168...
... H-9 Table H-2 summarizes the operating performance of the Troy area services. The services carry from 1.8 to 3.5 passengers per revenue hour, with the flex-route services having about twice the productivity of the dial-a-ride service.
From page 169...
... H-10 Table H-3 summarizes the land-use and demographic information for the Troy area services. Table H-3: Service Area Characteristics of the Troy Area Services Characteristic Troy-Birmingham Dial-a-Ride Big Beaver Job Express Oakland Mall Job Shuttle Population Service area size (sq.
From page 170...
... H-11 Lakeside Job Express The Lakeside Job Express serves a suburban retail shopping area with a very poor pedestrian environment. Big box retailers surrounded by large parking lots line a 2-mile stretch of M-59, a major divided arterial highway with limited access and few sidewalks or opportunities for pedestrians to cross.
From page 171...
... H-12 Table H-4 summarizes the operating characteristics of the Lakeside Job Express. Table H-4: Operating Characteristics of Lakeside Job Express Operating Characteristic Lakeside Job Express Headway (in minutes)
From page 172...
... H-13 Service Area Characteristics Figure H-6 shows the automobile-oriented environment around the Lakeside Center. Figure H-6: Lakeside Center Area Table H-6 summarizes the land-use and demographic information for the Lakeside Job Express.
From page 173...
... H-14 Table H-6: Service Area Characteristics for Lakeside Job Express Characteristic Lakeside Job Express Population Service area size (sq. miles)
From page 174...
... H-15 Fairlane Job Express The Fairlane Job Express serves a major regional employment center that includes the Ford Motor Company world headquarters. As with the other Job Express services, it operates from a transit center at a regional shopping center, the Fairlane Town Center.
From page 175...
... H-16 Figure H-8: Groesbeck Route Map Source: SMART
From page 176...
... H-17 Table H-7 summarizes the operating characteristics of the Fairland Job Express and the Groesbeck Flex Route. Table H-7: Operating Characteristics of Other Regional Services Operating Characteristic Fairlane Job Express Groesbeck Flex Route Headway (in minutes)
From page 177...
... H-18 Service Area Characteristics Figure H-9 shows the moderately dense setting of mid-rise office buildings around the Fairlane Town Center. The large expanse of parking is the mall parking lot.
From page 178...
... H-19 Table H-9: Service Area Characteristics for Fairlane Job Express and Groesbeck Flex Route Characteristic Fairlane Job Express Groesbeck Flex Route Population Service area size (sq. miles)
From page 179...
... H-20 Summary and Conclusions SMART provides a variety of suburban services, including those that focus on job access, but the primary goal of the Community Partnerships Program is to foster excellent relations within those communities, which in turn provide the impetus for retaining the funding base. Regarding the land-use aspects, as will be discussed later, there are some linkages to typical density relationships, but it appears that some of the better performing services are those with multiple types of destinations.
From page 180...
... H-21 MetCouncil regional travel demand model. Blue areas have the least activity density, generally representing rural areas on the edge of the metropolitan area.
From page 181...
... H-22 Figure H-10: Twin Cities Activity Surface Route 224 Route 224 is a mid-day flex-route service operated by Metro Transit that provides connections between a transit center, several multi-family residential communities, a community center, a job training center for people with disabilities, a medical clinic and a small private college. From the fixed portion of the route, upon request, the bus deviates onto pre-defined flex portions of the route.
From page 182...
... H-23 portion of the route. Depending on the deviation, the allocated amount of time ranges from 2 to 7 minutes.
From page 183...
... H-24 Table H-10 shows the service characteristics of Route 224, including frequency, service span and fleet requirements. Table H-10: Operating Characteristics of Route 224 Operating Characteristic Route 224 Headway (in minutes)
From page 184...
... H-25 sidewalks. There are also no parking costs or transit priority measures in place that enhance transit's competitiveness with the private automobile.
From page 185...
... H-26 Flex Route 421 Route 421, which is operated by the Minnesota Valley Transit Authority as part of the opt-out program, is a mid-day flex-route service that deviates off of the route upon advanced request. The route follows a general loop and serves five fixed timepoints on every run.
From page 186...
... H-27 Table H-13 shows the service characteristics of Route 421, including frequency, service span and fleet requirements. Table H-13: Operating Characteristics of Route 421 Operating Characteristic Route 421 Headway (in minutes)
From page 187...
... H-28 and may inhibit efficient transit operations. There are also no parking costs or transit priority measures in place that enhance transit's competitiveness with the private automobile.
From page 188...
... H-29 Summary and Conclusions This case study provides different perspectives on services as well as governance. From a service perspective, the route-deviation service has fairly strict limits on distance deviated as well as restricting deviations to known activity centers.
From page 189...
... H-30 Figure H-13: Portland Vicinity Map Source: Metro Regional Land Information System Regional Travel Patterns Figure H-14 shows the distribution of activity throughout the Portland metropolitan region. Activity is measured by trip ends (origins or destinations)
From page 190...
... H-31 Figure H-14: Portland Activity Surface Downtown Portland Gresham Wilsonville Source: Portland Metro regional travel demand model. Clackamas Circulators The northwestern portion of Clackamas County is urbanized and is part of the Portland metropolitan area.
From page 191...
... H-32 been. TriMet's ADA contractor was used to provide the service and handle reservations.
From page 192...
... H-33 Service/Route Characteristics Figure H-15: Clackamas Circulators Map Source: Metro Regional Land Information System Table H-16: Operating Characteristics of Clackamas Circulators Operating Characteristic Route 152 Route 155 Route 156 Route 157 Headway (in minutes) Peak Off peak 30 60 60 60 60 60 60 60 Average speed (miles per hour)
From page 193...
... H-34 Table H-17: Operating Performance of Clackamas Circulators Performance Measure Route 152 Route 155 Route 156 Route 157 Weekday passengers 420 200 220 130 Revenue hours 13 6.2 12.5 7.8 Revenue miles 185 140 268 172 Cost per passenger $2.80 $2.80 $5.14 $5.43 Cost per hour $90.48 $90.48 $90.48 $90.48 Cost per mile $7.21 $7.21 $7.21 $7.21 Farebox recovery ratio 20% 20% 11% 10% Source: TriMet, costs per hour & mile are 2002 systemwide averages from the National Transit Database (NTD) , average fare is derived from the NTD Cedar Mill Shuttle The Cedar Mill Shuttle started in 1999, soon after the opening of westside light rail.
From page 194...
... H-35 Service/Route Characteristics Figure H-16: Cedar Mill Shuttle Service Area Map Source: Metro Regional Land Information System Table H-18: Operating Characteristics of Cedar Mill Shuttle Operating Characteristic Cedar Mill Shuttle Headway (in minutes) Peak Off peak NA NA Average speed (miles per hour)
From page 195...
... H-36 Table H-19: Operating Performance of Cedar Mill Shuttle Performance Measure Cedar Mill Shuttle Weekday passengers 55 Revenue hours 7 Revenue miles No data Cost per passenger $11.52 Cost per hour $90.48 Cost per mile $7.21 Farebox recovery ratio 5% Trip denials (annual) 4 Missed trips (annual)
From page 196...
... H-37 Table H-20: Service Area Characteristics for Cedar Mill Shuttle Characteristic Cedar Mill Shuttle Population Service area size (sq. miles)
From page 197...
... H-38 Westside Light Rail Feeders When TriMet's light rail line was extended west to Washington County in 1998, much of the western end of the line between Beaverton and Hillsboro ran through relatively undeveloped land. This land is planned for -- and, in some areas, has already developed as -- transit-supportive residential uses, whose residents can walk to light rail to travel to jobs in downtown Portland.
From page 198...
... H-39 Service/Route Characteristics Figure H-17: Routes 41 and 50 Map Source: Metro Regional Land Information System Table H-21: Operating Characteristics of Routes 41 and 50 Operating Characteristic Route 41 Route 50 Headway (in minutes) Peak Off peak 30 No service 30 No service Average speed (miles per hour)
From page 199...
... H-40 Table H-22: Operating Performance of Routes 41 and 50 Performance Measure Route 41 Route 50 Weekday passengers 60 130 Revenue hours 3 5 Revenue miles 75 77 Cost per passenger $3.98 $3.06 Cost per hour $79.64 $79.64 Cost per mile $6.42 $6.42 Farebox recovery ratio 14% 18% Source: TriMet, costs per hour & mile are 2000 systemwide averages from the National Transit Database (NTD) , average fare is derived from the NTD Summary and Conclusions There are a number of differences in the development and evaluation of the suburban services in this case study.
From page 200...
... H-41 Figure H-18: Wilsonville Vicinity Map Source: Metro Regional Land Information System SMART is a department of the City of Wilsonville, making the Wilsonville City Council the agency's governing body. SMART has the ability to assess a payroll tax on employers and self-employed individuals.
From page 201...
... H-42 Route 204, Wilsonville Road Route 204, Wilsonville Road, provides weekday and Saturday service that focuses on connecting residential areas to schools (two elementary, one middle, and one high) and to the city's commercial center.
From page 202...
... H-43 Table H-23: Operating Characteristics of Route 204 Operating Characteristic Value Headway (in minutes) Peak Off peak 30 60 Average speed (miles per hour)
From page 203...
... H-44 60% of the ridership consists of people commuting from Wilsonville to Portland and 40% consists of people commuting from Portland to Wilsonville. Some of the Route 201 service is supported by Jobs Access/Reverse Commute (JARC)
From page 204...
... H-45 people working elsewhere in the region)
From page 205...
... H-46 Table H-27: Service Area Characteristics of Route 201 Characteristic Route 201 Population Service area size (sq. miles)
From page 206...
... H-47 Route 1X, Salem Route 1X, Salem, serves commute trips in both directions between Wilsonville and Salem. Southbound trips originate at Wilsonville City Hall and travel non-stop on I-5 to the state Capital complex in Salem, continuing to the Salem Transit Center, where connections can be made to other points in the Salem area using Salem-Keizer Transit buses.
From page 207...
... H-48 Table H-29: Operating Performance of Route 1X Performance Measure Value Annual passengers 38,100 Weekday revenue hours 9 Weekday revenue miles 322 Cost per passenger $6.00 Cost per hour $88.67 Cost per mile $4.34 Farebox recovery ratio 0% (fareless) Source: SMART, costs per hour & mile are 2003 system wide averages Summary and Conclusions This case study include two local and one commuter services and also looks at another example of opting out of the regional transit district.
From page 208...
... H-49 Figure H-20: King County Map King County Metro is a service of the King County government, housed within the Metro Transit Division of the King County Department of Transportation, with the elected King County Executive serving as the ultimate administrative officer. Plan, policy, and budget recommendations are reviewed by the Regional Transit Committee, which includes representatives of the King County Council (6 members)
From page 209...
... H-50 service area in which the vehicle can deviate off-route to pick up and drop off passengers. Route deviations are not offered during the entire service day on some routes.
From page 210...
... H-51 Figure H-21: Route 903 Map (Federal Way) Sources: King County GIS, King County Metro Kent, Washington, located 18 miles southeast of Seattle, is a suburban residential community, government center, and warehouse and distribution hub, with a growing amount of office and manufacturing uses.
From page 211...
... H-52 Figure H-22: Route 914 Map (Kent) Sources: King County GIS, King County Metro Route 927 serves the eastern Seattle suburb of Issaquah (2000 population: 11,000)
From page 212...
... H-53 Figure H-23: Route 927 Map (Issaquah) Sources: King County GIS, King County Metro Route 291 serves the northeastern Seattle suburb of Redmond (2000 population: 45,000)
From page 213...
... H-54 Figure H-24: Route 291 Map (Redmond) Sources: King County GIS, King County Metro Table H-30: Operating Characteristics of Selected DART Routes Operating Characteristic Route 291 Route 903 Route 914 Route 927 Headway (in minutes)
From page 214...
... H-55 Table H-31: Annual Operating Performance of Selected DART Routes Performance Measure Route 291 Routes 901/903 Routes 914/916 Route 927 Annual weekday passengers 23,232 242,521 78,353 32,187 Revenue hours 3,454 15,637 6,497 6,546 Revenue miles 37,188 223,068 68,870 85,871 Cost per passenger* $7.34 $3.18 $4.09 $10.04 Cost per hour*
From page 215...
... H-56 Figure H-25: Vanpool Fare Schedule Vanpool marketing is conducted primarily through employer Commute Trip Reduction programs. However, marketing aimed at vanpool participants points out the financial benefit to existing participants by adding more riders to the vanpool.
From page 216...
... H-57 Figure H-26: Vanpool Driver and Bookkeeper Selection Criteria Drivers are responsible for coordinating van maintenance and servicing, keeping daily and monthly records, and coordinating the van's operating rules (e.g., regarding smoking, waiting times, and radio use)
From page 217...
... H-58 Summary and Conclusions The vanpool program information indicates another path to providing suburban mobility options. As indicated, the vanpool users typically travel twice as far as bus patrons, so, in this instance vanpools are an effective alternative for longer distance trips.
From page 218...
... H-59 The CDTA was formed by an act of the New York state legislature in 1970. The authority is a " public benefit organization" with a stated legislative purpose "to provide for the continuance, further development and improvement of transportation and other services related thereto within the Capital District Transportation District by railroad, omnibus, marine and air".
From page 219...
... H-60 Transit Service Characteristics – Shuttle Bug and Shuttle Fly Table H-32: Transit Service Characteristics – Shuttle Bug and Shuttle Fly Route Service Characteristics Fly Bug % of households or jobs within service area Response time (DAR) Deviations may be prescheduled, called in, or made when boarding the vehicle Deviations may be prescheduled, called in, made when boarding the vehicle Number of vehicles in peak service 6 5 Intermodal hubs Colonie Center Crossgates Technology - Signal preemption No No - Next bus Coming Coming Vehicle Characteristics Vehicle type Cutaways Cutaways Capacity (seats/wheelchair positions)
From page 220...
... H-61 Table H-33: Shuttle Bug and Fly Operating Performance Route Performance – 2003 Fly Bug Passengers 109,908 147,757 Revenue hours 10,781:09 9568:30:00 Revenue miles 108,841.40 121,973.50 Vehicle hours 15,729 15,543 Vehicle miles 204,261 261,969 Cost/passenger 3.06 *
From page 221...
... H-62 Figure H-28: Shuttle Bug Service Area Characteristics Table H-34 summarizes demographic and other information for the service area of the ShuttleBug flex route. The service area is defined as the area within ¾ mile of the route, including all deviations.
From page 222...
... H-63 Table H-34: Service Area characteristics of Shuttle Bug Characteristic Shuttle Bug Population Service area size (sq. miles)
From page 223...
... H-64 Figure H-29: Shuttle Fly
From page 224...
... H-65 Service Area Characteristics Table H-35 summarizes demographic and other information for the service area of the ShuttleFly flex route. The service area is defined as the area within ¾ mile of the route, including all deviations.
From page 225...
... H-66 Summary and Conclusions These two services indicate how a combination of non-traditional funding sources, such as CMAQ, JARC, TANF and developer fees can initiate services that eventually become part of the system. These services are interesting since they are heavily used by commuters but also include a 40 to 50 percent deviation.
From page 226...
... H-67 8% have no car and 41% have one car in the household. In the renter-occupied housing units, 12.7% have no car and 48% have one car.
From page 227...
... H-68 convenience stores. However, most people would find it difficult to access these areas without a car or bus.
From page 228...
... H-69 There are no mixed uses on Route D There are few major trip attractors.
From page 229...
... H-70 • Promote advertising on buses, shelters, and benches to gain additional revenue. • The major advantage of keeping services in-house is that there is a strong sense of control using city personnel.
From page 230...
... H-71 purpose was shopping, commuters were estimated to be 5% of the riders, and students were 20%. The operator added that the implementation of Sunday service and more BCT connections would improve and meet the mobility needs of the local residents.
From page 231...
... H-72 $2.18 compared to BCT's average cost per passenger of $1.90, a remarkably competitive rate, particularly when considering paratransit costs approximately $17 per passenger. The Correlation between Passengers per Revenue Hour and Transit Utilization Factors The hypothesized relationships between passengers per revenue hour and such measures as population density, income, the elderly segment of the population, the student-age segment of the population, the number of owner-occupied units, the number of renter-occupied units and car ownership were tested at the route level with data derived from the census blocks which permitted Pearson correlations to be conducted to measure the magnitude and sign of these relationships.
From page 232...
... H-73 Demographics It might seem obvious to many that certain demographic characteristics contribute to better transit ridership, but with such limited experience in the provision of local circulators in primarily suburban settings, it was well worthwhile to confirm if normal indicators of transit potential apply to local circulators as they do to regular fixed-route transit service in a more regional setting. As noted above, there is a very strong (0.833)
From page 233...
... H-74 Table H-37: Broward County Demographic Characteristics Community Population Density Household Median Income Owner HH without car Renter HH without car Service Frequency Fare Service Span Days of Service Contract Pass. Per Hour # of Connect- ing Routes Dania Beach 3,272 $32,043 5.4% 19.6% 40 Minutes Free 9 am – 5 pm M-F Yes 7.05 7 Cooper City 3,317 $69,995 2.1% 8.3% 60 Minutes Free 8 am – 4 pm M-S No 5.48 4 Coral Springs 5,548 $52,946 3.9% 11.5% 60 Minutes Free 8 am – 6 pm M-F Yes 12.38 6 Lauderdale Manors 6,542 $29,417 8.0% 32.9% 60 Minutes Free 6:30 am- 6:30pm M-F Yes 16.0 2 Margate 5,773 $45,697 8.0% 12.7% 60 Minutes $.25 7 am – 7 pm M-S No 11.54 9 Plantation 4,920 $45,272 7.0% 12.0% 45 Minutes Free 7 am – 4:30 pm M-F Yes 6.47 13 Miramar 4,434 $44,786 6.8% 12.4% 60 Minutes $.25 6:45 am - 6:55 pm M-F No 7.2 8 Lauderhill 8,179 $32,070 15.0% 20.0% 45 Minutes Free 6:30am- 6:55 pm M-F Yes 22.0 13
From page 234...
... H-75 This case study has found that the local circulators are being used by senior citizens today. There is also anecdotal evidence that these services are being used by some of the passengers that might otherwise have relied on door-to-door paratransit service.
From page 235...
... H-76 awkward and relatively infrequent 45 minutes. In addition, the City of Lauderhill also enjoys proximity to a significant regional bus transfer center at the Lauderhill Mall, where connections can be made with five county bus routes, many of which provide frequent service to major destinations.
From page 236...
... H-77 Transportation District was created as a political subdivision of the state effective July 1969 "to develop, maintain, and operate a public mass transportation system for the benefit of the inhabitants of the District." District boundaries now include Jefferson, Boulder and Denver counties, most of the city and county of Broomfield, and the urbanized portions of Adams, Douglas and Arapahoe counties. Nearly 2.4 million people or approximately 55% of the population of the State of Colorado, reside within RTD's 2,326 square mile service area.
From page 237...
... H-78 The agency employs over 2,400 men and women, making it one of the largest employers in the seven county area. Besides its administrative offices in the Denver, RTD has four operating facilities, including two in Denver, one in Aurora and one in Boulder.
From page 238...
... H-79 The RTD also includes area coverage standards that recognize that varying portions of the service area have varying demographic characteristics compared with the Central Business District. For example, there are criteria that vary based on densities of 3 to 12 residents and employees per acre and those in excess of 12 residents and employees per acre (which also recognizes the land-use influence we have analyzed in significant detail in other case studies)
From page 239...
... H-80 been attempted: A the Gateway service area was reduced by discontinuing service to the Single Tree community.
From page 240...
... H-81 The 2003 operating data for all cnR services is listed below. Table H-39: Denver RTD Service Performance for Call and Ride Routes RTD Service Performance Data 2003 Standards Farebox Operating Total InService Net Subsidy per Boardings Route Class Revenue Costs Boardings Hours Subsidy Boarding per Hour Brighton call-n-Ride $7,119 $248,525 20,061 3,719 $241,405 $12.03 5.4 Broomfield call-n-Ride $2,442 $245,619 12,349 3,684 $243,177 $19.69 3.4 Evergreen call-n-Ride $13,861 $524,570 27,730 7,799 $510,709 $18.42 3.6 Gateway call-n-Ride $3,774 $233,247 25,504 3,641 $229,473 $9.00 7 Interlocken call-n-Ride $1,065 $272,243 16,707 4,194 $271,178 $16.23 4 Longmont call-n-Ride $3,295 $356,180 11,868 5,097 $352,886 $29.73 2.3 Louisville call-n-Ride $3,998 $268,645 21,382 4,195 $264,647 $12.38 5.1 Superior call-n-Ride $2,351 $246,181 15,079 3,685 $243,830 $16.17 4.1 Thornton call-n-Ride $0 $22,386 631 359 $22,386 $35.48 1.8 Subtotal/Weighted Average $37,904 $2,417,595 151,311 36,371 $2,379,692 $15.73 4.2 Standard Deviation $8.13 1.5 Minimum at 10% or better: Average +/- 1.28 *
From page 241...
... H-82 Table H-40: RTD Service Performance Data 2003 RTD Service Performance Data 2003 Standards Farebox Operating Total In-Service Net Subsidy per Boardings Route Class Revenue Costs Boardings Hours Subsidy Boarding per Hour Regional 2641888 7023238 1115084 44789 4381351 3.93 24.9 CC Regional 34328 598239 18387 2508 563911 30.67 7.3 CV Regional 278361 1435408 111877 6144 1157047 10.34 18.2 DD Regional 285917 1697892 108398 10621 1411975 13.03 10.2 E Regional 145037 635436 56056 2318 490399 8.75 24.2 F Regional 74171 285973 30994 1369 211801 6.83 22.6 G Regional 194450 882635 80769 5897 688184 8.52 13.7 H Regional 244154 1025486 95354 3596 781332 8.19 26.5 J Regional 67555 401203 28212 1843 333649 11.83 15.3 L Regional 539357 2098437 219844 14558 1559080 7.09 15.1 M Regional 531202 1868999 221818 14037 1337797 6.03 15.8 N Regional 229105 815061 82096 6673 585956 7.14 12.3 P Regional 356193 2237904 160032 8216 1881711 11.76 19.5 R Regional 136781 844019 54367 4094 707238 13.01 13.3 S Regional 46947 549377 19779 2596 502431 25.4 7.6 T Regional 198485 1010242 68852 6243 811757 11.79 11 U Regional 86717 972525 42141 3788 885807 21.02 11.1 W Regional 147602 982557 60512 4257 834955 13.8 14.2 Y Regional 37478 135787 10669 983 98309 9.21 10.9 Z Regional 118362 636591 45475 3507 518229 11.4 13 Subtotal/Weighted Average 6394090 26137010 2630716 148037 19742920 7.5 17.8 Standard Deviation 6.47 5.5 Minimum at 10% or better: Average +/- 1.28 * Std Dev 15.79 10.7 Minimum at 25% or better: Average +/- .67 *
From page 242...
... H-83 Table H-41: Denver RTD Express Route Origins/Destinations Route B Boulder / Denver Route BOLT Boulder / Longmont Route CC Coal Creek / Wondervu Route CV Pine Junction / Conifer / Denver Route DD Boulder / Colorado Blvd Route E Evergreen / Denver Route F 28th Street / Market Street Route G Golden / Boulder Route H 28th Street/ Civic Center Route J Longmont / East Boulder / CU Route L Longmont / Denver Route N Nederland / Boulder Route P Franktown / Parker / Denver Route R Brighton / Denver Route S Denver / East Boulder Route T Boulder / Greenwood Plaza Route U Pine Junction / Conifer / DTC Route W Wagon Rd / DTC / Meridian Route Y Lyons / Boulder Route Z Evergreen / Aspen Park / Denver

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