TDM Strategy | Bike/Pedestrian

Bicycle Facilities Overview

Local agencies can invest in bicycle facilities, or bike lanes, to create safer, more comfortable, and connected networks that support bicycling and other forms of micro-mobility for people of all ages and abilities. The more protection offered to cyclists, the more likely cyclists are to use those bicycle facilities. Most bicycle trips are relatively short, but the growing use of e-bikes is expanding the distance many people can comfortably travel by bicycle. Well-connected bicycle networks can improve safety, expand transportation choices, support public health, reduce transportation costs, and help reduce vehicle emissions by replacing short vehicle trips.

Types of Bicycle Facilities

• Protected bike lanes: separate the bike facility from vehicle traffic using a physical barrier such as curbs, bollards, or planters to provide vertical separation from vehicle traffic.
• Buffered bike lanes: separate the bike facility from vehicle traffic using painted lines with a buffer zone between the road and bikeway.
• Bike lanes: delineate between the bike facility and vehicle traffic by using only painted lines.
• Neighborhood bikeways / bicycle boulevards: include safety measures such as traffic circles, pinch points, chicanes, diverters and other traffic calming measures to create low-speed and low-volume streets.
• Sharrows: are mixed streets for both bicyclists and drivers with shared lane markings that identify the corridor as a bikeway.
• Shared Use Paths: are off-street facilities used by bicyclists and pedestrians.

Cost and VMT reduction vary depending on the type of bicycle facility. Bike lanes that offer more protection from traffic will yield higher usage. This will in turn have higher VMT reduction. However, the protected or separated bike lanes cost more to implement than painted bike lanes or sharrows. For more information see the TDM Toolkit (PDF Version).

Project Examples

• Denver Moves: Bikes Plan Update - Urban
  • The updated bike network plan establishes a long term vision for existing and recommended bikeways, going beyond a focus on individual bikeways to help develop a connected network that provides safe end-to-end bike facilities to access key destinations.

• Coffman Street Mobility Improvements - Suburban
  • The project converted seven blocks of Coffman Street into Longmont’s first multimodal corridor, using street redesign to support several non SOV modes at once, rather than treating bicycling, pedestrian, and transit improvements as separate investments. 

• Galena Cooper Living Lab - Rural / Resort

• Aspen tested downtown safety and mobility changes in a three month pilot program, followed by 2024 design alternatives project that recommended permanent corridor bikeway improvements based on community feedback.

Have a project you would like to highlight? Contact us

Key Resources

• NACTO Urban Bikeway Design Guide: A widely used practitioner guide for connected, high-comfort bikeway networks
• PeopleForBikes: Bicycle Network Analysis and Planning Resources: Research and tools focused on making bicycling safer and more useful for everyday trips
• ITDP: Cycling Resources: Planning and policy resources that connect cycling investment with mode shift and climate goals

Measuring Success

• Bicycle Network Connectivity and Accessibility: Common performance measures include miles of new or upgraded bicycle facilities, completion of network gap closures, percentage of residents and destinations connected by low stress bicycle routes, and availability of bicycle parking and end of trip facilities 
• Potential Evaluation Approach: Before and after bicycle counts, trail counts, bicycle-related crash data, and user surveys can determine whether bicycle activity and network accessibility have improved. Where data are available, agencies may evaluate reductions in VMT, GHG emissions, and vehicle trips resulting from increased bicycle use.

Pedestrian Improvements Overview

Local agencies can create more connected communities through pedestrian improvements that provide safe, comfortable, and accessible walking routes between homes, schools, transit, parks, downtowns, employment centers, and other daily destinations. Depending on the community, improvements may include investment in new sidewalks, filling sidewalk gaps, safer crossings, curb ramps, pedestrian signals, lighting, wayfinding, traffic calming measures, or other accessibility upgrades.

Pedestrian improvements are particularly effective for short trips. By making walking a safer, more convenient, more attractive option, pedestrian improvements can reduce vehicle travel. The greatest benefits occur when pedestrian improvements are planned as part of a connected network rather than isolated projects. Completing missing links and improving crossings can make it easier for residents and visitors to walk to nearby destinations or access transit without relying on a personal vehicle.

For more information see the TDM Toolkit (PDF Version).

Project Examples

• Quebec Street Pedestrian and Mobility Improvements - Urban

  • Denver’s Quebec Street project fills sidewalk gaps between 12th Ave and Montview Blvd., adds ADA-compliant ramps, upgrades five transit stops, and improves the traffic signal at Quebec and 17th. By removing gaps in the pedestrian network, this project supports short walking trips and improves first/last mile access to transit.

• CO 83 / Parker Road ADA Curb Ramp Upgrades - Suburban

  • In suburban Denver and Arapahoe counties, this project will improve pedestrian accessibility and safety at more than 25 intersections. Featuring sidewalk and curb ramp replacement, ADA ramp upgrades, striping, signage, and pedestrian push-button enhancements, this project shows how pedestrian improvements can support non-driving trips even along auto-oriented suburban corridors.

• Delta Main Street Project - Rural

  • Delta, Colorado focuses this project on a 13-block historic downtown corridor and includes proposed street, drainage, hardscape, pedestrian access, landscaping, bulb-outs, road diet, signal, striping, and signage improvements.

Have a project you would like to highlight? Contact us

Key Resources

• NACTO Urban Street Design Guide: Pedestrian Design: Practical design guidance for sidewalks and pedestrian-oriented streets
• Global Designing Cities Initiative: Global Street Design Guide: International, people-first guidance for safer and more inclusive streets
• America Walks Resources: Planning, policy, engagement, and implementation resources for walkable communities

Measuring Success

• Data Collection: Communities can evaluate pedestrian improvements using before-and-after pedestrian counts, crossing counts, transit stop access observations, crash data, and resident surveys to determine whether walking activity, perceived safety, and accessibility have improved. Communities can also measure changes in serious injuries, improvements in pedestrian level of traffic stress, increased transit ridership associated with improved walking access, percentage of residents within a comfortable walking distance of key destinations, and user satisfaction with the pedestrian network.

Regional Trails Overview

Regional trails provide off-street, low-stress walking and bicycling facilities that connect key destinations across longer distances than typically possible with on-street facilities. Regional trail investments are most impactful when they close critical network gaps, bridge major physical barriers like highways or waterways, and support both transportation and recreational trips.

To maximize efficacy as a TDM strategy, regional trails must function as practical travel corridors rather than purely recreational amenities. Trail gap closures can be especially impactful because a short missing segment may prevent people from using an otherwise useful active transportation route. Regional trail priorities are commonly identified through regional bicycle and pedestrian plans, parks and open space master plans, active transportation plans, and coordination among neighboring jurisdictions to identify opportunities to close network gaps.

For more information see the TDM Toolkit (PDF Version).

Project Examples

• South Platte River Trail Improvements - Urban
  • This major regional trail and greenway runs through the Denver metro area with thousands of annual users. Denver Parks and Recreations is completing improvements to rebuild and widen trail segments, upgrade lighting, and implement rest areas and a pedestrian plaza.
• St Vrain Greenway Phase 13 Eastern Extension - Suburban / Regional
  • This $3 million project extends the greenway 2 miles through Longmont, implements pedestrian bridges and an underpass beneath CO 119, and closes critical gaps in the trail system to expand the usefulness of the overall regional trail network.
• Eagle Valley Trail Completion Effort - Rural / Resort
  • Eagle Valley Trail is a $26.5 million planned 63-mile paved trail from Vail Pass to Glenwood Canyon, connecting multiple towns, transit centers, and popular destinations along a common corridor.

Have a project you would like to highlight? Contact us

Key Resources

• NACTO- Urban Bikeway Design Guide: Wayfinding: A practical framework for consistent bicycle route signs and markings
• Legible London- Wayfinding System: A strong example of citywide pedestrian wayfinding built around clear, consistent information
• Project for Public Spaces- Wayfinding: A placemaking-oriented overview of wayfinding as part of the public realm and user experience

Measuring Success

• Regional trail connectivity and access: Common performance measures include miles of new regional trails constructed, critical network gap closures, percentage of residents within a reasonable distance of a regional trail, and number of key destinations connected by regional trail.
• Potential evaluation approach: Regional trail improvements can be evaluated using before and after trail user counts, and trail intercept surveys to determine whether trail usage, connectivity, and perceived safety have improved. Agencies may estimate reductions in VMT and GHG emissions resulting from increased active transportation on trails.

Wayfinding Overview

Effective wayfinding helps residents and visitors understand where they are, identify available transportation options, estimate travel distances and times, and confidently navigate to their destinations without relying on a personal vehicle. A comprehensive wayfinding program can support multiple transportation modes while improving access to downtowns, parks, campuses, mobility hubs, commercial districts, resort communities, and other activity centers. Well-designed wayfinding systems reduce travel uncertainty and create a more intuitive, seamless, and user-friendly transportation network.

With consistent branding, terminology, symbols, maps, and directional signage across pedestrian, bicycle, trail, and transit networks, communities can use wayfinding to create a seamless navigation experience. Pedestrian and bicycle wayfinding should guide users to key destinations, accessible routes, and transit connections, while transit wayfinding should clearly identify stops, routes, schedules, transfers, and first/last mile connections. By improving connectivity, increasing user confidence, and maximizing the use of existing multimodal infrastructure, wayfinding is most likely to support mode shifts away from driving and contribute to GHG reductions.

For more information see the TDM Toolkit (PDF Version).

Project Examples

• Town of Keystone Placemaking & Wayfinding Plan - Rural/Resort
  
  • This project is developing improved connection between Keystone’s multi-use paths and recreational trails, guided by community outreach. Community involvement in wayfinding projects help target the most effective improvements to best connect residents and visitors to the trail network.
• N. Tennyson Street / W. 7th Avenue Neighborhood Bikeway - Urban
  
  • Improved signage project alongside pedestrian safety improvements in Denver. Wayfinding is most effective when it helps people navigate a low-stress route that is already safe, comfortable, and connected.

Have a project you would like to highlight? Contact us

Key Resources

NACTO- Urban Bikeway Design Guide: Wayfinding: A practical framework for consistent bicycle route signs and markings
Legible London- Wayfinding System: A strong example of citywide pedestrian wayfinding built around clear, consistent information
Project for Public Spaces- Wayfinding: A placemaking-oriented overview of wayfinding as part of the public realm and user experience

Measuring Success

• Wayfinding system coverage and connectivity- Communities can evaluate existing systems by identifying gaps in navigation and messaging. Common performance measures include percentage of key destinations served by the wayfinding system and the completeness of the wayfinding network.
• Potential evaluation approach- User surveys and visitor feedback are great tools to measure whether navigation has become easier and more intuitive. Communities can also measure changes in pedestrian, bicycle, trail, and transit activity; increased use of transit stations; and digital wayfinding usage.

Overview

Traffic calming is a collection of street design strategies that reduce vehicle speeds, discourage cut-through traffic, and improve the comfort and safety of all roadway users. While traffic calming is often implemented to reduce crashes and improve safety, it is also an important component of a broader TDM strategy because it creates street environments where people feel more comfortable choosing alternatives to driving for short trips; lower traffic speeds and a more comfortable public realm reduce the stress associated with walking, bicycling, and accessing transit, making these travel options more attractive for everyday trips.

For more information see the TDM Toolkit (PDF Version).

Common Traffic Calming Strategies

• Common traffic calming treatments include, but are not limited to:
  
  • Vertical deflection: Speed cushions, speed tables, and raised crosswalks
  • Horizontal deflection: Chicanes, curb extensions, medians, pinch points, mini traffic circles
  • Crossing improvements: Pedestrian refuge islands, shorter crossing distances, raised crossings, high-visibility crosswalks, and mid-block signals
  • Vehicle volume management: Diverters, turn restrictions, other measures that discourage cut-through traffic
  • Shared streets: Streets designed to prioritize people over vehicles by minimizing the separation between travel modes and encouraging low vehicle speeds
  • Reduced vehicle lane widths: Narrower travel lanes that naturally encourage slower driving speeds, reduce crossing distances for pedestrians, and create space for sidewalks, bike facilities, landscaping, or other multimodal improvements.
  • Landscaping: Vegetation along streets or in medians that enclose roadway environment, separate traffic, improve comfort for pedestrians, and encourage vehicle speeds
  • Street activation and placemaking: Public art, parklets, outdoor seating, pedestrian-scale lighting and gateway features that create a stronger sense of place and encourage slower, more attentive driving

Project Examples

• Alamosa Main Street Road Diet Project - Rural
  
  • Alamosa completed a road diet in their downtown, along with using public feedback to modify curb stop placement and install pedestrian-activated beacon crossing lights. By using public feedback, communities can effectively create lower-speed downtown environments to encourage walking, improve placemaking, and support local businesses, even in rural towns.
• Commerce City Traffic Calming Program- Suburban
  
  • Community-request traffic calming program where residents can request studies to implement some of the above treatments. Community involvement helps local agencies best identify, evaluate, and prioritize locations where vehicle speeds and cut-through traffic discourage walking, bicycling, and other active transportation.

Have a project you would like to highlight? Contact us

Key Resources

• NACTO Urban Street Design Guide- Speed Reduction Mechanisms: People-first design guidance for reducing speeds through street design
• Global Designing Cities Initiative- Designing Streets for Kids: Child-focused street design guidance with practical traffic-calming applications
• Project for Public Spaces- Traffic Calming 101: An accessible overview of traffic calming as a tool for safer, more livable streets

Measuring Success

• Traffic calming implementation and corridor performance: Measures may include the percentage of roadway corridors with traffic calming treatments, the number of schools, parks, downtowns, and transit stops connected by traffic-calmed streets, and the implementation of supporting operational strategies such as reduced speed zones or neighborhood traffic management programs. Communities can also evaluate the change in existing roadway conditions where vehicle speeds, traffic volumes, or cut-through traffic are incompatible with surrounding land uses or desired multimodal activity.
• Potential evaluation approach: Communities can evaluate traffic calming improvements using before-and-after speed studies, traffic volume counts, cut-through traffic analyses, and crash data to determine whether vehicle speeds and conflicts have been reduced. They can also measure pedestrian and bicycle counts, crossing compliance, transit access and ridership, user perceptions of safety and comfort, and changes in walking and bicycling activity.

Overview

Safe Routes to School programs encourage students to use active transportation and reduce school-related congestion and VMT through a combination of infrastructure improvements with non-infrastructure strategies. Colorado’s Safe Routes to School program is organized around the Six E’s- Engineering, Education, Encouragement, Engagement, Evaluation, and Equity - providing communities with a holistic framework to improve student safety and create healthier, more connected communities.

For more information see the TDM Toolkit (PDF Version).

Safe Route to School Categories

• Infrastructure Investments: Sidewalk improvements, bicycle facilities, marked crosswalks, curb extensions, pedestrian refuge islands, traffic calming measures, school zone improvements, enhanced lighting, accessible crossings

• Non-Infrastructure Strategies: Pedestrian and bicycle safety education, walking school buses, bike trains, Walk and Roll to School Day, route planning, parent and community outreach, program evaluation

Project Examples

• Haaff Elementary School SRTS Improvements- Urban
  
  • City of Pueblo received a CDOT Safe Routes to School grant to install high-visibility crosswalks, ADA-compliant curb ramps, and new sidewalks near Haaff Elementary School. A second phase will upgrade nearby traffic signals. Phasing SRTS improvements allows communities to address immediate safety needs while planning for larger infrastructure upgrades.
• Pierce Street Sidewalk Improvements- Suburban
  
  • Arvada received a CDOT Safe Routes to School grant to add a 5-foot sidewalk near Seacrest Elementary, closing a critical sidewalk gap and removing a barrier for children who may not have previously walked to school.
• Mesa Elementary Safe Routes to School- Rural
  
  • Cortez received a CDOT Safe Routes to School award to improve sidewalks around the school, add signage and speed controls, and build a “culture of positive, safe walking and bicycling to school.”

Have a project you would like to highlight? Contact us

Key Resources

• NACTO Urban Street Design Guide- Speed Reduction Mechanisms: People-first design guidance for reducing speeds through street design
• Global Designing Cities Initiative- Designing Streets for Kids: Child-focused street design guidance with practical traffic-calming applications
• Project for Public Spaces- Traffic Calming 101: An accessible overview of traffic calming as a tool for safer, more livable streets

Measuring Success

• Implementation and Accessibility: Communities can use school travel plans, GIS network analyses, infrastructure inventories, and program participation records to establish baseline conditions and track implementation progress.
• Evaluation Approach: Communities can evaluate SRTS programs using before-and-after student travel tallies, parent surveys, bicycle and pedestrian counts, and school arrival mode share data. Non-infrastructure programs can be evaluated through participation rates and changes in perceptions of safety among students, parents, and school staff.

Overview

By reducing and incentivizing the initial up front cost of purchasing an e-bike, local agencies can encourage bicycling as an alternative to short-and-medium distance vehicle travel. E-bike incentive programs, as a TDM approach, can reinforce investments in bicycling infrastructure, shared mobility, transit, and first/last mile connections to increase transportation options and reduce reliance on SOV’s. As a result, e-bike incentive programs can help reduce VMT, reduce GHG emissions, improve accessibility and support broader community goals.

For more information see the TDM Toolkit (PDF Version).

Benefits

• Local agencies can reduce the upfront cost of purchasing an e-bike, through point-of-sale discounts, post-purchase rebates, or tax credits, as well as offer income-qualified incentives that provide larger rebates for low- and moderate-income households to improve equitable access to clean transportation.
• E-Bikes can expand the range and convenience of bicycling by reducing the physical efforts required to travel long distances, navigate difficult terrain and transport cargo. As well as provide more accessible mobility options for riders, including older adults and people with physical limitations.
• Communities typically establish eligibility criteria, rebate amounts, funding sources, participating retailers, and program goals before launching an incentive program.
• Communities often pair financial incentives with education, safety training, and bicycle network improvements to maximize program participation and encourage long-term mode shift.

E-Bike Information

E-bikes are generally categorized into three classes:

• Class 1: Pedal-assist only, with a maximum assisted speed of 20 miles per hour (mph)
• Class 2: Throttle-assisted and pedal-assist, with a maximum speed of 20 mph
• Class 3: Pedal-assist only, with a maximum assisted speed of 28 mph; riders must be at least 16 years old; and helmets are required for riders under 18

For more information on E-Bikes see CDOT's E-Bike Safety Program

Project Examples

• Denver Rebate Program- Urban
  
  • The Denver Rebate Program becomes available three times a year for qualifying Denver residents, as it is an income-capped, application based program. As of May 2026, 10,465 vouchers were redeemed, revealing that point-of-sale voucher programs are effective in addressing e-bike demand.
• Lafayette E-Bike Rebate Program- Suburban
  
  • The Lafayette E-Bike Rebate Program operated only in 2025, with a standard rebate of $300, and an income based rebate of $600, with a limit of one e-bike per household. Pilot programs allow local agencies a low risk approach to gauge demand and determine the current and future needs for programs like the E-Bike Rebate Program.
• Mt. Crested Butte E-Bike Rebate Program- Rural/Resort
  
  • Ongoing rebate program, launched in 2024, open to all Mt.Crested Butte residents and employees. Initial post-purchase rebate of $500, if the bike is purchased anywhere in Gunnison County the rebate increases to $550; and if the retailer is located in Mt.Crested Butte the rebate increases to $600.

Key Resources

• Transportation Research and Education Center- E-Bike Incentive Programs: Research on program design, participation, equity, and travel behavior outcomes
• PeopleForBikes- E-Bike Incentive Design Tool: Electric Bicycle Incentive Toolkit
• Rocky Mountain Institute- E-Bikes and Climate: A concise explanation of how e-bikes can replace vehicle trips and reduce emissions
  
  

Measuring Success

• E-bike program implementation and participation: communities or local agencies can evaluate the success of their rebate program with common measures such as the number of rebates or vouchers distributed, number of e-bikes purchased through the program, geographic distribution of participants and partnerships with local retailers or community organizations.
• Potential evaluation approach: Effectiveness from E-Bike rebate programs can be evaluated through surveys and follow-up questionnaires to determine the replacement of vehicle usage and added accessibility for residents. Common measures considered are; change in travel mode, trip frequency, commute behavior, and number of vehicle trips replaced by e-bikes. Reduction in VMT and GHG emissions, as well as transportation costs and fuel consumption can be favorable for evaluations.