TDM Strategy | Transit

Frequency Increase Overview

Local agencies can increase transit frequency by reducing the amount of time between buses, trains, or other transit services along existing routes. More frequent service reduces passenger wait times, makes transfers more reliable, and gives travelers greater flexibility. These improvements can transform transit into a practical option for a wider variety of uses, leading to an increase in ridership.

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

Key Takeaways

• Service Frequency: The density and travel market influence the level of appropriate service frequency. High-density urban areas and major transit corridors may be best served by service of 15 minutes or less. Suburban, rural, mountain or regional contexts may benefit from an increase in service to every 30 to 60 minutes. Service levels, ridership demand, and key destinations are important to consider when determining frequency standards.

• Frequency Improvement Locations: Routes that connect residential areas with high demand travel destinations (employment centers, schools, grocery stores, downtowns and transit hubs) experience high benefits from frequency improvements.

• Supporting Improvements: Operational and infrastructure improvements that ensure service can operate consistently and reliably make increased schedule frequency most effective. Improvements can include dedicated transit lanes, peak-period shoulder use, bus stop improvements, clear wayfinding and first/last mile improvements.

Project Examples

• Regional Transportation District- Urban
  
  • CDOT’s Clean Transit Enterprise awarded $9.3 million in funding for RTD to increase frequency on key bus routes in the Denver Metro Area. This expanded service restored transit to Denver International Airport and improved commuter access along US 287, and was implemented in May 2026.
• Gunnison Valley Regional Transportation Authority (GVRTA)- Rural / Resort
  
  • CDOT’s Clean Transit Enterprise awarded $455,000 to the GVRTA to double peak frequency among Gunnison, Crested Butte, and Mt. Crested Butte. GVRTA expects service enhancements to attract additional riders, and strengthen connections to major employment centers and schools.

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Key Resources

• TransitCenter - Frequency + Transit: A planner-friendly explanation of why frequency is central to useful transit
• Human Transit - Basics: Frequency: Clear guidance on the relationship among frequency, waiting, and ridership
• Transit Costs Project - Improving Transit Service: Research on institutional and delivery practices that affect the ability to expand service

Measuring Success

• Transit service implementation and performance: Communities can use a change in scheduled headways, number of additional trips, on-time performance, and average passenger wait times to evaluate if increased transit frequency improves the availability of transit services.
• Evaluation approach: Communities can use before-and-after ridership data, automatic passenger counts, passenger surveys to analyze changes in total ridership and passenger satisfaction. Agencies may also estimate changes in SOV trips and VMT associated with increased transit use.

Facility Improvements Overview

Intercity transit connects communities and regions through longer-distance bus, rail and shuttle services. These connections can be particularly important for rural, mountain and resort communities where transportation options beyond driving may be limited. Intercity transit can improve access to jobs and essential services for people with limited access to a vehicle while reducing congestion and parking demand at major destinations.

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

Key Takeaways

• Effectiveness: The effectiveness of intercity transit depends on frequency, travel times, reliability, affordability, convenient schedules, and connections to local transportation.

• Coordinating Partners: Communities can maximize benefits by coordinating with local transit, park-n-rides, pedestrian and bicycle networks, and micro mobility. Successful implementation requires coordination among local governments, transit providers, CDOT, regional organizations, employers and other partners.

Project Examples

• Amtrak Winter Park Express- Regional

  • The Winter Park Express is an Amtrak-operated seasonal passenger rail connecting Denver Union Station with Winter Park Resort and Fraser, using existing rail infrastructure and providing an alternative to driving on the frequently congested I-70 corridor. In 2025, CDOT funding expanded service from weekend-only to five days per week during core winter season, and lowered fares.

• Bustang North line Service Expansion- Regional

  • In 2024, CDOT expanded Bustang service on the I-25 North corridor between Fort Collins, Loveland, and Denver to increase weekday and weekend round trips. This program improves service where driving is often the default option, and gives riders more schedule flexibility.

• Bustang Outrider Crested Butte to Denver Frequency Increase- Regional

  • In 2025, CDOT added a second daily Bustang trip between Crested Butte and Denver to increase capacity, improve reliability, and respond to growing demand.

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Key Resources

• National RTAP- Intercity Bus Resources: Practical guidance for planning and supporting rural and intercity bus service
• Rail Passengers Association- Resources: Passenger-focused resources on intercity rail service, access, and network development
• Transportation for America- Passenger Rail: Policy and planning resources that frame intercity rail as part of a connected multimodal system

Measuring Success

• Availability and performance: Intercity transit improvements can be evaluated by assessing the number of communities served, daily or weekly trips provided, service frequency, on-time performance, ridership and connections to other transportation options.

• Evaluation Approach: Communities can evaluate how service is used and whether it is replacing vehicle trips through changes in ridership following service expansions, number and length of SOV trips replaced, and rider satisfaction. Agencies may also estimate VMT and GHG reductions based on number and distance of vehicle trips replaced by intercity transit.

On-Demand Microtransit Service Overview

On-demand microtransit operates within a defined service area using smaller vehicles such as vans or shuttles. Microtransit allows riders to request trips between eligible locations or designated pickup and drop-off points, typically through mobile app, website or phone reservation. This flexible service model allows transit where traditional fixed-route service may not fully meet local travel needs.

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

Key Takeaways

• Community Contexts: In rural or lower-density areas, microtransit can provide mobility where frequent fixed-route transit is not an option. In urban and suburban communities, microtransit can fill service gaps, improve access for underserved populations, and provide first/last mile connections.

• Effectiveness: Microtransit is most effective when it addresses a clear transportation need rather than serving a large and dispersed area with limited demand.

Project Examples

• The Denver Connector- Urban

  • Denver Connecter is a free on-demand transit service serving Montbello, Gateway, Globeville and Elyria-Swansea. This project focuses on neighborhoods where short local trips and transit connections would be difficult to serve with fixed-route buses alone.

• Lone Tree Link on Demand- Suburban

  • Link On Demand launched as a free shuttle in Lone Tree in 2012, and has expanded over time to serve communities throughout Douglas County, providing more than 17,000 trips per month. The project gradually expanded service as awareness, ridership, and demand grew.

• DuranGo! Microtransit- Rural

  • DuranGO! is a curb-to-curb, on-demand service operated by Durango Transit. The service provides affordable rides after fixed-route bus service ends, extending transit availability and providing flexible local trips within the city.

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Key Resources

• Shared-Use Mobility Center- Microtransit Learning Module: Implementation guidance and case studies for publicly supported microtransit
• TransitCenter- Microtransit Resources: Critical, transit-focused analysis of where microtransit can and cannot add value
• N-CATT- Microtransit Resources: Technical assistance and practical resources for small urban, rural, and tribal transit providers

Measuring Sucess

• Microtransit service implementation and performance: Measures to evaluate microtransit include total ridership, trips per vehicle revenue hour, average wait time, service availability, geographic distribution of trips, and changes in demand by time of day or location. These measures help determine whether the service characteristics appropriately match demand.

• Potential evaluation approach: Communities to evaluate microtransit using booking data, ridership trends, transfer activity and ridder surveys to understand how people use the service. Agencies can use this information to adjust service boundaries, operating hours, fleet size or connections as travel patterns evolve.

First/Last Mile Overview

First/last mile improvements make it easier, safer, and more convenient for people to travel between transit stops and their starting point or final destination. Gaps in the surrounding transportation network can make transit difficult to use. Addressing these barriers increases the overall usefulness and potential ridership of the transit network. First/last mile improvements include pedestrian and bicycle improvements, micro-mobility connections, and other infrastructure that makes it easier to access and transfer to transit. Denser areas benefit from closed sidewalk gaps, improved crossings, and expanded bicycle and micro mobility access. In rural and suburban communities, park-n-rides, paved shoulders, microtransit connections, or mobility hubs may provide more practical solutions for overcoming longer distances.

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

Types of First/Last Mile Improvements

• Crosswalk improvements increase safety and visibility for pedestrians at intersections. They can include high-visibility crosswalks, raised crosswalks, and major grade-separated pedestrian crossings.
• Traffic signal improvements increase safety and prioritize safe pedestrian crosswalks. They include Pedestrian Hybrid Beacon/HAWK signals, Leading Pedestrian Interval (LPI)/signal retiming, or Rapid Rectangular Flashing Beacon (RRFB).
• Intersection improvements can include pedestrian refuge islands / median islands at multi-lane intersections, and raised intersections.
• Sidewalk improvements increase accessibility and safety for pedestrians. They include sidewalk gap filling, installation of curb ramps / ADA ramps, and curb extensions.
• Bike facilities increase accessibility and safety for bicyclists and other forms of micro mobility. They include protected bike lanes, buffered bike lanes, neighborhood bikeways, and shared use paths.

Project Examples

• Adams County Missed Connections Project- Suburban

  • Adams County received $500,000 through Nonattainment Air Pollution Mitigation Enterprise’s (NAAPME) Community Clean Transportation Assistance Program (CCTAP) to complete design, engineering and construction documents for missing sidewalks and curb ramps. By focusing on pedestrian gaps near a future BRT corridor, the project supports safer transit trips.

• Connecting North College- Urban

  • Fort Collins was awarded $528,275 through NAAPME’s CCTAP program in 2025 to plan and design active transportation networks for the North College neighborhood, identifying gaps and barriers in the current biking and walking network such as the Poudre River, Union Pacific Railroad, and US 287. Focusing on physical barriers that prevent access to transit will make non-driving trips more realistic for residents.

• West Corridor TMA and RTD: First Mile Free Project- Urban

  • RTD’s Partnership funded a 2026-2027 pilot to subsidize shared e-bike and e-scooter trips that connect riders to RTD light rail in Denver. This program directly addresses the station-access gap that prevents people from choosing transit.

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Key Resources

• Shared-Use Mobility Center- First/Last Mile Resources: Case studies and guidance on shared mobility and transit access
• NACTO- Transit Street Design Guide: Street design guidance for safe, comfortable access to transit
• TransitCenter- Access to Transit: Research and examples focused on walking, biking, and equitable access to transit

Measuring Success

• First/last mile improvement implementation and transit access: Measures to evaluate effectiveness of first/last mile investments include miles of sidewalks or facilities added or improved, ADA improvements completed, crossings upgraded, and number of residents within a safe and accessible connection to transit. These measures can help communities determine whether investments address the barriers that previously limited transit access.

• Potential evaluation approach: Communities can evaluate the effectiveness of first/last mile improvements using transit ridership data, pedestrian and bicycle counts, and before-and-after observations of how people access transit stops and stations.

Mobility Hub Overview

Mobility hubs bring multimodal transportation options together at a single location to enable convenient connections between multiple modes. A mobility hub may include bus or rail transit, microtransit, shared micro-mobility bike parking, carshare, wayfinding, high-quality station areas, and other features that make transfers easier.

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

Key takeaways

• Effectiveness: Mobility hubs are most effective when located near frequent transit service and major trip generators such as employment centers, housing, downtowns, and regional transportation corridors.
• Uses: Mobility hubs can serve as hubs for commercial activity where buildings have adjacent uses (coffee shops, restaurants, hotels, housing).
• Emissions benefits: The greatest emissions benefits occur when hubs are located near frequent transit, serve high-demand destinations, and support low- or zero-emission access modes such as walking, biking, and electric shuttles.

Project Examples

• Civic Center Station Revitalization- Urban

  • Civic Center is a major downtown transit hub in Denver, serving regional and local bus routes. RTD advanced rehabilitation work to make transfers, walking connections, and access to downtown destinations more comfortable and reliable, supporting reduced reliance on driving in downtown Denver.

• I-25 Lone Tree Mobility Hub- Suburban

  • This project is being developed near the Sky Ridge light rail station in Lone Tree, and includes Bustang access, RTD rail connections, Link On Demand service, bus shelters, pickup/drop off space, and a pedestrian bridge. The hub intends to create a seamless transfer point between regional and local transportation options.

• Frisco Transit Center- Rural

  • Frisco Transit Center serves as a mountain-region mobility hub for Summit Stage, Bustang and Pegasus transit services, and includes an indoor waiting space, restrooms, EV charging, and parking. Making transfers easier and providing passenger amenities makes shared transportation more convenient and reduces single driver regional and local trips.

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Key Resources

• Shared-Use Mobility Center- Mobility Hub Resources: North American case studies and implementation resources
• CoMoUK- Mobility Hubs Guidance: A practical framework for planning, designing, and operating mobility hubs
• LA Metro- Mobility Hubs: A large-agency example of mobility hubs as integrated access and public-realm projects

Measuring Success

• Mobility hub implementation and multimodal connectivity: Measures to evaluate whether mobility hubs improve transportation access and make transfers convenient include the number and type of transportation services available, transit routes and destinations served, first/last mile connections completed, and passenger amenities installed.

• Potential evaluation approach: Communities can evaluate effectiveness of mobility hubs by evaluating changes in transit ridership changes, number of transfers between transportation modes, use of bicycle parking and micro mobility services, parking use and rider surveys. Where data are available, agencies may estimate reductions in SOV trips, VMT, and GHG emissions associated with increased transit use.

Park-and-Rides Overview

Park-n-rides extend the reach of transit to people who live beyond a practical walking or bicycling distance from a transit stop. They allow travelers to drive to a centralized location, park their vehicle, and transfer to transit for the remainder of their trip. The effectiveness of a park-n-ride depends on the quality of the transit connections it serves. Safe pedestrian access, bicycle parking, lighting, shelters, wayfinding, real-time transit information, and comfortable waiting areas can further improve the user experience and allow park-n-rides to function as broader mobility hubs rather than solely as parking facilities.

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

Key Takeaways

• Effectiveness: They are especially effective along major commuter and intercity transit corridors where travelers from a broad geographic area share common destinations.

• Evaluation: Agencies should evaluate existing and potential transit demand, proximity to major travel corridors, transit frequency, surrounding land uses and opportunities to connect with other transportation modes.

• Coordinating groups: Agencies may develop facilities or partner with property owners to use existing parking where spaces are underused during transit demand periods.

Project Examples

• RTD Park-N-Ride Right-Sizing/Reuse Study- Regional

  • RTD initiated a study of underused park-n-ride facilities to evaluate whether portions of the sites could serve the public through transit-oriented uses such as affordable housing. By right-sizing underused parking and considering transit-supportive development, agencies can better use land near transit and maintain access for riders.

• Centerra-Loveland Mobility Hub Park-n-Ride- Suburban

  • This hub provides park-n-ride access to Bustang service along the I-25 corridor, and provides signed pedestrian access to the station area beneath the interstate. By creating a more convenient transfer point, the project can reduce the need for commuters and regional travelers to drive the full length of their trips.

• Frisco Transit Center Park-n-Ride- Rural

  • The Frisco Transit Center is a key park-n-ride and transit hub for Summit County and the I-70 mountain corridor. This park-n-ride facility allows travelers to shift from personal vehicles to shared transportation in a high-demand mountain corridor.

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Key Resources

• Victoria Transport Policy Institute- Park & Ride Evaluation: A balanced evaluation of park-and-ride benefits, costs, and land-use tradeoffs
• Human Transit- Park-and-Ride: Transit-oriented analysis of when park-and-ride supports or undermines ridership goals

Measuring Success

• Park and ride implementation and use: Common evaluation measures include parking use, carpool and vanpool participation, bike parking use, and use of connecting local transit or shuttle services. Monitoring parking can help agencies determine if facilities are appropriately sized and identify opportunities for repurposing underused parking.
• Potential evaluation approach: Communities can evaluate effectiveness of park-n-rides using the number of SOV trips intercepted, distance traveled to access the facility, and share of users who would otherwise drive the full distance to their destination. These data help agencies estimate net reductions in VMT and GHG emissions.

Transit Signal Prioritization Overview 

Transit Signal Priority (TSP) reduces the amount of time buses spend waiting at signalized intersections, and improves transit travel time. TSP technology allows transit vehicles to communicate with traffic signal systems and request priority as they approach intersections. The signal may extend an existing green light, shorten a red light, or modify signal phasing to allow the bus to move through the intersection sooner.

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

Key Takeaways

• Coordination: Implementation requires coordination between the agency responsible for traffic signals and the transit operator to determine priority locations and integrate transit vehicle detection with existing signal software.
• Implementation locations: Agencies can implement TSP at individual high-delay intersections, along priority transit corridors, or as part of broader signal modernization or bus rapid transit projects. They can also establish conditional priority rules that balance transit benefits with other intersection users.
• Effectiveness: TSP is most beneficial on high frequency bus corridors where signal delay contributes to reliability problems. When paired with dedicated bus lanes, queue jumps and safe transit stops, these strategies can make transit a more competitive alternative to driving.

Project Examples

• RTD Regional TSP Working Group- Urban
  
  • RTD and DRCOG formed the Regional TSP Working Group to standardize TSP principles across the Denver Region. Phase 1 identified a preferred TSP system architecture, and Phase 2 will focus on implementation planning. This demonstrates the need for multiple agencies to coordinate to implement a TSP program.
• RTD 15L Bus Route Improvement Project- Urban/Suburban
  
  • This project upgraded bus service along East Colfax from Broadway to I-225, one of the region’s busiest transit corridors. TSP technology was installed at 14 corridors, along with 4 queue bypass lanes and 11 curb extensions, improving the travel experience and ridership.
• VelociRFTA BRT Corridor- Rural/Resort
  
  • Roaring Fork Transportation Authority (RFTA) operates VelociRFTA, a BRT service between Glenwood Springs and Aspen. The service includes TSP technology, dedicated bus lanes, real-time passenger information, and frequent peak-eperiod service. The 40-mile trip takes one hour, which is about half the time it took by bus service.

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Measuring Success

• TSP implementation and transit performance: Common evaluation measures include the number of intersections equipped with TSP, share of buses equipped to request priority, changes in bus travel times, average operating speeds, and intersection delay.
• Potential evaluation approach: Communities can evaluate TSP using before-and-after transit travel time data, schedule reliability, and ridership before and after implementation. Where data are available, agencies can estimate changes in SOV trips, VMT and GHG emissions associated with increased transit ridership.