East Colfax Bus Rapid Transit

After years of studying East Colfax Avenue and gathering significant community input, the City and County of Denver will evaluate a center-running bus rapid transit (BRT) service from Broadway to Yosemite with a dedicated transit lane in each direction. The project includes new and enhanced transit stations, service amenities, improved pedestrian and bike connections, and placemaking opportunities. West of Civic Center Station to Denver Union Station, BRT will operate in the side-running transit lanes along 15^th and 17^th Streets. East of Yosemite to I-225, BRT will be side-running in mixed flow traffic with potential enhanced stations that will be coordinated with the City of Aurora.

Upon implementation, the project will reduce transit travel time by 15 to 30 minutes, provide more affordable and reliable access to over 250,000 jobs and community services along the corridor, enhance comfort and safety, and create exciting streetscape, placemaking and economic development opportunities.

• 2012–2014: Planning and initial analysis of corridor alternatives
• 2015–2016: Initial recommendation for side-running BRT on Colfax
• 2017–2018: Introduction and evaluation of center-running BRT on Colfax
• 2018–2019: Determination of center-running BRT as the locally preferred alternative
• 2020–2022: Preliminary design, engineering and environmental review
• 2023–2024: Final design and FTA Small Starts application process (pursuing federal funding)
• 2024–2026: Bidding, construction, and bus acquisition and testing
• Early 2027: BRT service begins

Elevate Denver Bond Funding

Denver has secured $55M in funds for the East Colfax Corridor BRT through the Elevate Denver Bond Program, which voters passed in 2017. The City intends to leverage Elevate Denver Bond funding, along with funds from other available sources, to secure additional grant funds to achieve the full vision for the East Colfax BRT.

Voters also approved $20M for pedestrian improvements on Colfax Avenue in the Elevate Denver Bond program. These funds will provide permanent improvements including medians, curb extensions, and enhanced crosswalks at key intersections as well as streetscape enhancements such as furniture, trees and lighting in certain business improvement districts (BID). 

Capital Improvement Program (CIP) Funding

Denver also applied CIP dollars to make near-term safety improvements at 12 intersections along East Colfax, including Grant, Logan, Pearl, Washington, Clarkson, Lafayette, High, Adams, Hudson, Krameria, Monaco and Uinta, that will inform the future BRT design. Improvements include the addition of paint, bollards and signage to enhance vehicle visibility and pedestrian safety.

The archive includes key documents from the public engagement, analysis and design efforts to date. It will be updated regularly as the project progresses. If you would like to request an archived document that is not accessible on this website, please contact the project team at ColfaxBRT@denvergov.org.

Public Engagement

• Refined Station Design — August 2022(PDF, 1MB)
• BRT Branding and Naming Survey Results(PDF, 143KB) — March 2022
• Station Design Theme Feedback Summary(PDF, 221KB) — January 2022
• Community Survey #1 Results Summary(PDF, 541KB) — September 2021
• Center-Running BRT Public Input Summary – March 2018
• Preliminary Route and Technology Results – February 2013
• Evaluation Process and Criteria – November 2012
• Public Scoping Meeting – November 2012

Alternatives Analysis

• Center-Running BRT - Preliminary Locally Preferred Alternative (January 2019)
• Colfax Corridor Connections Alternatives Analysis Report – 2018

Conceptual Design

• BRT Conceptual Design Technical Report
• Conceptual Design Presentation (Community Task Force – August 2018)
• Corridor Wide Pedestrian Safety Project Materials
• Colfax BRT:  Conceptual Design Station Areas
• Colfax BRT:  Conceptual Design Pedestrian Crossings
• BRT Design Evolution
• Map of BRT station locations, signalized intersections and new protected ped crossings

As we round out the year, we are thankful for the time and insights you have contributed to improving the preliminary design of the Colfax BRT, a project that will transform the look, feel and function of one of Denver’s most unique and most traveled corridors.

Here are a few key milestones from the past year that have set the stage for the Colfax BRT final design phase in 2023.

The Year Ahead

We look forward to another busy and exciting year! As the project moves into final design in 2023, key milestones are:

• Further refining the BRT station design elements and working with Denver Arts & Venues on incorporating public art
• Advancing Colfax streetscape concepts to promote both consistency and community character
• Selecting the Lynx logo and soliciting input on the branding color palette
• Conducting further traffic and safety analyses to address operations along parallel streets and curbside access
• Working with Denver Economic Development & Opportunity to strengthen support for small businesses in advance of project construction

The project team anticipates receiving the FTA Small Start grant rating in early 2023, submitting all pieces for National Environmental Policy Act (NEPA) review by the Spring, and submitting the FTA Small Starts Construction Grant Application in August 2023.

We are excited to engage you in these topics in early 2023 and to ensure the Colfax BRT delivers on our collective vision to move more people, more efficiently and more safely along the corridor.

2021 was a busy and exciting year for the East Colfax Bus Rapid Transit project! In partnership with the Regional Transportation District, Colorado Department of Transportation and others, Denver's Department of Transportation and Infrastructure (DOTI) kicked off the preliminary design and engineering phase of the project.

In addition to confirming the East Colfax BRT center-running alignment, route patterns and station locations, DOTI advanced the National Environmental Policy Act (NEPA) review process and preliminary BRT station design themes. The team also developed a funding strategy, and, as a first step, submitted the project to the Federal Transit Administration (FTA) for Small Starts funding consideration. Colfax BRT is now officially listed in the FTA's Pipeline of Capital Investment Grant projects.

Most importantly, we heard from the community! Hundreds of you shared your hopes and aspirations for the project and the station design themes through the project's virtual engagement hub, numerous public meetings, surveys and events. While big change generates natural and healthy skepticism, you told us that you care about this project and the impact it will have on your communities. 

What We've Learned

• The 15/15L is loved for the access it provides to major destinations and services along the corridor. In the future, it is important that the Colfax BRT enhance rider experience in terms of speed, reliability and comfort. Creating connections to other transit services and bike pedestrian facilities across the city will also be important.
• Invaluable to the Colfax experience are the local businesses along the corridor and the services they provide. Finding ways to support these businesses before and during Colfax BRT project construction is a top priority.
• Enhancing public spaces along Colfax through sidewalk improvements, lighting and thoughtful streetscaping will elevate the corridor experience for all people – not just transit riders. Opportunities to expedite these enhancements are welcome!
• Colfax BRT should preserve and enhance what makes the corridor unique. Aligning Colfax BRT with community priorities as expressed in the East and East Central Area Plan is a must.
• Colfax BRT stations should be accessible, safe and comfortable for ALL riders and, to the extent possible, reflect the vibrant and eclectic nature of the communities along Colfax. Thoughtful lighting, local art, transparency, ambient noise absorption, green infrastructure and audible/tactile cues will all be factors in designing an inclusive BRT experience.

Station Design Theme Feedback Summary(PDF, 221KB)

What's Coming in 2022?

 In the year ahead, we plan to share initial findings from our ongoing traffic and parking analysis as well as strategies to address congestion, diversion and safety concerns. We'll seek your feedback on initial Colfax BRT branding ideas as well as updated station design concepts informed by public input. Key milestones include submitting the project's NEPA proposal and refined engineering and design plans. 

The Colfax BRT Project Team has been gathering the community's input on early station design themes. Hundreds of you have already shared your feedback on these themes as part of the Station Design Survey. If you haven't yet contributed your thoughts, we'd love to hear from you! 

As a next step in the Colfax BRT public engagement process, we hosted a series of virtual station design workshops in early November aimed at gathering input from transit riders and other key stakeholders with unique perspectives and lived experiences. 

The workshops focused on issues and perspectives important to the aging, disability and business communities, but we invite anyone to consider attending one of the following workshops, to help the project team design BRT stations that can provide safety, accessibility, comfort and local appeal for ALL riders while meeting the needs of the local business community.

• November 3: Workshop for People with Disabilities
• November 9: Workshop for the Aging Population 
• November 10: Workshop for BIDs & Developers

Strong ridership during the pandemic highlights the importance of equitable access to reliable public transportation

Pandemic-era ridership data for the RTD 15/15L bus service on Colfax Avenue showcases the importance of affordable and accessible public transportation. While nationwide transit ridership dropped sharply to 20% of pre-pandemic levels, Colfax corridor bus ridership remained at over 60% of prior ridership levels, or nearly three times the national average.

As the world faced an unprecedented global health crisis that forced so many to stay home, an average of nearly 13,500 essential frontline workers boarded the 15/15L routes each day to bravely serve our community.

Far from just a commuter corridor, Colfax Avenue connects the region’s most diverse and densely populated neighborhoods to critical destinations. In fact, 40% of all transit trips along Colfax originate and end locally within the corridor without requiring transfers. Public transportation on Colfax carries students to classrooms; brings home groceries; connects residents with essential health and human services; and guides frontline workers to their jobs.

As the City and County of Denver, in partnership with RTD, the City of Aurora and CDOT, moves forward with Bus Rapid Transit (BRT) on Colfax, equitable access to high-quality public transit will continue to be prioritized. The people who rely on these routes, as well as the importance of the street itself as a place for community, guide the vision for Colfax BRT: 

• A SAFE street - based on vision Zero and pedestrian-first design
• A street for PEOPLE - a street that creates spaces for active neighborhood centers and open sidewalks for retail and pedestrian uses
• A street with transit at its HEART - which includes efficient, affordable, reliable and comfortable operations and long-lasting redevelopment and mobility benefits
• A street that WORKS - a street that moves more people, not just vehicles and improves mobility for all modes of transportation

Ultimately, as the City works to meet the transportation needs of one of Denver’s most diverse and densely populated corridors, it remains mission focused: moving more people, more efficiently and more safely along the Colfax Corridor.

Get Involved!
Now is the time to learn more about this phase of the process and provide valuable input. We hope to see you at the next community workshop!

Faster and More Reliable Service Coming to Denver’s Busiest and Most Diverse Transit Corridor

The City and County of Denver is taking important steps to bring center-running Bus Rapid Transit (BRT) to East Colfax Avenue. Building on years of study, planning and significant community input, the project team will now complete the National Environmental Policy Act (NEPA) process and preliminary design of the project. These elements will be critical in the pursuit of additional grant funding, final project planning and the ultimate construction.

Center-running BRT on East Colfax Avenue will provide one dedicated transit lane in each direction from Broadway to Yosemite. With transit ridership and traffic congestion along the Colfax corridor projected to increase in the coming years, center-running BRT will deliver faster and more reliable service to Denver’s busiest transit corridor and some of the city’s most diverse and populated neighborhoods.

Colfax BRT is the largest transportation project the City and County of Denver has ever embarked upon, leveraging $55M in Elevate Denver Bond funding passed by voters in 2017. The project will transform Denver’s busiest transit corridor – serving 22,000 daily riders – and serve as a modelfor future projects to move more people, more efficiently across our city.

Benefits of BRT on East Colfax include:

• Faster transit travel time of up to 15 minutes during peak hours
• Improved safety, connectivity, accessibility and mobility options for all travelers
• Enhanced streetscaping and economic development opportunities

Why now? Despite drastic changes to traveling patterns and commuting during the pandemic, the bus routes serving East Colfax remain the busiest transit lines in Denver, serving tens of thousands of residents and essential workers every day.

East Colfax Corridor BRT Virtual Engagement Hub

Use the interactive tools to find the latest information on the project, including community presentations and project renderings. We encourage you to explore the virtual engagement hub and share your feedback through the online tools!

BRT is a premium transit service with upgraded buses, enhanced stations and dedicated transit lanes wherever possible designed to transport riders more efficiently and safely. Elements of BRT include recognizably branded buses, as well as low-floor and multi-door boarding features to make it easier and faster for all riders, especially those with disabilities, to get on and off. Station amenities may feature real-time passenger information, off-bus ticketing, as well as shelter, safety and accessibility improvements.

The corridor is one of Denver’s busiest transportation networks for all modes of travel, especially transit. The bus routes serving East Colfax have the highest ridership of all RTD routes – more than 20,000 riders per weekday. Current bus service in the corridor is near capacity and even small service interruptions can result in passengers being left at stops to wait for the next bus.

The City is moving forward with BRT on Colfax because doing nothing is not an option. Over the next 20 years, the corridor is expected to experience 25% growth in the number of travelers, 67% growth in employment and 25% growth in population. Denver cannot continue to grow and create more people-friendly spaces without efficiently moving more people through the East Colfax corridor.

By repurposing one general traffic lane in each direction on East Colfax between Broadway and Yosemite, all transit activity will occur within two center-running transit-only lanes. Busy urban streets like East Colfax are good candidates for dedicated transit lanes because the separation of buses and vehicles better organizes traffic flow, improves travel efficiency and reduces crashes. Center transit lanes also reduce conflicts with parking and other curbside activities, while creating enhanced streetscaping opportunities and improving pedestrian safety by moving transit stations to the center.

While both center- and side-running BRT can enhance the transit system, studies show that center-running BRT provides faster travel speeds and more travel time savings, higher ridership, fewer vehicle crashes and pedestrian conflicts, and better alignment with neighborhood land use and economic development plans as compared to side-running BRT.

The East Colfax BRT project has developed preferred BRT station locations as part of the Alternatives Analysis. These locations are viewed as crucial to the success of the project. However, through the Alternatives Analysis process, as well as outreach for the East and East Central Neighborhood Planning Initiative (NPI) efforts, a few locations/areas have been identified for consideration for future station changes/additions. They include: 

• Replacing Steele. St. Station with two stations at 1/3 mile spacing between York/Josephine and Colorado, specifically at Fillmore and Madison.
• Adding a station east of Colorado, specifically at Cherry.
• Adding a station east of Quebec, specifically at Syracuse.
• Connecting service to Denver Union Station. 

The remainder of stations are final locations.

Special attention has been given to the spacing of stations to ensure equitable access. As designed, the average distance in between stations is 1/3 of a mile, which means walk distance between stations of no more than 1/6 of a mile (or 3-4 blocks). Additionally, improvements to over 5,000 linear feet of missing or deficient sidewalks have been identified between Broadway and Yosemite.

The Community Task Force is made of up individuals representing neighborhood organizations, civic and business interests along the corridor. Since 2012, member organizations have provided an invaluable connection between the project team and the community to inform the broader process.

Each of the following groups has been invited to participate in the Community Task Force. If your organization has not been invited and you would like to participate as its representative, please let the project team know.

Denver Business Groups

• Colfax Ave Business Improvement District 
• Colfax Mayfair BID
• Bluebird BID
• West Colfax BID
• Colfax On The Hill
• Downtown Denver Partnership 
• The Fax Partnership
• Points Historical Redevelopment Corporation
• Santa Fe Drive Redevelopment Corporation

Denver Neighborhood/Community Groups

• Balustrade HOA
• Bellvue-Hale Neighborhood Association
• Bicycle Colorado
• Capitol Hill United Neighborhoods
• City Park West Neighborhood Association
• Civic Center Association
• Congress Park Neighbors, Inc.
• Cultural Arts Residential Organization
• Curtis Park Neighbors
• Denver Streets Partnership
• Downtown Denver Residents
• East Montclair Neighborhood Association
• Golden Triangle Museum District
• Greater Park Hill Community, Inc.
• Historic Montclair Community Association
• La Alma/Lincoln Park Neighborhood Association
• La Alma Community Action Group
• Mayfair Neighbors, Inc.
• Mayor's Bicycle Advisory Committee
• Mayor's Pedestrian Advisory Committee
•  Mile High Connects
• Mile High Youth Commission
• Neighbors And Friends For Cheesman Park
• South City Park Neighborhood Association
• South Park Hill Neighborhood Organization
• Sumner Neighborhood Association
• Swallow Hill Neighborhood Association
• The Foundation for Sustainable Urban Communities
• Triangle Neighborhood Association
• Unsinkables, Inc.
• Uptown Alliance
• Uptown on the Hill
• Wyman Historic District Neighborhood Association

Institutional Organizations

• Anschutz Medical Campus
• Auraria Higher Education Center
• Denver Public Schools
• National Jewish Health

Aurora Business Groups

• Aurora Chamber of Commerce
• Aurora Economic Development Council

Aurora Neighborhood/Community Groups

• Colfax Community Network
• Friendly Village Aurora N.O.
• Hillcrest Village HOA
• Neighborhood Action Team
• Northwest Aurora Neighborhood Association
• Norfolk Glen Neighborhood Association

Simply put, no. Over 75% of Denver voters overwhelmingly approved $55 million in funding for Colfax BRT in the 2017 Denver Transportation and Mobility System Bonds. Likewise, 75% of stakeholders and the public have expressed support for center-running BRT.

Ridership on the 15/15L remained extraordinarily high throughout the pandemic, dropping by only 39% (over 12,000 people per day compared to over 20,000 prepandemic). This made Colfax one of the strongest performing transit corridors in the country during COVID. Nationally, transit ridership in 2020 dropped by 79% on average compared to 2019 levels.

This demonstration of Colfax’s ability to equitably serve our essential frontline workforce and transit dependent population has only further proven why Colfax is a perfect candidate for BRT.

As the project moves forward, both local and federal funding opportunities for BRT on Colfax are being pursued. Based on available funding, construction will begin in 2024 and the BRT will begin operations in early 2027.

RTD upgraded 15L stops between Broadway and I-225 with enhanced shelters, lighting and security cameras.  Other improvements such as queue bypass lanes, transit signal priority and bus bulbs will be added in key locations along the corridor.  Together with the Colfax Corridor BRT Project, these improvements will transform the future of East Colfax transit services.  

Learn more about East Colfax transit enhancements

The Colfax BRT will consolidate and replace the existing 15 and 15L bus routes, resulting in a more reliable and frequent bus service, arriving every 4.3 minutes during the day.  In the Denver segment from Broadway to Yosemite, new BRT stations adjacent to the center-running dedicated bus lanes will replace the current 15/15L enhanced bus stations, which will be relocated.

Prior to BRT implementation, the current 15/15L service will continue to use existing diesel-powered vehicles. DOTI and RTD are committed to incorporating sustainable technologies and practices in all aspects of the Colfax BRT project. However, based on cost and the current status of zero emission bus technologies (battery-electric and hydrogen fuel cell-electric) and the operational requirements of the Colfax BRT corridor, the agency is not currently considering the use of zero emission vehicles. RTD continues to evaluate and stay up-to-date as technologies evolve.

Thoughtful investment in public transit can drive economic growth, particularly where transit-oriented development (TOD), placemaking and multi-modal connections are prioritized. Increased foot traffic around transit stations means more people accessing local businesses more frequently and more directly. 

Many cities across the country have implemented BRT systems and benefitted from economic growth.

• Eugene, OR (EmX BRT):  $100M in corridor investment; 10% job growth within .25 miles vs. -5% citywide
• Cleveland, OH (HealthLine BRT):  $5.8B in new investment from BRT & Euclid Ave Streetscape
• New York, NY (Fordham Road Select Bus Service): 24% increase in retail sales in 1st year; 71% after 3 years

While construction is never easy, the Neighborhood Planning Initiative addressed ways to help businesses before and during BRT construction. In response, DOTI and DEDO (Denver Economic Development & Opportunity) are developing a toolkit to help businesses manage construction impact.

Traffic data shows that congestion on Colfax and along parallel streets (13^th, 14^th, 17^th and 18^th) occurs today and will increase with or without the project. Investing in Colfax BRT allows us to better manage existing challenges and meet future demands by:

• Creating the capacity to move more people more efficiently through the same amount of space. 
  By 2040, the BRT will save transit riders up to 30 minutes of travel time compared to a no-build scenario. Meanwhile, travel times for people driving on Colfax and parallel streets will increase by three minutes on average compared to a no-build scenario.
• Facilitating a shift from vehicles to transit due to improved travel times, reliability and convenience. 
  By 2040, transit ridership is expected to increase by 30% with nearly 7,600 additional boardings per day.  This will result in 33,000 fewer Vehicle Miles Traveled (VMT) per day along Colfax and a reduction of 20,000 pounds of carbon dioxide (CO2) emissions per day.
• Addressing diversion to adjacent streets with operational and safety improvements, which will be in place before the BRT.
  As a part of final design, the team will study appropriate traffic calming solutions along 13^th, 14^th, 17^th and 18^th Avenues such as speed control with horizontal measures or narrowing, and non-physical measures such as signal timing.

The NPI process involved considerable community input to identify incentive zoning areas for Colfax BRT Transit Oriented Development (TOD). The NPI process anticipated changes to the proposed BRT system. Where there have been changes to BRT station locations, the East and East Central Area Plans will accommodate these changes, thus creating additional incentive zoning areas and TOD opportunities.  

Additionally, the voter-approved 2017 Elevate Denver Bond funding, which included $55M for BRT and $20M for pedestrian improvements, will be combined to leverage a greater local match and bring in more outside federal funds for the overall project, including future streetscape improvements. At the same time, the city is actively exploring opportunities to allocate smaller portions of bond and/or other funding sources to fund near-term streetscape improvements that would complement the long-term BRT plans.

With the implementation of the BRT, Colfax will experience fewer crashes by 2040 than it does today. Project modeling shows a 24% reduction in crashes at signalized intersections in a 2040 Build scenario compared to 2019 data.  Similarly, crashes decline by 14% along corridor segments. In a 2040 No Build scenario, crash numbers increase by up to 4%.

Crash reduction estimates are associated with raised medians, protected-only left-turns, reduced on-street parking, transit only lanes, reduced traffic volumes on Colfax and Transit Signal Priority, or the adjustment of a traffic signal’s timing to prioritize approaching transit vehicles.

The city will further define pedestrian priority and safety measures during final project design by looking at leading pedestrian intervals, lighting and measures to address mid-block crossings along Colfax.  The city will also expand this analysis and recommendations to 13^th, 14^th, 17^th and 18^th Avenues in the next phase of the project.

Approximately 300 of the current 970 on-street parking spaces will be removed between Broadway and Yosemite Street with the implementation of the BRT.  However, analysis shows that current parking supply, including on-street, side-street and off-street parking, is sufficient to meet parking demand with the BRT.

The city will conduct a detailed Curbside Access Plan for the area between Broadway and Garfield Street as part of detailed design to identify changes to parking restrictions that can balance demand along Colfax and intersecting streets.

Electric Vehicles (EVs) have similar operating characteristics as combustion engine vehicles, so the project’s traffic analysis outcomes should be similar to an increasingly electrified future. In another effort, the city is exploring whether curb space should be allocated to electric charging stations, which could be incorporated into a Curbside Access Plan for Colfax Avenue and the surrounding area.

Regarding micromobility, including e-scooters and e-bikes, the Colfax Bus Rapid Transit project will include a variety of first and last mile access strategies for people walking, biking, or using micromobility to ensure that people can get to BRT stations. Additionally, through the Curbside Access Plan, we will consider dedicating curb space for bike or micromobility parking.

While space limits implementation of bike lanes along Colfax, the city plans to upgrade the bike lanes on 16^th Avenue from downtown to East High School. Additionally, the Denver Moves: Bikes, the city’s long-range plan for bikeways, recommends protected bike lanes on 13^th Avenue east of Broadway and 17^th Avenue east of Colorado Boulevard.  The city will conduct a separate study of these facilities outside of the Colfax Avenue BRT project to determine each project’s feasibility.

By reducing the number of general-purpose lanes on Colfax Avenue from four to two, we expect operating speeds on Colfax Avenue to decrease. On a multi-lane street, the most aggressive drivers usually dictate the operating speeds because they can pass slower drivers. On a single-lane street, slower drivers usually dictate the operating speed because more aggressive drivers must wait behind them. This effect should reduce the operating speeds on Colfax Avenue.

As part of project design, the team will study 13th, 14th, 17th, and 18th Avenues to identify appropriate traffic calming solutions, such as speed control with horizontal measures or narrowing, and non-physical measures such as signal timing.

On Colfax Avenue and elsewhere in Denver and Colorado, the city and state are both committed to developing strategies beyond infrastructure to reduce speeds, including enforcement mechanisms and programs aimed at affecting our driving culture.

Public art will be a vital component of the East Colfax BRT Project design and one way to reflect the unique character of the communities along the corridor.  Given the size and scope of the project, Colfax BRT qualifies for Denver’s Public Art Program.

Established in 1988 by Mayor Federico Peña, Denver’s Public Art Program allocates 1% of any capital improvement project budget over $1 million for public art, which may include sculptures, paintings, graphic arts, photography, mosaics, terrazzo, crafts, earth works or light and sound.

The Denver Commission on Cultural Affairs will oversee the art selection process, which will include a public committee who will determine project criteria and select the artist or artist team.

Stay tuned for more details as the project moves into the final design phase.

Understanding and responding to the needs of community members is a project priority. The station design process has included targeted outreach with key partners from the aging, disability, visually impaired and blind communities to inform a design that prioritizes access, comfort and safety for all.

Key elements of the refined station design include ample weather protection, transparent materials for improved visibility, tactile and/or audible wayfinding, comfortable and sufficient seating for all, low grade ramps to and from the platform, ample lighting, security cameras and noise-absorbent materials.

The project team will continue to prioritize accessibility for all as the project moves into final design.