Shared Streets Program

Curb-and-Gutter quick build designs utilize paint markings and bollards to define new spaces as well as removable features such as movable planters and bolted down benches; these features are easier to change later, if necessary, and are lower cost than permanent features poured in concrete.

Example of how paint and plastic bollards can be used to create a curb-and-gutter quick build shared street for relatively lower cost.

Curb and gutter permanent shared streets maintain the existing curb and gutter, where possible, and there are limited mill and overlay upgrades. Bollards and planting areas are used to define traffic calming measures and buffer social spaces. Green infrastructure can be implemented in a consistent rhythm with planting areas which will be in permanent curb areas. Gathering areas can include informal social spaces with seating.

Curbless designs reflect the most significant and permanent change from a standard street cross-section and are also most costly to implement. The curb application will depend on existing conditions and space, community need, and available funds. The images below conceptually illustrate what a commercial shared street might look like at each of the three curb and permanency scales.

Example of completely rebuilt pavement material and roadway cross-section that would create a curbless shared street.

39^th Avenue Greenway is a recreational greenway with a shared street between Franklin and Williams Streets and continues as a multiuse trail to Steele Street. 

Acoma Street is part of the 5280 Trail and is planned for construction in 2027. Visit the project website for more information.

30% design completed, full design and construction funding not yet identified. Visit the project website for more information

Through an in-depth analysis, 12th Avenue (from Syracuse to Yosemite Street) was identified as a feasible shared street, assuming vehicles can be diverted to meet DOTI safety standards and a maintenance partner is identified. This concept is intended to be a feasible vision to transform the street into a shared space, but further coordination is needed before implementation.

The concept converts a traditional street into a people-first corridor that expands Verbena Park into the neighborhood and delivers safer, greener everyday mobility. This street is used often by people walking and biking as a suitable route through the area but lacks the critical infrastructure to be comfortable for all ages and abilities. The community was excited about the idea of a shared street on 12th Avenue that would transform the three blocks adjacent to the park to become fully curbless, creating a plaza space for neighborhood events, outdoor seating, and informal play, with removable bollards to enable quick, low-cost closures to vehicle traffic for events. A refuge island diverter at Wabash Street reduces volumes and strengthens trail connections at Westerly Creek. On the remaining residential blocks, the proposed improved crossings aim to calm traffic while keeping most parking, so access is maintained without sacrificing neighborhood functionality.

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Through an in-depth analysis, 16th Avenue (from Park Avenue to Gaylord Street) was identified as a feasible shared street, assuming vehicles can be diverted to meet DOTI safety standards and a maintenance partner is identified. This concept is intended to be a feasible vision to transform the street into a shared space, but further coordination is needed before implementation.

The corridor already functions as a bike highway in the area but lacks safe infrastructure to make people of all ages and abilities feel comfortable. The preliminary design builds on the success of the COVID-era temporary shared street on 16th Avenue by reducing and calming vehicle traffic, filling sidewalk gaps, and reallocating space to social uses without disrupting essential access. Curb extensions, raised crossings, green infrastructure, and small gathering areas near dense multi‑unit buildings create safer crossings and comfortable places to interact or relax. Strategic traffic diversion, including hardening the planned interventions at Park Avenue and York Street, as well as a new refuge‑island diverter at Williams, reduce cut‑through traffic and support low‑speed conditions. Expanded tree lawns and new plantings improve shade, stormwater performance, and overall comfort, while parking is increased on many blocks by allowing it on both sides of the street. This project delivers high safety and quality‑of‑life benefits with minimal disruption, making 16th Avenue a visible example of how shared streets can enhance everyday neighborhood mobility. Due to the proximity of Colfax Avenue, this project should not move forward until the network impacts from East Colfax BRT are better understood.

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Through an in-depth analysis, 29th Avenue (from the parking access road to Roslyn Street) was identified as a feasible shared street, assuming vehicles can be diverted to meet DOTI safety standards and a maintenance partner is identified. This concept is intended to be a feasible vision to transform the street into a shared space, but further coordination is needed before implementation.

The concept builds on an already active commercial and event corridor and formalizes its role as a pedestrian‑focused destination. The design strategically balances everyday access with the flexibility needed for frequent events near Founders Green, where temporary closures are already common. At the eastern end, the street is transformed into a fully curbless shared street that functions as a plaza, supported by raised intersections and removable bollards for seamless event operations. On the western blocks, a curb‑and‑gutter retrofit enhances the greenery and outdoor patio space, while retaining critical short‑term parking and loading. Traffic diversion and potential one‑way operations significantly reduce vehicle volumes while protecting nearby bike routes and maintaining access to adjacent parking lots. By reallocating curb space to patios, gathering areas, and greenery, 29th Avenue strengthens local businesses, simplifies event logistics, and creates a highly visible example of how shared streets can unlock economic vitality, safety, and placemaking in one coordinated investment.

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Through an in-depth analysis, Sherman Street (from 14th Avenue to 7th Avenue) was identified as a feasible shared street, assuming vehicles can be diverted to meet DOTI safety standards and a maintenance partner is identified. This concept is intended to be a feasible vision to transform the street into a shared space, but further coordination and parking analysis are needed before implementation.

The corridor is uniquely positioned to function as a shared street because it already serves as a neighborhood bikeway and a civic connector. The corridor, which passes through two historic districts, links the Colorado State Capitol area to surrounding residential blocks and overlaps the 5280 Trail route, placing it at the intersection of daily travel, tourism, and placemaking. The preliminary design builds on this context by creating curbless shared street blocks with flexible social spaces in the northern portion of the corridor that align with the 5280 Trail materiality and creates spaces for groups visiting the Capitol to have lunch or have an educational moment. South of this segment, the street maintains most of the curb and gutter but retrofits it to calm traffic and create “front porch” spaces, while preserving residential access and most parking. Strategic traffic diversion and raised crossings reduce cut‑through traffic and reinforce low speed conditions appropriate for a people‑first environment. By pairing visible placemaking near key destinations with context‑sensitive treatments on residential blocks, Sherman Street delivers a balanced, scalable design that enhances safety, supports citywide trail connections, and creates new civic space in the heart of Denver.

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Through an in-depth analysis, Tremont Place (from 20th Street to Washington Street) was identified as a feasible shared street, assuming vehicles can be diverted to meet DOTI safety standards and a maintenance partner is identified. This concept is intended to be a feasible vision to transform the street into a shared space, but further coordination is needed before implementation.

The conceptual shared street links Benedict Fountain Park, Polaris Elementary, and a concentration of single‑ and multi‑unit housing, focusing benefits where walking, biking, and family activity are already high. Currently, this is a neighborhood bikeway with diversion and traffic calming elements installed in 2025. Transforming the school block to a curbless shared street expands safe space for outdoor learning, school field days or Halloween parades, families walking or biking to pick their kids up, and creates an overall safer street with less conflicts. Strategic diversion at Park Avenue and a hardened diverter at 22nd Street are designed to reduce volumes and speeds, with a short one‑way segment between those intersections to further calm traffic at the school. On other blocks, a curb‑and‑gutter retrofit adds traffic calming elements alongside community gardens, social spaces, and more greenery – while largely retaining parking. The corridor can function as a 5280 Trail “spur,” amplifying citywide mobility and placemaking benefits. The phased approach prioritizes the school block first, delivering early safety benefits while introducing a new type of street to this community.

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The Wynkoop Feasibility Study concluded in 2025 and identified the corridor as a potential shared street location. The analysis concluded that advanced diversion will be required for a shared street, which requires additional network diversion analysis and continued stakeholder coordination to understand viability. Work has been concluded until further funding is secured.

• 30th Street – Welton to Larimer Streets
• 16th Avenue – Grant Street to City Park Esplanade
• 11th Avenue – Sherman to Humboldt Streets
• 11th Avenue – Race to Colorado Boulevard
• Byron Place – Zenobia to Vrain Streets
• Stuart Street – 21st to 24th Avenues
• Irving Street – 2nd Avenue to Gill Place
• Bayaud Avenue – Sherman to Downing Streets
• Marion Street – Downing Street to Virginia Avenue
• Franklin Street – 37^th to 28^th Avenues
• Bolling Drive – Dillon St to Granby Way

Where does funding for the Shared Streets Program come from?

Funding sources are still being identified but will likely be a mix of funding from the City budget and grants.

Will budget be used to start the program with temporary methods while more permanent solutions are developed?

The project team has recommended a phased approach for some streets due to funding or maintenance constraints. Although funding still needs to be identified for the full construction of shared streets, other DOTI programs may implement smaller safety projects in the meantime (four-way stops, vehicle speed and volume reduction, etc.)

Can shared streets be built in conjunction with new construction? 

Full street reconstructions do not happen often, but if a street has been identified as a shared street, the city will try to align construction timelines for both projects to achieve maximum efficiency and reduced impact on the community. New developments have a mechanism to build new shared streets through the standard development and review process, and partnerships to support a shared street would need to be available in the area. Leaders of potential partnership organizations can inquire on the potential of a shared street by emailing sharedstreets@denvergov.org. 

How were the priority commercial and community shared streets determined?

The top ten priority commercial and community shared streets were determined based on a multi-step process. First, basic design, feasibility and safety considerations had to be met; for example, streets with RTD bus routes were eliminated from consideration in most scenarios. Second, community was asked to weigh in on desirable shared streets locations using an online map-based engagement tool. Finally, the program applied other locational criteria such as surrounding land uses and equity considerations along with the community feedback to rank locations and determine the top ten locations to consider for shared streets in the future. In the Feasibility and Design project, an in-depth analysis was done for the top 20 streets, paired with robust community and stakeholder engagement, to narrow the list down to a handful of recommended shared street locations.

Is there a potential to bring back the successful temporary shared streets while more permanent iterations are being designed?

It is unlikely that DOTI will bring back temporary shared streets. It is DOTI’s preference to begin implementing permanent shared streets, so that short-term and long-term maintenance is reduced and their design better reflects the community vision and accessibility needs.

Will crash rates be considered as a factor when evaluating potential shared street locations?

Yes, this will be a consideration in location prioritization. In general, shared streets will likely be implemented in locations that already have low crash rates, low vehicle volumes, and slow speeds so that pedestrians are safe from conflict with vehicles.

Can shared streets be “undone” if they are not successful in an area?

We are utilizing community engagement, the design process, and deliberate installation to ensure that a shared street will be a good fit for the community before any construction. However, in the event of an unforeseen issue, the City will work quickly to make changes.

How will shared streets interact with other networks including Safe Routes to School, the 5280 Trail, and bicycle and transit infrastructure?

The Shared Streets prioritization process will incorporate existing networks and consider connections and gaps for travel and recreation by all modes. This analysis will inform placement of shared streets as a tool to help increase connectivity throughout the city. The project team is also reviewing recent plans that have already recommended shared streets.

Will shared streets be placed in denser contexts to support walkable commercial activity and placemaking?

The “commercial” shared street designation will be geared towards commercial areas where businesses and communities can be supported by increasing access for all modes of transportation and providing gathering spaces.

Will there be a process to recommend or request an area to be considered for a shared street?

To maintain equity in the selection process, there will not be a public application to request a shared street. The prioritization process is using many data points to determine where shared streets will be implemented across the City. Members of the public have opportunities to recommend locations during each phase of outreach for this project. Additionally, shared streets can and should be discussed and recommended in future neighborhood plans if the community desires them.

Are streets around schools being considered? 

Streets around schools are included in the same prioritization process as all other streets in the city.

Why were temporary shared streets removed rather than improving them based on community feedback?

The original temporary shared streets did not undergo a thorough planning process with community input and confirmation and were designed as a purely temporary design to help during the height of the pandemic. For the future permanent Shared Streets Program to be successful, a strong foundation must be built with a comprehensive planning process that ensures that locations and designs fit the needs of the community.

Who was involved as a stakeholder in developing the Shared Streets Program? Does this include residents?

Stakeholder Working Group invites were sent to Residential Neighborhood Organizations, Business Improvement Districts, government representatives like Council Members, Denver Public Schools, and community organizations and leaders - some of whom declined to participate. These stakeholders generally represented and provided input for their neighborhoods and organizations. Residents themselves are able to participate through community meetings, surveys, and discussions with their representatives.

How can community members help support these efforts?

By providing feedback at community touchpoints such as meetings and surveys and sharing these opportunities with others, community members can show their support and provide input to help this program be successful and implemented. These opportunities will arise as particular shared streets projects are identified and DOTI begins design conversations with the neighborhood.

What engagement will take place before a shared street is built? 

Before a shared street is built, the City will engage with the nearby residents, businesses, and other stakeholders to discuss the desire for a shared street in that location and work together to decide on design and placemaking elements.

Will any streets be fully closed to vehicles?

Shared streets will aggressively divert and slow vehicles but are intended to be enjoyed by all users safely and equitably, which includes local vehicle access. Particularly in residential areas, slow and safe vehicle access must remain open to residents as well as delivery, maintenance, and emergency response vehicles. Fully closed streets to cars exist in unique places in Denver like park streets and on Bannock Street in front of City Hall where resident, delivery, maintenance, and emergency access isn’t a daily need.

Why are some shared streets only 1-3 blocks long?

Shared streets are intended to fit into and support a larger citywide network of bicycle, transit, and pedestrian infrastructure. While their initial installation will only encompass short segments due to difficulty and cost of implementation, the success of these shared streets may lead to the development of longer streets and a larger network throughout the city.

How can we design and leverage placemaking, programming, and activation into shared streets?

Placemaking, programming, and activation will be investigated during the design process for each individual shared street. The level and type of interventions will be based on context and community input. The project team is also reviewing recent plans that have already recommended shared streets.

How will parking and ADA accessibility be incorporated into shared streets?

Parking will be provided on streets that require it, though likely reduced to some degree. This may be determined on a context specific and case-by-case basis with input from residents and the community. It is the intention that shared streets will meet all ADA requirements.

Will volume and speed control measures such as traffic diverters and speed humps be incorporated into shared streets?

Yes, speed and volume management elements will be incorporated into shared streets designs. However, each location may have different levels of intervention based on need.

Can we incorporate climate change, resiliency, and regenerative practices into shared streets?

Shared streets facilitate a shift away from vehicles by providing comfortable facilities for active modes, thereby reducing harmful emissions and improving air quality. Additionally, Low-Impact Development practices may be integrated into physical designs to increase community resiliency and climate readiness.

How will streets with existing safety concerns be addressed by shared streets?

The project team is working in conjunction with the Vision Zero team to provide traffic calming measures that make these locations safer for all users.

How will motorists know how to safely utilize or cross shared streets while honoring the focus on other users?

A combination of traffic control devices (signs, pavement markings, gateways) educational materials, and other features will provide motorists with visual cues on how to navigate through or across a shared street.

How does this project build equity into the programmatic structure and guidelines?

Equity is at the core of the goals and development for this project. For example, equity considerations will be a major prioritization factor as we consider which locations should be implemented as shared streets.

How will this project support travel modes that have been largely neglected within street infrastructure?

Shared streets are intended to be pedestrian-first facilities and will be comfortable for vulnerable/non-motorized users based on the speed and volume management treatments deployed as part of a shared street.

How will shared streets be maintained? Is there funding allocated already? 

At this time, the City does not have an existing maintenance mechanism to support the many design elements associated with Commercial shared streets. Therefore, Commercial Shared Streets will only be implemented in areas with a Business or General Improvement District (BID or GID). Community shared streets will comprise of more typical design elements that can be maintained by existing City operations and maintenance teams. As the program grows, the City hopes to expand on its ability to maintain all types of shared streets. 

Will large commercial vehicles be able to access shared streets?

Yes, access will be considered for delivery and emergency vehicles.

Will shared streets be plowed and receive other maintenance like current streets?

Maintenance needs such as plowing are factors that are being kept in mind as we develop design guidelines and determine locations. Ideally, this service will be provided, particularly during heavy snowfall events, but it does remain location and context specific.

When might we see the first permanent shared streets in Denver under this program?

Some shared street locations are in various stages of planning, design, and construction. See the list on the Ongoing Shared Street Projects tab. The Shared Streets Feasibility and Design project identified five locations that have potential to be early successes of this program. Funding for full design and construction is not yet identified, and more stakeholder and public outreach will be conducted before design and through construction.

Are other cities with similar programs being consulted?

The project team did high-level research on similar programs in other cities and is keeping tabs on what other cities are doing. This information is being applied in a way that makes sense for Denver.

How does the recently passed Freedom to Walk Act impact shared streets? 

Denver pedestrians and wheelchair users no longer will risk receiving a municipal ticket if they choose to cross a city street mid-block as opposed to using a crosswalk at an intersection; however, people walking or rolling need to be aware that vehicles still have the right-of-way anywhere outside of a crosswalk under both state and city law.  

Is this project coordinating with the Outdoor Places Program? 

The programs Shared Streets and Outdoor Places are closely linked, with overlapping project managers and team members on both the City and consultant sides.