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Home My WebLink AboutCOUNCIL - AGENDA ITEM - 07/10/2007 - UPDATE TO THE BICYCLE PLAN AND PROGRAM DATE: July 10, 2007 WORK SESSION ITEM STAFF: David Averill FORT COLLINS CITY COUNCIL Mark Jackson Kathleen Bracke SUBJECT FOR DISCUSSION Update to the Bicycle Plan and Program. GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED 1. What are Council's questions and/or concerns regarding the various elements of the Update? 2. Does Council support the approach and direction of the Plan Update? BACKGROUND The City of Fort Collins did not have an adopted Bicycle Transportation Plan until 1995. However, that does not mean that actions were not being taken to facilitate bicycling for transportation in the Community. As early as 1977, staff had begun to identify and prioritize bikeways (typically in the form of on—street lanes) throughout the City. This effort was formalized with the Transportation Master Plan of 1980, which identified bicycle improvements to be completed between 1981 and 1985. Throughout these early years, City transportation staff facilitated annual events much like the Bike Week that are enjoyed today. The"Tour de Fort"included activities such as Bicycle Rodeo's,Safety Fairs, Bike to Work events, and even kids races. Early indications that the bicycle has long been considered to be an important part of Fort Collins Transportation consist of: • Facility standards that included considerations for bicycles through the use of designated lanes and signing; • Newspaper clippings describing community bicycle events; • Internal staff memorandums that summarize the current state of bicycle facilities in the community and suggested improvements; • Adopted transportation master plans; • Adopted neighborhood plans; • Other Projects such as the Spring Creek and Poudre River Trails. July 10, 2007 Page 2 Purpose of the Update These early accomplishments and efforts serve as the bedrock for bicycling in Fort Collins and culminated with the creation of the 1995 Bicycle Plan and Program. Since that time, the City has made many strides forward in accomplishing its goal of integrating the bicycle into daily life in Fort Collins. Examples of success that are discussed in the Update include, among others: 1. The hiring of a part-time bicycle coordinator 2. Changes to the Larimer County Urban Area Street Standards as well as the City's Land Use Code 3. The creation and implementation of educational and outreach efforts 4. The completion of many high priority bicycle projects that were identified in 1995 This update also serves to guide bicycle related improvements that will be occurring over the next 10 years —primarily thanks to the passage of the "Building On Basics" citizen initiative of 2005. This is accomplished through the making of several recommendations that pertain to Engineering, Education, Encouragement, Enforcement, Bicycle Parking, and others. The intent of this work session discussion is to gather Council input on the two key questions and the Plan Update document itself so that staff may bring the Plan forward for formal adoption sometime later this summer. ATTACHMENTS 1. Draft Update to the Bicycle Plan and Program(in a separate binder titled"Update to the Fort Collins Bicycle Plan & Program of 1995.") 2. Powerpoint presentation. �j f k M wr� Update 1 • Fort Colliens ,�.-Vllcycle---Plan & Program of 1995 K 1.. • Credits Citizens Advisory Committee John Clark Dot Dickerson Dan Gould John Holcombe Jon Homan Greg McMaster Jeff Morrel Rick Price Mike Vermuellen City of Fort Collins David Averill, Project Manager, Transportation Planning Eric Bracke, Traffic Operations Kathleen Bracke, Transportation Planning Rich Brewbaker, Traffic Operations Katie Carpenter, Geographic Information Systems • Gary Diede, Engineering Craig Foreman, Parks Planning and Development Nicole Hahn, Transportation Planning Mike Herzig, Engineering Kristen Hoffman, Transportation Planning Dan Holland, Traffic Operations David Kemp, Transportation Planning Holli Keyser, Streets Victoria McKennan, Transportation Planning Kurt Ravenschlag, Transportation Planning Rick Richter, Engineering Lary Schneider, Streets Timothy Wilder, Advanced Planning • • Table of Contents ExecutiveSummary .................................................... 1 Chapter 1: Introduction ................................................ 5 Chapter 2: The 1995 Bicycle Plan and Program .................. 11 Chapter 3:City Plan and the Bicycle ................................. 17 Chapter 4: Engineering of the Bikeway Network ................. 21 Chapter 5: Education, Encouragement, and Enforcement ..... 31 Chapter 6: Bicycles and Transit ..................................... 41 Chapter 7: End-of-Trip Facilities .....................................45 . Chapter 8: Recommendations ........................................ 51 Appendices APPENDIX A: The Bicycle Plan and Program of 1995 ...............................................Al APPENDIX B: Latimer County Urban Area Street Standards and Multi-Modal Level of Service Manual ...............................................................BI APPENDIX C: Applicable elements of the Transportation Master Plan,2004 ......................Cl APPENDIX D: Fort Collins Bike Depot Feasibility Study............................................Dl APPENDIX E: Public Participation Summary...........................................................El • Executive Summary • Introduction In 1995, the Fort Collins Bicycle Plan and Program was developed by a group of citizens in conjunction with City staff and outside consultants. The Plan of 1995 focused on the four "E's" - Engineering, Education, Encouragement, and Enforcement. This current effort, the Update to the Fort Collins Bicycle Plan and Program can be considered as a fifth"E"—Evaluation. The bicycle is a key means of transportation for thousands of Fort Collins'residents and a desired means of transportation for many more. The bicycle share of work related trips in Fort Collins is about 4.4 percent'. Many aspects of Fort Collins encourage bicycle use. The current bikeway network consists of approximately 160 miles of bicycle lanes, 65 miles of off-street paths, and 25 miles of signed bicycle routes. TransForts'entire bus fleet is equipped with bicycle racks. Cyclists can park at numerous racks throughout the city. The energy and commitment of many organizations and businesses also improve the bicycling environment. Fort Collins'Transportation Planning and Park Planning and Development departments continue to develop off-street paths such as the Spring Creek Trail, the Poudre River Trail, the "Power Trail"in east Fort Collins, and Mason Trail. More than ten bicycle shops provide crucial services to Fort Collins' cyclists. There are numerous advocacy, education,and riding organizations including the Friends of the Fort Collins Bicycle Plan and Program,North Front Range Bicyclists Coalition, Fort Collins Velodrome Association, the Community Bicycle Co-op, Diamond Peaks Mountain Bike Patrol, the Fort • Collins Cycling Club, Cycling Friends of Fort Collins, and Bicycle Colorado, to name only a few. Fort Collins Police Services uses bicycles, as do some of the Neighborhood Services inspectors. It would seem that with this kind of commitment from all sectors of the community, increasing bicycle use should be a snap. However,despite all of these efforts, Fort Collins still has a way to go to be truly bicycle-friendly. The bikeway network still has some major gaps and discontinuities in it. The amount and quality of bicycle parking varies widely throughout the community. Relatively few children bicycle to school even if they live less than a mile away. People from all ages,all parts of the city, and all walks of life have requested improvements to the bicycling environment. Background This update was created with input from many residents,including neighborhood activists, business people,parents, educators,regular cyclists, senior cyclists,and individuals who wish to bicycle more often. A Citizens Advisory Committee also had significant input into this project. Additional input came from staff of the Transportation Planning,Traffic Operations, Engineering,Parks and Recreation,Natural Resources and Streets departments. This Update provides guidance over the next 10 years for improvements that will encourage more people to ride more frequently for daily needs. The purpose of this Update is to build • United States Census of Population 2000,Journey to Work Data. on the success of the 1995 Bicycle Plan and Program by further incorporating the bicycle into daily life in Fort Collins. This Update is organized into the following key areas: 1) A discussion of the successes and challenges of implementing the seven key recommendations of the 1995 Bicycle Plan; 2) Goals,Principals and Policies of Fort Collins' City Plan Transportation Element; 3) The development of a proposed bikeway network; 4) The provision of appropriate end-of-trip facilities; 5) Improving the bicycle-transit link; 6) The promotion of bicycling through education, encouragement, and enforcement. Bicycle Transportation Goals, Principles and Policies City Plan articulates severalgoals that are specific to the bicycle,and include the following: `Our community will develop and sustain a safe, convenient, and efficient transportation system incorporating and integrating many modes of travel including automobiles, transit, bicycles, and pedestrians." `The bicycle null be a practical transportation choice for residents and visitors." More specific to the bicycle,the general policies of City Plan state that: "The community will have a comprehensive, safe, and convenient bikeway system. The bikeway system will be designed to provide continuity and eliminate gaps in the system, while linking to regional systems." `Bikeways will provide access to all major activity centers and destinations, by building on combinations of existing and planned commuter and recreational facilities." In order to accomplish these goals,Principle T-4 was created. It states that: "Bicycling will serve as a practical alternative to automobile use for all trip purposes." Principle T-4 contains several policies that are intended to set a definite course of action for incorporating bicycling into the daily life of Fort Collins. These are: Policy T-4.1 concerning the Planning and Development of Bicycle Facilities: `The City will encourage bicycling for transportation through an urban growth pattern tbatplaces major activity centers and neighborhood destinations within a comfortable bicycling distance, that assures safe and convenient access by bicycle, and that reduces the prominence of motori.Zed transportation in neighborhoods and otherpedestnan and bicyclist-oriented districts. Facility design null also plan for. a. continuous bicycle facilities that establish system continuity and consistency city-nude. Facility design will be incorporated into new development 2 and street construction projects—linking to adjacent facilities. Bridges and crossing should be provided over railroads, rivers, drainage ways, and other features that may be major barriers to a continuous bicycle network. Where bridges and crossing are appropriate, impacts to wildlife and plant communities should be mitigated where feasible. b. bicycle access should be improved to major activity centers, schools and neighborhoods, and barriers removed in these areas to improved circulation. Facility development, safety and conveniences should be established through these destinations,. Level of senate standards for bicyclists should be higher within these areas. Policy T-4.2 concerning System Design: `The City will design a city-wide.system of on-and off-mad bicycle transportation facilities according to adopted standards while rnaximiling safety, convenience and comfort for bicyclsts of all ages and skill levels in conformance with accepted design criteria. Bicycle facility design will also include retrofitting older, existing streets with bike lanes in conjunction with capital improvement and maintenance projects, where feasible. System design will also provide for enjoyable and scenic bicycling routes. Off-street multi-use trails will be implemented to complement the on-street network and improve transportation mobility, while mitigating impacts on wildlife and plant communities." • Policy T-4.3 concerning Management and Maintenance: `The City's investment in streets and bicycle facilities will be protected through a proactive, high quality maintenance program that is tailored to the specific needs of people who ride bicycles for transportation, and to risk management considerations." Policy T-4.4 concerning Enforcement: `Respect for bicyclsts and by bicyclists for traffic laws should be encouraged through effective, ongoing enforcement programs. These programs should emphasite safety and educational messages." Policy T-4.5 concerning Education and Encouragement: The City will improve safety and encourage increased transportation bicycling through a comprehensive, on going, set of education programs targeted at motorists, pedestrians, and bicyclists of all ages. The City will work with school districts, civicgroups,private businesses, and others to help find resourres to support this effort and to reach the broadestpossible audience. The City will have an environment in which people are actively encouraged to bicycle for transportation through information about facilities and `goad strrets for bicycling'; through positive publicity about bicycling safety and activities, and through publciZing actions by employers, developers and business owners to encourage bicycling." • 3 These goals,principles and policies influence the findings and recommendations of this Update related to Engineering, the Recommended Bikeway Network, and the Promotion of bicycling through Education,Encouragement,and Enforcement. The recommendations that this Update puts forth in the areas of improving the Bicycle-Transit link and the supply of End-of-Trip facilities address emergent issues and conversations in the community. Engineering and the Recommended Bikeway Network There are about 395 miles of existing and planned bicycle lanes, off-street paths, and signed bicycle routes in Fort Collins. This update calls for the addition of about 10 miles of signed routes on existing streets without the removal of any on-street vehicle parking. All future bike lane projects will take place with new street construction or reconstruction of existing facilities. The City should continue to explore rail and ditch corridors for future off-street path development. The Recommended Bikeway Network,when complete, should enable cyclists to find a bikeway within approximately 'A to '/z mile from every location in Fort Collins. Promoting Bicycling through Education, Encouragement, and Enforcement Bicycle education efforts focus on developing safe cycling skills in children, teaching adult cyclists their rights and responsibilities, and teaching motorists how to more effectively share the road with bicyclists. Outreach and education efforts should be tailored to reach specific demographics and users from diverse groups throughout the community. Encouragement includes the development and maintenance of a bikeway network, end-of-trip facilities, and enhanced multi-modal connections between bicycles and transit. It also includes holding encouragement events, providing incentives, providing information and/or maps with recommended bicycling routes. Many organizations throughout the city,both public and private, are actively engaged in education and encouragement efforts. The City will continue to build relationships with,work with and support these public,private,and non-profit organizations. Conclusion Bicycling produces no air or noise pollution,decreases traffic congestion,helps alleviate vehicular parking demand, saves energy,uses land and road space efficiently, provides mobility, saves individuals money,improves health and fitness,is fast, and most of all—is fun. The continuing success of the Bicycle Plan and Program of 1995 and this Update can only be assured with continued support of the Fort Collins cycling community,other residents, and elected officials who all recognize the benefits that bicycling brings to the community. 4 } Chapter 1: Introduction Key Words: History, Tradition, Culture The bicycle is a low-cost and effective means of transportation that is quiet, non-polluting, energy-efficient, versatile, healthy and fun. Bicycles are cheap to acquire and maintain, are a good source of exercise, and are dependable in all but the most inclement weather. They are extremely flexible vehicles that can operate in a wide variety of settings and environments . Like every mode in urban transport, the bicycle has a specific role to play based on its capacities and operating characteristics . Bicycles are consistently regarded as a viable alternative to the private automobile for short personal trips and are becoming an important component of many communities' "Livable Cities Initiatives". The worlds 800 million bicycles outnumber automobiles two to one, and annual bicycle production is more than three times annual automobile production.2 In the United States, bicycles were a popular means of transportation in the pre-automobile age. In 1880, bicycle enthusiasts formed the League of American Wheelmen (later changed to League of American Bicyclists) and successfully lobbied for a national network of paved roads. This effort became known as the "Good Roads Movement" . Archival records of the Fort Collins Museum and Library system suggest that the bicycle has long been a chosen method of personal transportation in Fort Collins history as illustrated in the following images, courtesy of the Fort Collins Library District. to 't F #d ' a Figure 1.1: Clara Preston Haldeman with bicycle at the Preston Farm, County Rd. 9; Fort Collins, Colorado. From Preston Glass Plate Collection, 2 Lowe, Marcia, The Bicycle: Vehicle for a Small Planet, Worldwatch Institute, September, 1989 : p.5 . 5 :. A M 41i Figure 1.2: Shoe Shop and Bicycles Repaired; Corner of Walnut and Pine, about 1890, Fort Collins, Colorado. Aside from the historic aspect of cycling in our community, Fort Collins has even earned its place in the history of competitive cycling in North America. In 1983 North America's most prestigious stage race, the Coors Classic, passed through Old Town on a leg from Cheyenne Wyoming to Boulder. That was only the beginning. To this day, we have the pleasure of hosting events such as the Colorado Cycling Festival, well established community celebrations such as the Tour de Fat, and competitive events such as the Oval Criterium. Current residents of our community are accomplished champions, including Eddy Gragus, winner of the 1996 United States Professional Road Race. The cycling team at Colorado State University continues to improve with each season, consistently earning places in the top 5 at the Collegiate Cycling National Championships. Since the time of the Good Roads Movement the automobile has become the most popular means of personal mobility in the United States. In its infancy it gave people the freedom to move farther from their places of work, giving way to rapid suburban development and sprawl. The bicycle — ideal for short trips — lost its advantage as well as its place on the road. Throughout the United States today, the bicycle is making a comeback. There are an estimated 100 million bicycles in the country, and 60 million users' of those bicycles. The Front Range of Colorado is blessed with a climate that is conducive to bicycling year round, whether for recreation or transport. The mode share of the bicycle for everyday trips at 4.4%4 (higher than the national average) indicates that many of our residents are choosing bicycles for daily transportation. Nationwide, bicycling as a means of transportation has been growing in popularity as many cities work to create more balanced transportation 3 Bicycle Retailer and Industry News, May 2007. 4 United States Census of Population, 2000. 6 systems. In addition, national and local surveys have found that many more people are • willing to cycle more frequently if cities provide better bicycle facilities.' The increase is probably due to several factors. First,improvements in equipment, particularly the appearance of the mountain bicycle,have significantly improved the range of available options. With fatter tires, sturdier yet more comfortable geometry, and more user- friendly braking and gearing systems,mountain and"hybrid"bicycles are well suited to urban commuting. Second,increasing environmental awareness in the last three decades, coupled with progressive land-use and transportation leadership,has resulted in Fort Collins'having one of the more respected and user-friendly bicycle transportation networks in the United States. Third, as more residents have been cycling for daily transportation,more have been advocating for improved bicycling conditions. This has resulted in more miles of bicycle lanes, routes, and off-street paths; more bicycle parking;innovative education campaigns, and enhanced maintenance of existing facilities, all of which have encouraged more bicycle riding. These factors and a concurrent increase in the level of bicycling have led to a growing recognition among policy makers at all levels of the need to treat the bicycle as a serious mode of transportation. As early as the mid-1970's, city staff and elected officials of Fort Collins began to adopt standards that included bikeways in road construction and • reconstruction. In addition, as the City's comprehensive plans have evolved the bicycle has become an increasingly important component of a desired transportation system that provides safety, efficiency, and perhaps most of all, choice. This is reflected in the adoption of plans and policies that are supportive of bicycle transportation. Following this growing policy support, additional funding has been made available for bicycle transportation improvements. This has been true on the local and state level, as well as the federal level through 1990 Clean Air Act, the 1991 Inter-Modal Surface Transportation Efficiency Act (ISTEA), the Transportation Efficiency Act for the 21" Century (TEA-21), and most recently the Safe,Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU),which allows flexibility in spending highway funding on alternative modes such as bicycling,walking,and transit through competitive grant processes. The City Staff has rigorously pursued grant monies for bicycle improvements from sources such as the Congestion Mitigation and Air Quality (CMAQ) and Transportation Enhancements (TE),which are funded through this Federal Legislation. Since 1995, City Staff has secured over $20 million in these federal grants. The increased usage of bicycles, energetic advocacy from the community, and increased policy and financial support from all levels of government has resulted in significant bicycle transportation improvements. The following Bicycle Plan and Program Update is a direct • '"Pathways for People",Parkwood Research Associates, 1995;Fort Collins Bicycle Plan and Program survey results, 1995. 7 result of these changes and is intended to set a proactive course towards fulfilling the following mission: Making bicycling an integral part of daily life in Fort Collins. _. Fort Collins Bicycling History The City of Fort Collins did not have an adopted Bicycle Transportation Plan until 1995. However,that does not mean that actions were not being taken to facilitate bicycling for transportation in the Community. As early as 1977, City staff had begun to identify and prioritize bikeways (typically in the form of on—street lanes) throughout the City. This effort was formalized with the Transportation Master Plan of 1980,which identified bicycle improvements to be completed between 1981 and 1985. Throughout these early years, city transportation staff facilitated annual events much like the Bike Week that we enjoy today. The"Tour de Fort"included activities such as Bicycle Rodeo's, Safety Fairs,Bike to Work events, and even kids'races. Early indications that the bicycle has long been considered to be an important part of Fort Collins Transportation consist of. - Facility standards that included considerations for bicycles through the use of designated lanes and signing; - Newspaper clippings accounting community bicycle events; - Internal staff memorandums that summarize the current state of bicycle facilities in the community and suggested improvements; - Adopted transportation master plans; - Adopted neighborhood plans; - Other Projects such as the Spring Creek and Poudre River Trails. Purpose of the Update These early accomplishments and efforts serve as the bedrock for bicycling in Fort Collins and culminated with the creation of the 1995 Bicycle Plan and Program. Since that time, the City has made many strides forward in accomplishing its goal of integrating the bicycle into daily life in Fort Collins. Change has occurred through the adoption of new policies and plans and initiatives including: City Plan Transportation Matter Plan(2004) Mason Street Transportation Corridor Matter Plan(now known as the Mason Corridor Project) City of Fort Colin Land-Use Code Downtown Strategic Plan TransFort Strategic Operating Plan Nortbside Neigbborboodr Plan East Mulberry Corridor Plan 1-25 Subarea Plan Fossil Creek Ana Resevoir Plan Harmony Corridor Plan Downtown River Corridor Plan North College Corridor Plan Mountain Vista Subarea Plan Campus West Community Commensal District Planning Study Report Northwest Subarea Plan 8 .irgq, k, ems .. �s I ._. z �s x.+*w z+ 555 lZI y„ ly 4C � L m + • t w,� 2 Ir This page intentionally left blank 10 Chapter 2: The 1995 Bicycle Plan and Program • Key words: Comprehensive,Community Driven,Ambitious The 1995 Bicycle Plan and Program was a comprehensive effort undertaken by city staff, community members and consultant assistance. The overarching goal was to bring forth goals and recommendations that aimed to "help build '[}IE FORT COLI,INS a city where bicycling for transportation is an easy choice BICYCLE PROCBA M" to make.i' All of the goals and objectives from the original plan-are summarized in Appendix A. The intent of the various goals and objective items were boiled down into these seven key recommendations: 1. Hire a bicycle education/encouragement Coordinator on City Staff. 2. Expand Fort Collins Bicycle Law Enforcement Program. 3. Take steps to Adopt or Amend applicable City Standards. 4. Take steps to Adopt or Amend applicable City Policies and Plans. • 5. Carry out Cooperative Efforts on matters involving Maintenance,Signalization and Parking. 6. Take steps to upgrade Maintenance of Bikeways and to Adopt Bikeway and Trail Maintenance Standards. 7. Implement the Fiscally Constrained Plan for Bicycle Facilities. Each of these key recommendations was addressed in some way over the last 12 years. The following is a discussion of those efforts,including successes and challenges. Hire a bicycle education/encouragement Coordinator on City Staff. The City currently employs a part time education and encouragement Coordinator. This is a reduced position due to funding cuts. The activities that the education and encouragement Coordinator is involved are described in depth in Section 5, Education Encouragement,and Enforcement. Expand Fort Cons Bicycle Law enforcement pmgram. A summary of efforts that address this recommendation are discussed in Section 5. • 6 The Bicycle Plan and Program of 1995 is included for reference in Appendix A. 11 Take steps to Adopt or Amend applicable City Standards. Many standards that apply to the development of bicycle facilities have been amended and adopted over the last 12 years. These include: - The creation and adoption of joint standards between the City and Latimer County- the Latimer County Urban Area Street Standards(LCUASS)'. These standards determine what type of bicycle facility will be built with each new or reconstructed roadway. They also house the Fort Collins Multi-Modal Level of Service Manual',which contains measures and minimum requirements for Bicycle Level of Service (BLOS). - The Fort Collins Land-Use Code has been amended to reference LCUASS and the BLOS standards, ensuring that they are applied on a consistent basis. The Land-Use Code has also been amended to require adequate, secure,well-lit,bicycle parking at all new development and redevelopment. Take steps to Adopt orAmend applicable City Policies and Plans. Significant changes in applicable policies and plans have been realized since 1995. City Plan provides overwhehning support for bicycle transportation and continuation of the development of land use patterns that increase accessibility and convenience for all members of the community. Most recently, the Transportation Master Plan of 2004 identified a comprehensive list of identified capital needs in the community that included a total of$53.3 million in bicycle related projects' Carry out Cooperative Efforts on matters involving Maintenance, Signali.Zation and Parking. Coordination on bicycle matters involving maintenance, signalization,and parking is undertaken through several City departments. The Streets and Engineering divisions tackle maintenance of bikeways and railroad crossings. The Traffic Operations department handles signalization, signing,and striping of facilities. Some bicycle parking is provided through Parking Services within the Old Town parking structures. New bicycle parking is often secured through the development review in keeping with current standards. Take steps to upgrade Maintenance of Bikeways and to Adopt Bikeway and Trail Maintenance Standards. The City has taken steps to quickly respond to complaints of debris in bikeways,potholes, etc. A more thorough discussion of this mechanism is discussed in the Engineering section. The "Adopt a Bikeway"program is described in the Education,Encouragement,and Enforcement section. Implement the Fiscally Constrained Plan far Bicycle Facilities. Many of the projects of the Fiscally Constrained Plan for Bicycle Facilities have been constructed. Some however,persist as barriers to bicycling in Fort Collins. Along with this recommendation,the Plan of 1995 provided a"Hot List" of high priority projects. These projects and a brief discussion of their current status are included in Figure 2.2. This Update 'A summary of Bicycle related standards from LCUASS is included in Appendix B. 'This documents is also included in Appendix B. s The Bicycle Capital Improvements List and corresponding narrative on Bicycles in the Transportation _ Master Plan of 2004 is included in Appendix C. 12 t ^ x k0 4 n v letip Y 3C > 6 f ,_�..��aYP `�AwAM'+ e._ VV Su Ltyaew 4YNIV IV IjA ._ tV p .« :a-t. _ Wit.. +'� cw.•�, -, _ i.: b..: f � Vt IV* IN v. Ile Ie nr It, r� 't shay a < +1` a A -ev '� d- ^z. o.r �` r k'v„ • R"`fi yr *�a .a M hie .` s � 4 + �" � � . �'` .��' �`��n et D ,�" ,,. +��xFi as'9 �4"°E.n�:�'' � �?a.y,a�cAv �Sv'B'nd„'� _4*�,� , "" ` y � .r,'� ,n M • Sr. Figure 2.2: 1995 "HOT LIST" PROJECTS and current STATUS "BURLINGTON NORTHERN RAILROAD TRAIL"(MASON TRAIL) 1.Harmony Road to Horsetooth Road;build underpass at Horsetooth,build new trail complete except for underpass 2.Horsetooth Road to Drake;build underpass at Drake,assume use of bike lanes on Mdelland. complete except for underpass 3.Drake to Prospect;build underpass at Prospect;build new trail,cast side,rail right of way. complete to Spring Creek Trail,remainder is currently in design 4.Prospect to Laurel;improve roadway paralleling railroad right-of-way and other improvements. In design PITKIN:COLLEGE TO SHIELDS(description edited to read"Pitkin:Shields to Centel D Complete LAUREL:SHIELDS TO COLLEGE;add bite Imes Complete from Shields to Mason Street HORSETOOTH:SHIELDS TO COLLEGE Complete OTHER HIGH-PRIORITY PROJECTS STATUS LAKE:SHIELDS TO CENTER,add bike lanes Complete ELIZABETH:OVERLAND TRAIL TO TAFF HILL;add bike lanes Partially complete,remainder in design LAUREL:STOVER TO POUDRE RIVER TRAIL;add bike lanes Partially complete from Stover to east end of Laurel Street at Eastside Park LINDEN/REDWOOD:VINE TO WALNUT;add bike lanes,widening Complete ELIZABETH:STOVER TO RIVERSIDE,WITH CONNECTION TO NORTHEAST Changed from"Remington to Lemay"and partially completed from College to Stover Street TAFT HILL:MULBERRY TO PROSECT;widen bike lanes Incomplete SHIELDS:SPRING CREEK TR AIL TO HORSETOOTH Incomplete OAK:COLLEGE TO LOOMIS;improve/add bicycle facilities between College and Howes Incomplete,possible"sharrmvs"application MULBERRY:COLLEGE TO PETERSON;add bike lanes,improve Remington and College intersections Incomplete DRAKE:SHIELDS TO COLLEGE;improve RR crossing,add facilities through College intersection Complete' DRAKE:COLLEGE TO LEMAY;add bike lanes College to Stover Incomplete POUDRE RIVER TRAIL:COLLEGE TO LEMAY;improve tight turns at Linden,improve trail access at Lernsy, Complete LEMAY:RIVERSIDE TO PROSPECT;street widening for installation of standard on-street bicycle lanes. Incomplete LEMAY:PROSPECT TO DRAKE;no description,assume street widening was the goal Incomplete LEMAY:DRAKE TO HORSETOOTH;no description,assume street widening was the goal Incomplete 14 • • r • • • • • • • • • IMP • • • • • - • • . . • • • • IN 5 • . . • OF Wes • e ' � i I I IV FI IiJ IBM, w � a�tc7r afi 1 i, aef y o- �Mps+ IV 10 .. LN 4L 1 s4 � w' YPPj {. . <sOf yF, 4 fi w� F This page intentionally left blank 16 Chapter 3: City Plan and the Bicycle Key words: Goals,Principals,Policies,Vision Perhaps the most important development in Cityplan Fort Collins over the last decade is the adoption of our most recent comprehensive plan. City Far[cw ,calo " Plan contains a series of statements that define the principles,policies, and goals that guide the development and redevelopment of our community. These statements are ordered from the more general to the more specific, and are defined as such: AdWbrwy Principles. a general rule or fundamental i Pd.d hky 4,zoa rule, doctrine, or assumption which provides direction towards the creationF. ,... of policies t�nam.aw Policies. a definite course or method of action selected to guide and to determine present and future decisions related to achieving the City's goals. Goalk the result or achievement toward which effort is directed;aim; end. Goals, Principles and Policies are formally adopted by City Council ordinance and in essence form the City's comprehensive plan—City Plan. Transportation related goals,principles, and policies are a part of City Plan and also provide the basis for the City's Transportation Master Plan. The City's main transportation principal is written below. This principal goal's primary aim is to improve the transportation system for all users. Principle T-1:The pby ical framework of the city will be supported by a framework of transportation alternatives that balances access, mobility, safety, and emergency response thmugbout the city, while working toward reducing vehicle miles traveled and dependence upon the private automobile. City Plan articulates several goals that are specific to the bicycle, and include the following: "Our community mill develop and sustain a safe, convenient, and efficient transportation system incorporating and integrating many modes of travel including automobiles, transit, bicycles, and pedestrians." `Tbe bicycle will be a practical transportation cboice for residents and visitors." More specifically, as articulated in City Plan, the general policies of the City are that: 17 `The community will have a comprehensive, safe, and convenient bikeway system. The _ bikeway gstem will be designed top rovide continuity and eliminategaps in the system, while linking to regional systems." `Bikeways will provide access to all major activity centers and destinations, by building on combinations of existing and planned commuter and recreational facilities." These statements,taken with those of the previous Bicycle Plan and Program (page 13 of the1995 Bicycle Plan,Appendix A) as well as Principle T-4 of City Plan which plainly states "Bicycling will serve as a practical alternative to automobile use for all trip purposes." - all cuhninate in the expression of the following future and vision for bicycling in Fort Collins. "The bicycle is a safe, practical and efficient transportation choice for all residents and visitors of Fort Collins. This vision will become a reality through the constant evaluation, creation, and maintenance of on-street bikeways and off-street trails that physically connect the activity centers of our community. The Vision will also be achieved through creative education efforts, enforcement of existing traffic laws, and the development of encouragement strategies designed to meet the unique needs of our community." Existing Principles that tie directly to this Vision Statement: From City Plan (1997 and 2004 Update) and reiterated to a degree in the Transportation Master Plan (2004): Principle T-4 (above) including: Policy T-4.1 concerning the Planning and Development of Bicycle Facilities: `The City will encourage bicycling for transportation through an urban growth pattern that placer major activity centers and neighborhood destinations within a comfortable bicycling distance, that assurer safe and convenient access by bicycle, and that reduces the prominence of motorized transportation in neighborhoods and other pedestrian and bigelist-oriented districts. Facility design will also plan for. a. continuous bicycle facilities that establish system continuity and consistency city-wide. Facility design will be incorporated into new development and street construction projects—linking to adjacent facilties. Bridges and crossing should be provided over railroads, rivers, drainage ways, and other features that may be major barriers to a continuous bicycle network. Where bridges and crossing are appropriate, impacts to wildlife and plant communities should be mitigated where feasible. 18 b. bicycle access should be improved to major activity centers, schools and • neighborhoods, and barriers removed in these areas to improved circulation. Facility development, safety and conveniences should be established through these destinations,. Level of service standards for bicyclists should be higher within these areas. Policy T-4.2 concerning System Design: `The City will design a city-wide ystem of on-and off-road bicycle transportation facilities according to adopted standards while maximi:�ng safety, convenience and comfort for bicyclists of all ages and skill levels in conformance with accepted design criteria. Bicycle facility design will also include retrofitting older, existing streets with bike lanes in conjunction with capital improvement and maintenance projects, where feasible. System design will also provide far enjoyable and scenic bicycling routes. Off-street multi-use trails will be implemented to complement the on-street network and improve transportation mobility, while mitigating impacts on wildlife and plant communities." Policy T-4.3 concerning Management and Maintenance: `The GO's investment in streets and bigcle facilities will be protected through a proactive, high quality maintenance program that is tailored to the specific needs of people who ride bicycles far transportation, and to risk management • considerations." Policy T-4.4 concerning Enforcement: `Respect for bicyclists and by bicyclists for traffic laws should be encouraged through effective, ongoing enforcementprograms. These programs should emphasize safety and educational messages." Policy T-4.5 conceming Education and Encouragement: "The City will improve safety and encourage increased transportation bigch'ng tbrougb a comprehensive, on going, set of education programs targeted at motorists, pedestrians, and bi yclists of all ages. The City will work with school districts, avicgrroups,private businesses, and others to help find resources to support this effort and to reach the broadestpossible audience. The City will have an environment in which people are actively encouraged to birycle for transportation through information about facilities and `good streets for bicycling'; through positive publicity about bicycling safety and activities, and through pub k'ciZing actions by employers developers and business owners to encourage biycling." As a result of the adoption of City Plan and all of the other supporting plans and policies since 1995,bicycles have been integrated into daily life in Fort Collins in many ways. The most tangible evidence of this is our existing physical network of bikeways. • 19 This page intentionally left blank 20 Chapter 4: Engineering Key words: Bikeways, Planning, Design, Implementation, Maintenance In order to provide a bikeway system that attracts cyclists and helps realize the policy of integrating bicycling into daily life in Fort Collins, the City has aggressively pursued development of a comprehensive, connected bikeway network that provides a high level of service and seamless travel throughout the community. Bikeways bring enormous benefits to both the cycling and non-cycling public. Bikeways attract more cyclists bringing air, noise, and water quality benefits. They use public dollars efficiently by reducing road maintenance costs . They increase the carrying capacity of the transportation system by lessening the demand for motor vehicle capacity. They improve safety for all users; bicyclists feel they have a safe space on the road and tend to be more law-abiding, while motorists are placed at greater ease knowing where bicyclists are apt to be. Bikeways also help motorists to be aware of bicyclists' presence and right to be on the road. What constitutes a bikeway? Bicycle facilities can be (and often are) described in a multitude of ways such as lanes, routes, trails, or paths . But for the purpose of this discussion, all of these are grouped into three broad categories: Priority Bikeways, Local Service Bikeways, and Off-Street Paths. These designations are based more on the intended purpose of the identified route rather than the physical treatment (trail, lane, route or otherwise) of the facility. These distinctions allow us to discuss the bikeway network much like we would a roadway network — through functional classifications . Arterial Bikeways : Functional Purpose: Arterial bikeways are designed to establish direct and convenient bicycle access to h' all significant destinations within the City. These are x usually found on Arterial or Collector Streets in Fort Collins. Land Use and Development : Areas that are served by arterial bikeways are employment centers, commercial districts, transit stations, institutions, recreational destinations, and Figure 4.1 : The West Elizabeth Street bicycle lanes serve as regional and town centers . an Arterial Bikeway that links student housing with CSU and passes through a popular commercial district. 21 i Design Treatment, Traffic Operations, and Maintenance: o Design treatments that should be considered for arterial bikeways are bicycle lanes, extra wide curb lanes, wide shoulders, bicycle boulevards, and way-finding signs for local street connections . o On-street motor vehicle parking may be removed on arterial bikeways to provide bicycle lanes, except where it is essential to serve adjacent land uses. o All destinations along a arterial bikeway should have sufficient long- and/or short-term end-of-trip facilities (bicycle parking) to meet and support bicyclist's needs. o Some arterial bikeways should be designated as Priority Commuter Routes and be maintained to minimize all surface hazards such as grates, potholes, manholes, trash, loose sand or gravel, broken glass, other debris, and snow. Local Service Bikeways : Functional Purpose: Local service bikeways are intended to serve as local circulation routes for bicyclists ® and provide access to adjacent properties and neighborhood centers. All streets not classified as bikeways or off-street paths, with the exception of controlled access roadways or restricted state highways, are classified as local service V s: F bikeways . Figure 4.2 : The Harvard Street Bicycle Route is an alternate to the restricted riding zone on South College Design Treatment and Trac Operation Avenue and serves as a Local Service Bikeway to area neighborhoods and shops. Design treatments to be considered for local service bikeways are shared roadways, traditional signed bicycle routes, traffic calming, bicycle lanes, extra wide curb lanes, and signs or markings that indicate the immediate presence of a community destination or Arterial bikeway. Off-Street Paths : Functional Purpose: Off-street paths are designed to establish adequate and convenient routes for bicycling, walking, and other non-motorized uses. Land Use and Development: 22 s Off-street paths are often appropriate in corridors not well-served by the street system to create short cuts that link urban destinations and origins along continuous greenbelts such as rivers, park and forest areas, other scenic corridors; and as elements of a community or citywide recreational trail plan. Design Treatment and Traffic Operations: Specific guidance on the treatment of off-street paths can be found in the Latimer County Urban Area Street Standards. o Off-street paths should be designed as separate facilities which are intended to be shared with pedestrians and other non- motorized users. o Off street paths should be protected or grade- separated at crossings or � " intersections with major roadways, or when some other type of barrier is met (railroads and rivers, for example) . o Off-street paths should be identified through signing. Figure 4.3 : The Poudre River Trail links Northwest Design Treatments Fort Collins with Downtown. The word "bikeway" will be used in this plan to refer to bicycle lanes, signed routes, and off-street paths, all of which are shown on the bikeway network. All streets not classified as arterial bikeways or off-street paths, except restricted state highways, should be considered local service bikeways, which should still be designed to facilitate safe bicycle travel. Local service bikeways are not shown on the bikeway network. As described above, the appropriate treatment for a bikeway depends on the street classification, anticipated bicycle destinations, motor vehicle traffic volumes, speeds, and street widths . A Bicycle Lane is that portion of the roadway designated by six-inch striping and bicycle pavement markings for the exclusive or preferential use of bicycles. Examples include Remington Street., Laurel Street., Swallow Road, and Harmony Road. Bicycle Lanes can and have been implemented by 1) narrowing existing lanes; 2) removing a travel lane; 3) removing parking, except where it is essential to serve adjacent land uses; and 4) shoulder widening. Bicycle lanes may be implemented through stand-alone bikeway projects, through reconstruction or construction of roadways, and through routine resurfacing of roadways when the street configuration can be modified without parking 23 removal or serious additional congestion (in which case a public process must be undertaken). Some streets where bicycle lanes are the preferred treatment have circumstances that make installation of the standard widths very difficult. These circumstances include: 1) harm to the natural environment or character of the natural environment due to additional pavement; 2) severe topographical constraints;3) economic or aesthetic necessity of retaining parking on one or both sides of the street;4) existing buildings or development that are adjacent to the public right-of-way; and 5) crippling levels of traffic congestion that would result from eliminating travel lanes or reducing travel lane widths. These circumstances need to be evaluated carefully before a decision is made to implement an alternative treatment. The Bicycle Lane design treatment is used almost exclusively on all Arterial Bikeways in Fort Collins. A Bicycle Route is a bikeway upon which guide signing or pavement markings are placed to nearby destinations or another bikeway. Signed connections are used on local,low-traffic streets where bicycle lanes are not needed,as well as on and around major cycling destinations, such as out neighborhood and community parks, schools, Old Town, or the campus of Colorado State University. Examples include Mathews Street between Swallow Road and the Spring Creek Trail,Hinsdale Drive, and portions of Troutman Parkway. Local streets providing short (less than a half mile) connections between bikeways or between a bikeway and a destination should ideally be delineated by guide signs. Some streets that are already signed as bicycle routes can be upgraded with bike lanes or way- finding aids that provide directional information about destinations and nearby bikeways. In addition,guide signs may be used to direct cyclists to and around recreational facilities or to an alternative route where the preferred street cannot be modified due to serious financial or topographical constraints. Biycle Routes are often the preferred method of designating Local Service Bikeways in Fort Collins. An Off-Street path is a bikeway that is physically separated from motorized vehicular traffic by an open space or barrier. It can be located either within the roadway right-of-way or within an independent right-of-way or easement. Off-street paths are intended to provide adequate and convenient routes for bicycling,walking, and other non-motorized uses. Off- street paths may be implemented in corridors not well served by the on-street bikeway network. Examples include the Mason Trail and the Spring Creek Trail. Fort Collins'Parks Department generally develops off-street paths linking origins and destinations along continuous greenbelts such as rivers, creeks, and recreational trails. These plans are outlined in the Parks and Recreation Policy Plan. Many trails shown on the bikeway network are already planned for implementation,including the extension of the Poudre River Trail to areas east of Interstate 25. Other proposed paths are listed on the project list and are shown on the bikeway network map. 24 The planning and implementation of bikeways can be relatively simple and inexpensive, as • when the City re-stripes a roadway with bicycle lanes during a routine resurfacing. Bikeways can also be very complicated and costly, as with streets that need to be widened. The installation of some bikeways may not always be desirable from the public's perspective,if, for example, parking needs to be removed to install bicycle lanes or parking. As discussed previously,many of the Engineering goals and action items from the 1995 Plan have already been implemented. The realization of the majority of these Planning, Design, Management, and Implementation goals has resulted in a Fort Collins bikeway network that is more continuous,more comprehensive, and better-maintained. Today it provides many benefits to both Fort Collins' cycling and non-cycling public. Safe Bicycle Passage on All Streets —the Latimer County Urban Area Street Standards All streets except high-speed freeways should be accessible by bicycle. Whenever streets are reconstructed or constructed, appropriate bikeway facilities must be included to accommodate bicyclists' needs. This requirement is reflected in the adopted Fort Collins Multi-Modal Level of Service Manual (a part of Larimer County Urban Areas Street Standards, summarized Appendix B). This element of our current design standards ensures that a minimum Bicycle Level of Service will be met with new development and redevelopment. These standards ensure that the bikeway network and conditions for bicyclists continue to improve with community growth and development. • The standards in LCUASS are used to specify the appropriate bicycle facility treatments for all new,reconstructed, or perhaps rehabilitated streets. In general, the appropriate treatment for local streets with fewer than 2500 vehicles per day, and not designated as a bikeway,is the street as is (a shared roadway). Therefore, no special bicycle facility is necessary unless conditions warrant otherwise10. However,in situations where it is deemed necessary,bike lanes or routes can be required in most instances. Arterial Streets Classifications and Standards When a street is constructed or reconstructed as many standard design elements as possible are incorporated into project design and construction. When constraints exist and all standard design treatments cannot be accommodated, decisions are made on a project-by- project basis through an interdepartmental (City of Fort Collins Engineering Department— including the Development Review, Street Over-sizing, and Capital Projects groups,Traffic Operations, and Transportation Planning) review where all policy's and perspectives are considered. For streets with greater than 2500 vehicles per day (arterial and collector facilities),the preferred treatment is bicycle lanes. Alternative treatments might include shared lanes or wider than normal outside lanes, or even wider than normal sidewalks that serve as multi-use paths (such as on our Arterial streets). Where the appropriate bikeway and acceptable alternatives cannot be included in a project,bikeway facilities should be constructed on a 10 The Latimer County Urban Area Street Standards(LUCASS)contain provisions for the local entity • reviewer to require bicycle specific enhancements if,in their judgment,the specifics of the projects context and physical location warrant special consideration above and beyond the standard. 25 nearby (within a quarter mile) parallel road. This strategy has been pursued locally with the Mason Trail as well as the Remington St. bikeway project—each of which provide alternate bicycle access to destinations along the S.College/US 287 "no ride" zone. Bikeway Network Development Ideally all streets should be accessible by bicycle. And in a perfect world appropriate facilities would be phased in as streets are constructed or reconstructed. This strategy works well for growing areas of our community. But the reality is that streets simply are not rebuilt or widened that often, especially in older areas of the community with existing development that directly abuts the right-of-way. These areas of our community often persist as "gaps" in the bikeway network and remain as obstacles to acceptable bicycle passage, access, and safety. Examples include N. Shields St.Taft Hill Rd, and Prospect Rd. between Shields St. and Lemay Ave. The bikeways in other areas of our community sometimes have bike lanes that serve as marginal but sufficient facilities for the experienced cyclist or commuter but at the same time may discourage the individual who is new to bicycling,and commuting in particular. In these areas of our community alternate bikeway routes should be identified and developed. Current Bikeway Inventory As of March of 2007, there were approximately 160 miles of bicycle lanes and 65 miles of off-street paths in the City of Fort Collins. There were also approximately 25 miles of signed"bicycle routes" directing cyclists on neighborhood streets. These existing bikeways form a fairly interconnected network. This is illustrated in Figure 4.4 included at the end of this section. There are approximately 145 miles of planned bikeways,including future lanes,routes and off-street paths. These are typically associated with planned collector and arterial streets that do not yet exist but are identified on the Master Street Plan. The bikeway network identifies all existing and currently planned bikeways (see figure 4.5). The current and planned bikeways exist on a street system (city and state owned roadways within the City of Fort Collins) that includes approximately 775 miles of paved streets. As of 2007, — 66 percent (511 miles)were local streets and — 33 percent (262 miles) were collector or arterial streets. It is assumed that most local streets are already comfortable for bicyclists. Approximately 75 percent (196 miles) of arterial streets and collectors have the appropriate treatment—bicycle lanes. Thus, a little more than 90 percent (708 miles) of Fort Collins' streets have what could be considered appropriate bicycle facilities. Maintenance While implementing bikeway facilities is important,keeping them in good condition is equally important. When a bicycle lane becomes cluttered with debris, for example, cyclists are forced into the motor vehicle lane. Poor bikeway maintenance can contribute to accidents and deter potential cyclists unwilling to risk flat tires and skidding on city streets. Since the mid-1980's the City has maintained a system that gives motorists,bicycle commuters, pedestrians, or whomever in the community a place to report street hazards. In 2005,the City initiated an internet based version of the Pothole Response Hotline to 26 respond to maintenance requests including clearing of debris in on-street bikelanes. In a . typical year, the City responds to approximately 250 to 300 requests. For instance,290 requests were received last year-about 130 via the internet. Service requests initiated not only include potholes,but also gravel,glass, and debris in the street or bike lane. Longstanding policy stated that service requests would be addressed within 24 hours. However, that was recently changed to 48 hours in the face of recurring budget cuts. The City fixes approximately 99 percent of the requests-mostly sweeping,road repair, signing or striping,and storm-water grate repair. Approximately 1 percent of the requests concerned locations outside of the City and were forwarded to the appropriate authority. Over time, the City should be able to reduce the number of requests for routine maintenance such as sweeping by improving the amount of attention paid to the Priority City Bikeways. The improvements routinely requested by cyclists through the Pothole Hotline should be considered high priorities for regular maintenance. The Bicycle Program, known today as "FC Bikes",will provide an annual list of high priority streets for special consideration under this aspect of this new program. The majority of requests for annual bikeway maintenance come after the City lays gravel subsequent to winter storms. While the presence of gravel presents little problem for motorists,it collects in bicycle lanes and on shoulders. This in turn causes a safety hazard as well as a severe nuisance for bicyclists. • In a focused response to the work undertaken during the TMP update of 2004", Citizens Advisory Committee input,public comment,and the results of staff analysis - several commuter bikeway routes have been slated for enhanced maintenance such as frequent sweeping and quicker snow removal. These routes are comprised mostly of City Bikeways that link major activity centers and other important destinations throughout our community. A list of primary commuter routes and secondary commuter routes that will receive enhanced maintenance is included below. Primary Commuter Routes 1) Shields St.-Laurel St.to Trilby Rd. 2) Lemay-Country Club Rd.to Trilby Rd. (clear sidewalk over bridge between Riverside& Mulberry) (bike trail access) 3) Overland Trail-Drake Rd..to Poudre River Trail(bike trail access) 4) Laporte Ave.-Overland Trail to Taft Hill Rd. 5) Prospect Rd.-Overland Trail to Shields St. 6) Harmony Rd.Shields St. to Harmony Transfer Center 7) Timberline Rd.-Mountain Vista Dr.to Trilby Rd. 8) Horsetooth Rd.-Taft Hill Rd.to Mason Trail (bike trail access) 9) Taft Hill-Laporte to Horsetooth 10) Drake Rd.-Overland Trail to County Rd. 9 11) Ziegler Rd.-Drake Rd. to Kechter Rd. 12) W.Vine Dr.-Shields St.to Taft Hill Rd. • Transportation Master Plan of 2004. 27 Secondary Commuter Routes 13) Center Ave.—Lake St.to Shields St. (bike trail access) 14) W.Laurel St.—Remington St. to Shields St. 15) Elizabeth St.—Overland Trail to Shields St. 16) Boardwalk Dr.—Mason Trail to Harmony Rd.to S.Lemay Rd to Keenland Dr.to McMurray Ave to Harmony Rd.to Power Trail (horseshoe trail access loop) 17) *Linden St.—Jefferson St.to E.Vine to Redwood Trail (bike trail access) 18) *Redwood St.—E.Willox Ln.to Conifer St.to Redwood Trail(bike trail access) 19) *E.Willox Ln.—Redwood St to N.Lemay Ave. 20) *Mountain Ave.—Grandview Ave.to Mason Trail(bike trail access) 21) *Loomis Ave.—Laurel St.to Sycamore St.to Sherwood St.to Lee Martinez Park(bike trail access) 22) *Remington St.—Mountain Ave.to Spring Park Dr.to Mathews St.to Drake Rd. (bike trail access) 23) *Swallow Rd.—Dunbar Ave.to Lemay Rd. (bike trail access) *Denotes commuter routes that will be cleared following priority routes Traffic Signal Operations While most traffic signals in Fort Collins change from green to yellow to red and back at preset times, some signals will not turn green until after the presence of a vehicle is detected. These often have pedestrian push buttons. To be detected at one of these,bicyclists need to be correctly positioned over a signal detector loop,which is sensitive wire buried in the pavement,usually in the shape of a diamond. The loop detects the presence of metal in a vehicle,then relays the information to a signal control box. Many bicyclists are unaware of the proper place to stand to be detected, and thus cycle onto the sidewalk to push the pedestrian button or run the red light when they tire of waiting for a signal that does not seem to detect them. Traffic signals can also be installed with video or motion detectors that take the place of the in-pavement inductor loop. This type of technology is becoming more prevalent at intersections and crossings that bicyclists frequent. Even though this approach tends to provide a higher level of service for bicyclists,it is still necessary for them to stop in the correct position so that they are detected. If they stop outside the range of the camera or motion detector, the signal will not be activated. The City of Fort Collins has about 160 intersections with signal detection for vehicles. Most of these are"semi-actuated",meaning only the side street or left-turn lane has the signal detection. The rest are"fully-actuated",meaning all approaches and movements are actuated. Pavement loops can generally detect bicycles in the correct position, although the sensitivity of some may need to be increased. Bicycle-sized detection loops could also be installed in bicycle lanes at intersections with signal detection. Putting it all Together: a Proposed Bikeway Network The existing bikeway network,including Arterial Bikeways and proposed Local Service Routes,is designed to provide a higher level of service for cyclists and encourage bicycle use; it builds on the work of the Transportation Board12 that was included in Transportation Master Plan of 2004 and responds to recent neighborhood and sub-area plans. �Z Bicycle Facility Hierarchy,2004 Transportation Master Plan,Appendix C. 28 • The network,including the recommended bikeway treatment for each segment,is proposed on the bikeway proposed bikeway network Map (Figure 4.6). The streets proposed on the bikeway network are the result of existing City plans and Policies,a review of current facilities and network connectivity as part of this update, as well as significant public input. Proposed Bikeways are included because they: - Connect cyclists to desired destinations, such as employment centers, commercial districts, transit stations,institutions, and recreational destinations; - Provide the most direct and convenient routes possible; - Provide alternative routes where an arterial bikeway may not be available or for cyclists who may not be comfortable riding in higher volumes of traffic; - Fill in exist gaps in the existing network; - Target locations with the potential for implementation in the next ten years. - Lead a bicyclist to a safe arterial street crossing, thereby connecting"neighborhood" routes that lead through the community in other manners than arterial bikeways. Several priority projects that will lend themselves to network development, and also serve to encourage bicycle use were identified through the Citizens Advisory Committee. The criteria and ranking process used was similar to that of the 1995 Plan and focused on how the project would increase safety, connectivity, and bicycle access. This resulted in a "Hot List II" that consists of projects that should be focused on within the next 2-5 years. • • 29 Project Rationale or Source _ Tier 1 "Hot List II"projects in alphabetical order. Horsetooth Rd-College to Stover(bicycle lanes) Existing gap in the arterial bikeway network Laurel St-Howes to Remington(bicycle lanes or shared) Existing gap in the arterial bikeway network Light Actuation at Signals-City wide priority A new project proposed with this plan Mason Trail-grade separation at Harmony Rd Mason Corridor Project Mason Trail-grade separation at Horsetooth Mason Corridor Project Mason Trail-grade separation at Troutman Mason Corridor Project Mason Trail-Spring Creek Trail to Lake St Mason Corridor Project Mountain Ave.-Meldrum to Riverside(bicycle lanes or shared) Downtown Strategic Plan Tier 2"Hot List II"projects,in alphabetical order: Access to Timnath Under I-25 Existing gap in the regional bikeway network Laporte-Overland Trail to College(bicycle lanes) Existing gap in the arterial bikeway network Off-street Trail-Parallel to Overland Trail from Lyons Park to Spring Creek Community Park A new project proposed with this plan Poudre River Trail-extension to Environmental Learning Center and connecting south to Drake Rd A new project proposed with this plan Resurface asphalt trails with concrete-City wide Identified Maintenance Needs Shields-Laurel to Poudre River Trail(bicycle lanes) Existing gap in the arterial bikeway network Tier 3"Hot List Ip'ptojects in alphabetical order: Prospect-Shields to Center(bicycle lanes or off-street) Existing gap in the arterial bikeway network Mason Trail-grade separation at Drake Mason Corridor Project Harmony-Cinquifoil to I-25 (bicycle lanes) Existing gap in the arterial bikeway networw Conifer-resurface lanes from College to Lemay Identified Maintenance Needs Riverside-Prospect to College(bicycle lanes or off-street trail) Existing gap in the arterial bikeway network 30 Figure 4 . 4 Existing Bikeway Network Fort Collins Bicycle Plan and Program Update, 2007 Douglas Rd I - - - '-. CR 52 i j ■ --n - - - -- - - = Mountain Vista Dr I f - i Vine Dr r Mulberry Rd l Prospect Rd O Drake Rd ; i w i Horsetooth Rd i Harmony Rd i i l 1 Kechter Rd i rilby Rd tJ I � I ' I n N Carpenter Rd y a a' 2 y m a F U y E J � , Legend Existing Bikeways Destinations Fort Collins Growth Management Area Boundary on-street lanes Community Facilities Fort Collins City Limits multi-use Parks route — S. College Ave. "no ride zone" City of Fort Collins soft surface path — Schools �� w Figure 4 . 5 Planned Bikeway Network Fort Collins Bicycle Plan and Program Update, 2007 Douglas Rd 152 , I � � I I I I \ 4 i 4'---t-_' t---------I I 1= \I I .... ..............M main Vista or A t ------- .............. Vine or .... ......... ...... Mulberry Rd 1 I \ I Iv Prospect Rd cc _ Y 0 -- \ Drake Rd 1 i t Horsetooth Rd - - ---� I t I / Harmon Rd I , Ester d iii t1' I I I I rilb IV I II I I :+ 2 y IT 10 a J) U E J Legend ExistingBikeways Previous) Planned Bikeways Y Y Y ' Fort Collins GMA Boundary -- on-street lanes - - on-street lanes A` Fort Collins City Limits multi-use multi-use - - S. College Ave. "no ride zone" - route ---- route 9 C6 of fort C of lin> --- soft surface path I i Figure 4 . 6 Proposed Additions to the Planned Bicycle Network Fort Collins Bicycle Plan and Program Update, 2007 _________Douglas Rd 1 I. I 1 I CR 52 J -- --�------- _ t----- I 1 I� \I - ____ w; Mountain Vista Dr IL Vine Dr I tAq _Mu berry Rd f Prospect Rd I v o I -- ' � �v Drake Rd Ji I Horsetooth Rd I 1 i - — - Harmony Rd _� - -= I I I I L i I I I j I l i _rilt�Rd m �j G - -enter__ ' i S N N N co U E J � , Legend Existing Bikeways Previously Planned Bikeways Proposed Bikeways - on-street lanes -- -- on-street lanes routes and neighborhood , multi-use multi-use connections route ----- route an >r r c cuuin, — soft surface path . Chapter 5: Education, Encouragement, and Enforcement Key Words: Safety,Fun,Incentives,Responsibility Education is an important element in increasing bicycling while also improving safety. People often assume that as cycling increases, so will the number of crashes. This need not be the case as has been demonstrated in other cities. Probably the most effective way to improve the safety of cycling is simply to improve the quality of Fort Collins'bikeway facilities, as has been described previously. For example,bicycle lanes result in less competition for road space between bicycles and motor vehicles. However,bikeways cannot do it alone; there is also a need for proper education of both youth and adult cyclists and motorists. The word"education" has many facets when it comes to bicycling. This section will address several education components. - Developing safe cycling skills in children; - Teaching adult cyclists their rights and responsibilities; - Teaching motorists how to more effectively share the road with cyclists. Education goes hand-in hand with encouragement to increase cycling;together they improve skills and raise awareness. For example,a "bike-to-work" day encourages mote people to ride for transportation purposes,but it also teaches urban riding skills and the importance of • wearing a helmet. Teaching children cycling skills and the importance of wearing a helmet builds confidence as riders and encourages them to ride more both as children and future adults. Encouragement measures in our community include: - Providing a bikeway network, end-of-trip facilities,and bicycle transit service. - Holding encouragement events, such as bicycle commute days,business challenges, and festivals. - Providing information and /or maps with recommended cycling routes, end-of-trip facilities, bicycles-on-transit services, education programs, and other bicycle related activities. It is often asserted that the greater the presence of bicyclists on the road, the more aware motorists will become. It follows then that over time both may gain comfort around each other and do a better job sharing the roads of our community. Because Education, Encouragement, and Enforcement work so closely together, this section addresses all three. Consistent messages to teach With better education, cycling can and will become safer. Both motorists and cyclists need to do their part to make cycling safer and more attractive. Youth Bicyclists School children are most effectively reached when an action-oriented teaching approach and repetitive practice process are coupled with awards and incentives. Awards and incentives can consist of certificates of completion or bicycle/pedestrian licenses, free or reduced 31 t i bicycle helmets and other accessories (such as bicycle lights or bells) , or discount coupons for area bicycle shops. To reach the most children, it is important to work closely with schools to insure that school-age children are receiving an age-appropriate bicycle safety message and are learning skills that will help them function safely on the public right-of-way. The following messages should be consistently taught. qz Wear a helmet. In the event of a } „ M � bicycle crash, wearing a helmet reduces the risk of serious head injury by up to 85 /o. It could save your life. Obey all traffic laws . Bicyclists have the same rights, and consequently the same -� - - responsibilities, as others users of our roads. Look both ways before crossing a streets. Always ride with the flow of Figure 5.1 : School age children attending a traffic. Bicycle Rodeo Be predictable. Always signal your intentions . Be visible. Wear light colored clothing and bright or reflective clothing and always use a front light and rear reflectors at night. Use the bikemap. Look for a route that is suitable to your comfort and skill levels . In addition, very young children (seven or less) should ride with supervision. Adult Bicyclists Adult bicycles fall into several different categories of riders. Some adults are comfortable riding on busy streets and mixing with traffic while others prefer quieter streets or off-street paths . There are adults who ride a bicycle only a few times a year and those who ride often but primarily for recreation. Finally, some ride for their profession, such as bicycle police or messengers. Each type of cyclist has their own concerns and philosophy about how bicycles fit into the transportation system. Education and encouragement efforts must recognize this fact and tailor messages to each group. It is also important to reach as wide a range of bicyclists as possible. Since adults do not often group together as a captive audience (such as school children do) , it is important to offer a wide range of opportunities to improve their knowledge and skills related to bicycling. The following messages should be consistently taught: 32 Be alert. Watch for other users and sudden behavior ` � T changes. Also, pay careful attention to potential road hazards, such as potholes and gravel. _ Adjust speed to maintain control of w . . the bicycle. Obey all traffic laws. Though it is tempting to run Figure 5.2 : Adult cyclist riding no hands and without a helmet y through traffic (at least he is riding in the bicycle lane and with the flow of signals and stop traffic). signs,. do no do it. Bicyclists have the same rights and responsibilities as motorists. Disobeying traffic laws gives cyclists a bad reputation and is potentially dangerous . Always ride with the flow of traffic. Ride where motorists and others expect cyclists, and never ride against traffic. - Be predictable. Signal your turns, do not weave in and out of traffic, and stay as far to the right as practicable, except when: o Traveling the same speed as traffic o Avoiding hazardous conditions o Preparing to make a left turn, passing another vehicle or using a one-way street (in which case riding along the left curb permitted) o The roadway is too narrow for a bicycle and a motor vehicle to travel safely side by side o Riding alongside another cyclist in a manner that does not impede the normal movement of traffic. Be visible. Wear light colored clothing and bright or reflective clothing and always use a front light and rear reflectors at night. Wear a helmet. Use the bikemap. Look for a route that is suitable to your comfort and skill levels. Stay off sidewalks whenever possible. In Colorado, bicycles are legally classified as vehicles and should behave as such. Unless specifically signed for shared use, as on bridge sidewalks or off-street paths, sidewalks are intended for pedestrians, not cyclists. When using sidewalks, cyclists are required to warn pedestrians audibly when passing (verbally or by use of a bell), yield the right-of-way in conflict situations, and travel at a walking speed at driveways and intersections when a motor vehicle is approaching. Remember, motorists are not expecting cyclists coming at them at driveways or approaches. Do not drink alcohol and ride. 33 Motorists The goal in educating motorists is to foster a broad range and general public awareness and respect for bicycling. Many motorists are already occasional or regular cyclists themselves in some capacity,and can be encouraged to ride more often. All motorists should be taught good driving behavior and information about cyclist behavior to help improve safety. - Be alert. Watch for other users and sudden behavior changes. Pay attention especially at intersections. - Obey all traffic laws. What would amount to a minor fender bender between two motor vehicles could be a serious injury for a cyclist in a bicycle,motor vehicle crash. Also, driving the speed limit and coming to a full stop at red lights creates a safer environment for all. - Be predictable. Signal your turns well before an intersection. The law requires use of turn signals in advance of intersections,and cyclists depend on turn signals to judge where to be. - Be patient. Passing bicyclists just before a stop light or sign creates an atmosphere of unnecessary hostility. - Do not honk unless necessary. Cyclists can see and hear motor vehicles;honking simply jars their nerves - Give room. Cyclists have to react to hazards that a motorist may not see (e.g.,glass, storm grates, dogs, car doors). Follow and pass at a safe distance. Executing Encouragement and Education Efforts—the FC Bikes Program and The Bicycle Coordinator In response to 1995 Bicycle Plan,in 1996 the City hired a full-time Bicycle Coordinator. This position was housed within the now defunct SmartTrips,the City's Transportation Demand Management (TDM) group. The position was frozen in late 2003 due to budget constraints when the previous coordinator became the State Bicycle Coordinator at the Colorado Department of Transportation. It remained vacant into 2005,when budget cuts threatened the existence of the position all together. However, City Council responded to a tremendous outpouring of public support for the position, and a bicycle coordinator was funded at part-time status beginning in March of 2006. With the hiring of the present coordinator and continuing support and input from the community's bicycling public, the programmatic element of the Fort Collins Bicycle Plan and Program has become FC Bikes. Ongoing support for the Bicycle Education and Encouragement Coordinator is crucial to create and sustain community involvement and encourage more people to utilize their bicycle for personal transportation needs. Primarily funded by a Congestion Mitigation and Aix Quality Grant 'BAKE administered by the North Front Range Metropolitan Planning Organization, the overall purpose of the FC Bikes program is to improve air quality and ease roadway congestion through the incorporation of bicycles into the everyday lives of citizens, Colorado State University 34 students,regional commuters, and visitors to Fort Collins. The FC Bikes strategy is focused • on behavioral change encouragement and education. By creating and maintaining a bicycle friendly community atmosphere and support system, the FC Bikes program seeks to encourage citizens to utilize bicycling as their preferred method of personal transport. FC Bikes staff are responsible for: • Maintaining the City's bicycle planning and program webpage. • Researching, developing,and pursuing funding sources,including federal grants for future bicycle programs and events. • Serving as a contact point and ombudsman for bicyclists to various City of Fort Collins Departments involved with bicycle transportation,recreation, and public safety. • Replying to citizen complaints and/or concerns and acting as a point of contact for issues related to bicycle non-profit operations. • Communicating to the public through various mediums that provide information regarding bicycle improvements and or temporary hazards. • • Coordinating and cooperating with local bicycle advocacy groups to assist them in the planning, development, and implementation of special bicycle education events and encouragement activities. As the project manager of FC Bikes, the Bicycle Coordinator position also serves as an ombudsman to the bicycle community. It is in response to public requests for a liaison between the City departments that handle bicycle-related capital projects and programs and the various individuals,businesses and organizations with an interest and or concern regarding bicycling in Fort Collins. The position provides for public awareness and comprehensive education regarding improvements to the Bicycle Master Plan,bicycle facilities, bicycle events,bicycle lanes and trails and other bicycle-related projects. It assists in coordinating activities and information among the various bicycle interests in the City. To utilize resources effectively, the Bicycle Coordinator relies on public and private partnerships to address bicycling issues and to disseminate information. The position provides a point of contact to increase public knowledge and awareness of facilities and programs for bicyclists. Core Mechanisms Innovative programs like FC Bikes provide a support system that encourages the use of the existing and planned bikeway network. This support system consists of several core mechanisms. Core mechanisms are main functions that bicyclists rely on as a support system for their daily journeys. These core mechanisms include information valuable to the bicyclist, such as, • accident and close call reporting, • bike trail and bike lane closure and detour information, 35 • an electronic newsletter providing the latest information on commuting and bike events, _ • a bicycle registry for lost or stolen bicycles, • a bicycle hazard reporting function, • a working map illustrating a network or grid of streets that bicyclists can depend on being free of snow,ice,and debris all year round. • and the BLT (Bike Lunch Talk), a monthly venue for bicyclists to express concerns and discuss local bicycling issues. Public Campaigns The FC Bikes program strives to create and maintain an overall atmosphere for safe and friendly bicycling in Fort Collins. Some of the projects current goals include expanding upon and implementing several campaigns that target concerns such as, educating motorists on the impact of their vehicles on the environment and bicyclists, the education and encouragement of bicyclists to ride respectfully and to obey laws that adhere to their safety,and to encourage bicyclists to take an active role in the upkeep of bicycle facilities. Below are descriptions of current campaigns: • Adopt-a-Bikeway Campaign—This campaign enables commuter bicyclists to take an active role in maintaining safe bike lanes and bike trails. The adopt-a-bikeway program is a partnership between FC Bikes and the Streets Department and was designed to encourage bicyclists in Fort Collins to report hazardous conditions along their favorite bikeway. By signing up for the Adopt--a-Bikeway program,bicyclists pledge to report hazardous conditions along their preferred Bikeway Route. Hazardous conditions include: High amounts of debris, such as, drag out or cinders, broken glass,potholes, cars parked in bike lane, fallen limbs, or, slippery paint. • "Be Seen" Campaign—This campaign entails riding at night with bike lights. Legally, the State of Colorado requires bike riders to ride at night with a front bike light. Encouragement of the use of front bike lights will be conducted through evening events on Colorado State University's campus and in areas with high bicycle activity, such as downtown Fort Collins. An enforcement component will also be added to the campaign. FC Bikes will supply police officers with bike lights to be given to cyclists (along with a stern warning)who are riding without front lighting. Both CSU Campus Police and Fort Collins Police Services have agreed to participate in this program to increase bicyclist safety. • Bicycle Friendly Campaign—Fort Collins has consistently been recognized as a "Silver Level"" Bicycle Friendly Community by the League of American Bicyclists (LAB). At low cost,LAB provides supporting materials like Bicycle Friendly Community signs,pamphlets,and leaflets that promote the City's bicycle friendliness. FC Bikes hopes to take this a step further by implementing marketing techniques that help drivers become more aware of cyclists on bikeways of all types throughout our community. FC Bikes is striving to bridge the gap between drivers and bicyclists. The goal of this campaign is to "Go For The Gold" level in future years. is Awarded by the League of American to Fort Collins in 2005 and 2007. 36 . Partnerships and Organizational Building To a great degree, the bicycle is integrated into all facets of life in Fort Collins. FC Bikes program has capitalized on this aspect of our community and is working to build relationships between existing bicycle non-profit organizations, other City departments, the County, local businesses,the Convention and Visitors Bureau, Colorado State University, the Downtown Development Authority, and the Downtown Business Association. A brief description of these existing relationships and those in development follows. • Local Bicycle Non-profits Organizations—FC Bikes is working on building the strength, organization, and leadership of our local bicycle groups. It is FC Bikes intention to develop these groups to someday create self-sustaining organizations that contribute to development of the support system and therefore increase bicycle use. Local bicycle groups include BikeFortCollins.org, a bicycle advocacy based group;the Fort Collins Bicycle Collective,a grassroots organization dedicated to providing financially challenged individuals and children to adopt bicyling as a form of transportation;the Fort Collins Cycling Club,who's mission is to provide recreational activities while engaging in community involvement projects;the North Front Range Bicyclists Coalition,who is undertaking the task at organizing biking on a regional scale by working outside Fort Collins within the communities of Greeley, Timnath,Windsor,and Loveland. Many of these groups are still in the early stages of development and FC Bikes is helping them to become self-sustaining organizations while uniting the groups, their interests, and current and future projects. • Other City Departments —FC Bikes works to strengthen and unify the efforts of other City departments. The program is currently developing projects in conjunction with Police Services,TransFort, the Streets Dept.,Traffic Operations and Engineering Depts.,Natural Resources,Parking, and other projects internally within the Transportation Planning Department. • Latimer County—Regional bike trail construction and bikeways in and out of the City is crucial when promoting regional transportation. More and more people are beginning to bike to Fort Collins from outside the City limits. Therefore, FC Bikes strives to build and maintain relationships with County Staff. • Local businesses—More and more businesses are becoming bicycle friendly. FC Bikes works with local businesses on employer and employee incentives to foster bicycling as a significant mode of transportation to work. FC Bikes is also developing projects with local hotels to lend bicycles to visitors instead of renting vehicles. • Convention and Visitor's Bureau (CVB) - FC Bikes is helping the CVB to identify and adopt bicycling as a legitimate recreational activity and transportation mode for visitors to Fort Collins. Marketing materials that capitalize on the "bicycling lifestyle" that Fort Collins offers, such as an website or brochure made available to visitors, are potential projects. • Colorado State University—With over 15,000 bicyclists, CSU is the most significant bicycling destination in Fort Collins. FC Bikes intends to work with campus police on the `Be Seen" campaign at the start of each fall semester. CSU • plans to purchase 100 bicycles for conference services that will also be used in conjunction with the proposed Bicycle library Program. 37 Events Special events are an important venue for FC Bikes to encourage bicycling in Fort Collins . FC Bikes has taken a yearlong approach to events. This is seen as a key strategy that helps to maintain momentum through all seasons. Each event has a specific goal that may include the attraction of new bicyclists; the celebration of our local, rich bicycle culture; the focus on safe bicycling to school at the elementary, junior high, secondary, and college levels; and initiatives to keep bicyclists on the road and supported during the winter months . Spring Events — "Roll into Spring" — This program takes place from March to May and is created to attract new bicyclists. Past and potential future events include: • Resources for Bicycling in Fort Collins — Part of the Environmental Program Series, this event provides the opportunity to learn about bicycling in Fort Collins . Attendees have the opportunity to meet local bike clubs and advocacy groups and i get tips on commuting safely and efficiently. • Bike to School Day — An official .I. 3 y ( f Bike to School Day, this event is Promoted in cooperation with the Poudre School District. The event reinforces the ongoing Safe Routes to School program and targets students, staff, faculty, and parents. • Earth Day / Bike Fair at Colorado State University — a This event is produced in conjunction with CSU and Earth Day efforts. It provides fun Figure 5.3 : Bike to School Day activities associated with commuting in Fort Collins by bicycle. • Bike & Lunch — Through this event, FC Bikes collaborates with the Parks and Recreation Dept. to reach older demographics. The event is focused on promoting bicycling to this demographic by way of interesting and fun social interaction. • Spring Warm Up Bike Rides - Fort Collins Cycling Club hosts this "hands on" event by leading several rides for all abilities throughout Fort Collins. • Community Bike Fair — Offered at the Downtown Transit Center, this day-long event includes bike swap, children's obstacle course and bike rodeo, bicycle information booths, prizes, food, and entertainment. • Adaptive Cycling — Another collaboration with Parks and Recreation Dept, this event seeks to encourage those with physical disabilities to enjoy bicycling. Summer Events — "Bike Week" In cooperation with the CDOT annual Bike to Work Day, Bike Week is a focused program of culturally rich bicycle events that utilizes the energy of local bicycling non-profit organizations and the resources of both public and private partnership. It also emphasizes 38 the importance of encouraging bicycling as a form of sensible transportation and creation of a truly bicycle friendly community. Past and potential future events include: • Commuter Kickoff — Bike Week kickoff event. This event encourages hundreds of commuter bicyclists to meet for a short, early morning ride throughout Fort Collins. t • Local Bicycle Films — FC Bikes will launch a request for bike films from the local community. We'll showcase the film contest winners at local venue. Figure 5.4 : Commuter Kick-off 2006 • Bike Pedal vs. Gas Pedal Challenge — Bicyclists will challenge motorist on 5 stop errand race through Fort Collins. • Bicycle Poetry Open Mic Night • Bike to Work Day — Free breakfasts for bicyclists ! The tradition lives on. It is our goal to attract over 4000 participants in 2008 and 2009. • Cruise to the Movies — One hour cruise around town before ending at New Belgium Brewing for outdoor bike movie. • Bike n' Jazz — FAC at Spring Creek Gardens. Outdoor Jazz musicians and refreshments. • Moonlight Ride — Full moon group ride • Bike Bazaar — Bike rodeo, bike swap, bicycle sculpture installation, bike shop and non-profit booths, entertainment and food. Fall Events — "Back to School Shuffle" This program addresses three key points that deal with transportation in and around Fort Collins . Safe transportation to school for students of all ages is the foremost objective. Sensible transportation infers economical, environmental (air quality), and healthy means of transportation like walking, biking, riding the bus, and ultimately, driving less . Steady transportation means developing a routine for implementing methods of sensible transportation on a regular basis. Events focus on attracting new students, staff, faculty, and parents as cyclists. • Safe Routes to School Program — Safe Routes to School is a four-tiered program ? utilizing the four "E's": engineering, enforcement, education, and encouragement. s Along with providing capital improvements within school environments, the program is also designed to offer parents, teachers, and students an interactive website to research the safest way to school in one's neighborhood. In addition, the website also offers parents and teachers a comment section to report potential issues and problems to the City and also allows parents and teachers to request speed radars within the school's environment. 39 • Annual Safety Fair—FC Bikes incorporates a bike rodeo into this event providing a bicycle education component for children and parents. The bike rodeo and helmet _ fitting exercise of this event teaches children bicycle safety. • Walk or Bike a Child to School Day-- In 2005,more than 3 million children, parents, and community leaders from 37 countries around the world joined together in celebration of International Walk to School.The goal of the walk varies from community to community.The Walk and Bike to School Day rallies for safer and improved streets, to promote healthier habits and to conserve the environment, specifically,air quality. This event is planned in cooperation of the City of Fort Collins, the SafeKids Coalition and the Can Do Organization. • Take a Kid Mountain Biking Day—Mountain Biking teaches children excellent bicycle handling skills that in turn translate into them feeling more comfortable bicycling to school in the urban environment. In addition this event requires parents to attend as well which has the effect of encouraging more of the family to bicycle together in the urban environment. Winter Events—"Bike Winter Fort Collins"This program is designed to support and encourage commuting by bicycle during the winter months and help to "bridge the gap" between fall and spring events. Past and potential future events include: • Bike Thru Winter—This workshop offers participants an opportunity to "Winterize" their bicycles by adding fenders,racks,lights, and baskets to make their bicycles more equipped for year round transportation. Attendees also learn tips on how to beat the cold and ride smart. • Winter Bike to Work Day—The focus of this event is that"If it can be done in the summer heat,it can be done in the cold of winter." This event strives to break the stereotypes associated with seasonal commuting by bicycle. • Frozen Snot Fifty—FC Bikes hopes to host a lengthy but casual fifty-mile bike tour. Enforcement The primary enforcement goal of the 1995 Bicycle Plan and Program was: `Respect for bicyclists and by bicyclists for traffic lams should be encouraged through effective, on going enforcement programs. These programs should emphasize safety and educational messages." The plan then laid out an Enforcement strategy that was designed to work with the other areas of focus—Engineering, Education,and Encouragement. This is still the strategy that FC Bikes and other City Transportation departments pursue internally today. Externally, FC Bikes is taking the approach of building bridges with Police Services to provide effective enforcement through programs such as the `Be Seen" riding at night program. The Bicycle Coordinator also serves as a point of contact for officers who may have suggestions or questions regarding enforcement issues. At the same time,FC Bikes consistently sends the message through events and media, that safe and respectful bicycling is just as much the responsibility of bicyclists as it is motorists. The idea is to instill in the culture of bicycling in Fort Collins an idea of self-regulation, or enforcement that ultimately brings benefits to bicyclists. 40 Chapter 6 : Bicycles and Transit Key Words: Efficiency, Multi-Modal Connectivity, Access Improving the Bicycle-Transit Link Improving the link between bicycles and transit is an ; , important component of making bicycling a part of everyday life in Fort Collins. Linking bicycles with transit helps to overcome such z - barriers as lengthy trips, personal security concerns, and riding at night, or in poor weather. This link also enables bicyclists to reach more distant areas and increase transit ridership on weekends and mid-day. Figure 6. 1 : TransFort bus and bicycle front mounted The bicycle-transit link can bicycle carrier. also make access to transit less expensive. Much of Fort Collins is accessible by transit, meaning that destinations are either directly on a route or within easy bicycling or walking distance — a quarter mile or less. It is important to provide linkages between bicycles and transit in those areas with limited transit access . City Plan plainly states that Fort Collins should pursue a multi-modal transportation system. In order to maximize the utility of such a system, the linkages and interchanges between modes must be fully understood and enhanced to provide the best possible service. In addition to this, a complete understanding of each modes role in the system should be developed. The integration of bicycles and transit illustrates perhaps the best of what multi-modal transportation strategies have to offer. These two components of the urban transportation system have a tremendous ability to compliment each other in several ways. A cyclist that uses transit can easily extend the range of travel without accruing a tremendous increase in travel time. By encouraging the use of bicycles as access and egress modes to transit, TransFort can increase ridership levels and serve a larger area with minimal capital expenditures or increased operating costs. The discussion of integrating bicycles and transit revolves around two key concepts : The facilitation of bicycles as access modes or feeders to transit services (so called "Bike and Ride") and the provision of mechanisms that allow the transferal of bicycles on the transit system itself (so called "Bikes-on-Transit") . 41 The presence of these realities is addressed through two mechanisms in Fort Collins: the continual development of the bikeway network (discussed in Section 4) and requirements that stipulate that a variety of bicycle parking options be provided at stops and stations. Current Conditions of bicycle parking at transit stops and stations The current conditions of bicycle parking at many stops throughout the City are lacking. However, on main routes that carry the most passengers parking can almost always be found. In general, newer stops that have been installed under current development guidelines and policies have bicycle parking. Older stops often do not have any bicycle parking whatsoever. There are many different types of bicycle storage facilities that can be installed at transit stations or stops. Each different design has particular characteristics (level of security, ease of use,weather protection, etc.) that have advantages and disadvantages for the user". The location of bicycle parking at stops or stations demands particular attention when considering an implementation strategy. Careful consideration must be given to the station design and layout to minimize the chances of conflict between the different modes that often operate through stations. There should be a minimal amount of interaction between bicycles and pedestrians, automobiles, or transit vehicles within the immediate area of the station. The provision of high quality, secure bicycle parking at transit stations is only one strategy in a wide range of options available to facilitate the use of the bicycle in an urban or suburban setting. Bicycles On Transit "As part of a comprehensive dual-mode system involving bicycles and public transportation, bikes-on-rail and bikes-on-bus programs can play an important role. Secure bicycle parking at transit boarding points enables more convenient access to local transit routes. Where users provide a second bicycle, secure parking can also improve egress opportunities to a workplace or school. However, unless bicycles can be carried upon tail or bus vehicles, only regularly made egress trips can be accommodated by bicycles.s15 The above quote nicely summarizes the full potential of developing a bicycle-transit linkage. Bicycle parking at stations can attract new riders to the system and help to facilitate the usage of bike-and-ride in low-density areas. By enabling a user to bring their bicycle on board the transit vehicle (after it has been used as an access mode) the bicycle can be used as a mode of egress at the point of departure from transit. This in effect allows transit lines to capture a larger service area, and consequently allows the bicycle user to make a longer journey, thereby increasing the viability of the bicycle for more trips throughout the transportation network. "Please refer to the Section 5 concerning End-of-Trip Facilities and Appendix D the"Fort Collins Bike Depot Feasibility Study." 15 Replogle,Michael.- 1987. "Bicycles on Transit:A review of International Experience". Transportation Research Record No. 1141 42 Bikes on Buses • Bicycle-on-bus strategies have the potential to capture larger transit markets while at the same time increasing the operating range of the bicycle, thereby increasing the attractiveness of each of these modes to potential users. Bicycle-on-bus service has particularly high potential to supplement suburban feeder bus routes to transit, thereby capitalizing on the particular advantages of each mode in suburban operating environments. In order to develop its bike-on-bus program TransFort has adopted the use of bicycle racks that are mounted to the front of the transit vehicle. In concept, a cyclist wishing to board a bus with their bicycle waits for a vehicle to arrive at a stop, then loads the bicycle onto the rack, and then boards the vehicle as a normal passenger would. Front mounted bicycle racks incur a minimum amount of increase in operating and maintenance costs for transit operators. Front mounted racks are located closer to the access point of the bus. This is advantageous in that the increased dwell time due to the loading and unloading of bicycles is minimized. The operator of the vehicle is much more aware of a person loading or unloading a bicycle at the front of the vehicle than the rear, making the use of front mounted racks safer. Current research has shown that dwell time is not significantly increased by loading or unloading bicycles from a rack affixed to the front of the transit vehicle. Practical experience reveals that the bicycle can easily be loaded or unloaded in less than 15 seconds—even by an inexperienced user. When the Mason Corridor"MAX" Bus Rapid Transit is fully developed,it is anticipated that bicycles will be allowed on the buses so that passengers who are transporting bicycles will not have to navigate into and out of the vehicle guideway in order to load them onto a rack. Bicycle parking will also be provided at all stops and stations. In 2006, the City received a grant through the Colorado Department of Health and Environment's "Colorado Physical Activity and Nutrition" (CoPAN) program. This grant was used to increase the bicycle carrying capacity of the each bus in the TransFort fleet by replacing the older two-bicycle racks with those that can carry three. Enhanced transit access enables a bicyclist to cover a wider range of distances if part of the journey can be made by transit. The use of bicycles as feeder modes to transit has great potential in many parts of Fort Collins. Through the development of bicycle and transit strategies, TransFort stands to attract ridership (bicyclists who would otherwise pedal their entire journey) and extend the reach of transit to areas not easily served. TransFort has recognized the benefits of bicycles and transit and is actively pursuing programs that facilitate linkages between the two. In an era when the private automobile is continually relied on despite its costs and negative externalities, it is essential that other modes become increasingly organized and inter-connected in order to compete. 43 } -77 ` ; h_ t .. !:.<&.,off ....: . -- DialA-Ride LOCKERS ARE FOR LOS ANMARIOS SDN "" BICYCLE DAY USE PARA BI [ICLETA ONLY SIMPLEMENTE NH � CONTENTS WILL SE OUITARA � BE REMOVED CONTENIDOS AFTER 24 HOURS DESPUES DE 24 HORAS 221-6620 r `. Figure 6.2 : Bicycle Locker at Downtown Transit Center 44 Chapter 7 : End of Trip Facilities Key Words: Security, Encouragement, Access Every bicycle trip has two basic components: the route selected by the bicyclist, and the "end-of-trip" facilities that may be available at the destination. These end-of-trip facilities can include simply providing convenient bicycle parking. They can also consist of secure indoor parking facilities and provision of showers and changing space for commuters. If the end-of-trip facilities do not meet the users' needs, other means of transportation will be substituted. These types of facilities further serve to encourage the usage of the bicycle. Community surveys of schools and employers16 indicated that a lack of adequate R end-of-trip facilities often serve as barriers for that most common of daily trips — the work commute. Of those surveyed, many say they would sometimes commute to work by bicycle, or commute more often, if there were showers, lockers, and secure bicycle storage at work. Clearly, the availability of safe, convenient parking is a critical factor in an individual's decision whether or not to use a bicycle for commuting. Good, secure bicycle parking offers these benefits : it inexpensively and efficiently increases a buildings parking capacity; - it serves those who use bicycles as a mode of transportation; and it encourages bicycle use. Cyclists needs for bicycle parking range `` " from simply a convenient piece of street furniture, to a multi-space bicycle rack located in a public parking garage, to ` storage in a bicycle locker that affords • weather, theft, and protection from vandalism, gear storage space, and 24- hour personal access. Where a cyclist's needs fall on this spectrum is defined by several factors: - The type of trip being made: Figure 7.1 : Typical example of parking provided at whether or not the bicycle will commercial destinations. be left unattended all day or just 16 Surveys include: Colorado State University Transportation Survey, 2004; Front Range Community College Transportation Survey, 2004; New Belgian Brewing Company Transportation Survey, 2004; Anheuser-Busch, Inc. Transportation Survey, 2004; Agilent Technologies Transportation Survey, 2004; Hewlett Packard Transportation Survey, 2004; National Parks Services Transportation Survey, 2004; Celestica Colorado Transportation Survey, 2004. 45 j l for a few minutes. - Weather Conditions: covered bicycle parking is apt to be of greater _ importance during the wetter months. - Value of the bicycle: the more a cyclist has invested in a bicycle,it follows that the more concern she or he will show for theft protection. Most new bicycles cost$500-700, and often considerably more. Security of Area: his is determined by the cyclist's perception of how prone a given area is to bicycle theft. This is fairly subjective,and probably based to a degree on the individual's experiences with bicycle theft. There are many different types of bicycle storage facilities that can be installed at destinations. Each different design has particular characteristics (level of security, ease of use,weather protection, etc.) that have advantages and disadvantages for the user. Figure 7.2 summarizes the advantages and disadvantages of some typical bicycle parking solutions. Figure 7.2: Evaluation bicycle parking typologies dlyb Ease of dM Type Use Theft Weather Luggage Use of Costs Protection Protection Storage Space lip + - _ _ + + Frame + + + + Saddle-Stand + + O + + ® Bike Cage/Locker O + + + - ertical Stand O + + o - Clip &Box + + o 0 Attendant (not illustrated) + + n.a. n.a. o rev O = satisfactory + = good - = bad n.a. = not applicable Figure 7.2 facilitates the development of a bicycle parking level of service concept. This may be a useful method of evaluation that public or private sector decision makers can employ when making a choice among the alternatives available. A final need for some potential commuting cyclists are a shower,a locker, or changing rooms at trip destinations. For those cyclists needing to dress more formally, travel longer distances, or cycle during wet or hot weather, the ability to shower and change clothing can be as critical as bicycle storage. 46 End-of-Trip Facilities Definitions • Common terms describing end-of-trip facilities are defined below. Short-Term Parking: Bicycle parking meant to accommodate visitors, customers, messengers,and others expected to depart within two hours. Require approved standard rack, appropriate location and placement, and weather protection. Long-Term Parking:Bicycle parking meant to accommodate employees, students,residents, commuters, and others expected to park more than two hours. This parking should be provided in a secure,weather protected manner and location. Long-term parking types will either be a locker, a locked room with standard racks and access limited to bicyclists only, or standard racks in a monitored location. Standard Rack:A non-enclosed rack that is designed to reasonably protect the wheels from accidental damage and allows use of a high- security U-shaped lock to lock the frame and one wheel . Secure: As invulnerable as possible to theft, depending on an appropriate combination of parking type,location, and access. Easily Accessible: Per the Fort Collins Land Use Code,bicycle parking cannot be impeded by stationary objects, parked bicycles, or parked cars. Adjacent to Destinations. Short-term bicycle parking should be located in a position that provides quick access to the building entrance. Close proximity to a main entrance is especially desirable for long- term parking but is not required. Covered.• Having sufficient shelter to protect the parked bicycle from the elements, particularly rain and snow. Shower and Locker Facilities: Any facility providing showers, changing space, and permanent clothes storage lockers sufficient to meet the needs of bicycle commuting employees. The Current State of End-of-Trip Facilities Bicycle Parking at Primary,Middle and Secondary Schools All schools within Fort Collins have some degree of bicycle parking. The supply typically consists of"clip" and"frame" type facilities. In most cases the supply is 47 adequate, but in some instances is lacking. The provision of bicycle parking at schools is ultimately the responsibility of the Poudre School District. One factor that ol, �` � makes it difficult r "g, ` to assess what � * level of bicycle parking should be provided at schools is the "school of _ y choice" policy in the Poudre School District. Often times what would normally be a neighborhood school is instead Figure 7.3 : Bicycle parking provided at local elementary school. open to students from all around the community. This is a good policy on many levels, but the reality is that it always results in an attendance area open to students who live beyond a reasonable bicycling distance from their school. In many cases this causes conflicts with adopted land use and transportation policies because parents are simply forced to drive their children to school. Bicycle Parking at other destinations within Fort Collins In general terms, a cyclist will always find a bicycling parking option at all community destinations . In the best-case scenario, a r, choice of long- or short-term alternatives will be at Figure 7.4 : Bicycle parking found at local medical their disposal. However, oftentunes the case is that the existing alternatives may not meet bicyclists needs . The application of new standards is limited to current development and redevelopment. Therefore, some areas of our community are left with a bicycle parking deficit that may take some time to rectify. 48 ' Figure 7.5 summarizes the general availability of bicycle parking at community • centers and destinations: Figure 7.5—Bicycle Parking at Community Facilities Destination Does bicycle parking exist? Libraries Yes,at all locations. Transit Stations Yes,at all locations. Transit Stops At most locations.* Recreation Centers Yes,at all locations. Government Buildings Yes,at all locations. Office Buildings At most locations.* Retail Centers At most locations.* Public Spaces and Parks Yes,at all locations. *Some existing Transit Stops,Office Buildings,and Retail Centers do not have bicycle parking since they were approved and constructed subject to older standards. With infill and redevelopment projects sites and bicycle parking facilities are routinely brought into compliance with current development standards as adopted with City Plan in 1997. Downtown and Old Town Area Bicycle Parking Much of the bicycle parking found in Downtown and Old Town Fort Collins is the result of a vigorous installation program undertaken by the City. Throughout Old Town, there are more than 100 short-term parking spaces (mostly installed on street sidewalks) and 24 additional long-term spaces in the forth of bicycle lockers. In essence, the condition of the short-term parking supply in Old Town can best be characterized as inconsistent. It ranges from sufficiently maintained,well located,and heavily used frame style racks that meet demand to neglected,insecure, and rarely used clip-styles that in many cases discourage their own use. Areas of particular concern are the southern entrance to Old Town Square at Remington Street. and Mountain Ave., College Ave. between Mountain and Laporte Ave's, and Mountain Ave. between College Ave. and Mason St. • 49 a, 3 r l Figure 7.6: An example of typical bicycle parking in Old Town. Current interest in providing more short-term parking indicates that there is a shortage of short-term parking at certain locations in Old Town. Several businesses, in conjunction with FC Bikes, have begun to explore the option of using vehicular parking stalls as short-term bicycle parking. The use of removable bicycle parking racks would enable a dramatic increase in parking supply for limited hours when bicycle-parking demand is highest — typically weekend evenings and during special events. This will involve close coordination and cooperation with local businesses . There is also interest in increasing the long-term supply of bicycle parking. One idea in development as of this writing is a partnership between the City and County to construct a bicycle parking "cage" utilizing vertical racks in the jointly owned Civic Center Parking structure. This approach essentially provides the best type of bicycle parking a commuter or long-term user could hope for — secure, covered, and attended — and should be pursued. Bicycle Parking Supply at Colorado State University Unfortunately, the limited amount of resources dedicated to this project made it impossible to fully assess the supply and condition of bicycle parking at Colorado State University. One sources' however, described the situation with the statement: "Quality bike parking is very limited on the campus. Cyclists who cannot find a rack space on campus are susceptible to having their bicycles stolen. " The growth of partnerships between the City and CSU (such as UniverCity) has the potential to provide innovative solutions to the bicycle parking issues facing Downtown and the Campus community. 17 Colorado State University Area Strategic Transportation Study Draft Existing Conditions Report (2000) . 50 Chapter 8: Conclusion and Recommendations Key Words: Vision,Refinement,Implementation This update has touched on nearly every facet of bicycling in Fort Collins. A review of the key accomplishments of the 1995 Plan and Program identified"hits and misses" that the City has experienced in the implementation of the Plan over the last 12 years. Beyond that, an exploration of the quality of existing bicycle-transit linkages and trip-end facilities that the City provides was assessed. The goals, principles and policies that pertain to bicycling and can be found in City Plan and the Transportation Master Plan have provided the direction in this assessment of current policies,projects, and programs. From these investigations and findings, several key recommendations revealed themselves. Engineering Recommendations A tremendous amount of progress has been made in the area of engineering, planning, and development of bikeways in Fort Collins. However,it is apparent that there is still some work to be done in order to satisfy the original goals from 1995. Therefore,recommendations that pertain to Engineering are that the City: 1. Continue to plan, develop, and implement a network of bikeways that link community activity centers and major destinations. 2. Continue to evaluate and develop standards for high quality bicycle • facilities. 3. Pursue the implementation of the projects identified on the "Hot List II", Bicycle Capital Improvements Plan (2004) as well as the remaining elements of the Fiscally Constrained Bicycle Facilities Plan (1995). 4. Continue to improve coordination between City departments concerning maintenance and operations issues. Education and Encouragement Recommendations Education and Encouragement efforts are currently funded and being implemented. However, support for these functions has wavered over the years and this fact creates a very challenging environment that prohibits the City from reaching its goals as stated in City Plan and policy. It is imperative that support for these activities continues and is enhanced if the City hopes to reach all of its goals and objectives. Therefore it is recommended that the City: 1. Reinstate the Bicycle Coordinator position at full-time status. 2. Develop effective education programs that focus on Youth Cyclists,Adult Cyclists, and Motorists. Emphasis should be placed on the importance of both bicyclists and motorists following the • "rules of the road". 51 3. Continue to develop innovative and unique encouragement programs, campaigns,and events. 4. Continue to foster relationships between non-profits,advocacy, and community groups that build the capacity for public-private partnerships in order to implement education,encouragement, and enforcement objectives. 5. Improve the communication link between the general public and the various City departments who have a role in implementing or maintaining Plan goals and objectives. Enforcement Enforcement is another area that has lagged in recent years,mainly due to staffing shortages and a change in focusing to other priorities by the City. However,it is recognized that enforcement is a very important part of the holistic strategy of providing facilities, educating people on how to use them,and providing an environment in which they want to use them. Enforcement initiatives have the potential to smooth relationships between bicyclists and drivers by instilling that ideas that all road users should strive to operate their vehicles safely, predictably, and responsibly. Therefore,it is recommended that City Departments: Work together to expand relationships between the Bicycle Program and Police Services to create enforcement strategies that dovetail with other Education and Encouragement efforts. Bicycles and Transit Recommendations As discussed,bicycles have a tremendous potential to provide excellent access to transit for the user. Pursing this multi-modal strategy also allows TransFort to effectively cover of the community while not expanding current routes. As the Mason corridor develops, the bicycle-transit link should become even more of an important part of multi-modal opportunities in Fort Collins. Therefore,it is recommended that the City should: Continue to foster the bicycle-transit link through the provision of bicycle parking at transit stops and stations. Improve bicycle parking at facilities that either have no parking supply or an inadequate supply. Incorporate both long-term parking strategies into future station and stop design. Articulate a policy regarding when a bicycle will be allowed to be transported on the interior of a transit vehicle. Bicycle Parking Recomendations End-of-trip facilities are very important in encouraging the use of bicycles for personal transportation. One of the ways the City can influence this most effectively 52 �I is to encourage the development of long- and short-term parking stra gliies • throughout the community. Schools and significant community des ons (Old Town, Foothills Mall) should always have an ample supply of secure, quality bicycle parking. Therefore,it is recommended that: The City explore various ways through which it can encourage the development of indoor long-term bicycle parking facilities with new public and private development.Areas of focus should include transit stops and stations, community facilities,public and private parking structures,and major employment and commercial centers. The City explore various ways through which it can develop better supplies bicycle parking at all locations throughout the community. The focus should be at schools and in Old Town,in particular. Other Recommendations Through the course of this project several other topics became apparent for future study with regards to bicycling in Fort Collins. In general,these topics dealt with community partnerships and the economy. This project was somewhat limited in scope due to the lack of any budget or outside resources. Therefore, this update recommends makes the following three recommendations in order to continue these discussions: . Community and Partnership Building The City should continue to build on the current momenturn fostered by projects such as UnivetCity Connections. Specifically,it should undertake a concerted effort to explore the potential for the comprehensive development of enhanced bikeways,bicycle lending programs, and bicycle parking strategies that facilitate bicycle transportation connections between Colorado State University, the Downtown, the Poudre River,and the rest of our community. Economy The City should investigate the potential for bicycle related tourism and recreational economic development opportunities that are based on the unique experiences that Fort Collins and the surrounding area offer visitors and residents. Fort Collins should investigate how the quality of the urban bicycling environment and related programs are related to the overall quality of life of its residents. This information will help to understand what factors attract those individuals or businesses that are considering a move to Fort Collins. • 53 Appendix A: Bicycle Plan and Pro f 1 pP ram Y g 0 995 i THE FORT COLLINS BICYCLE PROGRAM PLAN FINAL Draft • October 28, 1995 DRAKE &ASSOCIATES Planning&Urban Design 8003 East Del Tomasol Scottsdale,AZ 85258 (602)998.1305 HNTB, INC. Architects Engineers Planners 3609 South Wadsworth,Suite 220 Denver,GO 80236.2103 (303)988.4682 Table of Contents U, ~~~~~.~.~~~~.~.~~~,.~~..~~.~~.~~~_°°°,°_~_._~~~__~~.~~.~~~1 A.The Planning Process ...........................................................................................................1 B. Organization Cf the Plan ..................................................................................................—. 2 C. Issues, Goals and Are\8/e Doing This Plan?.............................................. 2 tWhat are"hasueo"?..................................................................................................................2 a. Issue -------------------.---------------3 2.What ksu GOAL?.....................................................................................................................D 3.VVhot ison OBJECTIVE?.........................................................................................................0 [\ Th8 —'--.........................~........ 1D 1.Summary of Key Survey Results............................................................................................l0 2. Use of Survey Results............................................................................................................11 E. Bicycle Crash Analysis ................................................12 1. Key Findings................,.—.---------------------' 12 KU,THE VISION PLAN____°,°°.~~~,~~,~~.~~~_~~~,~~_~__~~~~,_~,~,_.,,°,,,°°,~,~,.13 Ill. THE PLAN ELEMENTS ................................................................................................................16 A. Engineering .........................................................................................................................16 B. Education..............................................................................................................................16 C. Enforcement ........................................................................................................................17 D. ...........—'-....................'—.~............17 IV. ENGINEEIRZING°°~~~~~.~~.~~.~°~°°",^~.°~..~~~~~...~~..~..°°°~~~^^~~~~~~~.~~~~~17 A^ Planning Process..................................................................... ...........................................18 1. Definition of Issues and Objectives ............------^~....~.,.---18 2. Documentation n[E)dobng Conditions................................................................................... 8 3. Definition of/ltanxatkxas.........................................................................................................18 4.Preliminary Priorities ................................................. ...................................................18 5. Evaluation of Alternatives........................................................................................................... 19 • 6. Preparation of the Facilities Vision Plan................. 7. Development of a Fiscally Constrained Plan for Bicycle ...c... 19 cycle Facilities............................................... 19 B. Issues and Objectives................................ 1. Planning20 nig Design Objectives ........................................................................................................ 20 2. Engineering/Design Objectives.................................................................................................. 21 3. Management and Operations objectives................................................................................... 22 4. Implementation Objectives.........................................................................................................C. Survey of Existing Conditions 22 ............................................................................................... 23 1. Bicyclist Destinations and Activity Centers ................................................................................. 2. Evaluation of Existing Facilities 23 .................................................................................................. a. Identification of existing facilities 23 b. Field survey of existing facilities.................................................................................... 223 C. Identification of improvements needed.............. d. Develop criteria for rating facility conditions .................................................................. 27 25 e. Rating of existing facility improvement needs................................................................. 27 3.Current Pans, Policy and Standards ........................ 28 4. Potential Use of Canals, Ditches, other off-Road Corridors....................................................... 28 a. Canals and ditches......................................................................................................... 28 b. Other Off-Road Facilities............................................................................................... 29 • Transmission Lines............................................................................................... 29 •Railroads................................ aristrai............................................................... 29 5. Focus Groupinput on gaps, hazards, barn arx/Constraints.......................................................... 30 Put on gaps, hazards,barriers............................................................................ 30 a. Hazards and Barriers..................................................................................................... 31 • b. Hot Spots...................................................................................................................... 31 c. Gaps............................................................................................................................... 32 D. Facilities System concept....................................................................................................... 33 E. Setting Priorities...................................................................................................................... 33 1. Primary Criteria.................. .. ..................................................................................................... a.Access to Destinations 33 .................................................................................................. b. Continuity 34 ...................................................................................................................... 34 c. Safety............................................................................................................................ 34 2. Secondary Criteria................. . .............................................................................. 35 . ..................... a. Regional Pan Facilities................................................................................................. 35 b. Linkage to Transit.................. ....................................................................................... 35 dc. Design that Exceeds tufnimum Standards..................................................................... 35 .Aesthetics...................................................................................................................... 35 3. Results of the Rating.................................................................................................................. 35 F. Fiscally Constrained Plan for Facilities.................................................................................... 36 1.The'Hot List"............................................................................................................................... 36 G. Other Recommended Actions................................................................................................. 1. Maintenance.............. ..................... 2. blew ar Updated38 Standards and Guidelines............................................................................... 39 • Fort Collins Scyc/e Transportation Program Plan Page iii 3. Policy on Work Crews ........................................................................................ 39 4.Coordination with Enforcement Agencies ........................................................... 39 5. Intersection Pavement Standards ...................................................................... 40 6.Traffic Signal Actuation ...................................................................................... 40 7. Support the Downtown Alternative Modes Program ........................................... 40 8. Regional Bicycling Maps .................................................................................... 40 9. Plans and Policy................................................................................................ 40 V. ENFORCEMENT ............................................................................................. 41 A. Issues, Goals and Objectives............................................................................. 41 1. Goal.................................................................................................................... 41 2. Objectives .......................................................................................................... 41 B. Enforcement Issues ........................................................................................... 41 C. Discussion ......................................................................................................... 42 1.Bicycle law enforcement- more than just giving tickets....................................... 42 a.Penalties for violations ........................................................................... 42 2.Why should bicycle-related laws be enforced? .................................................. 43 a.What can we expect from effective enforcement? ................................. 43 b. Enforcement reduces injury and death................................................... 43 c.Why do you obey traffic laws?................................................................ 43 e. Bicyclist law enforcement must also include enforcing motor vehicle laws that affect the safety of cyclists........................ 44 3.Why Don't Police Enforce Bicycle Laws? ........................................................... 44 4. Strategies for a Successful Enforcement Program ............................................. 44 D.Existing Enforcement Programs ......................................................................... 45 1. City of Fort Collins Police Department ............................................................... 45 2. Colorado State University Police Department.................................................... 46 E. Recommended Actions ...................................................................................... 47 1. Change status of bicycle violations .................................................................... 47 2. Expand bicycle enforcement program ................................................................ 47 3. Develop alternatives on streets where bicycling is prohibited ............................ 48 4. Focus on speck accident-related messages..................................................... 48 5 Ride like a VEHICLE!........................................................................................... 48 6. Include motorists ................................................................................................ 49 7. Involve the Police Department in bicycle events.................................................. 49 8. Publicize enforcement efforts............................................................................................ 49 V1. EDUCATION ............................................................................................................... 49 A. Issues, Goals and Objectives ............................................................................ 49 1. Goal.................................................................................................................... 49 Fort Collins Bicycle Transportation Program Plan Page iv • 2.Objectives .............................................................................................................. 49 B. Existing programs .................................................................................................. 50 C. Discussion ............................................................................................................. 50 1. School-based education programs-the challenge ofgetting into theschools...................................................................................................... 50 2. Populations to be readied through education ........................................................... 50 D.Recommended Action Program for Education ........................................................... 51 1. Hire a Bike Edumtion/Encouragement Coordinator................................................... 51 2. Specific Tasks......................................................................................................... 52 VILENCOURAGEMENT.................................................................................................. % A. Issues, Goals and Objectives .................................................................................. 56 1. Goal........................................................................................................................ 56 2.Objectives.............................................................................................................. 56 B. Exisdng Programs .................................................................................................. 56 1. Bicycle Maps ........................................................................................................... 56 2. Bicycle Awareness Week.......................................................................................... 57 3. Downtown Alternative Transportation Program ......................................................... 58 • C. Discussion ............................................................................................................. 58 1. Key Encouragement Issues and Ideas ...................................................................... 58 D. Recommended Action Program for Encouragement................................................. 59 V111. IMPLEMENTATION-THE BOTTOM LINE............................................................ 60 A. Implementation Priorities ....................................................................................... 61 B. Summary of Recommended Actions......................................................................... 62 1. Hire a Bike Education/Encouragement Coordinator on City staff................................. 62 2. Expand Fort Collins' Bicycle Law Enforcement Program............................................. 62 3.Take Steps to Adopt or Amend Applicable City Standards ................................ 63 4.Take Steps to Adopt or Amend Applicable City Policy and Plans ................................. 64 5. Carry OutCooperative Efforts on Matters Involving Maintenance, Signalization, Parking....................................................................................... 66 6.Take Steps to Upgrade Maintenance of Bicycle Facilities and to Adopt Bikeway and Trail Maintenance Standards..................................................................... 66 7. Implement the Fiscally Constrained Plan for Bicycle Facilities..................................... 67 LIST OF FOCUS GROUP MEMBERS................................................................................ 68 • Fort Collins Bicycle Transportation Program Plan Page V 1 . INTRODUCTION Here in Fort Collins we have all the ingredients necessary to become one of America's premier, "bicycle-friendly"corrrr>unities. People here are concerned about issues such as air quality,traffic congestion and quality of life.There's a positive attitude in the community about exploring innovative approaches to building a city that will accorrrriodate new growth in a positive, creative way while protecting basic corrimunity values. Elected and appointed decision-makers share these values, understanding their importance to the future of Fort Collins.There is a strong bicycle(pedestrian program already in place-one that is known for its energy and innovative approaches to"getting things done."There is growing appreciation of and support for alternative transportation throughout City government. Many people already enjoy bicycling in Fort Collins-it's seen as a healthy, responsible way to travel. By using the bike lanes, trails and secondary streets that now exist, bicyclists can get just about anywhere in town quickly and safely.There aren't many steep hill and the generally mild climate encourages year-round riding. Everywhere you look are spectacular views of mountains, rivers and natural areas.Almost any route is a"scenic route"in Fort Collins. The overall goal of this Plan is to underscore the idea of Fort Collins as the"Choice City"-to make recommendations that can help create a physical environment free of barriers for those who choose to bicycle-a community where bicyclists, motorists and pedestrians are educated about their respective roles in traffic,where traffic laws are respected by all and where people are actively encouraged to bike to work, school, shopping or other destinations. In short,the goal is to help build a city where bicycling for transportation is an easy choice to make. A. The Planning Process Planning work was carried out at 19 meetings and work sessions, over a ten-month period by the Fort Collins Bikeway Focus Group, assisted by City staff and consultants.The Focus Group included representatives of CSU staff, CSU students, Chamber of Commerce,Transportation Board, Choice City Cycling Coalition, high school students, senior citizens, b>icydists-at-large, City departments, including Police, Fire, Engineering, Planning, Transportation Services, Parks and Recreation and other members. The Focus Group meetings approximately parallel steps in the planning process.The process was designed to lead, step-by-step to a logical set of recommendations that could be directly related to the projects objectives and to input from the public, Focus Group and planning analysis. Steps in the planning process included: *Identification of Issues *Define Encouragement Program Recommendations *Definition of Goals and Objectives *Define Education Program Recommendations *Community Bicycle Transportation Survey *Define Recommendations for Enforcement *Study of Existing Conditions *Discuss Overall Implementation Strategy *Definition and Evaluation of Alternatives *Recommended Action Program *The Vision Plan *Setting Project Priorities These steps will be described further in report sections on the individual Plan elements. Fort Collins Bicycle Tra wortatlon Pmgt m Plan Page/ c•• .. •. • • o. • . • - ••• • •� •. • a► r •a I• . ' • 3 • N .M " • •• • J. A o, •- • .rl/w • • a• ►:t• • v • a r, • • • •' x•u • • I - • •• c • .• .•' r 1 - •••• • • • •S •• •' G •� / • I • " • • •••• • /. a. Issue Categories The list of general issue categories on the following pages was defined by the Focus Group. It is the basis for issue statements that accompany each of the four Plan Elements. * Planning Issues • Facilities are, too often, discontinuous. When a facility just ends, a hazardous situation can be created. Frequently a facility ends where it has been determined that there isn't room on the street for a lane, or where -for some other reason - bicyclists should not be encouraged to ride. When bicyclists are "abandoned" by their facilities with little warning (or no warning at all)at an unsafe area, their uncertainty, surprise and hesitation may only exacerbate the situation.Ample warning should be given if a lane, path or other facility is about to end and information about suggested alternate routes provided • Improved bicycle access to major activity centers should be provided. Although the present bikeway and trail systems are a good start, many barriers stand in the way of good access throughout Fort Collins. People who are not skilled at riding in heavy traffic need good routes, too. Improved alternatives to use of College Avenue, access to the downtown, to CSU, to shopping malls, schools AND OTHER ACTIVITY CENTERS is needed. • Land use and policy documents should be reviewed to assess impacts on bicycle transportation. The need for a bicycle parking ordinance,for looking at the Land Development Guidance System, for review and supplementing street design standards and others were mentioned. Included should be consideration of bicycle-friendly traffic calming measures, a look at land use planning to facilitate bicycle transportation, access to employment centers and similar considerations. Again, Fort Collins has a good start here, but a general review and updating is needed. • There is little provision for multi-modal transportation. What do you do if you bike to work and it rains or snows?You can't take a bike on a bus in the study area?We don't know of employers who provide a ride home for personal emergencies or bad weather to bike commuters? Do park n' ride lots have bike lockers?We need to start exploring the possibilities here. • Bicycles are not routinely considered in planning and design of ALL new developments and some other street construction projects. Every road should have provisions for bicycle travel; every new development should consider bicycle and pedestrian circulation and design accordingly. Where development occurs next to an existing neighborhood, steps should be taken to ensure continuity of bicycle facilities. People should be able to travel on foot or by bicycle to schools, shopping, parks and local offices without being forced onto major streets. • We should take advantage of all special opportunities for facilities on viable off-road corridors. Trails can often serve a valuable purpose as transportation corridors. The Spring Creek Trail is an excellent example of a trail that enjoys considerable commuter use. The Fort conins Bicycle Transportation Program Plan Page 3 Poudre Trail and future Fossil Creek Trail will provide access for transportation as well as for • recreational activities. In addition to these, we should consider potential use of other trail corridors (e.g.,the Foothills Trail), irrigation ditches, railroad rights-of-way, utility condors, parks and open space areas. • There is no mechanism currently in place for adding an evaluation loop to the implementation process. Aside from the Bike Ranger program, little is formally done to evaluate bicycle facilities and programs on an on-going basis. *Engineering Issues • City design standards should be reviewed and updated as necessary. City standards are generally quite good. In some cases, however, greater specificity may be needed, or standards may need revision in response to improvement needs observed on existing facilities. • Overpasses and underpasses do not always meet accepted standards. These are used by bicyclists and pedestrians. Sight distances, lighting, drainage, approach grades, widths, radii on access ramps and other design elements often do not meet current design standards. Consideration should be given to two-directional use by the complete range of possible users, including bicyclists traveling at commuter speeds • Continuity and consistency of design can be improved. In some locations, facilities vary considerably in width and other design elements. There are gaps and other discontinuities in the bikeway and trail system. AT SOME PLACES. THE ENDS OF TRAILS AND BIKEWAYS LEAVE BICYCLISTS WITH UNCLEAR DIRECTIONS FOR SAFE CONTINUATION OF THEIR TRIPS OR TACITLY ENCOURAGE UNSAFE RIDING (E.G.. RIDING AGAINST TRAFFIC). Continuity is of primary importance and should be a major concern of the planning effort. • Signage still can be improved. The City has recently made significant upgrades to signage throughout Fort Collins, adopting a distinctive new sign design and sign location standards. Signs for off-street, multi-user trails that may serve a bicycle transportation purpose should be similarly consistent. Consistent signage to warn of lane or path termination, hazards, information may still be needed in some locations. *Bicyclists encounter many barriers and bottlenecks that effect transportation trips. Throughout Fort Collins are found extremely rough railroad crossings, dead-end routes, one-way streets, narrow streets or bike lanes and other conditions that can affect bicycling. Especially if a person if trying to make good time while bicycling for transportation, these conditions may not be simple annoyances -they may be substantial disincentives to riding. • Downtown Fort Collins presents many conflicts and difficult access for bicyclists. People should be encouraged to leave their vehicles and walk to get around central city areas. Safe, SECURE and convenient parking for all vehicles- bicycles and motor vehicles -should be provided. • Fort Collins Bicycle Transportation Program Plan Page 4 • The closer you get to activity centers (Malls, CSU, downtown), the greater the congestion, the more hazardous conditions become for bicycling and the more dfficult it is to do anything about it since everything is built-up. Population centers represent a concentration of the shops, restaurants, offices, government facilities, cultural attractions and residences that are high-priority destinations for cyclists just as they are for motorists. Facilitating bicycle access to and travel through these areas must be considered. • "Unsafe"segments of roads should be identified and addressed. Harmony Road and Lemay were used as examples. Some segments of these streets may be just fine for cycling, while others are not. • MAINTENANCE! Maintenance of facilities and roads used by bicyclists should be improved. This includes not only sweeping away dirt, gravel and debris but also snow, ice and sand removal, GROOVES CAUSED BY ICE REMOVAL,repairing pavement, providing safer railroad crossings, trimming overhanging vegetation and other activities. If facilities aren't well- maintained, people won't use them. • Who is the "customer"for the bicycle transportation plan? Bicyclists come in all sizes, ages, skill levels and degrees of confidence. There is no standard test that a person must pass to ride a bicycle. Some people can ride safely in almost any traffic situation, while others should not be allowed in the street. Decisions should be made about the best ways to plan for the widely varying needs of bicyclists. • There are possible conflicts among different types of cyclists and between, cyclists. Especially on multi-use facilities, there may be conflict among novice cyclists, kids, family groups, rollerbladers, dog-walkers, commuters,joggers and others. Some people want to laze along looking at the scenery, while others are headed somewhere in a hung. It is important to recognize that not everyone on a multi-use trail has the same objectives in mind. A good rule of thumb is to provide for the type of use with the most- restrictive design requirements. • Trails should be located and designed for minimum environmental impact. Trails through environmentally sensitive areas can potentially impact wildlife and plant communities. The paving, grading and building of trail-related improvements must be carefully considered. It may be tempting to pave an extra-wide trail to accommodate all the users ... or to pave more than one, but finding the balance between resolving multi- user conflicts, providing access to scenic areas and yet not"paving over the wilderness" are a challenge. • Quality of recreational/transportation experience People ride bicycles to get places, to get exercise and for other practical reasons ... but they also like to bicycle because ITS FUN! "Fun" is not being pressed up against bumper-to-bumper truck traffic spewing fumes and going 50 miles per hour. "Fun" is not risking a serious fall every time you negotiate the railroad tracks on Mason or Highway 14. "Fun" IS a facility designed and maintained to a high standard -facilities suited to YOUR style of riding -great views, the sun shining and the wind at your back. This Plan will do its best to address the "Fun" Factor in its recommendations (we don't guarantee the part about the wind, however). Fort Collins Bicycle Transportation Program Plan Page 5 • Work zones are often sited w1bbm t due consideration for bicycles. If a street is under construction, where do the"lane narrows"signs get located?At the right-hand side of the roadway! Where do the bicyclists have to ride?Yup! The righthand side. If the pavement is tom up to the point where you practically need a fourwheel drive vehicle to get through it, is there an altemative route designated for bicycles? Rarely, if ever. The City's policy on work zones should be reviewed for impacts on bicycling. Education Issues • Use of bicycle safety equipment should be encouraged, Many accidents in Fort Collins involve bicyclists riding at night without the required lights and reflectors. These are usually preventable. The motorists just didn't see the bicyclists until it was too late to avoid a crash. Similarly, people should be strongly encouraged to wear bicycle helmets whenever they ride. How often have you seen a family out on their bikes ... and the kids all have helmets, but the parents don't?What kind of message does this send to the children? • Mota ist attitude There is an attitude that"bikes ride wherever, whenever and however they like ..... so why spend money giving them special facilities?'The"put'em on the sidewalks where they belong"attitude is often expressed. There are many misconceptions, myths, stereotypes, HOSTILITIES and prejudices to deal with. It was noted that in California almost 25%of the questions on the drivers license exams are related to bicycies. An education program • directed toward motorists may be in order. • Education programs are minimal and oriented only to children. Bicycle safety education in Fort Collins is extremely limited. Occasional bicycle rodeos, Bike Week events and classroom visits from "Officer Friendly' are about the extent of it. There is no regular curriculum being taught. There are no adult bicyclist education programs available TO THE PUBLIC IN FORT COLLINS ON A REGULAR BASIS. At CSU, the BEEP program for people who receive bicycle citations has a strong educational component ... but you have to get cited for violating a bicycle law to attend! A look at the bicycle accidents shows a very high proportion of adult bicyclists to be involved. The Community Bicycle Transportation Survey conducted as part of the Plan showed a very strong perception among motorists that bicyclists do not obey traffic laws as do other vehicles. Something should be done! • Me need a more pro-active bicycle safety program that includes skill development Studies have shown that bicyclists know the Rules of the Road, but many lack the skills and confidence that could allow them to ride safely throughout the city. These skills can be taught. You don't have to be crazy or superhuman to commute on a bicycle. There are good curricula available, such as Effective Cycling that teach riding skills along with basic bike maintenance and repairs. Fort Collins Bicycle Transportation Program pan Page 6 Enforcement and Safety Issues • What level of bicycle law enforcement is feasible? There is an attitude around that,"I can ride any way I want,because nobody will stop me." Enforcement is a panful tool for helping develop a better relationship between bicyclists and other road users. If bicycles want all the rights of"vehicles,"they should accept the responsibilities as well. Enforcement makes the difference.The example was given in the Focus Group work session on enforcement issues of the motorist who drives up to the red light late at night.There's NOBODY watching. If it weren't for the threat of getting a citation, how many people would still stop for the light? • WHAT PRIORITY SHOULD BICYCLE LAW ENFORCEMENT BE GIVEN THE FORT COLLINS POLICE DEPARTMENT DOES NOT PLACE HIGH PRIORITY ON ENFORCEMENT OF BICYCLE-RELATED LAWS OR ON EDUCATION OF POLICE OFFICERS ABOUT LEGAL RIGHTS AND RESPONSIBILITIES OF BICYCLISTS.GIVEN THE IMPORTANT ROLE ENFORCEMENT CAN PLAY IN SAVING LIVES AND DEVELOPING RESPONSIBLE RIDERS(DRIVERS(NOW BICYCLES - AND AFTER AGE 16,CARS)THE FOCUS GROUP FELT THAT BICYCLE ENFORCEMENT SHOULD BE GIVEN MUCH GREATER PRIORITY, POLICE DEPARTMENTS NATIONWIDE HAVE REPORTED DRAMATIC DECREASES IN BICYCLIST DEATHS AND INJURIES WITH IMPLEMENTATION OF EFFECTIVE ENFORCEMENT PROGRAMS. • Bicycle theft- can anything be done? Bicycle theft is a major problem and recovery rates for stolen bicycles are very low.Would a registration program help and be cost-effective?Are there ways to improve bicycle parking so security is increased? • Can bicycle crashes be prevented? Who is usually at fault? Understanding and reducing bicycle crashes is a major challenge for this plan.The City annually compiles an excellent summary of crashes involving bicycles that occur each year.These, however,represent(it is estimated)only about 10 per cent of all Crashes. Most are not reported to the police.What can be done to change the factors that contribute to the crashes?Better facilities? Better bike riders?Motorists who make a point of looking for bicyclists when they turn? Encouragement Issues • Employer education Many employers are not aware of the substantial benefits to be gained through a modest investment in facilities and programs that encourage bicycle use. Employers need to recognize the value of commuter cyclists!! • Lack of support facilities discourages some commuters. Provision of showers, hair driers, lockers,good bicycle parking and similar"amenities"can play a major role in encouraging transportation cycling. Fort Collins Bicycle Transportation Program Plan Page 7 • Bicycling can Play a role In tourism and economic development Bicycle tourists and local bicyclists can have substantial contribution to Fort Collins' economic well-being. The plan should consider ways to encourage ALL types of bicycling. • If we build it... wiil they come???? This is the$100 question! The answer, if experience in other communities holds true, is a resounding -YES! If bicycling becomes part of the community culture ... if the City shows that it is serious about bicycling for transportation ... if good facilities and programs are implemented ... then people will ride bikes. • People may not ride bicycles because they don't know which streets to use. Residents and visitors of all skill levels should be able to find good routes to their destinations in Fort Collins. This can be done through signage, designated routes, good maps, a route information telephone hotline, bicyclist information centers and other means. The City's "Cross-Country Cyclist"maps at convenience markets and boxes along bike routes are a good start, but more needs to be done. Many people don't know where the bike facilities are.... or they may see bike lanes that go along for a short distance and then disappear. A means should be found to provide information about location of good routes that are continuous. These routes may make use of bike lanes or the trail system but should show how a person can bridge the gaps to get to his or her destination. • There are no good regional bicycling maps. The City publishes good maps of designated bicycle facilities within Fort Collins' city limits. • In order to plot a route that goes outside these limits, say to Loveland, LaPorte or the National Forest, involves piecing together information from two to four maps, filling in the gaps and doing the best you can. This is seen as a disincentive to bicycle travel. 2. What is a GOAL? A"goal" describes the destination -where we want to be at the end of the planning journey. Goals are usually broad, optimistic and expressive of a long-term vision. The Vision Plan embodies a statement of goals adopted for bicycle transportation in Fort Collins. In summary, however, the Focus Group adopted the following, as the overall goals of the Plan. These statements were used as a basis for developing the objectives that accompany each of the four Plan Elements. OVERALL GOALS FOR PLANNING The Plan should. -Focus on transportation bicycling. -improve safety • Fort Collins Bicycle TranWorWon Program Plan Page 8 *Recognize the varying needs of different types of bicyclists. *Respond to community concerns and ideas about bicycling. *Improve continuity; eliminates gaps in the bikeway system. *Promote tourism and economic development. *Link to regional bikeways. *Eliminate barriers to bicycling. *Improve maintenance, parking, standards and policy. *Build on existing, planned and committed commuter and recreational facilities. *Provide access to major activity centers and destinations. *Facilitate efficient, direct bicycle travel. *Provide an enjoyable, scenic cycling experience. 3. What is an OBJECTIVE? "Objectives" describe mileposts along the way to achieving the goals. They are specific, measurable steps to be achieved if the overall goals are to be met. Objectives and evaluation criteria related to each are defined for the four Plan Elements. As planning recommendations were developed, the Focus Group could refer back to the objectives and criteria to make sure each was addressed. Objectives are listed in sections of this report for each plan element (Engineering, Education, Enforcement, Encouragement). Fort Collins Bicycle Transportation Program Plan Page 9 D. The Bicycle Transportation Survey • Early in the planning process, approximately 55,000 questionnaires were distributed to Fort Collins residents through City utility bill mailings and through the schools. A response of 5095 surveys ( 10%)was received, a strong return. The following summary of key survey responses provides an overview of significant findings. Additional information can be found in Appendix A. Bicycle Survey Summary and in the Fort Collins Bicycle Transportation Survey report, provided as supplements to this plan. 1. Summary of Key Survey Findings * Survey results represent a balance of bicyclists(580/6) and non-bicyclists (420/6, said they did not ride a bicycle at all during the past year). *Aimost two-thirds (63.8a/o) of the bicyclists responding ride at least once a week,with 22.1 riding"daily." *'Weather"and 'Time"were the most frequently given reasons for not bicycling(more often)for transportation, followed by"need car for job"and"too dangerous." • * Respondents represented adult Fort Collins residents -88%were ages 26 and older. *Questions asked of motorists provided the following responses: • Most motorists think that sharing the road with bicyclists is OK if there are bike lanes or if streets are wide enough so they can pass a bike without changing lanes (88%). • When asked "if here is one message you could send to the bicyclists out there, what would it be?" the response was loud and clear. Obey the laws - if you want to be treated as a vehicle, you need to act like one! Stop for stop signs and red lights. Don't weave all over the roadway. Get a light for night riding. Signal turns. Almost half of all the motorists gave similar responses-five times the number of mentions given for the next-highest message. *Questions asked of bicyclists produced the following responses: • People who ride bicycles for transportation generally prefer on-street bicycle lanes. • Although a sizeable percentage of bicyclists (34.7%) said that they usually bicycle for transportation purposes on all streets or "in bike lanes on any street," an even larger number (42.9%) usually ride on trails, quiet residential streets, low-traffic streets with bike lanes or sidewalks. Fort Collins Bicycle Transportahon Program plan Page 10 • The streets mentioned as being most often avoided by bicyclists are: College Avenue Shields Prospect Reasons given were similar. too much traffic, no/inadequate bike lanes, too dangerous and traffic moving too fast. In addition, bad pavement and maintenance were mentioned as factors on Shields and Prospect.The prohibition on riding was mentioned on College. • The people who ride most regularly(3-5 times per week) are those who ride to work. • One-third of the bicyclists responded that they ride "frequently" or "occasionally" at night. Only 39% of the people who said they ride at night have bike headlights and even fewer have taillights (although about half said they have rear reflectors). • The two factors most important to bicyclists wishing to park their bikes are security and proximity to destinations. A third important factor is availability of bike racks that are designed to allow use of high-security locks and locking methods. • Only half of the bicyclists always wear a helmet. About 25% never wear one and 21 wear one"sometimes." • Of bicyclists who reported that they had been involved in a crash with an injury beyond "road rash," over half said that they did not report the crash to the police. • Although over 85% of bicyclist respondents always ride with the flow of traffic when riding in the street, only 24%do so when riding on sidewalks. Respondents generally said that they ride either way- it doesn't matter on sidewalks. • Over half (56%) of the bicyclists responding to the survey admitted that when they come to stop signs or traffic signals, they just slow down, check for traffic and proceed when safe to do so. Only 37% said they always come to a complete stop. 2. Use of Survey Information Information from the Bicycle Transportation Survey is reviewed in each Plan Element in terms of its implications for Plan recommendations. The Education and Enforcement Elements, for example, can consider the responses to Question 19C and see that most bicyclists do not obey the law and stop at stop signs and traffic signals. Education programs and public information hand-outs can target this behavior, which is also a significant factor in bicycle accidents. Enforcement agencies can focus on stop sign and signal violations as part of a selective enforcement campaign. Fort Collins Bicycle Transportation Program Plan Page 17 E. Bicycle Crash Analysis POLICE REPORTS OF ACCIDENTS INVOLVING BICYCLES from 1989 through 1993 were compiled to determine locations with the highest numbers of reported bicycle crashes AND CRASH CHARACTERISTICS. Crashes studied were primarily bicycle/motor vehicle crashes in public rights-of-way. Locations with high numbers of crashes are shown in Figure 1. ADD17YONAL INFORAM77ONC4NBEF0UNDINAPPENDIXB 1. Key Findings *Street improvement projects on Shields (1994) have added bike lanes and intersection improvements at locations that ranked at the top in terms of bike crash rates. These include: Shields/Lake (10 crashes); Shields/Prospect (10 crashes)and others (Shields/Stuart, Shields/Plum). * Many high-crash locations are in the vicinity of Colorado State University (see Figure 1). * Factors contributing to the most-frequently occurring types of bike crashes included: • Bicyclist turning movements(120 crashes) • Bicyclist riding on sidewalk(91 crashes) • Bicyclist tiding against the flow of traffic(54 crashes) • Bicyclist falls(45 crashes) • * Other factors identified included: • Bicyclist fails to stop at stop sign or signal(25 crashes) • Bicyclist swerves(19 crashes) • Bicyclist hits stopped or parked vehicle(19 crashes) • Bicyclist riding without lights and/or reflectors on bike(16 crashes) * The most common factors related to motorist behavior were: • MOTORIST overtaking BICYCLIST FROM BEHIND(26 crashes) • Motorist did not see bicyclist(21 crashes) See Appendix B for additional information. Fort Collins Bicycle Transportation Program Plan Page 12 II . THE VISION PLAN The Vision Plan for Bicycle Transportation includes a"Vision Statement"approved by the Focus Group, and a map that shows the long-range plan for bicycle transportation facilities. Vision for Bicycling in Fort Collins ✓ The Fort Collins Bikeway Plan is meant for all bicyclists. The bicycle is a viable transportation choice for Fort Collins residents and visitors. The Vision addresses the needs of all types of bicyclists. Whether novice riders or experts,facilities should be available that are well suited to their needs. Each has its own preferences and facility needs: • Some people want nothing more than a smooth, clean shoulder or bicycle lane on a direct route so they can travel as directly and efficiently as possible. • Others prefer quiet, low-traffic streets so they can bike to their destinations without worrying about sharing the road with high-speed traffic.They want to smell the roses, not exhaust fumes. Taking a slightly longer route is no problem. • Off-road trails appeal to many of these bicyclists and others as well. Here, they can look at scenery and not at traffic. They can ride to destinations along the trails and enjoy Fort Collins' natural beauty in the process. ✓ The Vision PkM for Fort ODMIS Mkimmi s - Thr+ee &stinct; interlocking bika�Mistaw in orw • Maior street bikeways. Direct routes for bicycle transportation, these are generally bike lanes on arterial streets. • On-street lanes • May include short off-street sections to bypass major bottlenecks. • Generally at one-mile intervals. • Signalized intersections or through/priority travel (side streets stop) • High-visibility signing and lane marking. • Extra-high maintenance of bicycle travel areas. • Low-traffic street bikeways. Bicycle lanes and routes on low-traffic collectors and residential streets form a continuous grid between major streets. • Bike routes or lanes • Generally at half-mile intervals, between major streets Fat Collins Bicycle Transportation Program Plan Page 13 • Provide access to trails as well as to key destinations. • Signalized crossings at major streets. • • Priority traffic controls between major streets (cross-traffic must stop or yield). • Signage and striping as needed for direction and hazard identification only. • Priority maintenance of bicycle travel areas. *Off-road trails. Multi-use trails shared by bicyclists and pedestrians, generally following rivers, creeks, railroad rights-of-ways or other off-road corridors. • Separate paths shared with pedestrians. • Grade-separated crossings at all major streets • Low-key signage as needed for direction, hazard identification and interpretation. • Priority maintenance ✓ Fort Collins bikeways are part of the regional bicycle transportation network! The Bikeway Plan Vision looks not only within Fort Collins but beyond it as well, connecting with a planned regional system of bikeways and trails. Bikeways will link Greeley, Loveland, LaPorte, and other communities in the North Front Range. Cross-country cyclists will be able to find their way to and through Fort Collins on specially designated regional bikeway routes and in the process get a good introduction to Fort Collins' character and attractions. . ✓ The Vision is more than building bikeways. Bikeways are important, but so are programs and policy. These fall into four major categories: *ENGINEERING In addition to implementing the Action Plan for construction of bicycle facilities, advances are made through adoption of policy and operational procedures that enhance the bicycling environment. Development projects are automatically reviewed from the perspective of their positive or negative impacts on bicycling. Incentives are offered for private provision of facilities and programs and for projects that include mixed use, traffic calming and other techniques that create bicycle-friendly neighborhoods and commercial areas. All City transportation and road maintenance activities include measures that enhance potential for bicycle use. Pavement surfaces are routinely inspected and repaired to provide a smooth travel area. Steps are taken to eliminate problems associated with construction drag-out, sand, gravel and debris on the roadway. Snow removal and street sweeping procedures give priority to streets with designated bicycle facilities. Policy is established to make provision for bicycles in work zones by maintaining a rideable surface or directing riders to convenient, marked detours. A way is established for people to report maintenance problems to the City and to get response on follow-up actions. Facilities and design standards are periodically reviewed and improved as necessary. • Fort Collins Bicycle Transportation Program Plan Page 14 Building bikeways is a beginning. With bikeways, education, enforcement, encouragement and engineering programs in place, Fort Collins will be able to achieve its vision as a great place to bicycle-a place where bicycling is a popular, viable and respected transportation mode. *EDUCATION Education programs provide bicyclists, motorists and pedestrians with the information and techniques they need to operate compatibly in a mufti-modal traffic environment. • Bicyclists become familiar with effective cycling techniques, improve riding skills and learn why it is important to ride responsibly, obeying the same laws as other vehicles. • Pedestrians learn to share the trails and sidewalks with other modes of travel. • Motorists learn that bicyclists DO have a right to the roadway, that both they and the bicyclists have responsibilities as vehicles and that they can coexist peaceably and predictably. Bicycle education starts at an early age and is a lifelong process. Children learn traffic skills, laws and responsibilities. Adult education focuses on improving bicycling techniques and on developing confidence and competence in traffic. Older adults and people with disabilities receive special training to help them maintain mobility and independence through bicycling. *ENFORCEMENT Enforcement is an important part of the vision. Laws related to bicycle use are enforced consistently and energetically by police officers who are knowledgeable about the rights and responsibilities of bicyclists. Laws and ordinances are consistent among all adjacent jurisdictions and are periodically reviewed and updated. Emphasis is placed on the educational potential of law enforcement. People who violate the law learn from the experience. Reasons for citations are clearly stated and follow-up includes educational materials and activities. *ENCOURAGEMENT Efforts to encourage bicycle use become a citywide priority. All levels of government, the schools and community organizations do what they can to promote bicycle use. Events such as Bike Week and Alternate Way Day include year-round incentives for regular bicycling. The media give ongoing support to bicycle events, facilities, personalities and programs. Fort Collins becomes known nationally as a "good city for bicycling,"which attracts bicycle tourism and enhances economic development. The Vision Plan for Bicycle Facilities is shown in Figure 2 (following this page). Fort Collins Bicycle Transportation Program Plan Page 15 III. THE PLAN ELEMENTS • The Fort Collins Bicycle Program Plan includes elements addressing bicycle facilities, enforcement, education and encouragement of bicycle use.Although these elements are presented separately, it is important to emphasize that they are strongly interrelated. Fort Collins can build the best bikeway system on the planet and yet not accomplish the goals of this plan if other plan elements are not actively implemented.An action program that combines all of them must be implemented if Fort Collins is to achieve its potential for improved transportation choices. In the sections that follow, each Plan element is discussed separately, identifying specific objectives, conditions, criteria, alternatives, priorities and recommendations for each.The final chapter in the Plan combines them into an integrated Action Program for Bicycle Transportation. A Engineering Even though we have stressed the importance of enforcement, education and encouragement, bicycle facilities should not be neglected. In a way, they are the cornerstone of the Plan. If people have no choice but to ride on narrow streets, crowded into a debris-strewn gutter by motorists whizzing by inches from their shoulder at high speed,they are unlikely to opt for the bicycle.They may be educated and encouraged, but they aren't stupid.All streets should be"bicycle-friendly'-designed with bicycle use in mind and without built-in hazards and maintenance problems affecting bicyclists. Off-road trails should be similarly designed,taking into account the additional factor of shared use with pedestrians. Systems of bicycle lanes and other on-street facilities should be designated and mapped to help guide people around the city and to alert motorists to the fad that bicyclists have a place within the roadway too. B. Education At the same time, everyone using our streets-motorists, bicyclists, and pedestrians-needs to know what the laws and expected behaviors are. They need to be educated about safe and efficient bicycling on today's street and trails systems.They not only need to know the laws and"rules of the road"but also should know the reasons behind those laws and their respective roles in operating under those laws. Bicyclists should learn to operate their vehicles skillfully,just as young adults do through driver's education. Even though they can pedal and maintain forward momentum without failing over,they may lack skills essential to operating safely on today's crowded trails and busy streets.These skills can be taught-to adults as well as to children. Finally, bicyclists should learn the basics of bicycle repair and maintenance. Pow maintenance can contribute to bicycle crashes and take some of the pleasure out of riding. Many bicycle repairs, especially emergency"on-the-road"repairs, such as flat tires, are easy, once the basic procedures are explained. Some people don't ride because they are intimidated by the thought of changing a tire or adjusting the height of their bicycle saddle. Do-it-yourself bicycle maintenance and repairs can be taught to people of all ages. FmrCo irsBlcycle Transwwon Program Plan Page 16 C. Enforcement If laws related to bicycling are not enforced, compliance with those laws cannot be expected. Injuries and deaths resulting from bicycle crashes will continue to rise. The common stereotype of the"crazy, law-defying bicyclisf'will continue to keep people from giving the bicycle the respect it deserves as a transportation vehicle. Children will watch their parents run stop signs and, tacitly, understand that this type of behavior is okay- its what adults, their role models, usually do. If no one gives them a good reason(like a citation)for obeying the laws, they are not likely to do so. Enforcement is the key! D. Encouragement All of this does no good at all if people are not encouraged to get on their bicycles and ride. The bikeways and trails would be unused, except by walkers,joggers, in-line skaters and other pedestrians. People would keep on driving their cars everywhere, all the time, in greater and greater numbers. Encouragement is an important element of the Plan. People need some form of stimulation before they are going to make lifestyle changes such as using bicycles for transportation.They need incentives, role models, goals and motivation. Left to their own devices, they will just keep doing what they've always done-drive cars. Change is difficult to accomplish, whether it is losing weight, moving to a new home or riding a bicycle to work. If a person is rewarded for making the change, his or her behavior is validated and the message is sent that the change is a good thing to do. This is where encouragement comes in.The Plan includes recommendations for ways to encourage people to choose the bicycle. IV. ENGINEERING To develop recommendations for bicycle facilities, the Plan combines a long-term vision with realistic appraisal of existing conditions using criteria related to the objectives defined by the Focus Group early in the planning process. The Engineering Element includes the following sections: A. Planning Process B. Issues and Objectives C. Existing Conditions D. Planning Analysis- Definition of Altematives E. Vision Plan for Facilities F. Setting Priorities G. Fiscally-Constrained Plan for Facilities Fort Collins Bicycle Transportation Program Plan Page 17 A. Planning Process The recommendations contained in this Plan Element resulted from an interactive planning process that involved the following steps: 1. Definition of Issues and Objectives Specific issues and objectives for bicycle facilities ware defined at a Focus Grasp Work Session.This very important part of the process provided a dear definition of problems to be resolved,opportunities to be pursued and description of desired results in terms of planning objectives.The planning objectives were used as references throughout the planning process refresh focus and help keep things on track 2. Documentation of Existing Conditions A wide range of conditions was studied, including: key activity centers and destinations, tricycle cash sites,questionnaire survey results, existing plans,policy and projects, Regional Bikeway Plan reocaynendations and conditions along existing bikeways and trails. Existing facilities were evaluated using information collected by going out and baking-on bicycles-using an evaluation checklist developed for Fort Collins. Each"segment"of each bike lane, We and trail was described in terms of approximately 30 variables. Infwnation was also provided by the Focus Group and C4 about"good places to ride,"gaps "places to avoid'and other topics. 3. Definition of Altematives Alternatives were developed that take into account: -Existing Facilities-The need to improve existing facilities; -New Facilities-The need to fill gaps,eliminate hazards and barriers, extend facilities for better access and continuity; and -Future Facilities-The need to plan future expansion of the facilities as Fort Collins grows. 4. Preliminary Priorities To develop the afternatives,the Foals Group had to set some preliminary priorities within each of the three categories of facilities. It had to ask,for example,"Of all the improvements needed to existing facilities,which are most important in terms of improving safety,continuity and meeting other specified objedives7'By narrowing dm m the dmolces in each category to those that would go farthest to meet the objectives, preliminary alternatives for the overall facilities system could be selected for discussion and further analysis.Specific steps included: a Set priorities for improving existing facilities Priorities were used on field evaluations performed by Group members,staff and the consultant. This provided a set of priorities based on existing facility improvement needs. Fort cowins&cycle Transportation Program Plan Page 18 b. Set priorfties for newfaciffties Priorities for new facilities were set by identifying the "hot spots;' gaps, missing linkages and destinations not adequately served by bicycle facilities at the present time. Identified routes were rated on the: •degree of hazard(What happens if there is no facility?Is it really a problem?); •anticipated level of use; •potential linkages-importance to continuity of the facilities system;and •relationship to the Regional Bikeway Plan. This provided a set of priorities based on new facilityneeds. c. Set priorities for future facilities Priorities for future facilities were established by identifying significant regional linkages and opportunities from"long-term vision"elements such as use of railroad rights-of-way, utility corridors, ditches and facilities built as part of long-tern land use,street and development plans. This provided a set of priorities based on future facility needs. Using these priorities,a preliminary set of alternatives was prepared. 5. Evaluation of Alternatives Criteria were defined for evaluation of the alternatives.The atematives were rated according to these criteria and were reviewed at a Focus Group vxA session to select routes that would be part of the preliminary"Facilities Vision Plan." 6. Preparation of the Facilities Vision Plan The preliminary Vision Plan was discussed and refined over the course of several Focus Group meetings. It was approved by the Group and includes both a Vision Statement and a Vision Plan map, showing the future bicycle facilities system in its entirety. 7. Development of a Fiscally Constrained Plan for Bicycle Facilities Each segment of each route shown in the Vision Plan was subjected to additional evaluation, using criteria related to access,safety,continuity and other factors. For the highest-rated group of routes,the Focus Group discussed the types of improvements needed,such as major capital improvements, maintenance projects, minor capital projects. For all potential capital projects,the Project Engineers prepared costs estimates and additional evaluation.At a work session,the Focus Group reviewed the costs and rated the projects as"high,'"medium"or"loud'priority based on cost and other criteria.The 'high"-priority project list was refined and forms the basis for the Fiscally Constrained Bicycle Facilities Plan. Fort Collins Bicycle Transportation Piogram Plan Page 19 B. Issues and Objectives 1. Planning Objectives Encourage bicycling for transportation through urban growth that puts most major destinations within a comfortable bicycling distance, that assures good access by bicycle and that reduces the prominence of motorized transportation in neighborhoods and other pedestrian and bicyclist- oriented districts. a. Plan a continuous, citywide bicycle transportation system with linkages between on-and off- street bicycle facilities, between bicycle facilities and streets without special facilities, between Fort Collins and adjoining communities and between Fort Collins and the planned regional bikeway system. b. Plan improvements for bicycle transportation that provide direct and convenient access to major activity centers and other destinations such as employment centers, downtown, schools, shopping, government buildings, parks and other recreational destinations. Special attention should be given to access to: -destinations along and across College Avenue(especially at Drake, Horsetooth, Harmony and Prospect); - neighborhood shopping centers, -central Fort Collins, south of CSU campus; - employers on outskirts of town such as HP and NCR, - Laporte and other areas to the north; . -northeast Fort Collins; - CSU; -along and across 1-25; and - regional destinations (such as Windsor). c. Review and recommend amendments, as appropriate, to City policy and planning documents to strengthen their positions in encouraging non-motorized transportation. Specifically, review the following: -zoning, project review and development incentives planning and design -guidelines for neighborhoods policy and -guidelines on school/neighborhood planning and -design guidelines for commercial and employment centers downtown planning -other area and condor plans. Ways of encouraging bicycle transportation within these planning and policy areas will be developed. d. Encourage development of opportunities for multimodal transportation that includes bicycles. Specifically encourage a stronger relationship between bicycle transportation and transit, between bicycling and park n' ride facilities. e. Integrate bicycle transportation considerations into the City's overall planning process for programs such as Transportation Demand Management, Congestion Management Plan, Master Transportation Plan, City Plan and Comprehensive Plan processes. • Fort Collins Bicycle Transportation Program plan Page 20 2 B4neelling/Delsign O*cdves Design a atymcle system of on-and off-road bicycle transpatation facilities that maximoes safety, convenience and comfort for bicyclists of all ages and skill levels in conformance with accepted design guidelines.Take full advantage of transportation opportunities represented by off-road mufti-use trails while mitigating impacts on wildlife,plant communities, pedestrians and other trail users. a.Work toward continuity of design standards to enhance safety and legibility of the bikeway system. • Identify areas (both within Fort Collins' city limits and in County areas affected by this plan) where facilities have not been designed in conformance with current design standards. •Where nonconformance is found, provide a conceptual assessment of potential and actions for retrofit or other improvement. b. Identify and take steps to eliminate gaps and discontinuities within the Fort Collins bikeway system. c. Update City design standards for construction of bicycle facilities as necessary to respond to bikeway system evaluation and implementation experience. Specifically consider such design elements as: gutter pan construction standards along bike lanes, right-turn lane design treatments, lane width (exclusive of gutter) and others. d. Develop a policy for dealing with situations where improvements in strict conformance with accepted standards are not feasible. e. Identify and develop strategies for elimination of bottlenecks, barriers and potential hazards to the efficient flow of bicycle traffic. f. Provide a hierarchy of facilities to accommodate the transportation needs of all ages, skill levels and trip purposes. g. Evaluate existing off-road trails for suitability with regard to transportation bicycling. If appropriate, recommend improvements to increase suitability, decrease potential multiuse conflicts and mitigate potential negative impacts on wildlife and plant communities. h. Evaluate the potential of additional off-road facilities for transportation bicycling, including. railroad rights-of-way, utility easements, ditch easements and others. I. Assess the Citys current policy on treatment of bicycles in work zones. Make recommendations to assure that location of signs, surface conditions, detours and diversions are planned to give full accommodation to bicycle traffic. Fort Colliers sicyde Transportadon Program Plan Page 21 3. Management and Operations Objectives Protect the City's investment in streets and bicycle facilities through an aggressive,hig"uality maintenance program that is tailored to the specific needs of transportation bicyclists and to risk management considerations. a. Maintenance of bicycle facilities and streets used for bicycling should be frequent and performed with sufficient care to keep the streets in safe, comfortable condition for riding. The planning study should work with City staff to document current practices and problem areas and to recommend any necessary changes. Among specific areas of concern are: - Snow removal policy - Street sweeping - Removal of dried leaves - Construction drag-out - SNOWPLOW GROOVES - Railroad track crossings - Drainage and ice build-up - Inter-jurisdictional inconsistencies b. Existing standards and facilities should be evaluated in cooperation with the City's Risk Management staff to identify problem areas and recommendations for improvement. 4k ImOenV 1tadW a. Establish project recommendations and priorities in keeping with funding guidelines for ISTEA projects and those of other funding sources, to maximize success of funding applications. b. Develop phased recommendations showing a logical sequence of improvements to achieve continuity as the city grows. c. Establish a long-term vision for bicycling in Fort Collins through identification of a future facilities system and supporting programs and policy. d. Make recommendations for coordination of all aspects of the bicycle program, allocation of responsibilities and periodic evaluation and updating. • Fort Collins Bicycle Transportation Program Plan Page 22 C. Survey of Existing Conditions 1. Bicyclist Destinations and Activity Centers Early in the planning process, destinations, or"activity centers" expected to generate substantial numbers of bicyclists were identified. These included: • Colorado State University • High schools • Junior high schools • Elementary schools • Parks and recreation facilities • Trails • Sports arenas • Shopping malls • Other major retail uses • Major employers • Governmental offices and facilities Figure 4 shows the identified destinations and activity centers. This information was useful as a reference point in making sure that recommended facilities provide access to all important destinations. 2. Evaluation of Existing Facilities Fort Collins has a strong history of building bikeways and off-road trails, providing an excellent starting point for this Plan. Facilities were generally found to be well-designed and in good condition, although many improvement needs were documented. The Plan looks at both the existing facilities system and at recommendations for expansion of the system as Fort Collins grows. Evaluation of existing facilities was accomplished in four basic phases: -Identification of existing facilities -Field evaluation of existing facilities - Identify the types of improvements needed -Establish relative priorities for improvement of existing facilities. Information on existing facilities gained through this evaluation was used in later phase of planning in combination with analysis of gaps, linkages needed, planned facilities and other information to develop recommendations. a. Identification of existing facilities Existing bicycle lanes, bike routes, trails and other facilities were mapped (see Figure 4), updating information on location and facility type. The system of existing facilities was divided into smaller"segments"for purposes of field evaluation. Each segment represents a portion of the facility with relatively consistent design characteristics. Fort Collins Bicycle Transportation Program Plan Page 23 b. Field survey of existing facilities . The purpose of this survey was to document the condition of existing bikeways and trails, to get information on the types of improvements needed. The following steps were involved: • Review of design standards Applicable design standards were reviewed and summarized for use in the evaluation. • Preparation of an evaluation checklist An evaluation checklist was developed to help determine whether facilities meet the design standards and to obtain other data. The checklist provided the following information: -Type of facility (lane, route, trail) - Surface material - Facility width (including information on whether width varies and on the width of the outside traffic lane on bike routes) - Continuity (identifying gaps, end of facility, warning signs) - Edge conditions (curb and gutter, condition of asphalt seam at road edge, presence of drainage grates and obstructions in bike travel area) - Surface conditions and maintenance (identify cracks, patches, utility covers, slippery spots, debris, gravel, drainage problems, overhanging trees, utility poles, dirt dragout from unpaved driveways or side streets) -Steep grades - Sight distances (on hills, on curves, from/to intersecting streets and driveways, description of what obstructs the view if a problem exists) - Intersections (number of driveways and street intersections) - Lighting -Bikeway/Trail signing -Traffic controls (stop signs, signals, difficult crossings, signal actuation) • Conduct field survey. Members of the Focus Group, City staff and the consultant team used the checklist to evaluate conditions on all existing bikeways and trails. Typical conditions and key problem areas were photographed and described in detail. Completed checklists for all segments of the bikeway and trail system were compiled in notebooks for use during the planning process. - Fieldwork was performed on bicycles. The perspective gained by riding a bicycle is quite different from that experienced by motorists. A two-or three-inch drop off the edge of the asphalt or path may be hardly noticeable to a motorist but can easily deflect a bicycle tire and cause a fall.The little things mean a lot when you're riding a bicycle-gravel on the pavement, standing water, blind comers, areas with lots of in-line skaters. Evaluating the bikeway system • Fort Collins aicycle Transportation Program plan Page 24 "from the saddle" provided detail and first-hand experience for the evaluation. All improvement needs were documented. Even though funds are limited and all improvement needs cannot be addressed right now, it was decided that all possible deficiencies should be documented so positive steps can be taken toward developing an effective, long-term improvement program. Interim measures such as improved signage, hazard marking, increased maintenance, supportive planning policy and programs were discussed as ways to supplement capital improvements as cost- effective ways to create a better environment for bicycle transportation in the interim. • Both place-specific improvements and system-wide needs were identified. Even though one of the key products of this study is to develop a set of recommended improvement projects to meet"most critical" needs at specific locations, problems common to the entire bikeway system were also observed. c. Identification of improvements needed To condense all the fieldwork into a manageable format and to identify the location, types and relative importance of improvement needs, the following steps were taken: * Describe specific improvements needed for each segment Results of the fieldwork were summarized for each segment and a matrix was prepared to give the Focus Group an overview of detailed fieldwork findings. * Describe the general types of system-wide improvements needed The field survey showed some types of improvements to be common to many segments of the existing bikeway and trail systems. These improvement needs are generally small projects, many of them maintenance needs. Plan recommendations should address these improvements as well as the larger capital projects. They include: •Bicycle lane striping discontinuity Bicycle lane stripes sometimes end before intersections, leaving the bicyclist without clear direction about where to ride. The Focus Group referred to this as a "Go Fish" situation. Usually, the stripes are discontinued because right-of-way is not sufficient both to stripe bike lanes and provide other intersection improvements, such as right-or left-turn bays. • Shared bikelparking lanes Where there are both on-street parking and bike lanes, the bike lane is typically delineated by a single painted stripe at a distance from the curb that allows room for both the parked vehicle and bicycle operation. It was observed that in many cases, the single stripe seemed to be subject to misinterpretation. It wasn't clear that it marked the edge of a bike lane rather than of a parking spot. Cars were parked farther away from the curb than normal, intruding into the bicycle travel area. • Sight obstructions caused by parked cars near intersections In many segments parked cars near street comers were found to block views of intersecting traffic both from the bicyclist's vantage point and by screening the bicyclist from view. Fort Collins Bicycle Transportation Program Plan Page 25 • Traffic signal actuation Although the field survey checklists did not report significant problems with bicycle actuation of traffic signals, this was mentioned repeatedly in Focus Group meetings. The problem is that the bicycles do not actuate traffic signals reliably. •Dirt dragout A problem throughout the city, dirt dragout is commonly found at construction sites, unpaved driveways and intersecting dirt roads. Street sweeping is not the whole answer here, because every vehicle using the driveway, street or construction site drags dirt into the paved street when entering it, the condition persists. •"Washboard"intersections Intersections, primarily in older parts of Fort Collins were cited as having extremely uneven paving ("washboard" paving). This can be hazardous because the bicyclist's attention is diverted from traffic to focus on staying upright on pavement that seems to roll every which way. •Rough railroad track crossings Every railroad crossing surveyed is in need of improvement. Many tales were recounted of wheels caught in flange ways, injury-causing falls, bicycle damage due to rough, sharp, eroded flange way edges and deteriorated pavement. • Improved maintenance of lane striping Every spring, the bicycle lanes seem to almost vanish as the snow melts. Even on streets that are models of good bicycle facilities, such as Remington, the lane striping and other pavement markings are difficult to see. . •Improved sweeping of facilities On-street bicycle facilities need to be swept more frequently. Many problems were reported with dirt, sand, debris and landscape materials in the bicycle travel areas. •Rough pavement patching Where work has been done on the street, an asphalt patch is generally laid to cover up the area where pavement was removed. These patches tend to be uneven, with edges that are not flush with the pavement around them. This creates problems for bicyclists, especially since the patches usually extend across part (but not all) of the lane width. Bicyclists must either ride around them or bump up, over and across them, risking a fall. • Utility covers and grates located in the bikeway Many segments have utility covers or drainage grates within the bicycle travel area. These often are not flush with the surrounding pavement and are made of metal which can be slippery to bicycles when wet. Parallel-slat grates are found occasionally in Fort Collins. These are recognized hazards which can trap bicycle wheels and cause loss of control or falls. •Overhanging trees, vegetation encroaching into bike lanes and trails Problems were reported with trees overhanging the bicycle facilities and trails in many locations. In addition, grass, weeds and shrubs encroach into the facilities. Bicyclists must ride under, through or around these obstructions, sometimes swerving out of the bike lane. • Fort coums Bicycle Trwivortagon Program Plan Page 26 •Seam between gutter and asphalt paving creates a drop-off A common problem is the seam that builds up where the asphalt roadway meets the concrete gutter. A lip builds up that can become several inches high as the street is resurfaced. Especially where bike lanes are narrow, this can be hazardous. The bicyclist typically rides to the right-hand side of the bike lane, away from traffic. If the bicycle wheel slips into the gutter, it can easily be deflected by the asphalt lip, causing loss of steering control and a possible fall. d. Develop criteria for rating facility conditions A preliminary evaluation of existing facilities was performed using criteria that rated segments according to the severity of problems encountered and the extent of actions necessary for improvement. The evaluation criteria were grouped into four categories and given numerical ratings based on the relative complexity, cost and potential associated hazard along the segments. Low values were given to segments with low potential hazard and complexity of required improvements. High values were assigned where major improvements were needed. •Maintenance needs (weighted value of 1.0) Criteria indicated the need for improved, routine maintenance, to be addressed without capital expenditures. Examples include shrub overhang, gravel, potholes, minor drainage problems. •Minor repairs and improvements (weighted value of 2.0) Criteria indicated relatively simple or low-cost repairs and improvements such as repairing cracked pavement or replacing lane striping and signage.Also included in this category are deficiencies that might be expensive but which did not generally represent a high degree of hazard to cyclists, such as trees too close to the trail or bike lane. Other examples include repair of cracking or rough pavement patching, utility covers and additional signage. •Moderate repairs and improvements (weighted value of 3.0) This category included conditions where further design evaluation was needed but where projects necessary to make the improvements will be reasonably straightforward. Examples of such projects include repair of uneven gutter seams, areas of seasonal ice build-up, lane widening on steep grades, construction dragout and improvement of railroad crossings. • Major capital projects (weighted value of 4.0) Criteria assessed the need for improvement of severe potential hazards. Improvements in this category were major projects requiring significant design and engineering evaluation. Typical projects include improving blind curves at underpasses, low underpasses and narrow bridges. e. Rating of existing facility Improvement needs Each segment was assigned a score based on criteria related to these categories.This score was then multiplied by a Motor Vehicle Conflict Rating factor. This rating factor considered each segment in the context of: •Average daily traffic volumes • Number of driveways per mile • Number of intersections per mile • Land use types adjoining the facility Ratings were used to help generate alternatives and priorities in later phases of planning. Fort Collins Bicycle Transportation Program Plan Page 27 I Current Plans, Policy and Standards All applicable local and regional plans, design standards, policy, programs and projects were reviewed for potential impacts on bicycle transportation.This review is summarized in Appendix C. Arriong documents reviewed were: • The Poudre River Trust Land Use Policy Plan for the Downtown River Corridor, • The City of Fort Collins Land Use Policies Plan, • Land Development Guidance System for Planned Unit Developments, • The City of Fort Collins Downtown Plan, • The City of Fort Collins Parks and Recreation Master Plan, • The Goals and Objectives element of the Comprehensive Plan; • The Fort Collins Area Transportation Plan Mission Statements, Policies and Objectives, • DRAFf Fort Collins Congestion Management Plan, • The Northeast Area Transportation Study, • The Fort Collins Traffic Signal System Past, Present and Future; • Design Criteria and Standards for Streets; • The City of Fort Collins Work Area Traffic Control Handbook, • The North Front Range Regional Bicycle/Pedestnan Transportation Plan. • THE NORTH COLLEGE AVENUE CORRIDOR PLAN • WEST SIDE NEIGHBORHOOD PAN • EAST SIDE NEIGHBORHOOD PLAN • HARMONY CORRIDOR PLAN • PROSPECT ROAD STREETSCAPE PLAN • • NATURAL AREAS PLAN 4. Potential Use of Canals, Ditches, Other Off-Road Corridors a.Canals and ditches Canals and ditches in the area serve two primary purposes Drainage conveyance or irrigation supply. Open channel drainage ditches owned and maintained by the City of Fort Collins Storm Drainage Department afer opportunities for bicycle use because: • They often connect to other trail Corridors or detention ponds(Poudre River Fossil Creek, Spring Creek, etc). • Required maintenance roads paralleling the drainage channels are of adequate width(15 feet) to allow for bicycle use. • Right of may is awned by the City of Fort Collins. According to the Citys Storm Drainage Department, examples of existing channels with 15 foot wide maintenance roads which could be improved for bicycle use are: • 'Brown Farm Channel'. This facility extends from the corner of Prospect and Taft west to the Citys detention pond along the north side of Brown Farm. Fort Collins Bicycle Transportation Program Plan Page 28 • "Foothills Channel". Constructed as part of the new high school improvements. This channel parallels the north side of the high school property, through the CSU Agronomy Farm from Timberline to County Road 9. Planned drainage channels all require the 1 Moot maintenance roads.Any future drainage channel improvements will provide opportunities for bicycle facilities. Irrigation companies were contacted for the potential of utilizing rights of way for bicycle facilities. Contacted were: • Latmer No. 2&New Mercer and Dixon Canal Laterals • Pleasant Valley&Lake Canal • Latmer and Weld Canal • Fossil Creek(Wellington) • Sherwood Lateral Responses were received from Pleasant Valley&Lake Canal, Latimer and Weld Canal, and Fossil Creek. Pleasant Valley&Lake Canal indicated that their Board has allowed and currently have bicycle paths along their facilities. Larimer and Weld Canal indicated that most of their alignment is within their right-of-way and that the Board of Directors would have to vote on any shared usage. The Board would be open to discussion but their primary concerns would be those of liability and the type of maintenance agreement which could be negotiated with the City. Fossil Creek indicated that the canal from the Poudre River to the Fossil Creek Reservoir(east of Fort Collins)is primarily on easements from individual private property owners.The reservoir is owned by the irrigation company. In the past, shared usage has not been allowed. b. Other Off-Road Facilities Potential off-road facilities that were investigated included utility easements and railroad rights-of- way. -Transmission Lines Transmission line information was received from Tom McCormick(303-226-4000)at the Platte River Power Authority(PRPA). The transmission lines are divided into three categories: Transmission Lines on City Rights-of-Way;Transmission Lines on Railroad Rights-of-Way, and; Transmission Lines on PRPA Acquired Easements. PRPA has indicated that shared usage within their acquired easements is possible based on agreements with PRPA. However, the liability and maintenance issues must be agreed upon individually with parcel owners. This usually occurs at the time easement usage is sought. The transmission lines on City rights-of-way are along Drake Street from Taft Hill to Lemay; transmission lines on railroad rights-of-way are within the Burlington Northern right-of-way on the east side of the city, and, transmission lines on acquired easements are predominantly in the northern portion of the city(e.g. along Lemay Ave). -Railroads Railroad contacts were as follows: Union Padfic Railroad Burlington Northern Railroad rbn colons ecwkTrd wo -dowra,oyrmPfan Page29 Union Pacific and Burlington Northern Railroad rights-of-way typically range from 50 to • 200 feet in width. Although, specific proposals for shared use are dealt with on a case by case basis. Indications are that past policy has not been to allow shared usage, but might be considered provided that a maintenance and liability agreement is reached. In addition any drainage caused by the bicycle facility would be required to not impact the railroad grade and would be accommodated for by construction of the bicycle facility. Setbacks are generally 20 to 25 feet from the railroad grade and the two facilities would need to be physically separated by a fence. In addition, any crossings (either by separation or at- grade) would require Public Utilities Commission (PUC) approvals. -Examples of Opportunities and Constraints The greatest potential for bike facilities appears to exist along the railroad and drainage and irrigation canal alignments. These corridors can provide some cross town opportunities while tying other planned and existing bike routes. The Larimer and Weld County Canal alignment could connect to the Poudre River trail system west of Shields Street and provide access to the northeast. Some constraints identified along this corridor would be the railroad crossings, which would require PUC approval, and several arterial crossings or underpasses, such as N. College Avenue and County Road 9F. This corridor could be extended north towards the Anheuiser-Busch plant along the railroad spur. The Sherwood Lateral parallels Dartmouth which has adequate bike lanes. The • Sherwood lateral may, however, provide an opportunity to link with Dartmouth and cross under College Avenue providing access to activity centers west of College Avenue. The Burlington Northern railroad line running west of and parallel with College Ave could provide a route which would extend clear through Fort Collins providing connections to several other east-west bike facilities. This corridor would require mid-block crossings of virtually every east-west arterial in the City and several irrigation and drainage crossings. The Union Pacific Railroad alignment running west of and parallel with Timberline would also provide a north-south route extending through most of the City further east than the BNRR line. This alignment would also be complicated by mid-block crossings of the east- west roadways and several irrigation and drainage crossings. 5. Focus Group Input on Gaps, Hazards, Barriers In the process of examining all the information collected to document existing conditions, a long list of hazards, barriers, "hot spots" and gaps in the facilities system was compiled. Focus Group members and others contributed input based on their experiences bicycling in Fort Collins. Results from the field evaluation,crash analysis and questionnaire survey were integrated with this input. • Fort Collins Bicycle Transportation Program Plan Page 30 a. Hazards and Barriers At a work session, Focus Group members prepared maps showing location and types of hazards and barriers to bicycling. Information was also received from Choice City Cycling Coalition (C4), from the public through questionnaire survey results and from observations of fieldwork conducted as part of this plan. Hazards and barriers identified were combined into an annotated map that showed Good Routes, Bad Routes and ideas for Future Routes. A summary of this information is shown in Figure 6. In addition, the following general comments were made: • There is no way to ride continuously through downtown, and there is no place to park a bike. • There is limited access going north from Spring Creek Trail -this could be improved. • The Burlington Northern Railroad route would be a good bike facility. • A continuous bikeway paralleling College Avenue from Harmony to downtown is needed. • There is no good way to bicycle into town from the northeast(from north or east of Mulberry and Lemay). • Improved access to downtown from the Overland Trail is needed -consider use of Mountain or Laporte. • Consider extending the Poudre River Trail south to Harmony. It could even go all the way to the future transit center at Harmony and Interstate 25. • Eliminate the"dangerous" curves along the Spring Creek Trail at Prospect and Timberline. • The planned Fossil Creek Trail from CR32ITmberline to Dixon Reservoir will be a very positive addition to the trails system, with good potential for transportation uses. • Consider steps needed to develop neighborhoods with high"porosity"-that are easily accessible by bicycle and which offer convenient, advantageous routes to shopping, schools, parks and other activity centers. Avoid walled communities. • An official development policy is needed to guarantee that good bicycle and pedestrian facilities are planned and constructed as the city grows and that all improvement projects on existing streets fully consider potential bicycle use. • Continuous, designated routes through town are needed-both east/west and north/south. b. Hot Spots Throughout the planning process, places were identified as"hot spots'where there were tough facilities challenges, no easy solutions and a strong need for action. Among these are: • College Avenue facilities-all along the street. Fat Collins Bicycle Transportation Program Plan Page 31 How can bicyclist access to Fort Collins' "Main Street"be improved? • Intersections where the bicycle lane markings are discontinuous-the"GO FISH" syndrome. • On some bike lanes, the concrete gutter is counted as part of the lane width. The gutter is really not a safe place to ride, so the usable part of the lanes is actually about two feet wide. This situation should be evaluated and a better design standard proposed. • Lemay,from Mulberry to Horsetooth-a LONG, STRETCHED-OUT HOT SPOT! Mulberry to Prospect is especially uncomfortable for bicycling. The narrow bike lanes were cited as one of the primary reasons why bicyclists avoid Lemay. This area has serious maintenance needs, rough railroad crossings, a substandard trail crossing on the bridge and a formidable variety of hazards for bicyclists at the Riverside intersection. • Timberline, from Drake to Horsetooth-a HOT SPOT!There are a number of maintenance problems and difficult intersections in this fast-developing area near the new high school. • There is no facility near College on Horsetooth (Mason as well)-this important connection needs to be made, somehow. • East/west connections are badly NEEDED so bicyclists can get across town. • Centre Avenue on CSU's south Campus should be built. There is a great deal of demand for access through this area. • During peak periods, the Spring Creek Trail is overcrowded and being "loved to death!" • c. Gaps One of the major problems with existing facilities is discontinuity in terms of both gaps where no facilities exist and where there are inconsistencies in facility design. Comments were made at Focus Group meetings and in surveys conducted by Choice City Cycling Coalition that discontinuities in the bike facilities system are a major deterrent to transportation bicycling. Gaps are serious problems for bicyclists. For example: • It is difficult to get between north and south parts of the city efficiently on a bicycle, and between east and west sides as well. • Facilities on Harmony, Horsetooth and Drake do not continue across College. • Routes across CSU are needed. • Bike lanes do not continue on Mulberry past City Park; no alternative is designated. • The Lemay/Mulberry/Poudre Trail intersection is very difficult to cross by bicycle. • There is no good way to get from the east end of Pitkin to the Spring Creek Trail. • Fort Collins Bicycle Transportation Program Plan Page 32 • Bike lanes on Prospect just END about one-half mile west of Taft Hill. A total of 25 major gaps in the facilities system was identified. Focus Group members volunteered to visit and evaluate the gaps individually and to report back to the Group in writing. The Group, as a whole, discussed the evaluations and reached consensus on how the gaps were to be treated in Plan recommendations. D. Facilities System Concept Factilities System Concept *Arterial streets All arterials should be improved, over time, to become"bicycle friendly." The arterial street system provides the most direct access to activity centers and other destinations. *Collecto►s,►esidenda►streets and bails.Within each mile-square section of the city, at least one alternative, continuous facility should be provided in both east-west and north- south directions, using collector streets, off-road trails or other low-traffic alternatives to major roads. *Regional connections:On-road and off-road facilities should be provided through Fort Collins and as linkages to adjoining cities as shown in the Regional Bikeway Plan. The System Concept statement below expresses the basic structure of the bicycle facilities system. It evolved out of Focus Group discussions and work on the overall Vision Plan. E. Setting Priorities Based on the Vision Plan a list of potential bicycle facility projects was defined, including 42 projects on off-road trails and 238 on-street facility projects. Each project was rated on a scale of 1 to 5 according to criteria listed below. Based on this scale: 1 ="excellent' (top rating) 2=11gow" 3 ="average" 4="fairly poor" 5="bad" (lowest rating) Ratings were based on the degree to which the projects meet the criteria. 1. Primary Criteria Al primary criteria were given equal weight in establishing priorities. A composite score was given to each project based on the sum or scores for primary criteria. Fort Collins Bicycle Transportation Program Plan Page 33 a. Access to Destinations Higher priority is given to projects that improve access to key destinations. i1 Connects to major, citywide destinations. Project completes a connection to a major destination such as CSU, downtown, major commercial center(with citywide draw) or citywide recreational destination. Major destinations attract people from throughout the city or region. 2 Improves access to citywide destinations OR connects to areawide destinations Project improves (but does not complete) linkages to major destinations OR connects to a major employer (50+ employees), high schools, community shopping centers (destinations serving an area larger than a "neighborhood"). 3 Connects to local destinations OR improves access to areawide destinations Project connects to elementary schools, neighborhood shopping, neighborhood parks, small employment and service centers, high-density residential uses; OR improves linkages to destinations indicated in #2. 4 Provides indirect access Project improves a portion of a street or trail that can be used to connect with destinations listed. Additional improvements are needed to assure good access. 5 Does not provide access Project does not provide access or substantially improve connections to any significant destinations at this time. b. Continuity Higher priority is given to projects that fill gaps, extend existing facilities and otherwise create greater connectivity within the bikeway system. 1 Project eliminates a gap or"significant' discontinuity between existing, unconnected facilities. A"significant' discontinuity is one that places the bicyclist in a potentially hazardous situation. 2 Project extends an existing facility or contributes toward (but does not complete) elimination of a gap. 3 Project will provide continuity between more than one future facility. 4 Project provides linkage to one future facility. 5 Project does not contribute to system continuity. c. Safety Higher priority is given to projects which result in elimination of hazards and bottleneck, significant maintenance problems, retrofit of existing facilities to address improvement needs from the held survey and of bicycle crash sites. 1 Project eliminates a major barrier, hazard or bottleneck OR retrofits a high- frequency (top 30%) bicycle crash site. 2 Project improves a major barrier, hazard or bottleneck OR eliminates one or • Fort Collins Bicycle Transportation Program Plan Page 34 more minor/moderate problem areas, including retrofit of(middle 30%) crash sites. Project substantially improves conditions where chronic maintenance problems have been observed, such as: drainage problems, rough railroad crossings, dirt-drag-out, slopes that wash debris onto the lane or trail. 3 Project improves a minor/moderate problem area, other crash sites or maintenance conditions. 4 Project will result in minor improvements that may enhance safety. 5 Project does not have a significant safety benefit. 2. Secondary Criteria A project could receive bonus points in the form of a deduction from its total rating in consideration of the following secondary criteria: a. Regional Plan facilities Bonus points were awarded if the project would involve a facility in the Regional Bikeway Plan. b. Linkage to transit Bonus points were awarded if the project would complete a link to bus line or park n' ride lot. c. Design that exceeds minimum standards Bonus points were awarded if the project would bring a substandard facility into conformance with current"desirable" standards as defined by the City, CDOT and AASHTO ("desirable" standards are generally in excess of required minimums). d. Aesthetics Bonus points were awarded if the project would provide access to a scenic area with high amenity value— an area with good views, natural and/or historic interest, public art, water,rest areas, access to recreation facilities or similar attributes. 3. Results of the Rating Ratings were summarized in a set of tables that identified location of each segment, general project description, scores according to each criterion, bonus points and a total rating score. The results were compiled into four priority groups, with#1 Priority Group being the highestrated. The projects in the top group were discussed at length with the Focus Group, to arrive at a final list for consideration as part of the Fiscally Constrained Plan. Fort Collins Bicycle Transportation Program Plan Page 35 . F. Fiscally Constrained Plan for Facilities Approximately 65 projects were included in the group evaluated at this phase of planning. The projects varied widely in their scope. Some were primarily maintenance projects, while others where capital projects of varying degrees of scale and complexity. In recognition of this, the projects were identified as being either Capital Projects (new construction)or Maintenance Projects (sweeping, snow, removal, pavement repair, debris removal, etc.). The 40 top-rated Capital Projects were field-inventoried and evaluated by Project Engineers for construction requirements. Costs were assigned to the construction factors based on the general criteria listed in Appendix E Detailed work sheets for each project were prepared by the Project Engineers and reviewed with the Focus Group, itemizing unit costs and all assumptions that went into preparation of conceptual cost estimates. These costs were used to assess relative costs of one project as compared to others. 1. The "Hot List" Following Focus Group approval and City Council review of the Preliminary Fiscally Constrained Plan for Facilities, it became evident that there was a need to pull from the Plan a list of high- priority facilities projects that were unlikely to be funded outside of specific capital project • allocations. Many projects in the Fiscally Constrained Plan were considered likely to be funded in conjunction with major street improvement projects or future trail improvement projects. At a Focus Group work session, the Group worked with City staff to approve a HOT LIST of selected capital projects recommended for early implementation. These are the highest of the high-priority projects because they: • were given highest priority ranking during the general planning process; • are located in areas of highest bicycle use; • will help solve one of the two most-critical access problems identified by the Group (getting across College and provision of a good north-south route); and • are not likely to be addressed as part of other capital projects. Figure 7 and the following table show the Fiscally Constrained Plan for Bicycle Facilities. • Fort Collins 9 uyele Transpwwion Program Plan Page 36 Fis6lly Constrained Plan for Bicycle Facilities Estimated Project Costs The HOT LIST Total Cost BURLINGTON NORTHERN RAILROAD TRAIL $1,100,000 COMMENT:The BN Railroad Trail was strongly supported by public comment, was a high priority in Focus Group evaluations, provides an excellent north-south access(one of the most-critical access problems,supports recommendations of the CSU Bicycle Plan,will provide regional bikeway connections into Loveland and other destinations; links with many other bikeways and trails and is located in areas of highest bicycle use. •Harmony Road to Horsetooth Road $250,000 Build underpass at Horsetooth;build new trail. •Horsetooth Road to Drake $260.000 Build underpass at Drake; assume use of bike lanes on McClelland. • Drake to Prospect $340.000 Build underpass at Prospect; build new trail,east side, rail right-of-way. • Prospect to Laurel $250,000 Improve roadway paralleling railroad right-of-way;other improvements. PITKIN. COLLEGE TO SHIELDS $962,196 COMMENT:This project would provide essential access into CSU. Conditions on Pitkin at present are not good for bicycling and this is an area of very heavy demand.The project will link with CSU bicycle facilities. LAUREL. SHIELDS TO COLLEGE Add bike lanes. $41,580 COMMENT:This is a low-cost project that can have substantial benefits in terms of safety and improved access. It will link with other city bicycle facilities and with facilities planned at CSU.This is an area of very heavy bicycle use,a high-accident location. It would provide east-west access across College. HORSETOOTH SHIELDS TO COLLEGE $306,601 Improvements to the Mason and College intersections. COMMENT:These improvements would provide a good east-west crossing of College Avenue south of Spring Creek Trail, TOTAL COST OF "HOT LIST"PROJECTS 2 410 377 OTHER HIGH-PRIORnY PRO)ECTS Lake, Shields to Center $29,106 Elizabeth,Overland Trail to Taft Hill $271,992 Laurel, Stover to Poudre River Trail $906,150 Add bike lanes. Linden/Redwood,Vine to Walnut $358,246 Add bike lanes, widening. Fort Collins Bicycle Transportation Program Plan Page 37 Elizabeth,Remington to Lemay,with connection to northeast $41,580 • Add bike lanes from Fuqua to Overland Trail. Taft Hill,Mulberry to Prospect $1,543,346 Widen the bike lanes. Shields,Spring Creek Trail to Horsetooth $1,527,078 Widen bike lanes north of Drake,maintenance needed as well. Oak,College to Loomis $24,948 Improveladd bicyc a facilities, College to Howe. Mulberry,College to Peterson $573,943 Add bike lanes, improve Remington, College intersections. Drake,Shields to College $409,161 Improve railroad crossing, add bicycle facilities through College intersection. Drake,College to Lemay $1,599,046 Add bike lanes, College to Stover Poudre River Trail,College to Lemay $300,000 Improve tight turns at Linden,improve trail access at Lemay. Lemay,Riverside to Prospect $1,445,974 Lemay,Prospect to Drake $1,666,818 Lemay,Drake to Horsetooth $1,460,446 • Spring Creek Trail,Shields to College $325,000 Build a trail providing improved access from Shields. G. Other Recommended Actions 1. Maintenance Develop an upgraded procedure and schedule for maintenance of all City streets, with added priority given to streets with bicycle facilities. The objective is to improve safety and comfort for bicyclists, especially those traveling near the right-hand side of the roadway(except at left turn lanes). The maintenance program should be addressed to: • cleaning pavement • removal of debris • repair of pavement • snow and ice removal • sand removal • painting/lane striping • railroad crossings • definition of specific responsibilities for maintenance Hire additional staff and/or reschedule existing staff to provide upgraded maintenance services. Streets with a high priority for maintenance are shown in Figure 8 • Fort Coffins Bicycle Transporfe6on Program Plan Page 38 2. New or Updated Standards and Guidelines Develop updated/new City standards for. • drainage grate design and location • bicycle parking • lane striping and marking (include marking of bike lanes next to on-street parking, of bike lanes at right-tum lanes) • signage along on-and off-road facilities • signal actuation • pavement repair quality/smoothness on bike facilities design standards for off-road trails • alternative curb/gutter/bike lane designs • intersection paving/design to minimize"washboard"conditions provision of bike ramps/troughs next to stairways • railroad crossing treatment along bike facilities • vertical clearance in underpasses • provision of additional width on uphill lanes/trails drainage across paths • sight distance requirements location of utility covers • work zones; placement of signs so as not to obstruct bicycle travel. Involved in this task will be time on the part of City Engineering Department staff, Bicycle/Pedestrian Coordinator,drafting and detcal staff for research,drafting standards, review and the approval process. 3. Policy on Work Crews Contact all utility companies and other service companies who may have occasion to park vehicles in the street while working. Inform them of the prohibition on parking in bike lanes/distribute literature. Prohibit placement of signs and equipment in bicycle travel areas of the roadway. Provide guidelines on designation of alternative bicycle routes during work or construction.Work will include: -Preparation of a brochure or single-page flyer to illustrate reasons for not parking in the bike lanes and to emphasize enforcement efforts. -Telephone contacts and follow-up with utility companies by City Bicycle/Pedestrian Coordinator or staff. 4. Coordination with Enforcement Agencies Work with the Police Department,City inspectors and other involved City departments to: • Direct law enforcement officers to issue citations to vehicles parked in bike lanes • Provide stronger enforcement of dirt drag-out ordinance. • Enforcement of vegetation maintenance requirements. Fort Collins Bicycle Transportation Program Plan Page 39 S. Intersection Pavemettt Standards • Survey intersections along bike lanes and repair"washboard"conditions. Staff time Engineering/design Construction costs 6.Traffic Signal Actuation Retrofit traffic signals on bike facility streets to"sensitize'actuation loops to bicycles,where needed. Work will include: Survey of"problem" intersections; Research/selection of actuation devices; Cost of materials; and Installation time/costs. 7. Support the Downtown Alternative Modes Program Continue work witii downtown merchants on alternative modes program. & Regional Bicycling Maps Cooperate with other agencies to design,develop and distribute regional bike maps. 9. Plans and Policy Consider the following policy and planning matters: -Evaluate traffic calming techniques in Fort Collins in temps of impacts on traffic operations, bicycle travel, pedestrians,visual quality, potential reclamation of street space and neighborhood cohesiveness. Include review of eAsting traffic calming projects, such as Whedbee/Laurel, Laurel/Remington, Remington/Mountain and Remington/Elizabeth. -Review and amend the LDGS to strengthen bonuses for provision of bicycle facilities and "bike friendly"planning/design. -Require any new arterial and collector street to have full on-sti>?et bike lanes. -Provide good, secure bike parking at schools and other locations; develop a bicyde parldng ordinance. -Review plan and policy documents to strengthen recommendations for good school access via bike. -Plan for good access to the Senior Center. -Develop altemative access to destinations along routes Where bicycling is prohibited. • Fat Collins wide Tramxrbhon Program Plan PVS40 N. ENFORCEMENT A Issues,Goals and 04ediv_es The following goal and objectives for Enbmrrent were adopted to guide the prooess of developing the Fat Collins l3ikmAmy Rograrn Plan: 1.Goal Fdespect for bcydists and by bicyclists for traffic laws should be ermr ged tt rortgh effective, on-going enforcement progaarrs.These pra rams should enphasiae safety and educational messages. 2 Objectives a Kt rk vvith laws officials to daermne ripe types of er foraernentpragrarm that vti ll be most feasible and elferM for Fort Collins. RIsco rrnend actions to dblgo&PPQrt for inpknentation of these pWam b. &pmt the bike coin and bike mger progrars"idze theirrdes in pranotng ptfic safety, good W11 and a posfivs image forrbtyding c Evaluate the mastcw n dyg mn types of bicycle aitabons for use in dbvelgdngeducational messages and othero ntemwases d halo recormnendations to reduce bec/e theft and increase moovetyof stolen bcydes a Anaryze police mo rds and Ot/mpais of b>i�crashes and d%elop reaarrrnendabons for app clodate cox rites aes. f. Encourage the Fort Collins Fbfiaelkpaftenttoassigngreaterprioritytoer rantofbcyde- rdatedlavvs g. Focus enforoerrerrt efforts cn so9c&fypes cf vlda(fons that most cwnaYyare bm rived bn accidents Wiere the bk�distis atfau't. EL Erforcement Issues Key issues related to enforcement d bicycle traffic laws include: Any law enbrerrer based program should include engineering,edr;aton and enowagerrent oorsideranions as well. Port aorrirs eicyc►e Transportation Program Pian Page 41 • The Police Department should make bicyclist law enforcement a priority and strive to • make it a community commitment. • The program must have support from both Police Department administrators and street supervisors if it is to get the support of the line traffic officers. • To gain the support of line officers, they need to be sold on the importance of enforcement efforts. This is primarily a training effort which can begin in recruit school, progress through field training and continue with in-service training efforts. • The status of bicycle violations as"misdemeanors" rather than civil offenses must be reviewed and changed if is found to represent an impediment to enforcement efforts. • Bicyclist attitude("laws don't apply to ME') is a factor in crashes and in the public perception of bicyclists. • A violators program for the City of Fort Collins that can serve an educational/motivational purpose should be considered. • Since bicycles are not allowed on parts of College Avenue, the City should construct and designate a good alternative route or remove the prohibitions, in compliance with State law. C. Discussion 1. Bicgde law enforcement - more than just giving tickets. Enforcement involves more than giving tickets. Enforcement can take any of several forms: -Citations -Written warnings -Verbal warnings -Positive reinforcement Positive reinforcement programs are used by many communities to reward and encourage safe riding behavior. Officers cant'with them coupons for fast food, ice cream, or movie tickets. When safe riding conduct is observed the bicyclist is stopped and rewarded both verbally and with the coupon. This aspect is positive and very popular in the cities that use it. a. Penalties for violations Penalties can include: -Fines -Community service -Violator seminars or classes. -Other local programs Some communities combine penalty and education by requiring offenders to attend bike violator Fat Collins Bicycle Transportation program Plan Page 42 classes(defensive bicycling class)as part of their penalty. Some require community service. Programs such as CSU's Bicycle Education and Enforcement Program (BEEP)can serve dual purposes as enforcement and education. 2. Why should bicycle-related laws be enforced? Enforcement plays a tremendously important role in enhancing overall traffic safety. Experience has shown that if the other traffic safety elements(engineering, encouragement and education) are in place, but no one enforces the rules, behavior won't reflect safe traffic practices. This applies to all travel modes-bicycling, driving a motor vehicle and walking. a.What can we expect from effective enforcement? • Achieve voluntary compliance with the laws. • Identify and correct violators and repeat violators. • Reduce the number of crashes. • Reduce the injuries and deaths resulting from these crashes. • Effect a behavioral change in the community. • Reduce the very substantial expenditures per year per person spent as a result of these crashes in the United States. b. Enforcement reduces injury and death In Coon Rapids, Minnesota bicycle/motor vehicle crashes were reduced by 55%within two years after implementing a bicycle enforcement program. This was done without perceivable changes in education programs or engineering. The only difference was the addition of penalties for unsafe and illegal bicycling conduct. Enforcement was the element that made the difference. The Cross-Fisher Study', made a startling discovery while interviewing bicycle crash victims. The bicyclists who were violating a law at the time of the crash revealed that 90%of them knew they were violating the law, and did it anyway. Quite often the key issue is not education-these cyclists had been educated.These cyclists simply had no fear of penalty. c. Why do you obey traffic laws? Do you obey the speed limit because you are consciously aware that increasing your speed will reduce your reaction time? Do you think that a faster speed will increase your probability of a crash? Are you aware that higher speeds result in multiplied physical forces which result in more serious injuries or even death? 3A Study of Bicycle-Motor Vehicle Accidents-identification of Problem Types and Countermeasure Approaches, Anacapa Sciences, Inc.,for National Highway Traffic Safety Administration, 1977. Fort colons Bicycle Transportation Program Plan Page 43 Why do you remain stopped at a red traffic signal when you are the only car at the intersection and there • isn't another car in sight?Are you afraid your search as been deficient and you may have missed that semi bearing down on you? Unless you teach defensive driving or are an extraordinary driver, your reasons for obeying traffic laws have nothing to do with the reasons listed above. Most drivers obey the law because they do not want to get a traffic ticket and deal with the penalties associated with It.They don't want to pay fines, pay higher insurance premiums,explain a ticket to angry parents,go to court or lose their drivers licenses.These are the things that cause most people to obey traffic laws.We comply because were always afraid of the traffic cop hiding behind the billboard. Imagine for a moment you are driving your car in a place where the traffic laws have been suspended, or you know the only cop in the county is eating lunch 20 miles away.You are still going to drive the speed limit,right?If you know you will not possibly get a ticket or pay any penalty, most of you will not obey the law.That is the state of mind bicyclists are in all the time. d. Bicycle enforcement programs must also enforce motor vehicle laws affecting cyclist safety. Common motorist violations that affect bicyclists include: -improper passing -Failure to yield right-of-way -No right turn on red(RTOR). • 3.Why Don't Police Enforce Bicycle Laws? All too often we are told that there aren't enough personnel or other resources to spend on non-critical matters like bicycles.Yet issuing parking,equipment and expired registration tickets,which questionably affect safety, are accepted practice.This allocation of resources continues despite the fad almost everyone in our communities spend at least some time as either bicyclists. Persuading administrators and street officers to place higher priority on bicycle issues is the main challenge we face.We must remember that for many people, bicycling is a daily activity that kills and injures more people than most of the front-page crimes. 4. Strategies for a Successful Enforcement Program A new enforcement program is not guaranteed to be successful or effective simply because it is new. Success and effectiveness can be improved by employing certain strategies before beginning a new enforcement program. Departments around the country who have run successful programs give this advice to those starting out or upgrading their programs. • Fort Collins Bicycle Transportation Program Plan Page 44 -Administration Get the administration behind the program. A program will go smoother if everyone knows it has the Chiefs blessing and the line supervisors are prepared to support it. -Program coordinator The coordinator has to be someone who wants the program to work. Nothing kills a program faster than a coordinator who doesn't care. Many pick officers who are self-starters and highly motivated to make the program succeed. •Courts and prosecutor Going into a new program that will bring many newjuveniles into the system may meet with disaster if it doesn't have the support of the courts and prosecutors. Meet with them and get their input and endorsement before starting the program. Courts might want input on such things as what age is the cut-off for court appearance(e.g., no one under 14 goes to court), seminar attendance requirements and other measures. -Policy and procedure Print up citation books, obtain safety materials, develop form letters, and establish record- keeping procedures before starting out. Procedures need to be developed for violator seminar attendance, enforcement guidelines, bicycle impoundment guidelines, and so on. •Education Education is strongly encouraged for administration, supervisors and the line officers doing the enforcement. Education must also include the public, via the media, schools, PTA meetings, civic groups, flyers sent home from school, city newsletter, water bill stuffers, local cable TV, town bulletin boards and the like. -Media Don't surprise the public with this new campaign. Let them know what is about to happen and why. Tell them what the targeted violations are and encourage voluntary compliance. The public will be supportive if the program is run fairly and consistently, and if it doesn't feel like the victim of an ambush. D. Existing Enforcement Programs Bicycling-related laws are enforced within Fort Collins' geographic boundaries by two agencies: City of Fort Collins Police Department and Colorado State University(CSU) Police Department. These two Departments vary substantially in their bicycle law enforcement practices. 1. City of Fort Collins Police Department The Department includes a bicycle unit of six officers who ride bicycles. They conduct occasional patrols of trails but are not dedicated, full-time to bicycle law enforcement. Enforcement of bicycle-related laws is left to the discretion of individual officers. There is no enforcement plan, policy or other directive that encourages enforcement of bicycling laws. The Fort Collins Bicycle Transportation Program Plan Page 45 result is very limited enforcement activity.A member of the Department's Traffic Unit estimated that approximately five tickets were issued to bicyclists within a six-month period. Reasons giver for rot enforcing bicycle-related laws include: *Not enough officers; *A primary focus or cars and trafficlbike traffic is rot a Department priority; *Bicycle law violations are technically misdemeanors-arrestable offenses; motor vehicle law violations are civic offenses, which raises a fairness issue in the minds of officers; To get an idea of the types of bicycle-related violations occurring in Fort Collins, citations issued to bicyclists involved in bicycle accidents were reviewed for the five-year period from 1989 through 1993. In these cases,the bicyclist's riding contributed to the accident. The most frequently occurring types of bicyclist violations involved in these accidents are: 1.Wrong-way riding (22 accidents) 2. Careless/did not obey traffic laws (13 accidents) 3. No lights or lighting equipment (11 accidents) 4. Ran a red light (10 accidents) 5. Stop sign violation (8 accidents) 6. Failure to yield right-of-way(crossing or entering street) (6 accidents) 7. Failed to ride to the right (4 accidents) 8. Riding where prohibited (College Avenue, sidewalks) (2 accidents) Eighty-one bicycle accidents serious enough to be reported to the police might have been prevented • had an active enforcement program been in place to motivate bicyclist compliance with the laws, supplemented by an effective education program. Most bicyclists know the laws! In the City of Fort Collins, they also know that the likelihood of their being punished for disobeying the laws is negligible. 2. Colorado State University Police Department Colorado State University has the largest concentration of bicycle users in Fort Collins - an estimated 20,000 bicycles events on campus. CSU has implemented an active program of enforcing bicycle law violations.Among key aspects of the program are: *Well-publicized regulations, modeled after those of other universities and the Colorado Model Traffic Code; *Information on regulations is distributed via Collegian newspaper, enrollment packets, information at residence halls, previews and focus. *Bicycle license requirement ($5.00 fee to license bike for five years); *Bicycle lights required when riding on campus streets or sidewalks; *Dismount zones (plaza)enforced; *Education is a major program component-violators are given the option of attending a twohour safety class in lieu of half the fine; *An oral and/or written appeal process is established.Appeals are heard by campus Court Referee. . Fort Collins Bicycle Transportation Program Plan Page 46 Patrol officers and student commissioned officers are authorized to write violations. Both bicycle officers and officers in vehicles enforce the regulations.Approximately 2,851 tickets were written in the past year,with an average fine of$15-a total of$42,000 in additional revenue.The number of repeat offenders is estimated at 10 to 15%.Since the current program was initiated,officers are reported to be more motivated to enforce the laws. a. Types of bicycle violations at CSU CSU Police Department data indicate that the following were the most frequently issued bicycle violations between March 1, 1994 and March 1, 1995(NOTE.see also APPENDIX F): TYPE OF BICYCLE VIOLATION Number %of Total Riding in a dismount zone 920 32.3 Failed to obey traffic control device 850 29.8 Rode without lighting equipment 657 23.0 E. Recommended Actions Following are specific actions recommended for inclusion in the overall Bikeway Program Implementation Plan. 1. Change status of bicycle violations Take steps to change the status of bicycle law violations from misdemeanors to civil offenses. 2. Expand bicycle enforcement program By January 1, 1997, gain City approval for an expanded bicycle enforcement program. Elements of this program might include: Increase the priority given to enforcing bicycle-related laws within the Fort Collins Police Department, with enforcement applying to both bicyclists and motorists. Expansion of the bike cop program, with additional training, visibility and direction to enforce bicycling laws as a priority. Designation of Community Service Officers to assist in enforcement efforts. Consider establishing a citation quota for all officers enforcing traffic laws, at least on a trial basis. Provide bicycle law enforcement training for all officers who enforce traffic laws. Develop an education-oriented program for violators, similar to CSU's BEEP program. Fort Collins Bicycle Transportation Program Plan Page 47 - Target enforcement efforts on the most-common bicycle violations found in reported • accidents: • Wrong-way riding • No lights or other required night-riding equipment Running red lights • Running stop signs • Bicyclists that are careless or disobey traffic laws Implement a selective enforcement program (see Appendix F) 3. Develop alternatives to streets where bicycling is prohibited Review all areas where bicycle riding is prohibited and develop proposals for alterative access, where appropriate, to destinations within these areas. This is especially important in the downtown area. Bicycling on College Avenue is prohibited and bicyclists frequently use the sidewalk, creating conflicts with pedestrians. 4. Focus on specific-accident-related education messages In education programs, stress the reasons why bicyclists should obey traffic laws and the role this obedience plays in accident prevention. Emphasize education messages relating to the most common types of violations: Wrong-way riding • No lights or other required night-riding equipment Running red lights Running stop signs Bicyclists that are careless or disobey traffic laws S. Ride like a VEHICLE! Develop the basic message that, "if you want to be taken seriously as a VEHICLE on the roadways, you have to ride responsibly and obey the same traffic laws as motorists." The community bicycle transportation survey showed a very strong concern on the part of motorists about bicyclists' disregard for traffic laws. Most education efforts seem to focus on children. While the importance of training the upcoming generation of bicyclists should not be neglected, the education of adult riders should also be given priority. Each adult cyclist is a role model —to motorists, other bicyclists and to his or her children. How often have you seen a family out bicycling, and the kids all are wearing helmets while the adults are not?What kind of message does this send to the children? How often do you see bicyclists cutting across the street, mid-block, in front of traffic?Would they do that if they were driving a car? Of course not! What kind of message does this send to motorists? Do the bicyclists act like responsible operators of vehicles on the roadway or like overgrown kids playing on their toys? Enforcement is necessary to back up education efforts. • Fort Collins Bicycle Transportation Program Plan Page 48 6. Include motorists In education programs, let motorists know that bicyclists on the roadways have the same rights and responsibilities as other vehicles. Emphasize the"One Less Car'message and the role that bicycling can play in reducing congestion. Encourage courtesy and good road-sharing practices. 7. Involve the Police Department in bicycle events Spotlight the Police Department in activities such as Bike Week. Highlight its accomplishments for bicycling. Feature"bike cop seminars'where civilians can learn some of the unique and wonderful bicycling skills routinely taught to bicycle patrol officers. 8. Publicize enforcement efforts Publicize the Department's enforcement effort, casting it in a positive light as a powerful weapon against traffic deaths and injuries. V. EDUICATION A Issues, Goals and Objectives The following goal and objectives for Education were adopted to guide the process of developing the Fort Collins Bikeway Program Plan: 1. Goal Improve safety and encourage increased transportation bicycling through recommendations for a comprehensive, on-going group of education programs targeted at motorists, pedestrians and bicyclists of all ages.Work with school districts, civic groups and others to help find resources to support this effort and to reach the broadest possible audience. 2. Objectives a. Explore ways of involving children in bicycle education and skill-based learning experiences at all grade levels. Evaluate the suitability of existing programs and work with appropriate parties to develop a strategy for implementing an on-going program. Fort Collins Bicycle Transportation Program Plan Page 49 b. Develop recommendations for informational materials and programs to reach adults and • encourage them to take up bicycling. Use educational programs to increase their skill levels, teach them that bicycles are vehicles and introduce them to "role models"for leaming appropriate and predictable bicycling behavior. c. Review and make recommendations related to the potential need for specialized education programs that target professional drivers(e.g., school bus drivers, truck drivers), law enforcement officers, the elderly and people with disabilities. d. Provide special emphasis in all education programs on: -helmet use - use of lights, reflectors and other safety equipment -being predictable -messages directly related to bicycle crash countermeasures -messages specifically related to problem areas such as downtown sidewalk use and 'median hoppers: e. Develop a strategy for education-oriented events and public information materials that can supplement activities such as Hike Week to extend its influence to other times of the year. B. Existing Programs • There are presently no active bicycle education programs in Fort Collins, aside from occasional visits by"Officer Friendly"to elementary school classrooms and education-oriented bicycle safety events held annually during Bicycle Awareness Week. C. Discussion The Focus Group held a brainstorming session to discuss what issues associated with bicycle education in Fort Collins. The session was identified the populations that should be reached through education about bicycle safety and improving bicycling skills. One thing that came across loud and clear is that education has to become a community value. People"talk it" now, but don't actually follow through with action. There has been very limited success at getting bicycle education into the schools. There is very little enforcement and encouragement programs are primarily limited to Bike Week and distribution of promotional materials. These bicycle program elements are strongly related to education. There's an especially fine line between education and encouragement. Bike training courses through the Parks and Recreation Department, for example, could be tailored to different skill levels and include basic bike maintenance and emergency repairs-things that give bicyclists the confidence to be able to get out and ride. Knowledge is power! • Fort Collins mtYcle Transportation Program Plan Page 50 1. School-based education programs -the challenge of getting into the schools What efforts have been made to get bicycle safety education into the schools? Decisions about bicycle education curricula are generally left to the individual schools ... and only a few have responded to the offer of education programs and activities. Teachers are generally not trained to teach bicycling skills and are not active bicyclists. 2. Populations to be reached through education What groups should be targeted with bicycle education programs?Training will be most effective if it is designed with messages and activities appropriate to specific audiences(e.g., children, adults, motorists). The Focus Group defined the following "audiences"for bicycle education: • elementary school students K-3 4-6 •junior and senior high school •young adults • commuters • recreational riders •seniors • public school administrators and teachers•motorists • neighborhoods • law enforcement officers NOTE Appendix G includes a detailed list of program ideas and considerations developed by the Focus Group for each of these 'Target audiences"for bicycle education. D. Recommended Action Program for Education 1. Hire a Bike Education/Encouragement Coordinator on City staff This should be a new position, full-time,to coordinate education and encouragement programs, reporting to the City Bicyde/Pedestdan Coordinator. This person would work closely with schools, employers, community organizations and other City staff to develop and implement educational programs and activities. Fort Collins Bicycle Transportation Program Plan Page 51 2 Specific tasks might include: • a. Helmet Campaign CatactWA with helmet nwulackmrs to obtan donation or b*cost Me helmets for distribution thra*schools, rodeos,everts as rewards. bL Develop a Bicycle Education Program in the Schools Work with school pdrapals, risk management staff and administrators to research available materials and to develop a bicycle ecl rcaticn program for incorporation into the regular school ourTWa at all levels (K4kjh school). Bemwts d this program n#t include: Elementary s&rds Helmet program-donated or at-oostIregired if kids ride to school RE program Bike cutings bed to training for sign U,what toclo before you goona bike(bike check), anefgery-Y repairs,talang care d your bike,sig ding,good nding,da Select anctl=and teach it(opportunity to learn and do) Jtff ior high sdiods Helmet program-donated or A-oosVreqLjred if kids ride to school Seed cLrncLILrn and teach it(Cppattjr*to learn and do) ErMronmental/scienoe education Heeith science edication. Bike shop class high sdx)ols Helmet pug-an-donated or al-cosVrecidred if kids ncle to school Select cLirnodurn and teach it(opportunity to learn and do) Incorporate into divers!ed Offer thmigh RE program Dscuss in civics classes,where urban growth,trwspatation are involved Offer crecits to the students for teaching elementary school Idds about Wycling. Work with school prinapals,risk mw%m-ent staff and administrators to research avertable materials and to develop a pagan for training teachers and dim who will be involved in bicyding education, a Coordination between City and Sdimis Povide coordination between schools and City departments on atacm-ent of hCydeq-dabqd jam around schools,provision/design d Ucyde parking"safe Wes to school,"land use plans and policy, • Fed Collins Bicycle Tmnwwbbm pwwn plan Page 52 d. Bicycle Education Pilot Project Coordinate with sdiool officials to develop, implement and evaluate a bicycle education pilot project e. Coordination with CSU Education Programs and Activities. Wok with student,faculty and administration representatives of CSU to promote bicycle safety education fig • f. Adult Bicycle Commuter Education Campaign Develop an educational campaign aimed at adult oommuter bicyclists.This may include research and development of educational materials,coordination with other City departments,with bike shops and other retailers,with media representatives and bike dubs, among others. Among potential elements of this campaign are: -Bike training offered through City Parks and Recreation Department-Bicycling 101, bike maintenance,emergency repairs,outings -Hang tags on new bikes sold in city -Brochures,other info on need for lights, helmets,safety equipment -Adult hike rodeo -Training programs offered through employers(financial incentives,work time allowed for training) -Regular newspaper oolumn stressing education,issues,improvement of skills -Use cornnxiters as role models for educating kids "Hann to do it"for conrrxrters during Bike Week/Bike Fair -naeased television coverage of bicycling-related issues,events, personalities; education ages. g. Novice Bicyclist Education Campaign Develop an educational campaign aimed at beginning and novice bicyclists,especially those using off- road trails. Anxing possible elements of this campaign are: -Stress"share the trail"messages -Add"share the trail"messages to City bike map -Kiosks,other"on-trail"information -Provide trail maps with educational messages -Publish educational articles in newsletters and newspapers(Cdo'adoan,Commuter News) -Mleagge markers,messages(Burma Shave) -Bike paroours Fat Collins Bicycle Transportation Program Plan Page 53 h. Senior Bicyclist Education Campaign Develop an educational campaign aimed at seniors who wish to use bicycles for transportation, exercise, social activities and maintaining their independence. Among possible elements of this campaign are: Offer classes through the Senior Center and Parks and Recreation Department Stress sidewalk safety, riding with traffic, other rules of the road - and reasons why. Provide articles in senior publications, newsletters -education and "how to get there." Inform/educate about the existence, location of facilities and programs Speaker's bureau to provide slide presentations, handouts on bike/bike ed topics. "Dial-a (Bike)-Ride"/Bike Buddies programs-experienced cyclists escort and teach i. Motorist Education Campaign Develop an educational campaign aimed at motorists to teach roles, rights and responsibilities related to bicyclists. Among possible elements of this campaign are: Expand bike coverage in drivers' license manual Weekly newspaper column on bike ed topics Insert with auto registration renewal mailings In education programs, let motorists know that bicyclists on the roadways have the same rights and responsibilities as other vehicles. Emphasize the "One Less Car" message and the role that bicycling can play in reducing congestion. Encourage courtesy and good road-sharing practices. j. Neighborhood Bicycle Safety Program Develop an educational campaign aimed at neighborhoods that wish to improve safety and the quality of bicycling in their areas. Among possible elements of this campaign are: Offer training for neighborhood volunteers (one day, annual event??) • Fort Collins Bicycle Transportation Program Plan Page 54 Neighborhood vdunteers to offer annual training to the neighborhood Use seniors and/or CSU E5Qension pay-badc cornmunity service hoes to provide bike ed training Speakers at Congress d Neighbor hoodF hornew ens association meetings Provide articles for homeowner association newsletters Hold bike rodeos,safety vents in the neighbatioods k Coorcinabon with Police Deparbra t Work with the Fat Collins Police Department and other law enforoerrerd agencies to: Offer trainingtrecluire participation for all law enforcement officers Stress reasons for enforcement as well as'Wit the rules are," Develop BEEP/Peer Cost or similar technique for dealing with offenders that has a strong educational component. Focus on specific crash-related molatiars and messages. I. Define Program Objed!ves Provide a dear definition of objectives for the education programs, Develop education messages that stress the reasons why bq dists should obey traffic laws and the role this obedience plays in accident prevention. Emphasize education messages relating to the most co ninon types of viola ow. ftcrxfway riding No lights or other required right-riding equipment Binning red lights Running stop signs Bicyclists who are careless or disobey traffic laws Fide like a VEHICLE! m Get the Ward Out! Dwelop and distribute eduratienal materials that use these messages and the basic idea that,Y you(the bicyclist)ward to be taken seriously as a VEHICLE on the roadways,you have to ride responsibly and obey the same traffic laws as m otonsts," Fort Collins Bicycle Transportation Program Plan Page 55 V1. ENCOURAGEMENT r A issues, cows and objectives 1. Goal Develop an environment in which people are actively encouraged to bicycle for transportation through information about facilities and"good streets for bicycling,"through positive publicity about bicycling activities, through publicizing actions by employers, developers and business owners to encourage bicycling, regular news and television coverage, major bicycle transporta- tion events (Bike Week, etc.) and other measures geared toward enhancing Fort Collins' reputation as a BICYCLE CITY!! 2. Objectives a- Document and promote Fort Collins'position as a destination for bicycle tourism through maps, events(e g., lade the Rockies), contacts with adventure travel and tour operators, media coverage and other means. b. Document and prornote bicycling's contribution to Fort Collins'economy in terns of jobs, sales tax and other sources. c. Promote establishment of o enpl yen incentive programs for bicycle carmuting. Recognize existing progrns and page their expansion. d. M3ke recommendations for coordination of encouragement efforts, creating a partnership between govemnent agencies and private sector organizations. B. EKisting Programs Fort Collins actively promotes bicycle use through a variety of events, programs and materials. Among these are printing and distributing maps bicycle of bikeways and trails, Bicycle Aware- ness Week and the Downtown Alternative Transportation Program. 1. &cycle Maps The City provides a colorful map of Fort Collins bicycle facilities and multi-use trails for public distribution. The map, which is updated annually, includes information on safety and bicycle resources within the community. rbn Cdli�s Bicycle Tiarsporration Program Plan Page 56 2. Bicycle Awareness Week Bicycle Awareness Week is held each summer. It is coordinated by the City's Bicycle and Pedestrian Coordinator. In 1994, the following events were held: �•'�r�� r :s�•r �„ Sunday YL I� Bike to Church Day-join congregations citywide in bicycling to church, s = Tn-City Metnc Century Bike Ride-ride Fort Col- [ins/Greeley/Loveland. Family Used Bike Sale-trade outgrown and used r bikes, Monday } Card Rally Trail Ride-an evening ride on the rye''• � M,, City's bike trail system with prizes given for cards collected along the way, = �4 Tuesday Community Team Hunt-teams of community • ` ` members test their knowledge of Fort Collins land- marks on bikes. Wednesday r ,• r Bike to Work Day-Cycle to work and stop at one y3 , , of eight locations for a free continental breakfast. r? ? Free bicycle check-up clinics provided at each µ stop. Thursday =4 Bike the Night-Wear helmets, use lights and cycle . ;, f's: ,- .,� , : -� ., safely for a concert in Old Town,Visit Bike Fair sponsored by local bike shops, •-•+ . ` Friday IR = Low Rider Bike Design Contest-Prizes given in a -r : a variety of categories, - i x Saturday Bicycle Rodeo-Children learn bicycle safety; held at an elementary school, Bike Week Essay Contest-- Your most notable, humorous, memorable or extraordinary Bike Week Experience. Fort Collins Bicycle Transportation Program Plan Page 57 3. Downtown Altemative Transportation Program This program involves downtown merchants in efforts to promote bicycling and walking as alteratives to motorized transportation for their employees and customers.As part of this program informational handouts have been distributed and new bicycle parking spaces have been installed at convenient locations. C. Discussion The Focus Group held a brainstorming session on the issue of"Encouragement."Discussion focused on the following topics: -What can we do to encourage more people to bicycle for transportation? -What is being done now that works and that doesn't? -How can be build on our strong programs and expand to reach a greater part of the population? -What are ideas of events, program elements and activities that might be incorporated into a City encouragement program and into plan recommendations? Appendix H includes a discussion of 20 general ideas that came out of the brainstorming session as well as detailed program recommendations. Key ideas and recommendations are summarized here. 1. Key Encouragement Issues and Ideas •Facilities play an important role in encouraging bicycle use. •Promotions help increase visibility for bicycling—year-round efforts are needed. •Secure bicycle parking is an incentive to bicycle use, • Yes,you CAN bicycle in winter!! Many people are intimidated by the idea,although it is really quite pleasant under all but the most extreme conditions. •Bicycling promotions can be tied to merchant discounts,give-aways and coupons. •What about a"cycling hall of fame'in a prominent location at City Hall? •How about developing a"starter kit"for new bike commuters. •Employer involvement is essential! Encourage businesses to have nonmotorized pool vehicles... pool bikes, It is also important to have pool motor vehicles for bike commuters, Encourage businesses to reimburse employees for mileage"driven"on bicycles. Fort Collins Bicycle Transportation Program Plan Page 58 The"guaranteed ride home" is an important idea. •Trails encourage people to try two-wheeled travel. • Provide bicycling opportunities for tourists and other visitors. • Bike maps could show people how to get around town (and out of town) on bicycles, as well as providing safety and program information. D. Recommended Action Program for Encouragement A detailed listing of possible Encouragement Program activities and elements can be found in Appendix G. The following actions are recommended: 1. Hire a Bike Education /Encouragement Coordinator on City staff This should be a new position, full-time, to coordinate education and encouragement programs, reporting to the City Bicycle/Pedestrian Coordinator. This person would work closely with schools, employers, community organizations and other City staff to develop and implement encouragement programs and activities. Among possible elements of the encouragement program are: Print and distribute bicycle maps showing location of facilities and bike parking. Work with TransFort to put bike racks on buses and lockers at park n' ride lots; provide good waiting areas for bicyclists at bus stops. Provide year-round promotion of bicycle activities. Develop a competition (bike for bucks)and awards program. Continue and strengthen coordination with CSU. Provide and work for publication of articles, tv spots on "how to" bike in winter, bike to work, ride the trails, etc. Work with employers on implementation of bike commuter programs Provide bicycling information in hotels, motels Encourage bicycling by school-age students and others, through such activities as: Bike club/bmx activities Program to encourage teachers and administrators to ride Bike outings, camping Restrictions on student car use (college and high school) Fort Collins Bicycle Transportation Program Plan Page 59 A"reward program"/competition over the whole school year with awards (mer- chandise, etc.) both year-end and at intermediate stages, for bike use/activities. Offer incentives encouraging school administrators, teacherstfaculty and staff to ride to work. Develop an encouragement program aimed at adult commuterbicyclists. Among possible elements of this campaign are: Alternative mode breakfasts Commuter"starter kits" Bike buddy program "Ride to work" events Competition/awards program Employer incentive programs Develop a bicycling encouragement campaign aimed at seniors.Among possible elements of this campaign are: Senior bike clubs, rides and events Involve seniors in "Bike Friendly City" campaign Prizes, incentives, bike trips, history tours by bike. Develop a bicycling encouragement campaign aimed at motorists.Among possible elements of this campaign are: Include bike education information with Welcome Wagon, Chamber of Com- merce, other new resident contacts; "Bike Friendly City" campaign • Develop a bicycling encouragement campaign aimed at neighborhoods.Among possible elements of this campaign are: Offer neighborhood events during Bike Week/tie with training Develop a bicycling encouragement campaign aimed at law enforcernent officials. Among possible elements of this campaign are: Involve the Police Department Spotlight the Police Department in activities such as Bike Week, Highlight its accomplishments for bicycling. Feature "bike cop seminars" where civilians can learn some of the unique and wonderful bicycling skills routinely taught to bicycle patrol officers, Publicize the Department's enforcement effort, casting it in a positive light as a powerful weapon against traffic deaths and injuries, V11. IMPLEMENTATION -- THE BOTTOM LINE Adopting a plan is a beginning, not an end, Although this Plan is the product of a year's work by many dedicated Fort Collins residents, consultants and staff, it represents, in reality, a small piece of the overall transportation puzzle. Bicycling for transportation is the primary focus of this plan. Although we are strongly dedicated to promoting bicycling in Fort Collins, we recognize that the person riding the bicycle, the person designing the bike lanes, the motorist, • Fort Collins Bicycle Transportation Program plan Page 6o the pedestrian and the bus driver all must work together if the goals of this plan are to be achieved. The "big picture" goes beyond transportation. Recommendations in this plan can affect the health and quality of life for many individuals. They can prevent injury and death by reducing traffic accidents. They impact land use and land development. Neighborhoods with a high degree of porosity, oriented to local activity centers can be "home base"for people who can choose any of several good transportation options. They don't need a car to get around. They can walk, ride a bicycle or take public transportation or combine several of these modes. Kids will learn good traffic skills at an early age and will not be as dependent on mommy and daddy for rides to soccer practice, to school or to visit friends. Seniors can enjoy greater mobility and independence (not to mention relief from the economic burdens of car ownership) since they will be able to bicycle, walk and/or use transit in an environment that is considerate of their preferences and abilities. People of all ages can learn the pleasure that can come from "getting there" under their own power. They can enjoy the breezes, the views, the fragrance and sounds around them as they travel, arriving relaxed and refreshed at their destination. The recommendations of this plan can have very positive economic benefits for Fort Collins as well, Not only do people save money by bicycling for transportation, but they also tend to expand their horizons to bicycling for recreation as well, Bicycle tourism has many potential benefits for Fort Collins. A bicycle-friendly community, on the North Front Range, with trails, shopping, good restaurants and a welcoming attitude can become a primary destination for people taking vacations with their bikes. The bottom line, then, is that the recommendations in this plan must be fully considered in an integrated way, as important elements of actions that have far-reaching community benefits, Educating bicyclists, and motivating them to obey traffic laws, not only benefits them but also develops good role models, whose behavior can induce others to try bicycling and establish improved respect for bicycling by motorists. Improving an intersection for bicycles improves it for other road users as well. This is not"just" a bicycle plan. A. Implementation Priorities Highest priority should be given to implementing the policy, programs and administrative actions recommended in this plan. Fort Collins' bicycle facility system is, overall, in good shape, Improvement is certainly needed, but costs are high and funds are limited, A small investment in staff time, energy and materials needed to implement education, enforcement and encouragement programs can achieve benefits of lasting significance to Fort Collins. The payback can be many times the price of implementation. These "soft"types of recommendations are typically mere sidebars in transportation plans. The more-tangible recommendations for capital projects--things we can see on the ground - get all the attention. The bikeway and trail systems in Fort Collins, however, have already established a firm foundation of facilities. What is needed is encouraging their use, creating a safe and predictable transportation environment through better enforcement, teaching people how to ride safely and skillfully, Fort Collins Bicycle Transportation Program Plan Page 61 putting in place the policy and standards that will build a bicycle-friendly community and, finally, taking care of what we've got, through responsible maintenance and management of the facilities system. For these reasons, the Fort Collins Bikeway Focus Group established the following general priorities for implementing this plan: Highest Priority Programs and Policy Second Priority Maintenance and Management of the Facilities System Third Priority Capital Projects for Facilities. B. Summary of Recommended Action Items Following is a summary of recommended actions, along with priorities and estimated costs. Additional information can be found in the Plan Elements sections and Appendices of this report. 1. Hire a Bike Education/Encouragement Coordinator on City staff Estimated Costs. Salary $44, 000"ar Costs for pnnhng, materials $10, 000year Pna* FIRST PRIORITY • Implementation Phase: 1996-1997 This should be a new position,full-time,to coordinate education and encouragement programs, reporting to the City BicycleiPedestrian Coordinator. This person will work closely with schools, employers, community organizations and City staff to develop and implement education and encouragement programs and activities as described in this Plan. 2. Expand Fort Collin's Bicycle Law Enforcement Program Estimated Costs: Salary $ ?Assign staff Costs for training $10 000 Costs for panting, materials $ 500 Priority.• FIRST PRIORITY Implementation Phase: 1996 Develop Enforcement Program Plan 1996-1997 Hire or assign Coordinator, conduct training, begin upgraded enforcement efforts in concert with En- forcement Program Plan 1996-2000IFuture Phases Ongoing implementation and evaluation of impacts. • Fort Collins Bicycle Transportation Program Plan Page 62 The following are recommended for inclusion in the Enforcement Program Plan: • Work to change the status of bicycle law violations from misdemeanors to civil offenses. • Increase the priority given to enforcing bicycle-related laws within the Fort Collins Police Department,with enforcement applying to both bicyclists and motorists. • Expansion of the bike cop program,with additional training,visibility and direction to enforce bicycling laws as a priority. • Designation of Community Service Officers to assist in enforcement efforts. • Develop an education-oriented program for violators,similar to CSU's BEEP program. • Target enforcement efforts on the most-common bicycle violations found in reported accidents. • Coordinate with courts and prosecutor to achieve support for enforcement efforts. • Amend or adopt Department policy and procedures,as necessary. • Provide for ongoing education and training related to bicycle transportation for law enforcement personnel. • Include a mechanism for evaluation enforcement program effectiveness. 3.Take Steps to Adopt or Amend Applicable City Standards Estimated Costs: Salary. (staff time) Consultant: $10,000 to$30,000 depending on level of work Other Costs: $10,000 Priority. FIRST PRIORITY Implementation Phase: (See below) *Develop updated/new City standards applicable to bicycle transportation,addressing considerations listed in the Facilities Element. (1) By July 1, 1996,develop a Work Program for developing or amending the specked standards. (2)It is anticipated that this work can be performed by City staff,with technical review and/or input by consultants. Costs will vary with level of consultant involvement. Fort Collins Bicycle Transportation Program Plan Page 63 (3) Involved in this task will be time on the part of City Engineering Department staff, BicydeJf'edestrian Coordinator,drafting and clerical staff for research,drafting standards, review and the approval process. (4) Preliminary review suggests the folklwirg priorities for consideration in Work Program development: First priority Dcycle paNn9 standards Lane striping and marking Pavement repair/patching quality standards Lane sweeping and snow removal standards Railroad crossing treatments Work zone standards for bicycle traffic Second priority Drainage grate design and location Utility cover location Sight distance requirements Vertical clearances in underpasses Alternative curb/gutter designs on bicycle facilities Intersection paving standard to minimize"washboard"effect Thins priority SIGNAL ACTUATION Signage standards,off-road facilities Drainage guidelines related to bicycle facilities • Uphill bicycle facility width standards Design of bicycle"slots"or ramps for improved access at stairways. 4. Take Steps to Adopt or Amend Applicable City Policy and Plans Estimated Costs Salary. (staff time) Consultant: (See below) Other Costs: (See below) Pnority. FIRST PRIORITY Implementation Phase. (See below) Consider the following policy and planning matters,as discussed in the Facilities Element of this Plan. (1) Conduct a study to evaluate traffic calming projects and techniques in Fat Collins in terms of impacts on traffic operations, bicycle travel,Pedestrians,visual quality, potential reclamation • Fort Collins Bicycle Transportation Program Plan Page 64 of street space and neighborhood cohesiveness. Develop guidelines for design of traffic calming improvements. Consultant $50.000 Implementation Phase: 1997-98 (2) Review and amend the LDGS to strengthen bonuses for provision of bicycle facilities and "bike friendly" planning/design. Staff Implementation Phase: 1996-1998 (3) Strengthen and clarify City street design policy, to require all new arterial and collector streets to have full on-street bike lanes. Staff Implementation Phase: 1996-1997 (4) Develop and secure adoption of a bicycle parking ordinance to ensure provision of secure, high-quality bike parking at employment centers, activity centers, schools, commercial centers, community facilities, apartments and other locations. Staff(with possible consultant review/input) $10,000 Implementation Phase: 1996-1997 (5) Prepare design/planning studies and development guidelines for assuring bicycle access to major destinations and activity centers, especially along streets identified as barriers to bicycling (e.g. College Avenue). Work would involve: Selection of representative case studies Design/planning analysis Review and input from developers, homeowners associations, merchants and others. Develop design/planning guidelines and "typical' design concepts Make specific recommendations for integrating the guidelines into applicable plans, policies and/or regulatory documents. Staff Consultant $50,000 Implementation Phase: 1997-1998 (6) Prepare a neighborhood design/planning study to investigate ways of encouraging porosity in the context of larger land use and transportation planning considerations. The study will explore ways to encourage use of alternative transportation modes through land use and site planning. It will result in preparation of specific guidelines and recommendations for incorporation into City plans, policies and/or regulatory documents. Staff Consultant $100,000 Implementation Phase: 1997-1999 Fort Collins Bicycle Transportation Program Plan Page 65 5. Carry Out Cooperative Efforts on Matters Involving Maintenance, Signalization, • Parking Esdmated Costs. Salary. (staff time) Other Costs: (to be developed in first phase of implementation) PnoritY SECOND PRIOp/Ty Implementation Phase: (See below *The following activities are reowrrended as discussed in the Facilities Element. (1)Work with utility and service companies to discourage service vehicles parked in bike lanes and on trails. (2) Enooe ar enforcement of lancing regulations related to b�icyde facilities, the dirt drag-ad ordinanvegetation maintenance requirements. (3) Prepare a wok program for improvement of intersections with'Washboard"pavement. Inventory existing conditions and prepare cost estimates for repairs. (4) Survey "problem intersections° to identify signal actuation improvement needs related to bicycle transportation. Research potential actuation devices and strategies. Develop a work program to address signal actuation issues, including project costs and locations. • (5) Continue work on the Alternative Modes Program in the Downtown area. (6)Work with the TDM staff and other North Front Range communities to develop, print, distribute and update regional bicycle suitability and access maps. This project would involve staff and consultant time to gather suitability infomation, design and prepare the maps. Bicycle dubs or other volunteers can contribute to this project, particularly in providing suitability information and on-going feedback on route evaluation. 6. Take Steps to Upgrade Maintenance of Bicycle Facilities and to Adopt Bikeway and Trail Maintenance Standards Estimated Costs. Salary/Staff time: (will depend on hiring recommendations) Costs for printing, materials S1,Ooo Prronty. SECOND PPoOR/TY Implementation Phase: 1997-1999 Involved is development of an upgraded program and schedule for maintenance of all City streets, th Priority given to stree�s with bicycle facilities.A handbook of standards and • Fort—11rw Brcyde IrarmPmwon Program pm, Page 66 guidelines for facilities maintenance should be prepared.The objective is to improve safety and to encourage bicycle use for transportation.The maintenance program should address: cleaning pavement sand removal removal of debris painting/lane striping repair of pavement railroad crossings snow and ice removal 7. Implement the Fiscally Constrained Plan for Bicycle Facilities Estimated Costs: (see table, Facilities Element) Priority. THIRD PRIORITY Implementation Phase: 1996-2010, in response to funding opportunities The Fiscally Constrained Plan for Bicycle Facilities presents the highest-priority bicycle facilities projects, along with costs based on preliminary engineering analysis."HOT LIST'projects should be scheduled for early implementation. Other high-priority projects in this Plan should be implemented as funds become available and integrated with other transportation improvements,where feasible. Fort Collins Bicycle Transporwhon Program Plan Page 67 LIST OF FORT COLLINS BICYCLE FOCUS GROUP MEMBERS Eric Benson Dale Beucler Joe Bilotta Peggy Catlin Suzanne Cordery-Cotter Rita Davis Mike Doten Betty Drake Mark Egeland Kate Erslev Craig Foreman Marti Jarmin Blair Leist Joe Lewandowski Jana Logue Dana Parnelio Bill Salmon • Larry Schneider Mark Sears Cory Souverein Henry Souverein Paul Valentine Eldon Ward • Fort Collins Bicycle Transportation Program Plan Page 68 Appendix B: Relevant Standards from the Larimer County Urban Area Street Standards • CHAPTER 17 — BICYCLE FACILITIES DESIGN AND TECHNICAL CRITERIA TABLE OF CONTENTS Section Title Page 17.1 General.......................................................................................................................17-1 17.1.1 AASHTO Basis...........................................................................................................................17-1 17.1.2 Bicycle Master Plan...................................................................................................................17-1 17.1.3 Permitted Bicycle Travel Areas................................................................................................17-1 17.1.4 Requirement for Other Accesses..............................................................................................17-1 17.1.5 ADA Requirements....................................................................................................................17-1 17.1.6 Use of Drainage System and Open Space................................................................................17-1 17.1.7 Access Easements.......................................................................................................................17-1 17.1.8 Maintenance Responsibility......................................................................................................17-2 17.1.9 Appurtenances Not Allowed.....................................................................................................17-2 17.2 On-Street Bike Lanes Design Requirements ..........................................................17-2 17.2.1 On-Street Bike Routes...............................................................................................................17-2 17.2.2 Width and Cross Sections.........................................................................................................17-2 17.2.3 Signage and Striping..................................................................................................................17-2 17.2.4 Actuation Loop...........................................................................................................................17-2 17.2.5 Rural Roads................................................................................................................................17-2 17.2.6 Bike Lanes at Intersections.......................................................................................................17-3 17.3 Off-Street Bicycle Paths Design Requirements......................................................17-3 • 17.3.1 Bike Path Location....................................................................................................................17-3 A. Location Criteria...................................................................................................................17-3 B. Easements.............................................................................................................................17-3 17.3.2 Trees,Vegetation,and Other Obstacles...................................................................................17-3 A. Preserving Trees...................................................................................................................17-3 B. Distance from Obstacles.......................................................................................................17-3 C. Clearing of Vegetation..........................................................................................................17-3 D. Overhead Clearance..............................................................................................................17-3 17.3.3 Cross Section..............................................................................................................................17-3 17.3.4 Grade..........................................................................................................................................17-4 A. Profile...................................................................................................................................17-4 B. Minimum and Maximum Grade...........................................................................................17-4 17.3.5 Design Speed..............................................................................................................................17-4 A. Paved Surfaces......................................................................................................................17-4 B. Unpaved Surfaces.................................................................................................................17-4 17.3.6 Horizontal Alignment................................................................................................................17-4 A. Minimum Radius of Curvature.............................................................................................17-4 B. Formula for Radius Calculation............................................................................................17-4 C. Rate of Superelevation..........................................................................................................17-5 D. Coefficient of Friction..........................................................................................................17-5 E. Coefficient of Friction Values..............................................................................................17-5 F. Minimum Radius..................................................................................................................17-5 G. Substandard Radius Curves..................................................................................................17-5 17.3.7 Sight Distance.............................................................................................................................17-5 17.3.8 Cross Slope.................................................................................................................................17-5 17.3.9 Drainage.....................................................................................................................................17-5 A. Requirements and Standards.................................................................................................17-5 B. Ditch Placement....................................................................................................................17-6 • Larimer County Urban Area Street Standards—Repealed and Reenacted April 1,2007 Page 174 Adopted by Larimer County,City of Loveland,City of Fort Collins 17.3.10 Safety Considerations................................................................................................................17-6 A. Consideration of Pedestrians................................................................................................17-6 _ B. Clearance Between a Bike Path and a Street........................................................................17-6 C. Barriers and Other Safety Devices.......................................................................................17-6 D. Signs for Hazards and Regulatory Messages.......................................................................17-6 E. Intersection Grade................................................................................................................17-6 F. Access Ramps......................................................................................................................17-6 17.3.11 Bicycle Path Bridges..................................................................................................................17-7 A. Crossings of Water Courses.................................................................................................17-7 B. Pedestrian Crossings on Major Collectors and Arterials......................................................17-7 C. Railings,Fences,or Barriers................................................................................................17-7 D. Bridge Requirements............................................................................................................17-7 E. Bridge Underpass Lighting..................................................................................................17-7 17.3.12 Bicycle Path Underpasses.........................................................................................................17-7 17.3.13 Signage and Pavement Marking..............................................................................................17-7 A. Basic Requirements..............................................................................................................17-7 B. Painted Centerline on Curves...............................................................................................17-7 17.3.14 Lighting......................................................................................................................................17-8 17.3.15 Intersections...............................................................................................................................17-8 A. Curb Ramps..........................................................................................................................17-8 B. Sight Distance......................................................................................................................17-8 C. Turning Radius at Intersections............................................................................................17-8 17.4 Bicycle Parking Areas...............................................................................................17-8 17.4.1 Bicycle Parking Area Requirement.........................................................................................17-8 A. U Type Bike Rack................................................................................................................17-8 B. Bike Parking Spaces.............................................................................................................17-8 17.4.2 Placement of Bike Racks...........................................................................................................17-8 LIST OF TABLES This Chapter Does Not Contain Tables LIST OF FIGURES Figure 17-1 Bike Path Clearance Figure 17-2 Minimum Stopping Sight Distances Figure 17-3 Minimum Length of Vertical Curves Figure 17-4 Minimum Lateral Clearances on Horizontal Curves Page 17-ii Larimer County Urban Area Street Standards—Repealed and Reenacted April 1,2007 Adopted by Larimer County,City of Loveland,City of Fort Collins Chapter 17 — Bicycle Facilities Design and Technical Criteria Section 17.1 General • CHAPTER 17 — BICYCLE FACILITIES DESIGN AND TECHNICAL CRITERIA 17.1 GENERAL This chapter sets forth the minimum criteria to be used in the design of all bike lanes, bike paths, or other bicycles facilities within the Local Entity's rights-of-way or easements. 17.1.1 AASHTO Basis In this chapter, the AASHTO "Guide for the Development of Bicycle Facilities" as published by the American Association of State Highway and Transportation Officials was used as a reference. 17.1.2 Bicycle Master Plan This subsection was developed based on the Master Plans for each Local Entity. All projects shall optimize bicycle travel within the GMA by providing bicycle facilities in all new developments in accordance with the Local Entity's Master Plan. 17.1.3 Permitted Bicycle Travel Areas On public streets, bicycle travel should use designated bike lanes whenever possible. • Bicyclists may share vehicular travel lanes in cases where no designated bike lanes are provided, except in certain cases where bicycle travel may be prohibited. 17.1.4 Requirement for Other Accesses Off-site improvements may be required to provide citizens with access to schools, and local commercial and other community facilities. 17.1.5 ADA Requirements All designs for off-street bicycle paths are considered multi-use paths and shall conform to ADA requirements. 17.1.6 Use of Drainage System and Open Space The bike path and pathway system may use the drainage and open space system in accordance with the Local Entity's utility standards. 17.1.7 Access Easements Where bike paths cross private land or coincide with private access facilities, the Developer shall provide a public access easement. This will ensure that bike paths or other access facilities become part of the overall Local Entity bike path plan. • Larimer County Urban Area Street Standards—Repealed and Reenacted April 1,2007 Page 17-1 Adopted by Larimer County,City of Loveland,City of Fort Collins Chapter 17 — Bicycle Facilities Design and Technical Criteria Section 17.2 On-Street Bike Lanes Design Requirements 17.1.8 Maintenance Responsibility Maintenance and operation responsibility for new bike paths will be determined during the site/subdivision plan approval process. Public access/bike path easements shall be conveyed to the Local Entity. The easement width shall be clearly indicated on the site plan or construction plans. 17.1.9 Appurtenances Not Allowed Manholes, utility poles or other appurtenances or obstructions, should not be located in bike lanes or bike paths. 17.2 ON-STREET BIKE LANES DESIGN REQUIREMENTS 17.2.1 On-Street Bike Routes Specific streets are designated in the Master Plans as on-street bicycle routes. These routes are on streets with lower traffic volumes and speeds, wide outside lanes, and minimal stop signs, stop lights, curb cuts, driveways, and interference with turning traffic. Streets designated as on-street bicycle routes shall be designed with additional width for bike lanes. Some streets within new developments or re-developments must also contain additional roadway width for bike lanes, in accordance with Figures 7-1F through 7-13F and 7-1L through 7-11L. 17.2.2 Width and Cross Sections The bike lane shall be designed with widths shown in standard street classification sections. Bicycle lanes on one-way streets shall be on the right side of the street, unless otherwise specified by the Local Entity. Refer to Chapter 7, Street Design and Technical Criteria, for the standard cross section requirements. Bike lane width shall not be less than 5 feet. 17.2.3 Signage and Striping All designated bike lanes shall be signed and striped, as required by MUTCD and as required in Chapter 14,Traffic Control Devices. 17.2.4 Actuation Loop Separate actuation loops are required in bike lanes at signalized intersections. Quadra pole-type loops are required. Loop installation shall be similar to that in Sections 22.5.8 C5 and 22.5.9,E6,HBP-Superpave and HBP—Marshall Method. 17.2.5 Rural Roads In rural road sections,the paved roads shall include not less than a 5-foot paved shoulder, and not less than a 6-foot paved shoulder in Fort Collins (city limits only), for bicycle travel. Page 17-2 Larlmer County Urban Area Street standards—Repealed and Reenacted April 1,2007 Adopted by Larimer County,City of Loveland,City of Fort Collins Chapter 17 — Bicycle Facilities Design and Technical Criteria Section 17.3 Off-Street Bicycle Paths Design Requirements . 17.2.6 Bike Lanes at Intersections At the intersections where a separate right turn lane exists and is striped, the bicycle lane shall transition and be placed between the through lane and the right turn lane. The bike lane width shall remain the same as the approaching bike lane. 17.3 OFF-STREET BICYCLE PATHS DESIGN REQUIREMENTS The Applicant should refer to the Local Entity's parks and recreation department for the recreation trail design requirements. 17.3.1 Bike Path Location A. Location Criteria Bike path locations shall be based on safety, circulation, and access considerations. B. Easements Where needed, a 10 to 20-foot minimum easement width shall be procured for a 10- foot wide bike path, in accordance with Figure 7-14. 17.3.2 Trees, Vegetation, and Other Obstacles A. Preserving Trees • Where possible, bike paths shall be routed to minimize the loss of trees and disruption of natural environmental conditions. B. Distance from Obstacles A minimum of 2 feet is required between the bike path edge and any vertical obstructions such as trees, utility poles, signs, fences, or other obstacles. Greater separation may be required by the Local Entity where grades exceed 4 percent. C. Clearing of Vegetation Regardless of bike path surface, all vegetative material within 4 feet of the bike path shall be removed prior to bike path construction. This requirement shall be specified by the Designer and included on the approved plans. See Figure 17-1. D. Overhead Clearance All bike paths shall have a minimum of 10 feet clear vertical distance above the path. See Figure 17-1. 17.3.3 Cross Section Typical cross-sections shall be provided for all critical points (i.e. change in grade, direction)along the length of the bike path. See Figure 17-1 • Larimer County Urban Area Street Standards—Repealed and Reenacted April 1,2007 Page 17-3 Adopted by Larimer County,City of Loveland,City of Fort Collins Chapter 17 — Bicycle Facilities Design and Technical Criteria Section 17.3 Off-Street Bicycle Paths Design Requirements 17.3.4 Grade A. Profile A profile of the proposed bike path construction shall be included in the construction plans or site plan. If the bike path profile is not consistent with the roadway profile, provide a separate profile for the bike path. B. Minimum and Maximum Grade Minimum grade shall be 0.60 percent except in sag curves where proper drainage is provided by cross slope. The minimum grade shall be waived if cross slope is 2 percent and good drainage is provided off the side and is unobstructed. Maximum grade shall be 5 percent or as allowed by ADA. 17.3.5 Design Speed A. Paved Surfaces For paved surfaces a minimum design speed of 20 mph shall be used. Where grades exceed 4 percent,a design speed of 30 mph shall be used. B. Unpaved Surfaces For unpaved surfaces, a minimum design speed of 10 mph shall be used. Where grades exceed 4 percent, a design speed of 20 mph shall be used. 17.3.6 Horizontal Alignment A. Minimum Radius of Curvature The minimum radius of curvature negotiable by a bicycle is a function of the superelevation rate of the bicycle path surface, the coefficient of friction between the bicycle tires and the bicycle path surface,and the speed of the bicycle. B. Formula for Radius Calculation The minimum design radius of curvature shall be based upon the following formula: VZ R= 15(e+f) where: R=Minimum radius of curvature(ft) V=Design speed(mph) e=Rate of superelevation f=Coefficient of friction Page 17-4 Larimer County Urban Area Street Standards Repealed and Reenacted April 1,2007 Adopted by Larimer County,City of Loveland,City of Fort Collins Chapter 17 — Bicycle Facilities Design and Technical Criteria Section 17.3 Off-Street Bicycle Paths Design Requirements • C. Rate of Superelevation Bicycle path superelevation rate shall be a minimum of 2 percent (the minimum necessary to encourage adequate drainage)and a maximum of 3 percent. D. Coefficient of Friction The coefficient of friction depends upon speed, surface type, roughness, and condition; tire type and condition; and whether the surface is wet or dry. Friction factors used for design should be selected based upon the point at which centrifugal force causes the bicyclist to recognize a feeling of discomfort and instinctively act to avoid higher speed. E. Coefficient of Friction Values Extrapolating values used in highway design, design friction factors for paved bicycle paths can be assumed to vary from 0.27 at 20 mph to 0.22 at 30 mph. Unpaved surface friction factors are to be reduced by 50 percent to allow a sufficient margin of safety. F. Minimum Radius Based upon a superelevation rate (e) of 2 percent,the minimum radius of curvature to be used is 95 feet for 20 mph. G. Substandard Radius Curves • When substandard radius curves must be used on bicycle paths because of Right-of- Way, topographical, or other considerations, standard curve warning signs and supplemental pavement markings shall be installed in accordance with the MUTCD. The negative effects of substandard curves can also be partially offset by widening the pavement through curves. 17.3.7 Sight Distance Refer to Figures 17-2 through 17-4 and Chapter 7, Street Design and Technical Criteria, for sight distance requirements. 17.3.8 Cross Slope The cross slope shall be 2 percent. 17.3.9 Drainage A. Requirements and Standards All bike path designs shall satisfy the storm drainage requirements of the Local Entity's utilities department. Bike paths located within state Right-of-Way shall meet CDOT standards. • Larimer County Urban Area Street Standards—Repealed and Reenacted April 1,2007 Page 17-5 Adopted by Larimer County,City of Loveland,City of Fort Collins Chapter 17 — Bicycle Facilities Design and Technical Criteria Section 17.3 Off-Street Bicycle Paths Design Requirements B. Ditch Placement Where a bike path is cut into a hillside, a ditch shall be placed along the high side of the bike path to prevent sheet flow across it. 17.3.10 Safety Considerations A. Consideration of Pedestrians The safety of pedestrians, and others who may use or travel on a bike path, shall be a prime consideration in the bike path design. B. Clearance Between a Bike Path and a Street A utility easement, as required in Chapter 12, Utility Locations, is required between the edge of the bike path and the back edge of curb and gutter. No bike path shall be constructed directly adjacent to street curb or street pavement. Minimum separation shall be 6 feet. The Local Entity Engineer may require a larger distance of separation when it is feasible and would improve safety. C. Barriers and Other Safety Devices For bike paths adjacent to streets with speed limits over 25 mph, and with slopes greater than 6 percent, the Local Entity Engineer may require special safety measures. Examples include barriers or other safety devices between the roadway and bike path, or an increase in the distance between the bike path and highway. - D. Signs for Hazards and Regulatory Messages Standard signing and pavement markings in the MUTCD shall be specified in the design of the bike path to alert bike path users to hazards and to convey regulatory messages. E. Intersection Grade Maximum grade of the bike path at intersections is 3 percent extending for 30 feet in each direction from the centerline of the intersection. F. Access Ramps Standard access ramps will be provided at all bike path curb crossings to allow continuity of bike path use by bicyclists and pedestrians. Curb depressions equaling the bike path width shall be used, with the bike path surface sloping to the pavement at 1:12 maximum slope. Page 17-6 Larimer County Urban Area street standards—Repealed and Reenacted April 1,2007 Adopted by Larimer County,City of Loveland,City of Fort Collins Chapter 17 — Bicycle Facilities Design and Technical Criteria Section 17.3 Off-Street Bicycle Paths Design Requirements 17.3.11 Bicycle Path Bridges A. Crossings of Water Courses All bike paths require either a bridge or a fair weather crossing. See Chapter 11, Structures,for design requirements for bridges. B. Pedestrian Crossings on Major Collectors and Arterials On all Local Entity major Collectors and Arterials, wherever desirable, underpass or overpass (grade separated) pedestrian crossings shall be provided for regional/neighborhood bike paths. These pedestrian crossings must be coordinated with the Local Entity Engineer or the Local Entity's appropriate department. C. Railings,Fences, or Barriers Railings, fences, or barriers on both sides of a bicycle path structure shall be a minimum of 4.5 feet high. Smooth rub rails should be attached to the barriers at handlebar height of 3.5 feet. Barriers should not impede storm water runoff from the path. D. Bridge Requirements See Chapter 11, Structures. E. Bridge Underpass Lighting • All bike path bridge underpasses shall have lighting in accordance with Chapter 15, Street Lighting. 17.3.12 Bicycle Path Underpasses The minimum clearances for underpasses are as follows: Horizontal: 10 feet from abutment to curb or edge of water, 12 feet if equestrian accommodation is required. Vertical: 10 feet from trail surface to underside of bridge, 12 feet if equestrian accommodation is required. The trail surface elevation shall be at or above the high water mark for the 10 year storm. 17.3.13 Signage and Pavement Marking A. Basic Requirements All signs, except locally adopted bike route signs, shall conform to MUTCD. B. Painted Centerline on Curves All curves with restricted sight distances are required to be painted with a centerline to separate traffic. The centerline shall be 4 inches in width and painted yellow. Larimer County Urban Area Street Standards—Repealed and Reenacted April 1,2007 Page 17-7 Adopted by Larimer County,City of Loveland,City of Fort Collins Chapter 17 — Bicycle Facilities Design and Technical Criteria Section 17.4 Bicycle Parking Areas 17.3.14 Lighting See Chapter 15, Street Lighting. 17.3.16 Intersections The following requirements apply to all bike path intersections with either streets or other bike paths: A. Curb Ramps Curb ramps the same width as the bike path shall be provided at each intersection. B. Sight Distance Sight distance requirements shall be in conformance with AASHTO requirements. The Designer shall ensure sufficient stopping and intersection sight distance at all bike path intersections and curves, particularly where steep grades are proposed at bike path/ roadway intersections. Obstructions to the visibility of motorists or bike path users shall be removed or the bike path aligned around the obstruction to maximize visibility. C. Turning Radius at Intersections The minimum turning radius at bike path intersections shall be 20 feet. 17.4 BICYCLE PARKING AREAS 17.4.1 Bicycle Parking Area Requirement A. U Type Bike Rack The inverted U type bike rack is required for all bicycle parking racks. See Construction Drawings 1701 through 1707. B. Bike Parking Spaces For proposed nonresidential land uses, bicycle parking shall be equivalent to 5 percent of the off-street vehicle parking requirement with a minimum of 2 spaces. Each inverted U rack provided will count as two bicycle parking spaces. 17.4.2 Placement of Bike Racks Racks shall be within 30 feet of building entrances. All bicycle parking provided shall be on concrete,and located a minimum distance as follows from any wall: Bike Orientation Min. Distance of Rack from Wall Parallel to wall 24 inches Perpendicular to wall 30 inches Covered parking is encouraged where possible. Page 17-8 Larlmer County Urban Area Street Standards—Repealed and Reenacted April 1,2007 Adopted by Larimer County,City of Loveland,City of Fort Collins �o Cleared Area 11 I I ` T O N I @ O N I S 2 m 1 I m n I c o m I d y W I U '2 I N N I I � Surface material as I /l� I approved by Local I Entity Engineer. Road Base % I �_ Undisturbed 4-0. 8'or 10' 4'-0" Ground 20' Easement min. Shoulder Shoulder Area Area BIKE PATH CLEARING NOTES: 1. Clear trail and shoulder areas of all vegetative matter and debris. 2. For bike paths 10 feet or greater in width, 4 feet in width more than the bike path shall be cleared. 3. 8'width (min.)for one way traffic, 10'width (min.)for two way traffic. • BIKE PATH LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE DATE: 08/07/00 17-1 STREET STANDARDS 20 a r 0 15 0 o r 10 (6 3 0 5 3 a� 0 0 50 100 150 200 250 300 350 400 Minimum Stopping Distance - Ft. V2 S = +3.67 v 30(f±G) Where: S = Minimum Sight Distance, Ft. Descend(-G) V=Velocity, mph Ascend (+G) — f= Coefficient of Friction(use 0.25) G = Grade FUR (rise/run) (Metric Conversion: 1 F. =0.3 m. 1 mph = 1.6 km/h) From AASHTO MINIMUM STOPPING SIGHT DISTANCES LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 08/07/00 17-2 LL v 500 Y W 40p -J Q/ U 300 200 100 / � S 0 5 10 15 20 25 Algebraic Difference in Grade (A) • ��2 200( L = 25- When S>L A AS2 L = When S<L 1001/2h i�h2)2 L(min.) = 2V Where: S = Stopping Sight Distance(ft.) A = Algebraic Difference in Grade h1= Eye Height of Bicyclist(4.5 Feet) h2=- Height of Object(0 Feet) L = Minimum Vertical Curve Length (ft.) From AASHTO . /00" MINIMUM LENGTH OF VERTICAL CURVES LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 08/07/00 1 7-3 ro o h O 5 7 9 �O O y6 o 60 �0 ro P ro o U P%1 0 M J ro m Sight Distance (S) - Feet (Metric Conversion: 1 FT. = 0.3 m.) * Lateral clearances on horizontal curves should be calculated based on the sum of the stopping sight distances for bicyclists traveling in opposite directions around the curve. See text for additional discussion. Sight Distance(S) measured along this line S = Sight distance in feet. —' R = Radius of Ot inside lane in feet. m = Distance from 9inside lane in feet. q inside lane v = Design speed for 5 in mph. Angle is expressed in degrees Eye Line Si ht Object .9 r (28.6551] Obstruction or m = R v or s R J Cutback R C 1(R-m S OS (28.65 R Line of sight is 2.0'above CLinside Formula applies only when S is lane at point of obstruction. equal to or less than length of curve. From AASHTO MINIMUM LATERAL CLEARANCES ON HORIZONTAL CURVES IARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 08/07/00 17-4 FORT COLLINS ONLY • 141'ROW(min.) 10, 19 Pkwy. 107'Roadway (min.) k7' Min. Fence Setback 12 12 1 12' Travel 12' 12' Travel15 Ufil. 12' util. Esmt. T 8' Travel Travel Travel Travel 8' Esmt. ' Walk Bike Bik(min.) Lane Lan 19' Median 7 2 Median Left Tum Lane LEFT TURN MEDIAN ROADWAY WIDTH: 107' RIGHT OF WAY WIDTH: 141'(min.) TRAVEL LANES: Six lanes, 12'wide • LEFT TURN LANE: 12'wide BIKE LANES:Two lanes,8'wide PARKING: None. PARKWAY: 10'(min.)wide. Additional width optional. SIDEWALK: T(min.)wide. Additional width may be required for higher pedestrian traffic within and leading to activity centers. MEDIAN:Center Median: 19 wide landscaped;Left Turn Median:T wide landscaped. Barrier curb or out-fall curb and gutter. WHERE USED:These specifications shall apply as required by the Local Entity when a 6-lane arterial street is shown on the Master Street Plan, or when the traffic volume on the street is anticipated to be greater than 35,000 vpd. DESIGN SPEED:50 MPH SPEED LIMIT:40-45 MPH ACCESS:Access will be limited. Points of access must be approved by the Local Entity. CONTINUITY: Unlimited FENCES: Fences shall be setback a minimum of 1 O'from the parkway edge of the sidewalk. LANDSCAPING: See Appendix'C' CURB AND GUTTER:Vertical curb and gutter. • 6-LANE ARTERIAL STREET I.ARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-1F FORT COLLINS ONLY 11 5'ROW(min.) 6' 10' 10' ._ Pk 83'Roadwa Wal ( ) . Fence min. tback 12' W*i 15' Travel 12� ' Util. Esmt. Esmt. 8' Travel Bike Lan 19' Center Median 7� HTLueWrftr Median LEFT TURN MEDIAN ROADWAY WIDTH:83' RIGHT OF WAY WIDTH: 11 5'(min.)plus 30'(min.)utility easement. TRAVEL LANES: 4lanes, 12'wide LEFT TURN LANE: 12'wide BIKE LANES:2 lanes,8'wide PARKING:None. PARKWAY: 10'(min.)width. Additional width optional. SIDEWALK: 6'(min.)width. Additional width may be required for higher pedestrian traffic in and leading to activity areas. MEDIAN:Center Median: 19'wide landscaped; Left Turn Median:T wide landscaped. Barrier curb or out-fall curb and gutter. WHERE USED:These specifications shall apply as required by the Local Entity when a 4-lane arterial street is shown on the Master Street Plan,or when the traffic volume on the street is anticipated to be 15,000 to 35,000 vpd. DESIGN SPEED:50 MPH SPEED LIMIT: 35-45 MPH ACCESS:Access will be limited. Points of access must be approved by the Local Entity. CONTINUITY: Unlimited FENCES: Fences shall be setback a minimum of 8'from the parkway edge of the sidewalk. LANDSCAPING: See Appendix'C' CURB AND GUTTER:Vertical curb and gutter. 4-LANE ARTERIAL STREET IARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-2F FORT COLLINS ONLY 84'ROW(min.) • 10, 10, #1n.) 52'Roadwa Pkwy. W (min.) 8. Min, Fence 15 m Setback Util. 15' Esmt. 12' 12' 12' Esmt. Travel Center Travel 8'e Bike Wal e Lane min. ROADWAY WIDTH: 52' RIGHT OF WAY WIDTH: 84'(min.)plus 30'(min.)utility easement. TRAVEL LANES:Two lanes, 12'wide. LEFT TURN LANES: 12'wide at intersections where needed. BIKE LANES:Two lanes,8'wide. PARKING: None • PARKWAY: 10'(min.)width. Additional width optional. SIDEWALK:6'(min.)wide. Additional width may be required for higher pedestrian traffic in and leading to activity areas. MEDIAN: Not required,except where necessary to control access and/or to provide pedestrian refuge or where Developer requested medians are approved by the local entity. Additional roadway and right of way width may be required. WHERE USED:These specifications shall apply as required by the Local Entity when a Collector street is shown on the Master Street Plan or when the traffic volume on the street is anticipated to be 3,500 to 15,000 vpd. DESIGN SPEED: 50 MPH SPEED LIMIT: 30-45 MPH ACCESS:Access will be limited. Points of access must be approved by the Local Entity. CONTINUITY: Unlimited FENCES: Fences shall be setback a minimum of 8'from the parkway edge of the sidewalk. CURB AND GUTTER:Vertical • 2-LANE ARTERIAL STREET LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE DATE: 09/11/00 7-3F STREET STANDARDS FORT COLLINS ONLY 66,ROW(min.) 5, 8. 8' 7 Walk P k�' 40'Roadway (kw;. 7' Min. Fence g (min.) Setback Util. 9 Esmt. Util. 12' 12' Esmt.� Bike Travel Travel 8' S Bike Walk Lane Lane (min.) � Bike 11' Left 11' Bike Lan Travel Turn Travel Lan 50'Roadwa 76'ROW(min.) INTERSECTIONS (WHERE NEEDED) ROADWAY WIDTH:40'(Widen to 50'where a left turn lane is required). RIGHT OF WAY WIDTH:66(min.)(Widen to 76'where a left turn lane is required.) TRAVEL LANES:Two lanes, 12'wide or 11'wide where a left turn lane is required. LEFT TURN LANES: 12'wide at intersection where needed. BIKE LANES:Two lanes, 8'wide. PARKING:None. Parking must be provided off street for any development adjoining the street. PARKWAY:8'(min.)width. Additional width optional. SIDEWALK:5'(min.)width. Additional width may be required for higher pedestrian traffic within and leading to activity areas. MEDIAN: Not required,except where necessary to control access and/or to provide pedestrian refuge or when requested by the Developer and approved by the Local Entity. Additional roadway and right of way width may be required. WHERE USED:These specifications shall apply as required by the Local Entity,when a Collector street is shown on the Master Street Plan or when the traffic volume on the street is anticipated to be in the range of 3,500 to 5,000 vehicles per day. DESIGN SPEED:40 MPH SPEED LIMIT: 30-35 MPH ACCESS:Access will be limited. Points of access must be approved by the Local Entity. CONTINUITY: The street shall be continuous for no more than 1320 feet. FENCES:Fences shall be setback a minimum of 7'from the parkway edge of the sidewalk. CURB AND GUTTER:Vertical curb and gutter. MAJOR COLLECTOR STREET IARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-4F FORT COLLINS ONLY 76'ROW MIN. • 5 KWY AY 5' WALK WALK (MIN.) (MIN.) (MIN) (MIN) 9' UTIL. 6' 6' ESM'i. 9' UTIL. BIKE BIKE E3MT. LN. 11' 11' LN. 8. TRAVEL TRAVEL 81 PARK PARK MIN. FENCE SETBACK 8' 1 12' 18' BIN 11' EF TTUR 11, BIN. TRAVEL IT RAVEL" INTERSECTIONS (WHERE NEEDED) ROADWAY WIDTH:50' RIGHT OF WAY WIDTH:76(min.) TRAVEL LANES:Two lanes, 11'wide. LEFT TURN LANES: 12'wide at intersections where needed. BIKE LANES:Two lanes, 6'wide.(8'wide where adjacent to curb) • PARKING:Two lanes, 8'wide; parking may be removed at certain locations to provide a left turn lane at intersections where needed. PARKWAY:8'(min.)width. Additional width optional. SIDEWALK: 5'(min.)width. Additional width may be required for higher pedestrian traffic within and leading to activity areas. MEDIAN: Not required,except where necessary to control access and/or to provide pedestrian refuge. additional roadway and ROW width may be required. WHERE USED:These specifications shall apply as required by the Local Entity,when a Collector street is shown on the Master Street Plan or when the traffic volume on the street is anticipated to be in the range of 2,500 to 3,500 vehicles per day. DESIGN SPEED:40 MPH SPEED LIMIT: 25-30 MPH ACCESS:Access will be limited. Points of access must be approved by the Local Entity. CONTINUITY: The street shall be continuous for no more than 1320 feet. FENCES: Fences shall be setback a minimum of 7 from the parkway edge of the sidewalk. CURB AND GUTTER:Vertical curb and gutter. • MINOR COLLECTOR STREET LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-5F FORT COLLINS ONLY 72'ROW(MIN.) 5' 5' 5' SO ROADWAY 6' -- (MIN) p,Ryy pKyyy(MIN) (A11NJ (MIN.) g T MIN.FENCE SETBACK UTIL. ESMT 9' UTIL. 6 11' 11' 6 ESMT BIKE TRAVEL TRAVEL BIKE 8' UN. LN. 8. PARK PARK BIKE EFT TUR BIKE LN. 12' 12' LN. TRAVEL TRAVEL 50'ROADWAY INTERSECTIONS (WHERE NEEDED) ROADWAY WIDTH:50'wide RIGHT OF WAY WIDTH:72'(min.) TRAVEL LANES:Two lanes, 11'wide. LEFT TURN LANES: 12'wide,provided at certain intersections where needed. " BIKE LANES:Two lanes,6'wide, T wide where a left turn lane is provided. PARKING:Two lanes,8'wide. None provided at intersections or where a left turn lane is required. PARKWAY: 6(min.)width. Additional width optional. SIDEWALK: 5'(min.)width. Additional width may be required within and leading to activity areas. MEDIAN:Not required,except where necessary to control access and/or to provide pedestrian refuge. Additional roadway and right of way width may be required. WHERE USED:These specifications shall apply to streets used in commercial areas for local access and circulation,when the traffic volume on the street is anticipated to be 2,500 vpd or less. DESIGN SPEED:30 MPH SPEED LIMIT:25 MPH ACCESS:Access will be limited. Points of access must be approved by the Local Entity. CONTINUITY: Streets are limited in length to 1320 feet. FENCES: Setback a minimum of 7'from the parkway edge of the sidewalk. CURB AND GUTTER:Vertical curb and gutter. COMMERCIAL LOCAL STREET LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 11/16/00 7-6F FORT COLLINS ONLY • 66 ROW(MIN.) 4.5' 4.5' WA ;12' DWAY 7 WALK (MIN 6.5' 6.6 (MIN P PKWY (MIN.) (MIND 6.5'MIN.FENCE SETBACK 9 UTIL. ESMT 12' BUTIL. ESMT TRAVELPAR PARK 10, 10, In ROADWAY WIDTH:44'wide RIGHT OF WAY WIDTH: 66'(min.)plus 18'(min.)utility easement. TRAVEL LANES:Two lanes, 12'wide. LEFT TURN LANES: None. If needed,parking would be prohibited. BIKE LANES: Bicyclists shall share the travel lanes with motor vehicles. Additional width may be required in the parking lanes to provide 14'wide bike/parking shared lanes within and leading to activity areas. • PARKING:Two lanes 10'wide. PARKWAY: 6.5'(min.)width. Additional width optional. SIDEWALK: 4.5'(min.)width. Additional width may be required within and leading to activity areas. MEDIAN: Not required,except where necessary to control access and/or to provide pedestrian refuge. Additional roadway and right of way width may be required. WHERE USED:These specifications shall apply to streets used in industrial areas for local access and circulation,when the traffic volume on the street is anticipated to be 2,500 vpd or less. DESIGN SPEED: 30 MPH SPEED LIMIT:25 MPH ACCESS:Access will be limited. Points of access must be approved by the Local Entity. CONTINUITY: Streets are limited in length to 1320 feet. FENCES: Setback a minimum of 6.5'from the parkway edge of the sidewalk. CURB AND GUTTER:Vertical curb and gutter. • INDUSTRIAL LOCAL STREET I ARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-7F FORT COLLINS ONLY 57'ROW(MIN.) .5' W ROADWAY .6 AL (MIN) 6' 6' (MIN) WM PKWY (MIN) (MIN.) 6.5'MIN. FENCE SETBACK 9 UTIL. ESMT. 10' 10, i,UTIL. TRAVE TRAVE ESMT. PARK PAR4 6' 6' 10, LEFT 13 TURN 13' TRAVEL TRAVEL 36'ROADWAY INTERSECTIONS (WHERE NEEDED) ROADWAY WIDTH: 36'wide without bike lane;42'wide with bike lane;36;wide with left turn lane. RIGHT OF WAY WIDTH:57(min) plus 18'(min.)utility easement. TRAVEL LANES: Two lanes, 10'wide, 13'wide at intersections shared with bicyclists,or 10'wide where bike lanes are required. LEFT TURN LANES: 10'wide, at intersections where needed. BIKE LANES: Bicyclists shall share the roadway with motor vehicles in the travel lanes. Additional street width may be required to add bike lanes 6'wide on each side to accommodate bike traffic within and leading to activity areas. PARKING:Two lanes 8'wide. Parking will be removed at intersections where a left turn lane is required. PARKWAY:6'(min.)width. Additional width optional. SIDEWALK: 4.5'(min.)width. Additional width may be required for higher pedestrian traffic serving activity areas. MEDIAN:Not required, except where necessary to control access and/or to provide pedestrian refuge. Additional roadway and right of way width may be required. WHERE USED:These specifications shall apply to streets where traffic volume on the street is anticipated to be in the range of 1,000 to 2,500 vpd. DESIGN SPEED:30 MPH SPEED LIMIT:25 MPH ACCESS:Access will be limited. Points of access must be approved by the Local Entity. CONTINUITY: The street shall be continuous for no more than 1320 feet. FENCES: Fences shall be setback a minimum of 6.5'from the parkway edge of the sidewalk. CURB AND GUTTER:Vertical curb and gutter. CONNECTOR LOCAL STREET LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-8F FORT COLLINS ONLY • 51'ROW(MIN.) 4.5' 4.6 WALK LK (MIN) 30'ROADWAY (MIN) 6' 6' R WY `KW (MIN.) 6'.5 Min. Fence Setback 9' UTIL. ES MT. 16 9' UTIL. TRAVEL ESMT. PARK PARK 7' 7' INTERSECTIONS (WHERE NEEDED) ROADWAY WIDTH: 30'wide. RIGHT OF WAY WIDTH:51'(min) TRAVEL LANES: 16'wide. LEFT TURN LANES: None. • BIKE LANES: Bicyclists to share travel lane with motor vehicles. Additional street width, up to 4' wider, may be required in the travel lane to accommodate bike traffic to serve activity areas,such as schools and parks. PARKING:Two lanes 7 wide. SIDEWALK:4.5'(min.)width. Additional width may be required for higher pedestrian traffic serving activity areas. MEDIANS: None. WHERE USED:All residential local streets where traffic volume is anticipated to be 1000 vpd or less. (unless the Narrow Residential Local Street or Rural Residential Local Street standards are used) DESIGN SPEED:25 MPH SPEED LIMIT: 25 MPH ACCESS:Access will be unlimited in accordance with these standards. CONTINUITY: The street shall be continuous for no more than 1320 feet. FENCES: Fences shall be setback a minimum of 6.5'from the parkway edge of the sidewalk. CURB AND GUTTER:Vertical curb and gutter,or driveover. However,if driveover is used,the parkways must be widened by V and thereby,the required right of way width will increase by 2'to provide 53'. . RESIDENTIAL LOCAL STREET LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-9F FORT COLLINS ONLY 45'ROW(Min.) 4.5' 4.5' Walk 24' Walk (Min) Roadway (Min) 6' 6' RMY g 6.5'Min.Fence Setback UT1L. ESMT B' U i 17' ESMT 7, Travel j Park � ROADWAY WIDTH:24' RIGHT OF WAY WIDTH:45'(min.) TRAVEL LANES: 17'wide. LEFT TURN LANES: none. BIKE LANES: Bicyclists to share travel lane with motor vehicle. Additional street width, up to 4'wider, may be required in the travel lane to accomodate bike traffic to serve activity areas, such as schools and parks. PARKING:One lane 7'wide. Parking shall be removed at intersections where space is needed for two travel lanes. SIDEWALK:4.5'(min.)width. Additional width may be required for pedestrian routes to schools, parks,or other activity areas. WHERE USED:This street may be used for single family dwelling areas where: (1)the dwelling units all have off-street parking accesss from an alley; (2)blocks do not exceed 650 feet in length and;(3)traffic volume,on the street is anticipated to be 700 vpd or less. DESIGN SPEED: 25 MPH SPEED LIMIT:25 MPH ACCESS: None. Access will be taken from the alley. CONTINUITY: The street shall be continuous for no more than 660 feet. FENCES: Fences shall be setback a minimum of 6.5'from the parkway edge of the sidewalk. CURB AND GUTTER:Vertical curb and gutter. SIGNS:"No Parking"signs are required on one side of the street. NARROW RESIDENTIAL LOCAL STREET (Used w/Alleys Only) LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-10F FORT COLLINS ONLY • 8' B' 7 Util. Lill. Esmt Esmt 2'- 20' 1 3 (min.) Fence Setback ROW eea d c«c. Concrete Pavements ROADWAY WIDTH: 12'to 20'.(20'width required for commercial and industrial areas) RIGHT OF WAY WIDTH. 12'to 20'. (20'width required for commercial and industrial areas) PARKING: None. Parking must be provided on private properly. WHERE USED:Alleys are required to be used with the Narrow Residential Local Street for vehicular access to off-street parking and garages for all lots fronting the Narrow Residential Local Street. For all other streets an alley may be used to provide secondary vehicular access to the rear of properties served by a street,if allowed by city code. DESIGN SPEED: 15 MPH. SPEED LIMIT: 15 MPH. DRIVEWAY CONNECTIONS TO ALLEYS: Driveway connections to alleys must be flared in accordance with Detail 1. • ALLEY CONNECTIONS TO STREETS: Where an alley intersects the right of way for a street, 10'x 10'corner cuts shall be dedicated R.O.W.for visibility as shown in Detail 2 below.These areas may be landscaped no higher than 12'. No fences may encroach into this area. CONTINUITY: Alleys are limited in length to 660 feet. GARAGE DOOR SET BACK:* Option 1: 8'for fences placed with a setback equal to 8'or more. Option 2: 20'feet minimum for fences placed less than 8'from the edge of the alley. FENCES: Fences may be placed as close as 3 from the right-of-way line on private property when the garage door is set back at least 20'from the right-of-way. Minimum setback is 8'for garage door setback less than 20'from the right-of-way. * Building setbacks shall be in accordance with the Land Use Code. STREET --4a ALLEY Alley Driveway Flare �f. Width ,a b "I 1O 10' �— Sidewalk Flare to FT. FT. FT. 10 . 1 20 0 0 Surface same DRIVE 18 2' 6' as driveway WAY 16 4' 8' ALLEY 14 5' 8' 12 6' 8' DETAIL 1 DETAIL 2 • ALLEY OPTION (A) (Drainage to Center) I ARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-11F FORT COLLINS ONLY � e''� , 8' — 7 Util. Utitil. Esmt. Esmt. 12 20 ROW 'Backck of Curb t 3'(min.)Fence Setback 1'x 1' Parallel Parking Allowed with Conc. Edge Fence Setback at 8' Driveover C&G ROADWAY WIDTH: 12'to 20'.(20'width required for commercial and industrial areas) RIGHT OF WAY WIDTH: 12'to 20'. (20'width required for commercial and industrial areas) PARKING: None. Parking must be provided on private property. WHERE USED:Alleys are required to be used with the Narrow Residential Street for vehicular access to off-street parking and garages for all lots fronting the Narrow Local Residential Local Street. For all other streets an alley may be used to provide secondary vehicular access to the rear of properties served by a street, if allowed by city code. DESIGN SPEED: 15 MPH SPEED LIMIT: 15 MPH. DRIVEWAY CONNECTIONS TO ALLEYS: Driveway connections to alleys must be flared in accordance with Detail 1. ALLEY CONNECTIONS TO STREETS:Where an alley intersects the right of way for a street 10'x 10'comer cuts shall be dedicated as R.O.W.for visibility as shown in Detail 2 below. These areas may be landscaped no higher than 12". No fences may encroach into this area. CONTINUITY: Alleys are limited in length to 660 feet. GARAGE DOOR SET BACK:* Option 1:8'for fences placed with a setback equal to 8'or more. Option 2: 20'feet minimum for fences placed less than 8'from the edge of the alley. FENCES: Fences may be placed as close as 3'from the right-of-way line on private property when the garage door is set back at least 20'from the right-of-way. Minimum setback is 8'for garage door setback less than 20'from the right-of-way. *Building setbacks shall be in accordance with the Land Use Code. STREET ALLEY Alley Driveway Flare Flare Width a b is .�- is Sidewalk b FT. FT. FT. a mir 20 0 0 Surface same DRIVE 18 2' 6' as driveway WAY 16 4' 8' ALLEY 14 68' 12 6' 8' DETAIL 1 DETAIL 2 ALLEY OPTION (B) (Drainage to One Side) LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-12F FORT COLLINS ONLY • 5' 5' UTIL. 46'ROW UTIL. ESMT. ESMT. 9' 28' g' Roadway —Fence ROADWAY WIDTH:28'. RIGHT OF WAY WIDTH: 46'(min.) • BIKE LANES: Bicyclists share the travel lanes with motor vehicles. PARKWAY: Both sides of the street. PARKING: Both sides of street. CURB AND GUTTER: Drive over or vertical curb and gutter. WHERE USED:These specifications may be used for internal local streets of developments, with minimum lot sizes of one(1)acre or larger,and when the traffic volume,on the street is anticipated to be less than 300 vpd. ACCESS: Access will be unlimited in accordance with these standards. CONTINUITY: Streets are limited in length to 1,320 feet. DESIGN SPEED: 25 MPH SPEED LIMIT: 25 MPH FENCES: Fences may be set on the right-of-way line as long as required sight distance is not obstructed. GARAGE DOOR SETBACKS: 50'. SIDEWALK: None. . RURAL RESIDENTIAL LOCAL STREET LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/11/00 7-13F Appendix H NOTE: Appendix Information is for Reference Only. Contact Local Entity Engineer for Current Information. Fort Collins Multimodal Transportation Level of Service Manual Larlmer County Urban Area Street Standards—Repealed and Reenacted October 1,2002 Adopted by Larimer County,City of Loveland,City of Fort Collins , i City of Fart Collins _ ._..._.___...._ .__..__.._._._. Multimodal Transportation I Level of Service Manual , March 28, 1997 I I City of Fort Collins Transportation Master Plan Multimo4al Transportation Level of Service Manual p•2 Goal,Ob*dves and Standards PRINCIPLE GM-5: The provision of adequate Part 1. public facilities and the phasing of infrastructure Improvements will be Important considerations In Adequate Public Facilities Plan the timing and location of development. Policy GM-5.1 Phasing of Development. The provision of public facilities and services will be utilized to Goals.Objectives and Standards direct development in desired directions, according to the following considerations: Level of Service(LOS)standards do not"!at as stand-alone measures, but are part of a system of goals,objectives and standards. They are • Development will only be permitted where it can be interpreted by the public and by elected decision makers in the context adequately served by critical public facilities and of current and future issues, trends, conditions, expectations, and services such as water, sewer,.police, transportation, perceptions and they require a system of measurement. schools,fire,storm water management,and parks. LOS standards are an important form of municipal"policy"and are • New roads end other City services shall not be extended based on the City of Fort Collins"Community Vision and Goals 2015," to serve development outside the designated Urban the"City Structure Plan"and the"City Plan Principles and Policies" Growth Area (Stage 1). Moreover,the City shall not documents developed as part of the City Plan process. LOS standards enter into any agreements with other jurisdictions to provide a means of testing the City's plan for future land uses (as jointly fund or construct Infrastructure improvements or represented in the Structure Plan) against the City's goals for provide services that might foster growth outside of the transportation and for overall quality of life. Urban Growth Area (Stage 1). These policies will not preclude the City from working with other jurisdictions The LOS standards also provide a means of applying the City's goals to provide services and facilities which benefit the in the development review process. entire community such as regional trails,open space and parks. The general principle and specific policies that give rise to the Development which occurs within the Urban Growth Adequate Public Facilities(APP) requirement are found in the City's • Principles and Policies. Area (Stage 1) shall have at least one-sixth of its boundary area contiguous with existing urban The.provisions dealing with adequate public facilities and the development. Principles from the Transportation section are reprinted below: • Preferential consideration will be given to the extension and augmentation of public services and facilities to accommodate infill and redevelopment before new growth areas are prepamd for development. City of Fort Collins Transportation Master Plan Multimodal Transportation Level of Service Manual p.3' Gwls,Gbjxlivu and SUMarda • The City will review applications for the creation of new special service agencies and the expansion of PRINCIPLE T-5: Thn City will acknowledge existing special service agencies for conformance with pedestrian travel as a viable transportation mode these City Plan Principles and Policies. and elevate It in importance to be in balance with all other modes. Direct pedestrian connections • The City will work with Larimer County to develop will be provided and encouraged from place of plans and policies for public services and facilities residence to transit, schools, activity centers, work required for new and existing development located in and public facilities. unincorporated areas of the City's Urban Growth Area, with special consideration to those subareas and neighborhoods where more detailed planning will PRINCIPLE T-6: Street crossings will be follow the adoption of these City Plan Principles and developed to be safe, comfortable, and attractive. Policies. • The City should charge additional fees to non-city PRINCIPLE T-7: The City will encourage the residents who utilize City services. development of comfortable and attractive pedestrian facilities and settings to create an interesting pedestrian network. PRINCIPLE T-1: The physical organization of the city will be supported by a framework of transportation alternatives that mazimizes access PRINCIPLE T-8: The City shall develop secure and mobility throughout the city, while reducing pedestrian settings by developing a well-lit dependence upon the private automobile. inhabited pedestrian network and by mitigating the Impacts of vehicles. PRINCIPLE T-2: Mass transit will be an Integral part of the city's overall transportation system. PRINCIPLE T-9: Privatn automobiles will continue to be an Important means of transportation. PRINCIPLE T-3: Transportation Demand Management will be a critical component In the PRINCIPLE T-10: The City will participate in a Clty's overall transportation system. coordinated, regional approach to transportation planning. PRINCIPLE T-4: Bicycling will serve as a viable alternative to automobile use for all trip purposes. -�' City of Fort Collins Transportation Master Plan Multimodal Transportation Level of Service Manual p.d caab,Ob)•m.and stuAwd. The"Adequate Public Facilities"principle is Intended to ensure that provided(hours of service,frequency of service,and so forth). Also,as adequate transportation infrastructure and services required to meet with the bicycle and pedestrian modes, the proximity of transit the made and demands created by new development will be provided service becomes an issue to be addressed by LOS standards. by the time the development is occupied(that is,concurrently). For each non-auto travel mode-bicycle,pedestrian and public transit The purpose of these Level of Service standards is to provide a -- the LOS standards do not require forecasts of user volumes or definition of"adequate" — for each mode of travel. demand. Instead,they are designed to ensure ubiquitous availability of adequate bicycle and pedestrian facilities,and:transit service. General Methodology In the can of roadways,however,estimating future LOS conditions requires predicting future traffic levels. in other words,forecasting Historically,LOS standards were applied only to roadways and only future roadway LOS involves forecasting both supply and demand. in engineering. Their primary purpose was to facilitate the design of specific roadway Improvement projects based on forecast demand. Now,however,LOS standards also serve as performance planning and measurement systems. The City of Fort Collins has chosen to develop Coordination With Other Plans performance-based LOS standards and to do so for all modes. On the following two pages are tables listing the City's:goals, Evaluating Ids standards for purposes of determining their adequacy objectives and standards from which the proposed LOS standards under City policy requires more than an evaluation of specific have been derived. The tables are divided into four modes of travel: transportation facilities. Roadways that are of adequate width and public transit,pedestrian,bicycle and motor vehicle. design must also be adequately connected Into the larger street grid. Bicycle and pedestrian facilities, too, must be connected into the City of Fort Collins documents relied upon in preparing LOS Standards City's grid of bicycle and pedestrian facilities. for the modes included; Applying LOS standards to specific sidewalks, for example, would • Fort Collins Congestion Management Plan: ignore the issue of whether the sidewalk in question is connected to • Carmmmily Vision and Coals 2015; the rest of the pedestrian network. Similarly,proximity to service • City Stntcture Plan: and connectivity to the larger city-wide grid are Important issues for • CitX Plan Princlplea and Policies; all modes and are included in the LOS standards. • Fort Collins Bicycle EMmm Plan: • Residential Street Standards: In the case of public transit, the "bricks and mortar" physi®I • Transit Deveopment Plan 1996-2002,and, Infrastructure approach used to evaluate the other modes is not • port Collins Pedeatrian Plan. adequate to the task. Transit performance is determined,not only by what is built,but also by the amount and type of operations that are City of Fort Collins Transportation Master plan Multimodal Transportation Level of Service Manual P. 5 Goals, objectives and Standards = E- rCtdI objective LOSStandal �Uesit;n cC)perationsStandt � .is .. • A sofe, comfortable, lte � i+e Im 'd . taf utrs an.l , � nl ,. to . pedestrian l OS will be P.esidential streets: ;5' wide attractive and secure increase pedestrian safety and evaluated accordingto pedestrian environment. security b 1998. sidewalks with a 6' landscaped p Y Y prevailing or forecast parkway, except for rural conditions within a 114 mile residential streets, which do not a z • A pedestrian network Achieve a level of funding for the sphere of influence. This is require sidewalks, and 36' which is well-connected pedestrian program which is in to be measured as 1,320 residential infill streets, which do ag, and directly linked to proportion to mode share. alon a: strai ht tine radius y gg g not require landscaped parkways. schools, neighborhoods, "as tfle craw flies" in all parks, activity centers and Place a high funding priority on directions from the site. a Connector streets: 4.5' sidewalks other destination areas. pedestrian facilities needed to and a 6' landscaped parkway. achieve minimum pedestrian LOS « LOS requirements are • Pedestrian facilities which requirements for school walkiriF based on ease of street9 Collector streets: 5' sidewalks and avi' provide universal access to areas, parks and recreation facilities, crossintis, sidewalk an 8' landscaped parkway. 'Z ait users, including transit corridors, and activity areas. continuity, directness of children, the mobility travel, amenities, and Industrial/Commercial Local impaired, and eiders. Achieve active and continuing security and will be streets: 5' sidewalks. and a 6' involvement by the pedestrian evaluated according to type landscaped parkway. • Regnafar maintenance of community in the development and of adjacent land use. pedestrian facilities. imF'lementation of . pedestrian Arterials <35,000 AI?7': 6' policies and facilities, sidewalks and a 1tt' landscaped • An urban form which parkway; arterials > 35,000 ADT: promotes pedestrian Ensure that all pedestrian facilities 7' sidewalks and a 10' landscaped activity. are designed and constructed parkway . according to new standards. • Ensure that the rate of • Automobile LOS will be IV travel lanes will be required A transportation system evaluated using the latest for all arterial streets and • for which provides troth access growth in vehicle miles version of the Highway collectors without parking. and mobility and which traveled (VNM does not g y p g. y exceed the rate of growth in Capacity Manual and will dependence. population. minimizes automobile g re ect street classification + 11 ' travel lanes will be required and adjacent land use, for all other streets, except for connectors and residential streets. • When LOS falls below identified levels in Mixed • Residential local streets will have Use Districts, mitigation a width of 30' for streets with will be required in order to parking on both sides of the ensure a high degree of street or2Ar for streets with .'3 accessibility through parking on one side of the street. alternative modes. • Residential alleys will be 12-2o' Q wine. Note: exceptions to standards may occur in constrained corridors, • A continuous median will be required on all arterial and major arterial streets. City of Fort Collins Transportation Master Plan Multimodal Transportation Level of Service Manual . s Goals, Objectives and Standards Gail tUjctive ' tC� Sfxldars p a A safe, convenient, Achieve a continuous system by Bicycle level of service (LOS) ' S` bicycle lanes are required canUnaaus and welt- 1lte year 2015, will be evaluated according on all arterial streets and an connected bicycle system y to facility and area-based $ collectors without parking. which provides access to Double the percentage of daily requirements . . A 6' bicycle lane is required on major destination areas and resident person trips made ly activity centers. bicycle from 70 in 1995 to 14 % in w Area LOS requirements are collector streets with parking. 20'f5. based on connectivity to . An 11` shared bicycle and * A bicycle system which North-South and East-West provides links to the Reduce the hie cle accident rate corridors. irking lane or a '6' bicycle yy Pane is required an regional system. by 1r2o by 2025. commercial local streets. Industrial/Commercial focal streets require an 11' shared rc bicycle and parking lane or a 6' bicycle lane. An e` foot bicycle and pedestrian path connection will be required to make x neighborhood connections where streets are not required or feasible. A well-connected hvtemrodal ' Ensure that 70%.at the city Transit LOS will be Fnsure transit travel times are has access to transit service evaluated based on harms of na greater than 2.5 times transportation system. eti automobile travel (114 mile walk). weekday service, weekday $ Frequent, reliable and frequency of service, travel tcamipmes. n accessible transit service, ' Double tite size of existing time factor and peak load Weekday headway s will be service by the year 2001 factor. }' • Transit service oriented reduced to at least 30 minutes r around activity centers. ' Increase [lie area served, in a]I corridors by 2002 and to x more than 20 minutes in all frequency of service and no hour of operation by 2002. corridors and to 15 minutes in Comfortable transit service. mixed-use and commercial rl3 " Increase ridership to 2,000,O00 corridors by 2015. annual trips by 2002. • Peak load factor will be less • Reduce transfer wait times. than 1.2. n + Transit steps will be located 1,000 to 1,400 feet apart in Note: exceptions to standards may occur in constrained corridors. high-use areas and 2,000 feet apart in low-use areas. ( 'it v of Pout Coltill Lr,m�, hoctation \ f ,istei Plan Multimodal Transportation Level of Service Manual p-, Public Transit LDS Ra61i rr n it O Figure 1. Public Transit LOS—Standards and Ratings Transit LOS standards take into account route service characteristics service level standards:and land ore characteristics of the areas served. Figure 1 relies in ,a n+aow..w part on standards developed in the City's Transit Development roymtsd eer,dw, aarvkeam Plan. The service level standards are intended for use in evaluating Hours of weekday aervice is bows 16 hours service planned by the year 2015. The transit LOS rating for an saes is based on how many of the four Weekday frequ,rcy of a. ice 1s min 20 min service standards are met. The minimum condition is higher in mixed use centers and cornmartlal corridors. The level of mute Travelrmefacmr service is graded higher if the transit routes run within a quarter- 2.0 X 2.0 X mile of the area being evaluated. Routes more than a half-mile &Waycannol be mmidered in arriving at transit LOS. Ptak load Facto, 5 1.2 51.2 The minimum requirements for transit level of service are(by 2015): • At least 70%of the land area of Fort Collhas outside of Mixed LOS ratings' IwnnMeraemkekM ard°'a.m" Use Centers and Commercial Corridors shall be served by ass MB Ida act. transit at no less than I CIS n. grips wir ' I=of trmsitroutes A E FFor Mixed Use Centers and'Commercial Corridors, theminimum,level of service for adequacy lam. ers'�t�ue nt B E F Dentitions of terms used in Figure 1 are as folMws: Hours of Weekday Service — The weekday hours of service on the to park and walk. Transit Is measured along the bus mute using peak applicable mute,measured from the But scheduled stop to the last. hour speed,including walk,transfer,and expected wait time. Weekday Frequency of Service-- Pak period headway. Put Load Ferfor .- Calculated by dividing the number of passengers on board at the peak time of day by the available rests. Travel lime Factor -- Portal-ta-portal bus travel time divided by auto travel time. Auto is measured using average speed in peak hour Mixed use centers and commercial mrridou arc designated on the via the most direct route on arterials and collectors and Includes time City's Structure Plan. r City of Fort Collins Transportation Master Plan Multimodal Transportation Level of Service Manual F.e P,ui do LOS Pedestrian LOS tneignalized Intersection Crossing the MaJor 5rraet: LOS Five level of service standards specific to pedestrian facilities are elements include grade separation,number of lanes to cross,well- utilized to address pedestrian needs.and land use considerations. marked crosswalks, lighting, raised median width, visibility, These standards are briefly described below and are defined in more and curb ramps. detail in Appendix A. Unsignalized Intersection Crossing the Minor Street: LOS elements include well-marked crosswalks, lighting, and curb Directness -- Directness is defined as the walking distance to romps. destinations including transit stops, schools, parks, commercial employment,or activity emu. A grid street.pattern with sidewalks Mid-black Crosaine: LOS elements include grade separation, on-site or within/adjacent to existing public right of way typifies the number of lanes to cross,strength of crosswalk presence,well Ideal system, however "off-road" multi-use paths may also be marked crosswalks,lighting,raised median width,curb ramps, considered if practical to provide more direct pedestrian routes. pedestrian signals,convenience,comfort and security. Measurement of directness is the ratio of the Actual (existing or Visad Interest and Amenity— To promote pedestrian activity and proposed)distance to such destinations by way of pedestrian sidewalk use of transit, the pedestrian system should be esthetically or pathway divided by WJnimum north/south and east/west right compatible with local architectum and should include amenities to angle distance characterized by the grid street pattern (the A/M serve pedestrians. The attractiveness of the pedestrian network can ratio). range from visually appealing and compatible with local architecture, including environmental enhancements (such as Continuity -- Continuity is defined as the completeness of the pedestrian street lighting,fountains,and beaches)to an experience of sidewalk/walkway system with avoidance of gaps. Levels of service discomfort and intimidation,associated with absence of amenities range from an A/B,where the pedestrian corridor is integrated within and Incompatible architectural design. the activities along the corridor,to a C,where continuous stretches of sidewalks with variable widths and design elements,to D/E,where Security— Pedestrians require a sense of security,through visual line there are breaches in the pedestrian network,to F,which indicates of sight with others,separation from motor vehicles aid bicycles,and largea m the network. adequate lighting levels. The highest level of service Is in an g environment with high pedestrian and polite presence,clear lines of Strat Crossings— Each of the four types of street crossings is assigned sight,and good lighting levels.The lowest is where the stmetscape is an LOS rating. totally intimidating with major breaches in pedestrian visibility from the street, adjacent land uses, and activities. For details qi,nAi,ed Intersections: LOS elements include grade regarding sight distance and lighting requirements,refer to the City separation, number of lanes to cross, signal indication, "it of Fort Collins'street design standards and odes. marked crosswalks, lighting, raised median width, visibility, curb ramps,pedestrian buttons,convenience,comfort and security. ' City of port Collin Transportation Master Plan t ; Multimodal Transportation Level of Service Manual p.9 PodaWrn LDS While there are design standards for all types of pedestrian There are numerous locations within the City that do not currently facilities, acceptable level of service thresholds for purposes of meet the minimum level of service standards. Because of limited c000urrency will vary by the type of activity area. funding,improvements will be prioritized toward routes to schools, parks, transit,and activity areas with the objective of bringing the The five types of areas are as follows: entire city into compliance with the LOS standards by 2015. Pedestrian District -- This area includes the existing Fort Collins To prevent an increase in the backlog,new developments,both public downtown,the CSU area,and a future activity center in the northwest and private,as well as major street improvements and redevelopment portion of the city which has been designated on the Fort Collins City most meet these minimum pedestrian level of service standards. Structure Mo. The five pedestrian environment factors wen developed as part of the A map(from the City's Pedestrian Plan)is provided in Appendix A Pedestrian Plan and the LOS letter grades an described in detail in showing the location of existing and future pedestrian districts. Appendix A. Activity CorKdorlCenter — These include the commercial corridors of North and South College Avenue as well as areas within a quarter-mile (1,320') radius around - neighborhood and community retail centers. They are Figure 2 designated on the map In Appendix a. Pedestrian Level of Service by Location Area Type Transit Corridor — These include all areas within a - quarter-mile(1,32T)of existing transit routes and transit _ - routes to be initiated by 2015. aa�. a.m� ananiur "�' Nawt.ana .avdnr School Walking Aran — These include all areas within � A A B A A a mile(5,M mdiw around existing public schools(K- 12)and around sit"officially designated by the School F B B B B B District for future public schools. Other — This category includes all locations not falling within one of the four previous areas. Figure 2 displays minimum conditions required to achieve the LOS standards. a°'• C C C C C r . City of Fort Collins T'ransportaticm Master Plan Multimodal Transportation Level of Service Manual F. to Blyck LOS Blade LOS "Directly connected" means the site is penetrated by the bicycle facility; or the bicycle facility runs immediately adjacent to the Bicycle LOOS standards are based on connectivity to various bike property and is not separated from it by any significant barriers;or facilities in connecting corridors. Pot purposes of this analysis,bicycle the bicycle facility runs perpendicular to the property edge and is corridors may contain one of three types of facilities: readily accessible from the property with no significant barriers. On-Street Lanes -- 'these are striped exclusive-use bicycle lanes Bicycle facilities which are not consistent with the City%minimum within the flow-lines of public streets. design standards will be not considered in evaluating bicycle LOS. Off-Sired Paths -- These arc multl-use paths or Figure 3. Bicycle LOS Standards exclusive-use bicycle paths that are separate from public streets. They may be on public or private land, but must be open for public use to be connectivity required for levels of service: considered In LOS evaluation. On-Street Route- These are kw-volume local dtrsc6l(oannecrd abdh NathSouth cad Fast-We.ran-+u+et tones streets which the City has designated as Bkycls ' " "-- Routes and which are signed m such. Bicycled B la cfarvebatt caws NorNdwdt mdlLsaWestcoridmaatirataneofwhkh share the travel lanes with motor vehicles. — - -- --" C Atrtsibt leconaected keldwa NodhSouta man Fast-WastcomdawWKI,is*Or of It is the Citys policy that on-street lanes provide -- -.- -------------- infer And more direct connectivity than off-street (� �¢I�Wyismn«tad toddwra NathSauM man Faso-Westcmrhlarwhkh ban multt-use paths. For that reason,higher ratings Hof a6 heat Mih are assigned to areas connected to on-sheet lanes. �. IadimGgu�eactad via an or atmetum ulped matt along a low wloaw kcal stmatn anew mars.#thaabaw within I/4 mile The overall approach to bicycle LOS Is based on F gd�ml mnnecnonsaeitlwr NaMSoutha Flat-wasamridors the fact that the City's bike grid will steadily approach completion. In the future, It will be possible,once access to the grid isachieved, to minimum LOS travel safely by bicycle directly to any other area that has access to the grid. Thus the issue of twnry-wluemwmvm tevx: C connectivity hasbecome paramount. pubtk s had dbt fie Figure 3 shows the minimum LOS standards for the maead.ai w B bicycle system. .xamiun yi datbart w commarcbionora B �✓- _'�� City of Port Collins Transportation Master Plan I i Multimodal Transportation Level of Service Manual P. 11 Mohr Vehids LOS Motor Vehicle LOS Over the past two decades,sophisticated formulas and routines for "LOS objectives for the roadway system should be measuring arterial roadway LOS have been developed. These take defined in a manner that differentiates between the type into account such details as intersection design, signal timing and of urban development being served. Standards for frequency of connecting driveways. Unfortunately, such variables vehicular circulation within densely developed areas cannot be reliably forecast twenty-five years into the future. such ns the care city and other activity centers should be set to favor access over mobility. Standards for radial Instead, forecasts of future roadway LOS must rely on a simpler routes to suburban arms and for through routes should be approach which compares predicted volume to predicted capacity. set to reflect the importance of community-wide These"volume to capacity"(VIC)rattos are then used to determine mobility." (Chapter 8,p.70) the LOS letter grade rating(A through F). The means for predicting future roadway VIC or LOS levels is the MINUTP traffic model The City's motor vehicle LOS standards have been designed to reflect maintained by the City's transportation staff and the regional North the type of area being served (based on the City Structure Plan)and Front Range Transportation&Air Quality Planning Council. the City's system of functional classification of roads. This will allow the City to manage investments in motor vehicle capacity and (Note: for purposes of completing a'Transportation Impact Study"for efficiency in a manner that supports its land use plan. specific proposed development projects, a method of measuring -- roadway LOS is required which involves applying Highway The City of Fort Collins functional classification system recognizes Capacity Manual procedures and LOS definitions.) four broad categories of roadway. (Only arterials and collectors are shown on the Citys adopted Master Streets Plan map.) Prior to adoption in early 1995 of the Congestion Management Plan, the City had an objective of maintaining at least LOS D on all The four classifications are defined below: arterial roadways. ARTERIAL The City's Congestion Management Plan (CMP) changed that (includes: Major Arterials, Arterials, and Minor Arterials) approach,addressing motor vehicle LOS as follows: One or more of the following conditions may apply: "This objective (LOS D) is unachievable for the core area of the city; all of the scenarios examined by the a provides direct service to major centers)of activity; Committee predicted some of the arterial system would a provides continuity and length for crosstown trips; fill below this.Ind. LOS D is also not an adequate Masts a connects to at least one other arterial;and, for roadway system planning because it has a tendency to a may carry high levels of traffic.(>3,5W vpd). direct capacity, investments to where they are not appropriate . . . `�^ Cnv of Fort Collins Transportation Master Plan j Multimodal Transportation Level of Service Manual P. 12 atop,VAWIx LOS COLLECTOR (Note: the City s street design standards provide more detail on (includes: Collectors With and Without Parking physical characteristics of streets by functional classification.) One or more of the following conditions may apply: The street system provides both mobility(the ability to get across town)and access (the ability to get to a specific location). It Is • connects local streets with arterial streets; important to balance these competing demands,and it is Important • continuity and length maybe leas than one mile; that LOS standards adopted for motor vehicles reflect this balance. • somecommercial activity maybe present in the corridor;and, Where arterials and collectors:pass through built-up commercial • may carry mndenate levels of traffic(2,5W•3,50)vpd). areas(a.&,downtown)they may become congested in the future and them will be no way to build roadway improvement projects to eliminate such congestion. CONNRCfOR (Includes: Conmcrors only Successful destination areas usually reach levels of motor vehicle traffic that cannot be handled at high levels of service. This mum One or more of the following conditions may apply: because the"people-holding"capacity of successful co mtercial areas eventually exceeds the traffic capacity of the roadways that serve • comech focal streets to collector(s)or arterial(s); them. At such locations, alternative means of getting around • gathers traffic from throughout a residential district-, (especially walking,but also including transit and bicycling)become • continuity and length may be Issue than one mile, Important • connects adjacent residential districts;and, • may carry traffic of IAW-2AOf)vpd. To the extent that arterial and collector roadways transed successful destination areas, they will become less effective for purposes of achieving bag d Manua nobility. At this point the."mass'function LOCAL becomes more important to the public than "mobility." In Fort (includes: Commercial Local, Industrial Loud, Residential focal, Collins,these conditions are anticipated for"commercial corridors" Narrow, Residential Lust and Rural Resf lentiat Local) and within "mixed use districts." The motor vehicle LOS standards shown In Figure 4 on the next page reflect this fact One or more of the following conditions may apply: The tiO5 standards in Figure 4 recognize five levels of roadways and • provides access to property; fourcategortes of land use(from the City Structure Plan): • continuity with the streetnetworkmey occur only at one end; • facility length may be lees than one mile; • mmmmcial corridor(e.g.,College Avenrre); • may connect to mmxctor(s)or colleclor(s);and, • mixed usedistrlots(eg.,downtown,campus); • carries low levels of traffic(c 1,000 vpd,except up to 2,S110 • low density mired residential areas;and, vpd for commercial and industrial local streets). • all other laird uses. �l City of Fort Crdllns Transportation Master Plan I i Multimodal Transportation Level of Service Manual p. 13 Mawr vehicle LOS Local streets present special issues. Their primary function is local access, and in many cases the principal Figure 4. Motor Vehicle LOS Standards issue is not capacity,but rather the impacts of traffic on p adjacent properties. land use(froth structure plan) Local streets are not evaluation in Figure �d a t cla ,—� � tasnr<rs ah.r corrwon wtwn.B included in the evaluation of the "adequate public roadtva facilities"performance of the City Structure Plan and the functions) cae�a.t atr+sa U" �,�,� All ott*r Master Street Plan. The Cityhas developed a special gsification Mixsa Nos "Neighborhood Transportation Impact Analysis" process a..Mmast to address issues related to local street performance. Major Arterial E E* D D In addition to the recognition of the special situations anticipated along commercial corridors and within mixed Arterial E I[— caused D D use districts,the City has identified two circumstances for special treatment: "Constrained Corridors" and. Miw Arterial E C D "Backlogged Facilities." These are defined as follows: Collector D C D Constrained Corridors — These are segments of the street Caunector B C network which are physically constrained from funher widening or major reconstruction. The constraint may be by the proximity of buildings(e.g.,along College in "Corridors within mixed use districts meyfall below the LOS level Downtown Fort Collins)or by environmental conditions indicated.In such cases,the City will provide for mitigation of (e.g.,the presence of a wetland or riparian corridor). congestion through alternatives to motor vehicle travel. Backlogged Facilities -- These are roadway segments which currently operate below the LOS standards in Figure 4. These roadways are normally adjacent to developed properties and are not expected to be improved by future development. Both Constrained Corridors and Backlogged Facilities will be identified on a city map. These special circumstances will warrant special treatment in the development review process described in Part 11 of this Manual. ti �^ City of Fort Cottim'Fransportatium Master Plan Multimcdal Transportation Level of Service Manual p.to Ws stmanb Por De I ix mr Revlon Part II. LOS Standards for Development Review The LOS standards set forth in Part f of this Manual form the basis for planning the future location and intensity of land uses in Port Collins as embodied in the City Structure Plan. The LOS standards define^acceptable'relationships between future land development patterns and transportation demand in terms of overall service levels by the year2015. A number of specific strategies will be required to achieve city-wide transportation adequacy. Among these is evaluating the level of service of each of the transportation erodes as part of the development review process. The document which outlines the process for evaluation of proposed j new,development in terms of transportation 1.OS standards is the 'Transportation Impact Study Guidelines' which is available from the City's development review staff. Part If of this Manual provides detailed guidance on compering the existing LOS condition for each of the modes with the minimum standards,and for forecasting future LOS conditions once development occurs. --City of port Collins Transportation Master Plan l i • • Multimodai Transportation Level of Service Manual p. is LOS StadWr for nrwbpare Revlaw-Public Travail Public Transit LOC Standards for Development Review For purposes of development review,the"travel tiara factor shall be calculated to four specific destinations: Evaluation of public transit LDS shall be based on Figure I of this the CSU Campus Transit Center Manual + Foothills Fashion Mall(north entrance) + Foci Collins High School(main entrance) All development sites within the City shall be evaluated with Downtown Fort Collins(comer of Mountain and College). respect to the level of transit service serving the site as outlined in the Trampor ation Impact Study Guidelines and this Manual,and shall Travel speed will be based on an average bus speed of twelve miles per be based on the City's long range transit service plan. (Appendix B hour. Travel time components within the existing Transport system, provides a map of the routes and service levels planned for 2015.) wait times,and resulting differentials shall be based on Current data (not forecast data)provided by the Transport Manager. Although each proposed new development within the City will require a transit analysis as part of a Transportation Impact Study at The"peak Wad factor"calculation shall be based on ev rrent data(not the time of development review, development that is in wolbrvvitme forecast data)provided by the TransFort Manager. For all future with the Structure Man and Zoning Map will net be precluded from routes not currently W existence, the peak load factor shall be proceeding by virtue of fa(iing to ned the transit feud of service test presumed to be 1.0. for adequate public facilities. Project applicants should request transit service daft from Transport For sites outside of Mixed Use Centers and Commercial Corrkloes,0me prior to submitting their Transportation Impact Study. An - minimum level of public tramp service is Level of Service D or better appropriate thror to request this data is at the Initial Souping Meeting band on the City's long range transit service plan. (See Appendix B-) called for in the Transportation Impact Study Geidelbue. For sites within Mixed Use Centers and Commercial Corridors, the minimum level of public transit service is tevel of Service B or better band on the City's long range transit service plan. (See Appendix B.) A site may be graded as"served"by public transit only if the transit route utilim a street that lies within one-half mile (2,640')of the proposed development site. Site evaluation pursuant to Figure I of service frequency,hours of weekday service and route location are to be based on planned service characteristics in 2015(shown In Appendix B). City of Fort Coll in,'fransportaticxm Master Flan Multimodal Transportation Level of Service Manual p• 16 LOS SWdards for Development Review.Pxlessrim Pedestrian OS Standards for Development Review • "transit corridor" -- These include.all areas within a quarter-mile(1,320I of existing transit routes Development approval will not be granted for projects which would and transit mutes to be initiated within seven years. fail to meet minimum LOS standards for pedestrian facilities at the time of issuance of any building permit. "school walking area" — These include 98 areas within a mile (5,280`) radius around existing public Figure 6(on page 18)provides a worksheet which shall be used to schools (K-12) and around sites designated by the compare actual pedestrian conditions with the minimum standard School District for future public schools. and,if applicable,with a future condition once improvements have "other" — This category includes all locations been made. not falling within one of the four previous areas. Applicants should follow this step-by-step process for evaluating pedestrian LOS: Step 2. Using Figure 5(on page 17), p the applicable LOS minimum standards forr the the project Step 1. Determine whether the project is located based on its location relative to the area types. If the within one or more of the five types of location areas: project site is located in more than:one area type,the pedestrian district, activity corridor/center, transit type with the higher LOS standards shall be used. corridor,school walking area,or other area. These are defined below. The identification of location area type Step 3. Identify all"destination areas"located within forms the basis for determining minimum LOS a quarter-mile (1,3201 of outside edges of the project standards. site. Six types of destinations should be identified: • "pedestrian district" — This area includes the "recreation sites" — These include public parks, existing Fort Collins downtown, the CSU area, and a sports facilities, public tennis courts and other sites future activity center in the northwest portion of the where the public would be expected to go to participate city which has been designated on the Fort Collins City in physical recreation and sports activities. Structure Plan. A map (from the City's Pedestrian Plan) is provided in Appendix A showing the location • "residential areas." -- These include any of existing and future pedestrian districts. concentration of at least ten dwelling units that may reasonably be regarded as a contiguous neighborhood or • "activity corridor/center" — These include the which are part of a single subdivision, commercial corridors of North and South College Avenue and areas within a quarter-mile(1,320')radius • "institutional sites" — These include all around neighborhood and community retail centers. churches, public schools, and public buildings which They are designated on the map in Appendix A. regularly receive the public for public business. City of Fort Collins Transportation Master Plan I ■ Multimodal Transportation Level of Service Manual F. 17 Los Suadanh far Development Rabe-Pedutrimn • "office buildings" -- These include all The worksheet in Figure 6 will form the basis for City review of commercial office buildings,office parks, and office- development proposals. Agreement should be reacted at the Initial type employment campuses with building area of at Souping Mating concerning which of the location area types will least 2SA00 square het. apply to the project site for which the Transportation Impact Study is being prepared,and coneemmg which destination areas should be • 'commercial sites" — These include any retail included in the worksheet. space of at least I5p00 square feet including shopping centers,ship shopping areas,and shopping malls. If applicable,developers may meet pedestrian LOS standards by voluntarily providing off-site Improvements to achieve minimum "industrial sites" — These include all other non- conditions. Such off-afte improvements,however,are not exactions residential sites of at least 50,000 square feet of imposed by the City but rather are voluntary actions taken by the building space utilized for manufacturing,assembly, developer, at its win option, to accelerate the achievement of shipping or warehousing activities. adequate public facilities on the project site. The costs of such offsite improvements shall not be credited by the City against any financial List all applicable destination areas In the boxes obligations for which the developer my otherwise be responsible provided at the left side of the worksheet along with (such as Street Oversi:ing or Transportation Impact Feel• Appendix A their addresses. Show the destination area provides descriptions of fhe standards(column headings In Figure 5) classification of each in the second column. Space for up and conditions to be utilized in assignment of letter grades. to four destination areas is provided in the worksheet. . If more than four sites are identified, use additional copies of the worksheet. Figure 5 Minimum Pedestrian Level of Service Steps. Based on Figure 5 above,fill in the applicable minimum LOS standards in the boxes for each eww. +� •a•+••^� destination area Identified(the minimum standard is based on the location of the protect site identified in m A A B A A Step I above,an the entries in the"minimum'boxes will be the same for all destination areas. re.:" B B B B B Step 5. Based on actual documented field measurement B B B �.+ B show the actual LOS condition for the areas between the nearest publicly-xte Bible edge of the project site f .e.n.:a B B B C B and each of the destination areas in the worksheet. In the'proposed"mw of boxes,show the LOS conditions o.. C C C Cthat would result from any pedestrian Improvements proposed as part of project development. saes' City of port Collins Transportation Master Plan Multimodal Transportation Level of Service Manual P. to IDS Standards for pewdopont Reim.PNunin Figure 6. Pedestrian L©S Worksheet project location classification: (eMerasomnyasappiy) desedpRon of applicable, de,stination area lerei ofaanke luMimam baaad on prolecl location elasd(Wtba) daaai. ona"within Law eiarifieannn •— ao+ry mclad addrra. (see teat) 0 0 �nn P� a 0 ProPes� a 0 acnaal Prepped ® mYanm actual ProP� City of Fort Collins Transportation Master Plan Multimodal Transportation Level of Service Manual P. 19' LOS Standerds for Development Review-Bicycle Bicycle LOS Standards for Development Review The worksheet in Figure 7 will form the basis for City review of development proposals. Agreement should be reached at the Initial Scoping Meeting concerning which destination areas should be Development approval will not be granted for projects which will not included in the worksheet. The applicant should evaluate the base meet two LDS standards by the time the project is to be occupied: LOS condition at the top part of the worksheet and evaluate connections to all applicable destination areas in the rows provided. The project must be directly connected to the greater Fort Collins If there are more than four destination areas,additional copies of the bicycle grid at no less than LOS C as defined in Figure 3. worksheet may be utilized. The project must be directly connected to all priority If applicable, developers may meet bicycle LOS standards by destinations located within a quarter mile(1,320')of any edge of voluntarily providing off-site improvements to achieve minimum the project boundaries. conditions. Such off-site improvements, however, are not exactions imposed by the City but rather are voluntary actions taken by the Priority destinations include all "priority destination areas" located developer,at its sole option,to accelerate the attainment of minimum within a quarter-mile (1,320') of outside edges of the project site. LOS conditions for the project site. The costs of such off-site Three types of destinations should be identified: improvements shall not be credited by the City against any financial obligations for which the developer may otherwise be responsible "public school sites" — These include any existing public schools (such as Street Oversizing or Transportation Impact Fee). (K-12) as well as any sites designated by the School District for future public schools. "Directly connected"shall mean the project site is penetrated by the bicycle facility; or the bicycle facility runs immediately adjacent to • "recreation sites" -- These include public parks, sports the property and is not separated from it by any significant barriers; facilities,public tennis courts and other sites where the public or the bicycle facility runs perpendicular to the property edge and is would be expected to go to participate in physical recreation and readily accessible from the property with no significant barriers. sports activities. Bicycle facilities which are not consistent with the City's minimum "community and neighborhood commercial centers" -- These are design standards shall not be considered in arriving at bicycle LOS designated on the City Structure Plan map and are shown on the using the worksheet in Figure 7. pedestrian map in Appendix A. Explanation of the letter grades for bicycle LOS are found in Figure 3 Figure 7 provides a worksheet which is to be used to compare actual on page 10 of this Manual. bicycle connectivity conditions with the minimum standard and, if applicable, with a future condition once improvements have been made. City of Fort Collins Transportation Master Plan Multimodal Transportation Level of Service Manual p-20 Los Stand,&ror Dardopmad R"kw-Bicrie Figure 7, Bicycle LOS Worksheeet� t Ievd otiervice•cannteBvity niinan adW pnpoaad base connectivity: C specific connections to priority sites: description of applicable datination aces destination am within OW dasatf cation inducting address (aa text) a � a 0 City of Fort Collins Transportation Master Plan Multimodal Transportation Level of Service Manual p.21 LOS Sued"for Development Review-Mow Vehicle Motor Vehicle LOS Standards for Development Review standard for signalized arterial intersections. The standard for arterial Intersections on commercial corridors and within activity The facility-based motor vehicle LOS standards shown in Figure 4 centers is LOS E. (Arterial intersections are the intersection of an represent city-wide level of service standards. They are based on arterial roadway with another arterial or a collector.) "volume/capacity" calculations prepared in connection with traffic modeling of future land uses and roadway networks. Figure 8 below providesintersection LOS standards for use in development review. Development projects which will generate in development review,projects will be evaluated based on a detailed traffic causing intersections to fall below these standards will be analysis of intersections and links In a manner consistent with the 1985 regarded as "significantly impacting a study intersection." in these Highway Capacity Manual. The procedure and requirements for this cases,mitigation measures must be evaluated in cooperation with the analysis are described in detail in the Transportation Impact Study City as outlined in the Transportation Impact Study Guidelines. Guidelines. They are summarized here. The City has also identified certain corridors and roadways as either Transportation impact Study Guidelines "constrained"or"backlogged" (see page 12 for definitions of these terms). Projects which significantly impact such corridors and The Transportation Impact Analysis will determine if a facilities will also be required to provide appropriate mitigation. proposed development project will create any significant impacts at the study intersections and on roadways surrounding Figure 8. Motor Vehicle LOS—Study Intersections the project site. in order to determine this,peak hour levels of service at each of the study intersections will be evaluated for land use(from structure plan) each of the following scenarios: ah.c«rN«•wlMes: existing conditions;. intersection ENIA MIW I.Se Levi D." All aherexisting conditions plus site generated traffic; t Dhoi. s il A. short range conditions(a-5 years),and,long range conditions(10-15 years). Sinatired E* D D lntersectionaThe level of service evaluation for each of these trafficscenarios should include estimates of the percentage distribution `aoPsign control E" E* El of person tdq among the modes of travel. Step Signeomrel N!A Motor vehicle LOS analysis should be conducted for (cotkcwrN ,r,- intersections located within one-half mile of the project site. •lnlers«hens falling below LOS E will require mentificationof The City Traffic Engineer may require onelyais of additional cMirK strategies formitigatkm of cmilestirm through atferrahvec intersections. The City has established LOS D as the general to mover vehicle travel. City of Fort Collins Transportation Master Plan Multimodal Transportation Level of Service Manual p. 22 LOS SUndadr ror Development Review-Motor Vd kk _..__._.___....._� Relationship to Street Oversizing For (For a detailed explanation of the Street Oversizing Fee,see Section 24111 to 24-121 of the Fort Collins City Code,or contact the City's Director of Engineering). Street oversizing fees are collected prior to the issuance of building permits. These fees are coordinated with the City'. overall Transportation Level of Service standards and with its capital Improvements planning. Proposed developments which would not meet Motor Vehicle LOS standards without additional Investment in roadway infrastructure must be evaluated in light of the City's Street Oversizing Fee provisions. For such projects, the relationships between LOS standards and the Street Oversizing Fee Program, including the anticipated sharing of costs for roadway investments and the timing of such improvements,.should be established as part of early review and should be explicitly addressed at the.initial Souping Meeting. In some instances, the City will participate through the street oversizing program in funding the street improvements to be constructed in connection with the development. This will be determined on a case-by-case basis according to the criteria in City Code Section 24-111 to 24-121. In all cases, however, the developer will be expected to pay the City's street nversizing fee and all other applicable fees as required by City ordinances. /✓�` /�`� City of Fort Collins Transportation Master Plan i Appendix pp nd><x A Pedestrian Plan Multimodal Transportation Level of Service Manual City of Fort Collins Transportation Master Plan Fort Collins Pedestrian Levels of Service A B c a F f Minhnum acts abk Inveoblg bck of Pam dbealnea xal No ditnino,or Oirectnm Excellent and din:m Excellent and Jinn M conneclWNythtnogh lull nenivily wnh ckx dhntness and dlrmm�s�connectMry cwmMiviry.hdemimf connMm d1wentnion, diumiondurban ar and visual cmrrnctMty slxxlard. and Iinemty with pnc reca dalirwar peak+ space,mMs,tomb, trrinea6on m6am;I Pucepdon,and urban oc.ha,wo and connearon tof ir.4 tw linearity and acbviry caner wait clear Wine',streets and spare Ircnme lets confusing dimcilon and denkalm kM1en and confining linex visualnnemmxs. activates. coherent with the snl connection In +nvnanlythe person he{InnleMddbmmkn redranian destination,. wllh no filler choice. Wilt Wnl<lamy and lack of linearity. 4VAk Ratio<I.11- WM Ratio 1.21.UP (AIM Rhin 1.41.1.61- WM Ratio 1.6 M 1 A). kNM Rank,1.6 m].81- WM Ralio>1.81• fnnrin•mu+1u Icher d Prdendan conhhol ace Significant breaks in C PIlne brtakdGwn In ContinuityPMeotrtian mkwvM1 Cmrinumr+yy nhnd IAewdks widdl ma not well conrmned will. crmnndty. redenrian lralficR ai elnre as uingle coney lkke .lk+wld"I.are e i v each pedefulan wlen,a Xh aa r� elm amvhy x a nnhnkall,smanlerl be a hry able widhfi eral bmi cite,k dar 11floorl rode n no top udkapen space. Imdscapedpxkww. Irhtd cnapied pxYwaYr ped<mlan network. rMemlan nehWnknln+. Signal," d to fewer tales to Co.,.; aw 5lana to anx; 6 ar muse lanes..croft; Missing 5 ekmentsd A Militant,6 eflowers A Mifsing y dement,of signal ho clea,vehkulle signal ha+clear vehicular sinal ha,dear vthkole, missing a elements of Mlwio65 dements of Miningm 6 eleents d8 and pMaXim dpedecnan and peilnplm lemenlsdC Mbdng 5 demeans dC Irdkdl.m, Indication; indicinkno. Wiling]elements dC Missinga e well hacked ctorwalk,: well make crosswalks: wellanahed comwdks; good laahting Mal.; good liglaing level% goal lit,hling Mels; pedembn telo6e area. pad Nrdn relu6e ana: wide with lbw+akmpin s wide w 6- Won!�lowhan n n kratn; p 6 or team; places, sta shad nub ramps; stands d curb rmros; candxd curb rmlps; ilgnal phasep, ion Npol pharw�otrim Enollph pedestrian amenitkfi slgnkg amenNio,sIVol amenities,signing, ,Mewalk,and roadway sidewalk,and]roadway sidewalk,and r radw.Y character Nron■{ty wffeN Ixacter nrml{IY wgrot character NronsllY suffer thePd•n ems of a I prune. a he rrnenm n a peun hao casing; pedeNum crndng oednlrim ctnsmg; driversindmdesdm, drken and pedesidans ddversand pedenrkns have unobmuaed view, have onubnructed views have onobsmrcled views of each aher. death miler. deachaher. Medng I alarms dA Mumn6 a element of A Mining Y e1imlmol9 Und6nalltedr 5 a kene Imo Ili cross; a or 51mo to trot, 6 or Irmre lane Io cons; Moving 5 elgrrems of A Mitring a elements of A Miring 5 elono no of A vofstnf the major Wellmahed crnrwa m llo Wellmaled cnwalkc, Wellmxked crosswaks; Wesin eme g 2 elnts Of 8 Mbsk65 elements of 8 Mbskg l elmonfl,de ftreata good 11t,Mk6lwds; Woil lighting Mels; good Nghting kveb; Minint,l elemml ofC Mbsin{Y elemenb ofC MaNangl elements of redaction nfo.e xea: Mdemoi relu6e lion sed median n lean 6' sad median n lean 6' wine with for,plararp wide with law planling, or kmom; afenurn; standard cab ramps; standard eurb rampq standard curb oaf lienilies,sl Ing, arneMlks,,iRning amenhio,N ing dmv @..1 onadwar +lddwalk.and rnadWw a.walk,a m .rtWe. dwaeer Nmn IY soggen ch low,a.flY MI character Nongly ro gol the,Prgeme afa tlreprgerlcel of a Nw Prnerrce WW a s s • wken�lans Mher+-A Vudew4m �h1ahvensaN pednhixn hhwevtt visors at Whother. visors d darobmucrad views deat#rt1w. dexhNw. ddd tarh aMw. hlxug1 At . dA MXdnggehw%,dA MxMg 1 tlweei d 9 Und N{ed Mllsnarhd emsswaRlfi hearing I J, mw of Mbsinggelawens.IA MInMgJekwwes dA MWug a eknent,at Mining SoleneadA 1 Ule minor geed Noting 4vdR _ •adard tab rwlpK ea seer. Midblocbma(or Jwle m werhrbwmK aaS4 m r.%W 6or wore 1.boas; MWng J cheeks dA M d bnbga el A Mining Sa4tedi dA flreet cwnin{••• Ralwd mediantl hat Raked rwdw a trot MinMgJdwww+dg Missing J eXnwes al Mbsugl ahnewadg IO rih kh low ICwW.wa hm XM�a,,sIOsYFyg xxMd plenum orSomaK plxdnpa Wrong l dC Missing J Olmomms of C MrrugJeXneltsdC sldenak'aM ioNway othhex,JPanwesewr Kwea noseb!wgmu ak 'Mhexpxceslr9n, ¢ m�wt ww w setting jd et TZ ryPewaaaaesynen oadnF pdk�hraeXlyydaaada�sriawrMbXaoulnF �P�di1aakI�ua�tryw��4n _ dvlwa dais i1MNtdrMwl deaJr�vlMl £ . - was mrW oanswalRs: wep mwaN waawakK xeR wxkd nwaw'ikK Good RIkag lwtfK wwd agh"S leadoff podlill" XeetK "Want cub rover+. to d dcabommms. atxldxd twbraapK seasing l almrw dA Mining J dxnxrdr dA ..r. Missing I dewwn d g Vlwd IMerat and aN sidewd44 f nMnalle w..xbnM prtp I�x CsmMn rd nnw.nun� i wl d1 awl Aman11Y t wd cbay aerna wen vA has Impxrwceb petletrlin en�wearka rove etpew,deNgn lus MYnidMiw wile =apbu.no Mane Moral WaretwrrenhY. mmtd Mum. oemlwbadwNa dvam. ■kn street ab�.• ee+sM�wow IubM. Ri 4ond RgMM■kvah and tANwwtad Rees d Sidewak conegwwim or bexha In A stag X pedetdw kNdiY �mesewad wwbruclN iiwad alga. xd & exsmry penetd rMibNRr Minn inberaM. ai�Z therlggxeabm �esy� ma Items AIM Ratio:Actual distance between pedestrian odgir✓deninwlon divided by minimum distance defined byy a Rwh angle mid street sydem. A signalized imenecdlost LOS will go one kvel d service with a dedicated zazdts�don darnel plisse anUor a cdored or earned crmswalk. Unsgnalized crosdng a lreaeseclion. mayor soon helm aerial b maim adoriali and moor sRad ibcal.connector and milMorl. sendwdil,POBCNs,and seem aeaatruo ram Pray, �«weaar. TPT r Utw 000AM ~' - POCIOM M OW&W Aatlw„Cord.. Gry d Port Cbrrbr AWdvE ian Plan 3S Appendix B Public Transit Plan Multimodal Transportation Level of Service Manual City of Fort Collins Transportation Master Plan CITY OF FORT COLUNS 2015 Transit System r 'L� ' •`�^� Ti T'-S4r^�4 t , � ' � �.— t "ti fir^ � ♦'� � �- �� J { •.. IIIM Fnproney AmR � < _l,-`� _. �C._ �� 4i"n Gv»fA Ma i M/ASsY AKGry LLw Ri..14M Appendix C: Bicycle Element of the Transportation Master Plan of 2004 • 5.1 BICYCLE PLAN In 1995, Fort Collins began the framework to make the City one of America's leading bicycle friendly communities. The Bicycle Program Plan set forth a set of implementation priorities and recommended actions to improve the bicycle system and bicycle friendly nature within the City. Priorities refer to the relative importance and order in which action items should be addressed. These priorities include: • Highest Priority—Programs and policy • Second Priority—Maintenance and management of the facility system • Third Priority—Capital projects for facilities The emphasis on programs and policy was meant to guide the city to create the necessary framework to build a strong bicycle program. Following the program and policy development, necessary projects could be identified for both maintenance and new construction. These priorities are defined further in recommended action items listed in the Bicycle Program Plan including: • Hire a bike education/encouragement coordinator on City staff(Highest priority) • Expand Fort Collins' bicycle law enforcement program(Highest priority) • Take steps to adopt or amend applicable City standards (Highest priority) • • Take steps to adopt or amend applicable City policy and plans (Highest priority) • Carry out cooperative efforts on matters involving maintenance, signalization, and parking (Second Priority) • Take steps to upgrade maintenance of bicycle facilities and to adopt bikeway and trail maintenance standards (Second Priority) • Implement the fiscally constrained plan for bicycle facilities (Third Priority) The City has successfully hired a bicycle education and encouragement coordinator. Betsy Jacobson's role in the Transportation Services Department is to coordinate educational programs for bicycling, maintaining and updating the bicycle facilities map every 2-3 years and working with engineering and transportation planning department in the development review process to ensure that development projects include bicycle amenities as part of their design. The 2003 Bicycle Map is shown in Figure 5.11. Figure 5. 11 Fort Collins Bike Map Du$l" Rd � € Y CWU »x M i _ L Y� 4 � sh Rd ^ � e a o Haemany Rd A _ F -,ev Rg-_� s �� V ` a 0age I u Legend Existing Bicycle Lanes Proposed Bicycle Lanes Existing Multi-use path, off-street ----- Proposed Multi-use path, off-street Existing Bicycle Route ------ Proposed Bicycle Route Existing Soft Surface path Mason Transportation Corridor •--'*— College Avenue No-Ride zone Parks Fort Collins City Limits Lari In January LC ' SS), Wr County adopted the Latimer County Urban Area Street • Standards (LCUASS), which include the minimum standards recess construction of all transportation and public improvements in cooperating municipalities, necessary for design and including the City of Fort Collins.projects within the Fort Collins Cit y limits and its GMA. As part of these standards, These standards are required for all development bicycle lanes and de tached sidewalks are required as Within the City of Fort Collins. The width of these facilities isrt of aldep dependent on the roadway classification. These standards have been incorporated as roadway typical sections requirements, since their adoption in 2001. part of all development As part of the Fort Collins Transportation Master Plan 2003, a subgroup of the Transportation Advisory Board was developed to provide guidance on bic This group met twice during the TMP deve ycle issues. lopment process to discuss bicycle specific Policy and goals and to identify specific bicycle projects that should be added to the bicycle Capital Improvement Plan me(Cip). All members of the bicycle subgroup are avid bicyclists in Fort Collins or play some role in theplanning and off-street. In a collaborative effort, this group dl op bicic le facilities ystem rnap on- consisting of three tiers of bicycle facilities including: High volume bike corridors • High volume feeder routes • Future high volume corridors Critical missing links in the bicycle system or unsafe facilities were also identified. • High volume bike corridors a coolconsist of major east-west and north-south direct travel commuting routes that could be used for high volume bicycle traffic. Ideally, these would be off-street facilities, such as the bicycle/pedestrian trail planned for the MTC. High volume feeder routes would feed directly into the hi providing system linkages from neighborhoods and smaller commercial aras to a oler bike corridors, citywide bicycle facility. Feeder routes are intended to be located on existing ro dways, as bike lanes or well-signed routes on the existing roadway system. The bicycle subgroup also identified corridors that have the potential to become additional high volume corridors in the future, if bicycle travel continues to become a commuting choice for travelers in Fort Collins. These routes were identified for existing centers.yThese facilities are illustrated in Figure 5.12nercial districts and employment P Yrnent 7.1.3.3 Bicycle Prioritization Criteria and Ranking Bicycle prioritization criteria were developed using concepts that City transportation Planning staff have used to prioritize pedestrian projects. These criteria were modified slightly to reflect the differences between bicycle and pedestrian modes. Criteria include: • Known Safety Hazard/Crash Area—If the project is in a known safety hazard or crash area, it is given a score of 15; if not, of 0. it was given a score • Access to Destinations—If the project provid. given a score of 10; if not, it i es access to destinations, it was s given a score of 0. • Multi-modal Connectivity — If the project provides connections to other modes of travel, it is given a score of 8 ; if not, it was given a score of 0 . • Street Classification — Projects on arterial roadways were given a score of 8 , projects on collectors were given a score of 6, projects off-street were given a score of 5 , projects on interchanges are given a score of 4 , and projects on rural facilities were given a score of 0 . • Construct Jointly with Other Departments, Projects, or Agencies — Projects that can be constructed jointly were given a score of 10 . Projects that can be partially constructed with other departments, projects or agencies were given a score of 5 . If projects cannot be constructed jointly with other departments, projects, or agencies, they were given a score of 0 . • Construction Feasibility — Projects that are easy to construct and have good construction feasibility were given a score of 10 . Projects that are more difficult to construct and have only fair construction feasibility were given a score of 5 , and projects that are difficult to build and have poor construction feasibility were given a score of 1 . The total scores from each category were summarized and projects were ranked by their total score . Detailed spreadsheets highlighting the score for each category are included in Appendix E . Prioritized Bicycle Projects and Costs Prioritized bicycle projects and costs are listed in Table 7 . 3 and the projects are shown graphically in Figure 7 .4 . Table 7.3 Prioritized Bicycle Capital Projects and Cost Estimates f Bike/pedestrian 1 B3 Campus West Shields City Park improvements @ P26 61 1 /Elizabeth Elizabeth and Plum 2 B10 College Poudre State Bike lanes R12A/ R12B 61 1 River Highway 1 3 B20 Jefferson Street Mountain College Bike lanes - 61 1 4 B57 College Carpenter Harmony Bike lanes R11A/ R11B/ 61 1 R11 C 5 B12 Elizabeth Overland Taft Hill Bike lanes R42 56 5 Trail Mason 6 B31 Transportation Fossil Cherry Off-street bike/ TC13 56 5 Corridor Bike/ Creek Trail pedestrian trail Pedestrian Trail 7 B31 a Mason Fossil Harmony Bike trail 56 5 Creek Trail 8 B31 b Mason Harmony Horsetooth Bike trail 56 5 9 B31c Mason Horsetooth Drake Bike trail 56 5 10 B31d Mason Drake Spring Creek Bike trail 56 5 11 B31e Mason Spring Bike trail and Creek Trail Prospect underpass TC13 56 5 12 B31f Mason Prospect Laurel Bike lanes/ sidewalks TC13 56 5 13 B31g Mason Laurel Cherry Bike lanes/ sidewalks TC13 56 5 14 B31 h Mason Troutman Grade separated NRRC crossin P62/ RR16 56 5 15 B31i Mason Employment Grade separated /CSU Vet crossing 56 5 Campus 16 B31j Mason Harmony Grade separated crossing 56 5 17 B31 k Mason Horsetooth Grade separated crossing 56 5 18 B311 Mason Drake Grade separated crossing RR5 56 5 19 B38 Mountain Meldrum Riverside Bike lanes Part in R80 56 5 20 B45 Prospect Shields Timberline Bike lanes 21 B61 Part in R103 52 20 Drake College Stover Bike lanes R40 52 20 22 B64 Harmon BNSF y tracks College Bike lanes R46 52 20 23 B65 Harmony Cinquefoil Strauss Ln Cabin Bike lanes R47D 52 20 24 B70 Lincoln 12th Street Summit View Dr Bike lanes R76 52 20 25 B76 Taft Hill LaPorte GMA Bike lanes R125 52 20 26 B79 Trilby Lynn Dr Constellatio n Bike lanes R139 52 20 27 B80 Vine Overland Trail Taft Hill Bike lanes R145 52 20 28 69 College Laurel Street crossing im rovements 51 28 29 B21 Laurel Shields College Bike lanes - 51 28 30 B22 Lemay Horsetooth Riverside Widen bike lanes - 51 28 Timberline North-south 31 614 Fossil Spring grade separated Road/Power Trail Creek Trail Creek Trail crossings @ 51 28 Power Trail North-south 32 B14a Keenland UPRR grade separated crossing @ RR7 51 28 Power Trail North-south 33 B14b Harmony UPRR grade separated crossing @ 48 33 Power Trail North-south 34 B14c Horsetooth UPRR grade separated crossing @ 48 33 Power Trail North-south 35 B14d Drake UPRR grade separated crossing @ 48 33 Power Trail 36 B44 Overland Trail Mulberry CR 50 Bike lanes R96D/ R97A/ R97B 48 33 37 B56 Carpenter College Timberline Bike lanes R10 48 33 38 B62 Drake/ Ziegler Horsetooth Timberline Bike lanes R41 /R152 48 33 39 B67 Kechter Timberline Rabbit Bike lanes R60 48 33 Creek Rd 40 B69 Lemay Carpenter Nassau Bike lanes R72 48 33 41 B72 Prospect Poudre GMA Bike lanes R104A/ R104B/ 48 33 River Trail R104C 42 B75 Taft Hill GMA Horsetooth Bike lanes R124A/ R124B 48 33 43 B81 Vine Lemay Timberline Bike lanes R146B 48 33 44 B39 Mulberry Jackson Mason Bike lanes 47 44 45 B50 Shields Laurel Poudre Bike lanes Part in R115/ 47 44 River R116 Woodlawn Bike/pedestrian 46 B7 College Dr grade sep 46 46 crossings 47 B46 Prospect Whitcomb Intersection 46 46 improvement 48 B53 Taft Hill Prospect Mulberry Widen on-street _ 46 46 bike lanes 49 B58 Cooper Slough Mulberry Underpass (P19) 44 49 Bike/pedestrian 50 B8 College Canal #2 underpass , 44 49 connection to Foothills Mall 51 B13 Elizabeth Stover Lemay Bike lanes - 44 49 1-25 52 B71 Mountain Vista Dr Frontage GMA Bike lanes R83 44 49 Road 53 B73 Shields Poudre Douglas Bike lanes R116 44 49 River Road 54 B78 Trilby Lemay Timberline Bike lanes R140B 44 49 55 B48 Riverside Path Prospect Mulberry Bike path 43 55 56 B49 Riverside Path Mulberry Lincoln Bike path 43 55 57 B15 Horsetooth College Stanford Bike lanes - 42 57 58 B40 Mulberry Mason Riverside Bike lanes - 42 57 59 B43 Oak Sherwood Mason Improve/add _ 42 57 Street bike lanes Mulberry frontage Bike lanes/off 60 B41 roads Lemay 1-25 street path south - 39 60 side of street Mulberry frontage Bike lanes/off 61 B42 roads Lemay 1-25 street path north 39 60 side of street 62 B77 Timberline Mountain CR 52 Bike lanes R134 39 60 Vista City Park Riverside East-west bike 38 63 63 624 Magnolia Ave connection 64 B59 Country Club Rd County Road 1 Hi htat 1 Bike lanes R31A/ R31B 38 63 65 B16 1-25 Frontage Carpenter Harmony Bike lanes west _ 34 65 side of 1-25 66 B17 1-25 Frontage Carpenter Harmony Bike lanes east 34 65 side of 1-25 67 B18 1-25 Frontage Mulberry Vine Bike lanes west 34 65 side of 1-25 68 B19 I-25 Frontage Mulberry Vine Bike lanes east 34 65 side of 1-25 e 69 B60 County Road 11 Vine Drive Douglas 70 B68 Road Bike lanes R36/R37 Kechter Strauss 33 69 71 Cabin 1-25 Bike lanes B74 Strauss Cabin Kechter R60 C 72 666 33 Harmony Bike lanes 69 Kechter Strauss R121 33 Ziegler 69 73 B52 Summit View Prospect on L n Cabin Bike lanes R53 31 72 74 B63 Gregory Rd Country State Bike lanes 29 Club Rd Hi hwa 1 Bike lanes 73 75 B1 North R45 29 73 Bikestation Transit Bike parking and Center commuter 76 B2 South facilities 28 75 Bikestation Transit Bike parking and Center commuter 77 84 Canal #2 CSU Vet facilities 28 75 Hospital Centre Bike path along 78 B5 Castlerock Dr Springfield canal Prospect28 75 79 B6 Dr Bike lanes College Cherry Bike/pedestrian 27 78 80 855 Zeigler over/underpass 27 81 B11 Trilby Kechter 78 Constitution Ave Bike lanes 82 Prospect Elizabeth 26 80 623 Lynnwood Dr Springfield Bike lanes Prospect gfield 23 81 Dr Bike lanes 83 B54 Trail Connection 23 81 BNSF RR Bike path and Taft Hill underpass at RR crossing 20 83 Figure 5. 12 Bicycle Facility Hierarchy rlr �. .. .. .. _ _ ._ _ _ _ _ _ ... .. _ _, Douglas Rd .. JJTJJ i ISM 28s U 1 K , CR52 � 1 � s �r _ �-� .. _ _ ,,., .! M-_ "'•" ,.^ -%"., Mountain Vis% Rd 1 IN Mulberry Rd !� 1 ! s IJ i Prospect Rd O t 3 . brake. Re -� Horsetooth RC _ Rd 1 1 P � rg o � "B ! s" ¢ IKe hterRd 1 TMby RA t 1 i ..1, 7 b t I ' ' p Legend High Volume Feeder Routes CMA Boundary High Volume Bike Corridors 1 - - - Fart Collins City limits Future High Volume Corridors Missing System links or Problem Areas ___' Pedestrian Safe Zone ® College Avenue No-Ride zone Transportation Capital Improvements Map : Bicycle Facilities r- Douglas Rd 1 41 + CR 1 a rB5S ' -4 to j 871 1 1---: - �` +ate"'• f �' ._.tJloalrhalovi Rd ' 1 � 1 �- B7 1 k I ' B80 t B81 1 Lot --.- - - Vine or 1 r1M to -- 1 y � In B4 W 6 w Ir 824 v B40 B42 1 t41 MulberryR4#_ ID � t 63 636 813 --_ N' to r - 1 L 847 1346 845 B72 Prospect RyJ 1 c 1 � ;rrrrrl,q o1 I 1 11- 1 -'Y B11 B14d .. . . Q a m B61 662 Drake Rd i I% + r 1334138 31kg,�5 B14c B66 Horsetoot Rd 1 a � rc� 1 B31 814b 1 --- to 64 Harmony Rd B65 � 1 1 m }er 1 _ 14a > 1 867 SI B6B 1 Kec hte Rd r 1 B54 1 � z 87 TrilbyT_iNVII U I i B56 - 1----- ---------- ♦ C �� ar nter l3 ILI b N N _ v rc � a' m L Y C x v o E s r°r � E Legend Bikeway Grade-Separated Crossing Lanes " • Intersection Improvement " City of Tort Collins Path * Bikestation " Project Ranking appears in parentheses`' «- City of Fort COU4*w --- rramUporbz4.2%&VVMaur Plan updatp. 1 1 GMA Boundary ` City Limits •-•-_..: - 1- / October 17, 2003 • Appendix D: Fort Collins Bike Depot Feasibility Study Mr IKE DEPOT Feasibility Study y � * : 4 f� IN } A r ��I it — ` • ' • � ,� a Ht" �i� �C. a: - r" � t( 1`"• fir., b if! dY` . �•.� w ,•.-° ' eery { y� U � R � e �q E • ` � `� + `�` ir� ;�' �� I �ar +� � far MAP. - s m - 41 s . w'. . Y e v i L a r j ,, Wiz'.:;. 'e..• �' , r k aJ a VI 6z Cih-uf Fert <`allin� July 2001 801E DEPOT Feasibility Study ACKNOWLEDGEMENTS City of Fort Collins Staff Consultant Team Tom Reiff, Project Manager Bike"on Coalition Tom Frasier Mark Shandrow, Project Manager Sara Fox John Case Angie Johnson Kent Epperson Clark Mapes Tina Fife Kathleen Reavis Amanda Jones Kelley Roberts Ken Waido Alta Transportation Consulting Phil Miller Michael Kiesling Terri L. Musser /Studio Architecture Fernando Vazquez City of Fort Collins i / �l►CE DEPOT • Feasibility Study TABLE OF CONTENTS introduction 1.1 Purpose and Overview of Study 1 1.1.1 Project Team 1 1.1.2 National Trend 1 1.1.3 Bicycling Literature Review 1 1.1.4 Motivation for Study 2 1.1.5 Study Scope of Work 3 1.1.6 Study Time Line 3 1.2 Criteria for a Bike-Depot 4 1.2.1 Increased Bike Usage 5 1.2.2 Intermodolism and Access to Transit 5 1.2.3 Financial Sustainability 6 1.2.4 Community Development 6 1.3 Overview of Existing Facilities 7 1.3.1 United States: Existing Facilities 8 Feasibility 8 2.1 Relevance to Existing Planning Documents 11 2.1.1 Fort Collins Bicycle Program Plan (1995) 11 2.1.2 Mason Street Transportation Corridor Master Plan (MSTC) 11 2.1.3 Other Planning Documents 13 2.2 Public and Agency Input 14 2.2.1 Public Workshop 15 2.2.2 Survey Distribution 16 2.2.3 Workshop and Survey Conclusions 17 2.2.4 Agency Input 19 2.2.5 Opportunity Statement 20 20 J City of Fort Collins DIKE DEPOT Feasibility Study 2.2.6 Environmental Context 20 2.3 Use Analysis and Projections 25 2.3.1 Assumptions 25 2.3.2 General Analysis 25 2.3.3 Findings 26 2.4 Air Quality Impacts 29 Conclusions and Recommendations 31 3.1 Short Term (3 to 5 years) 32 3.2 Long Term (15 to 20 Years) 32 3.3 Recommendations 32 3.3.1 Project Site 32 3.3.2 Downtown Bike-Depot 34 3.3.3 Adjoining Commercial Space 34 3.3.4 Public Space and Exterior Elements 36 3.4 Implementation 37 3.4.1 Operating Plan 38 3.4.2 Operations and Maintenance 41 3.4.3 Marketing Plan 41 3.5 Design and Concept 42 3.6 Funding 47 3.6.1 Capital Costs 47 3.6.2 Operating Costs 48 Case Studies 51 4.1 Bikestation Long Beach 51 4.1.1 Facility Operations 51 4.1.2 Funding 51 4.2 Bikestation Palo Alto 52 4.2.1 Facility Operations 52 4.2.2 Funding 52 J City of Fort Collins I iv / • • BIKE DEPOT • Feasibility Study 4.3 Bikestation Downtown Berkeley 53 4.3.1 Facility Operations 53 4.3.2 Funding 53 4.4 United States: Planned Facilities 54 4.5 Foreign Bike-Depots: Japan 54 4.6 Foreign Bike-Depots: Europe 54 Appendix A References 57 Appendix B Media 59 City of Fort Collins I v DWE DEPOT Feasibility Study I I This Page Intentionally Left Blank City of Fort Collins vi / • 8110 DEPOT • Feasibility Study LIST OF TABLES Table 1 Summary of Plans 3 Table 2 Results of Dot Votes for Sites at Public Workshop 16 Table 3 Results of Dot Votes for Amenities and Services at Public Workshop 17 Table 4 Survey Results for Services and Amenities 18 Table 5 Results of Site Selection Criteria Worksheets by TAC 24 Table 6 Total Downtown Trips 26 Table 7 Bicycle Commuting to Downtown - 3%Modal Split 27 Table 8 Bicycle Commuting to Downtown - 6% Modal Split 27 Table 9 Bicycle Commuting to Downtown - 8 %Modal Split 27 Table 10 Estimated Bike-Depot Usage at Downtown 28 Table 11 Estimated Capital Costs for Bike-Depot, Commercial and Exterior Elements 37 Table 12 Estimated Programming and Square Footage Needs 39 Table 13 Estimated Bike-Depot Operating Budget-Years 1 to 6 40 Table 14 Estimated Operating and Maintenance Annual Budget 41 City of Fort Collins vii--/ AKE DEPOT Feasibility Study I This Page Intentionally Leff Blank i City of Fort Collins I viii / • • 311E DEPOT • Feasibility Study INTRODUCTION 1.1 PURPOSE AND OVERVIEW OF STUDY To aid the consulting team in their efforts, a "will grow from 3.9% [or$5 billion] under ISTEA to Technical Advisory Committee (TAC) of key City 5.0% [or $9.8 billion] under TEA-21." This This study will explore the feasibility of developing staff, led by project manager Tom Reiff, was con- increase in funding will undoubtedly encourage a bike-depot within the city limits of Fort Collins, vened. The TAC met regularly in person and via even greater bicycle infrastructure development. Colorado. Modeled after thousands of successful telephone with the consulting team to discuss the Japanese and European facilities, a bike-depot is direction of the study and offer valuable insights Public bike-transit centers exist by the thousands in a manned public facility that provides secure, cov- and advice. Japan and Western Europe, but are relatively new ered bicycle parking and other transit amenities. to the United States. Presently three facilities exist This type of facility is typically situated near public 1 . 1 .2 NATIONAL TREND in the United States: Long Beach, Berkeley, and transit or other high-traffic locations to provide a One of the single most contributing factors in the Palo Alto, California. strategic link in the transportation system. The ulti- mate goal of a bike-depot is to increase the num- growth of the bicycle commuting movement has With federal funding from the CMAQ program of ber of commuters usingalternative transportation been the recent availability of federal funds. The p introduction of the Intermodal Surface ISTEA, the Long Beach Bikestation® opened in in an effort to reduce vehicular emissions and con- March 1996. Since its opening, the facility has estion, while enhancing the quality of life. Transportation Efficiency Act (ISTEA) in 1991 cre- 9 9 9 tY aced innovative funding programs, including the received recognition for"turning a vision of bicycle 1 . 1 . 1 PROJECT TEAM Congestion, Mitigation and Air Quality (CMAQ) transportation in America into a reality and pro- and Transportation Enhancement programs. viding a prototype for other urban areas needing The City of Fort Collins retained the services of an These programs have allowed communities to revitalization and transportation alternatives." experienced consulting team led by Bikestation leverage local dollars to obtain up to 80%federal Consequently, numerous West Coast cities are Coalition, a national non-profit organization ded- financing for alternative transportation projects. replicating the Long Beach facility and ten new icated to the development of public bike-transit facilities are scheduled to open within the next few facilities, and Alta Transportation Consulting, a As a result of the recent re-authorization of ISTEA years. full-range transportation planning, design and in 1998, now called the Transportation Equity Act The City of Fort Collins immediately recognized engineering firm, to conduct the feasibility study. for the 21st Century (TEA-21), the Transportation this trend and the potential for a bike-depot to Additional subcontractors were utilized as needed Enhancements program has"moved from an aver- complement the Mason Street Transportation and are noted in the preceding Acknowledgements age of about$450 million annually under ISTEA to Corridor (MSTC) project. Not only would a bike- section. $620 million per year under TEA-21."' CMAQ depot contribute to the City's efforts to increase the City of Fort Collins I 1 DIKE DEPOT Feasibility Study quality of life for residents, but it would also commute to work by bicycle. Williams and Larson that even if formal, guarded parking cannot be demonstrate the City's commitment toward concluded that bicycle commuters comprised an provided, vandalism can often be reduced by change, innovation, alternative transportation, 80 percent male population, between ages 40 locating bicycle parking in locations usually super- and encouraging a reduction in vehicle miles trav- and 50, and up to age 34 for females.' They also vised by station personnel, parking attendants, or eled (VMT). indicate that the most commonly used reasons for small retail services near station entrances. This not bicycling To work are distance and time, would make surveillance of bicycle racks an explic- 1 . 1 .3 BICYCLING LITERATURE REVIEW absence of safe places to ride, the lack of secure it part of the responsibilities of such personnel ' Leading studies on bicycle commuting consist of bike parking and showers at work, and fear of whenever possible. research by the US Department of Transportation, crime. Reasons for biking typically rate health as n cooperation with the Federal Highway the most important, followed by the desire to Replogle and Parcells propose that station security Administration in 1991, which conducted a reduce travel expense, and the mere enjoyment of can be enhanced by providing space for conven- National Bicycling and Walking Study (NBW$). biking possessing lesser importance. ience retail kiosks in and near transit stops. There are 24 case studies conducted by research Additionally, this should prove to make transit teams from across the country through the NBWS, A more recent study by Moritz finds that the "aver- more attractive. However, they find that such and the Final Report is in itself a literature review. age" bicycle commuter is a 39-year-old male pro- kiosks are barred by some transit systems, such as Additionally, Bicycle Master Plans for local jurisdic- fessional with a household income in excess of the Washington Metropolitan Transit Authority in tions provide useful information, but their empha- $45,000 per year, who rides 10.6 months per Washington D.C., due to concerns about littering sis has mostly been on bikepaths connecting cities Year. Moritz collected data from a survey distrib- in stations. and bike-safety issues. Other significant independ- uted largely over the Internet across the United ent work includes Forester (1994), Noble (1994), States and Canada, of which approximately 2,000 Of more recent interest is the Bikestation Long Doolittle and Porter (1994), Kaiser and Hamburg of the 2,374 responses were via email. It is Beach from which data has been compiled to bet- (1993), Replogle and Parcells (1984), Williams expected that the respondents in this method ter understand the need for secure bicycle parking. and Larson (1996), and Moritz (1997). would be biased to high-income riders. The data from two surveys, one of the general population within a 5-mile riding distance of the The strongest literature support for secure bicycle facility,and another of the actual users of the facil- All of these works identify the general ender,charac age, parking comes from Replogle and Parcells with the tics of bicycle commuters in terms of: gender, age, P g ity, generally agree with literature findings. These notion that "guarded service" will combat theft. surveys were conducted on behalf of the Los ethnicity, work status, occupation, income, educa- They suggest that The best solution To vandalism, Angeles County Metropolitan Transportation tion, marital status,and geographic location. Age articular) in crime-prone areas, is guarded bic particularly P 9 Y- Authority, in cooperation with Bikestation Long and gender are found to be the two most influen- cle parking as is common) found in European and P 9 Y P Beach. One significant variation from other data tial variables in predicting whether a person will Japanese cities and suburbs. The further suggest P Y 99 is that low-income commuters are equally likely to J City of Fort Collins 1 2 rJIKE DEPOT Feasibility Study choose bicycle commuting, as high -income com- muters; user income should be an important con- 1 . 5 STUDY SCOPE OF WORK ° Gather public and private input sideration when designing such facilities . To determine the feasibility of developing a bike- o Review existing City studies and plans depot in the City of Fort Collins a number of tasks Develop site selection criteria and identify a • 1 . 4 MOTIVATION FOR STUDY were performed by the project team to arrive at the potential site for the facility In an effort to properly manage growth and conclusions and recommendations contained ° Identify potential programming, services change in Fort Collins, the community created a within this report. and hours of operation vision of how Fort Collins should grow. "The Vision ° Estimate facility usage by highlighting exist- is to make change work for Fort Collins while pro- The primary objectives of the feasibility study, as ing and forecast conditions of activity centers tecting the best of what we have and recognizing outlined by the City of Fort Collins were to : in Fort Collins who and what Fort Collins will become by preserv- ing a sense of community identity and pride. Fort Table 1 Summary of Plans Collins will confront and mitigate the negative impacts of the car on our lives. "8 Even though the e e441f Document Title : City Plan Vision recognizes the importance of the automo- F04cvu�= ed�^ Author: City of Fort Collins bile as a means of transportation , it shifts the bal- ance toward a future in which all modes of trans- Goals: To develop a transportation system incorporating many modes of travel portation are utilized, including transit and the The community's transportation system will improve air quality, manage traffic bicycle. congestion and support efficient land use > The community's growth will be structured in a compact pattern that facilitates The Vision along with the goals set up to accom- pedestrian, bicycle, and transit travel Walking will be a practical and enjoyable means of travel plish this vision are outlined in the Cit 's master ,Ee« FortC,' `y - The bicycle will be a viable transportation choice for residents and visitors ` y ' °' "11 The community will have a comprehensive public transit system plan , referred to as "City Plan . ' Please refer to the side bar for highlights of local and national plans . Document Title : Guide for the Development of Bicycle Facilities Author: American Association of State Highway and Transportation Officials , , Purpose : Safe, convenient and well-designed facilities are essential to encourage bicycle use. This guide is designed to provide information on the development of facilities to enhance and encourage safe bicycle travel . City of Fort Collins 3 IKE DEPOT Feasibility Study ° Develop working capital , operations and Chronologymaintenance budgets of Feasibility Study • Identify potential funding mechanisms October 2000 November 2000 Distributed newsletter to ° Develop conceptual architectural renderings Established staff/consultant Compiled bike- depot workshop participants , board ° Develop a strategy for implementing a bike- Technical Advisory overview for TAC and public members , and downtown depot Committee- met regularly workshop - including 11 page businesses during project matrix of detailed facility operations Compiled results of site crite- The project team has done a thorough review of Kick- off meeting with City ria worksheets and deter- the bike- depot concept and its implications for the staff Prepared analysis of the 1 1 mined optimal bike-depot City of Fort Collins . This final report will provide a sites identified site Prepared overview report for summary of this process as well as the recommen - Transportation Board Conducted public workshop Arranged site visit by archi - dations and conclusions of the project team . on November 8th tect Met with DBA and DDA I A . 6 STUDY TIME LINE December 2000 Met with Advanced Planning Conducted public outreach Compiled results of previous The kick-off meeting for the feasibility study was process for public workshop , months' meetings Presented bike-depot con - including : distribution of invi - cept and site recommenda- held on October 3rd, 2000 and the final report tation to local bicycle retail - Developed site criteria for tion to Development Review was delivered to the City of Fort Collins in July ers and customers, down - further site analysis for feedback and comments 2001 . The feasibility study process took approxi- town businesses, distribution mately ten months, including a 30-day public input list from Mason Street Developed FAQ on bike- Presented bike-depot con - Corridor project, and Bike- depots cept at business luncheon period . to-Work Day distribution list . sponsored by SMARTTrips Designed first project See the following chart, Chronology of Feasibility Distributed 29 press - releases newsletter Met with Deputy City Study, for further details on the time line and tasks . to local media outlets Attorney to discuss potential Developed draft outline of legal issues Identified similar project in final report Holland for comparison Began developing model for January 2001 usage estimation Identified 1 1 potential sites Presented bike- depot con - for a bike-depot in Fort cept to Transportation Board February 2001 Collins Reviewed and prepared Presented bike- depot con - detailed analysis of major cept to Air Quality Board plans City of Fort Collins 4 / BF IKE DEPOT Feasibility Study Developed and presented first round of con - Presented feasibility study to Transportation 1 .2 CRITERIA FOR A BIKE - DEPOT ceptual drawings Board for recommendation of approval to City Council A bike-depot should have multiple goals and func- Finalized services for bike- depot tions within a community. Investigating these roles Met with Landmark Preservation Commission is a critical element in determining the feasibility of Drafted summary of findings on potential facil - ity usage this type of project. Met with Growth Management Lead Team Began research for operating, construction June 2001 1 . 2 . 1 INCREASED BIKE USAGE and marketing budgets Concluded 30- day public comment period The primary ry goal in the development of a public Began research and identification of potential Provided project materials and work session bike- parking facility is to increase the number of funding sources presentation to the Planning and Zoning Board people using bicycles, especially for their commute March 2001 Made revisions to draft study to work. Therefore, the effectiveness and feasibili - Developed model of facility on optimal site to ty of a bike- depot can be gauged in part by how gauge building mass and layout July 2001 many "new" bicycle trips will be generated . A new Continued refining pro- formas and design Finalized Bike - Depot Feasibility Study bicycle trip is defined as a trip that would not have been made by bicycle if the bike- depot were not April 2001 available . Presented updated facility concept and design ; tr Finalized budget and services offeredr A bike-depot has two distinct target markets-- y >> "captive riders" and "choice riders . " Captive riders May 2001 t are commuters who choose bicycling as a form of Presented updated project material to Air transportation based on socio- economic factors . Quality Board i w 14 When transportation mode choice is less depend- Second project newsletter distributed ent on economic factors, but rather is influenced by such factors as environmental and health con - Distributed report to program participants for ` , _. sciousness, riders are considered choice riders . 30 - day public comment period Constructing a bike-depot within close proximity to Conducted three open houses at Foothills major destinations, such as employment and com - Fashion Mall , City Building at 281 N . College, mercial districts, will increase the likelihood of gen - and the South Library erating new bicycle trips . The appeal to choice City of Fort Collins 5 HI KE DEPOT Feasibility Study riders will be much greater if they can ride their When a bike parking facility is located adjacent to Many studies have found that one of the major bicycle to the bike-transit center and then continue a transit center this allows commuters to take reasons that people do not cycle is because they to their final destination by foot. advantage of the intermodal connection between are fearful of motorists . By offering safety educa- bikes and transit in two ways . First, commuters tion courses and increasing the exposure of cycling 1 . 2 . 2 I N T E R M O DA L I S M AND ACCESS may ride their bicycle to the bike-transit center and through a variety of marketing and outreach tac- TO TRANSIT then continue on transit to their final destination . tics, the facility can contribute dramatically toward "The installation of secure bicycle parking at tran- the safety and comfort level of cyclists and aKis pia' motorists within the community. sit stops . . . can be expected to increase transit use significantly in many communities . By giving peo- � ❑ 2 3 FINANCIAL SUSTAINABILITY ple more choices about how to get to and from transit, new riders can be drawn from those not Ride to Bike-Depot Valet Park at Bike-Depot Catch Transit Financial strength and sustainability is a critical now well served by transit. "10 element to any project, whether public or private . Or, commuters can take transit to a bike-depot Once a facility is constructed and the initial capital One of the greatest advantages of integrating and then take a subsidized commuter bicycle to is exhausted, the facility must be able to generate bicycles with public transportation is that it increas- their final destination . revenue and/or receive subsidization to cover the es the serviceable area of transit. It is typically costs of daily operations . understood that a pedestrian will not walk more than 1 /2 to 1 mile to take public transit, however, The existing public bike-depots in Long Beach , a bicyclist can easily ride three miles or more to a 0 ❑ Palo Alto, and Berkeley, all receive monthly subsi - transit stop . This increases the serviceable area of dization from the local transit agency and/or each transit b at least two miles from eve transit stop Catch Transit Retrieve Bicycle From Bike-Depot Ride to Destination Y every P respective city. All facilities rely on subsidization throughout the system . because not enough revenue is generated to cover A bike-depot is just one part of a truly intermodal operating expenses . Through experience and 5-Mile Bike Ratline transit system . An intermodal system may be research, Bikestation Coalition has identified three enhanced by cooperation with other transportation reasons that contribute to this revenue shortfall . agencies on such collaborative efforts as bicycle Stop First, the operator is providing public services that ,tls racks on buses and a comprehensive bike trail sys- can feasibly occupy up to 80% of the facility's tem . space . Because this space is used to store bicy- cles, provide changing areas and transit informa- City of Fort Collins 6 s IKE DEPOT Feasibility Study tion , services that are all available to the public for Since public subsidization is a necessary element in Through these efforts, the bike-depot can become free, this same space cannot be used to generate the long-term operation of a bike-transit center, a symbol of the city's commitment toward improv- income. The operator may be left with as little as ongoing funding and monthly operating subsidies ing the quality of life. 20% of the remaining space in which to sell mer- must be carefully considered . chandise, repair bicycles and offer bicycle rentals . 1 . 2 . 4 COMMUNITY DEVELOPMENT Secondly, because the bike-depot is appealing to An auxiliary, but strategically important, benefit of the commuting population who typically arrive to work early in the morning, the hours of operation a bike-depot center is that it can increase aware- are not ideal retail hours . A bike-depot might Hess of cycling and act as a catalyst for the Bevel- open at 6 a . m . to provide services for the morning opment of other bicycle projects within a commu - commute, whereas most bicycle or retail shops do nity. not open until 9 a . m . or as late as noon . This means that the operator incurs substantial over- With careful planning and design , abike-depot head costs, up to six hours, without generating any can become a landmark for the community. By offering tourist and transit information and hosting sales . special events, the facility can become a center of Finally, a bike- depot's primary objective is to activity and civic pride. The bike-depot can also serve as a visual icon that demonstrates Fort increase bicycle and transit ridership . If the local operator focuses on generating income to survive, Collins' commitment to alternative transportation, urban revitalization , and transit- oriented develop- this survival mentality will undoubtedly take away ment. from the primary focus of promoting bicycle com- muting . Furthermore, increasing ridership requires - . the operator to participate in community- based Unlike other bicycle projects, like trails or market- activities and incentive- based marketing cam- ing programs, a bike-transit center can be placed paigns that cost more money than is generated . in a highly visible area, such as a central business Focusing on generating income would also put the district, subsequently raising the level of awareness bike- bike-depot in a position where it needs to compete of bicycling in the community. A successful bike- p pdepot can help to propel the development of other with existing businesses for scarce and low profit margin sales . bicycle and transit projects, like bicycle racks on buses, bicycle lanes and trails . "- - City of Fort Collins 7 BIKE DEPOT Feasibility Study 1 . 3 OVERVIEW OF EXISTING FACILITIES `� ` draws in tourists and conventioneers, and its staff ,✓,�,��f "r often serve as city ambassadors helping visitors to As part of the feasibility study, the consulting team -�%+lall � . ,�.r" '1r gym'' , � 11 �� rent a bicycle or to provide directions or transit prepared a thorough review of operating and information . planned bike-depots in the United States and over- ' seas . This information was presented to both the Bikestation Palo Alto TAC and at the public workshop to educate meet- :> �, On April 23 , 1999 the City of Palo Alto opened S ing participants on the concept and how it is «x the nation's second bike-depot, Bikestation Palo applied in various locations. A more thorough '` a Alto . A 1 ,500-sq/ft-luggage room of the Palo Alto review of these projects can be found in the Case Caltrain depot was converted into a 200-space Studies chapter of this report. Bikestation Long Beach Aerial bicycle parking facility. The Palo Alto Caltrain miles of dedicated shoreline and river bicycle depot is a central hub for the Caltrain commuter 1 CIL UNITED STATES : EXISTING train line SamTrans bus lines Valle paths, as well as Class II paths, connect to other � y FACILITIES parts of the City. Transportation Authority (VTA) bus lines , Presently, there are three bike-depot facilities oper- Dumbarton Express, as well as Stanford University's ating in the United States, all of which are located The facility offers free, valet parking in a secure Marguerite shuttle. in California . They are in the cities of Berkeley, area, and amenities such as bike repairs and Palo Alto and Long Beach . Each of the facilities rentals, a changing room and restroom , and a offers free secure valet bicycle parking, as well as bike accessories shop . The facility is also author- a variety of other services. ized to issue MTA Cycle Express permits for rail access, and city-required bicycle licenses, a service Bikestation Long Beach that was previously exclusive to the local fire sta- In March 1996, the City of Long Beach, California tions on Saturdays . In addition to a refreshment (pop . 429,433) , opened a revolutionary bike-tran- bar with outdoor seating, Bikestation Long Beachz sit center in the heart of its downtown . The first of provides an array of bicycle, transit and tourism its kind in the country, the Bikestation is a free- information , hosts community events and conducts " = standing facility strategically located on the First bicycle safety education training . Bikestation Palo Alto Interior Street Transit Mall, a nexus for light rail , buses, pedestrians, and a local shuttle that services key In addition to accommodating cyclists and transit sights and attractions . Nearby, more than 30 riders, the Bikestation, a colorful , contemporary structure that was created as "functional" public art, City of Fort Collins 8 J 'v IKE DEPOT Feasibility Study Bikestation Downtown Berkeley United States : Closed Facilities United States: Planned Facilities 1�✓ With a $350,000 grant from the Los Angeles Numerous communities across the United States � nw County Metropolitan Transportation Authority are in various stages of planning or development (LACMTA) and the City of Los Angeles, the of bike -depots , communities including San °' r a • F , 4 - "" Chatsworth Depot Bike- Stop opened on May 18, Francisco, Oakland, Seattle, Santa Barbara, and 1998 . The bike-depot was located in an 800 sq/ft Pittsburgh , Pennsylvania . Additionally, two com - retail outlet of the Chatsworth Intermodal munities within Colorado are also in the planning Transportation Center. Chatsworth is a suburban stages : Denver and Boulder. community in the San Fernando Valley that receives commuter traffic during peak commute Again , more information on existing and planned Bikestation Berkeley Interior hours only, consequently, the BikeStop operated bike-depots can be found in the Case Studies only during limited hours . The facility ceased chapter. Bikestation Downtown Berkeley is an approximate- operations due to lack of usage and funding . ly 500 square foot steel cage located on the sub- terranean level of the Berkeley BART station . The facility has an extremely high density of bicycle parking that can accommodate 77 bicycles within n , the cage, however, over 90 bicycles have been stored at the facility at one time . The project has been extremely successful and reaches maximum capacity almost every weekday. Because of the limited space and BART policy, the facility cannot conduct food sales or repair bicycles, thus limiting the possibility of generating additional revenue to Chatsworth Bike-Stop offset subsidization needs . City of Fort Collins 9 IKE DEPOT Feasibility Study This Page Intentionally Left Blank City of Fort Collins 10 - J DIKE DEPOT Feasibility Study I I This Page Intentionally Left Blank City of Fort Collins 10 • • 811E DEPOT • Feasibility Study FEASIBILITY Three methods were employed to determine the Taking steps to adopt or amend related that education programs are minimal and oriented feasibility of developing a bike-depot in the City of City policies, programs and plans; only towards children. Bike-depots in other US Fort Collins. The first method consisted of review- oCarrying out cooperative efforts on mat- cities serve a function beyond parking ing existing planning documents and analyzing ters involving maintenance, signalization and bicycles - they serve as a gathering their impact on and relevance to the bike-depot. parking; point for the bicycling community The second method was to gather input and rec- Upgrading and establishing and a "one stop shopping" source ommendations, as well as gauge support for the maintenance standards for bicycle facilities �py„ of information on bicycling with- project, from the public, local agencies and gov- and trails; and ':°"°`r n that community. ernmental organizations. And finally, the third Implementing a fiscally constrained method measured potential facility user-ship. plan for bicycle facilities. An issue of concern with enforcement and safety is 2.1 RELEVANCE TO LASTING It was noted among planning issues that there y the ongoing problem of PLANNING DOCUMENTS was little existing provision for multi-modal trans- //� bicycle theft. Theft rates portation - including programs and policies for were identified as high and recovery The bike-depot has implications for numerous Fort combining trips with transit, as well as a perceived rates low, leading to discussions about the Collins planning documents,but two documents in lack of "safety nets" for commuters relating to quantity and quality of bicycle parking currently particular necessitated detailed analysis. weather conditions, end of trip facilities, and park- provided in Fort Collins. ing facilities at park & rides and other transit cen- 2. 1 . 1 FORT COLLINs BICYCLE ters. According to the Fort Collins Police Department PROGRAM PLAN (1 995) 3,907 bikes have been stolen between 1995 and This plan has a number of implementation priori- Furthermore, the plan identified the barriers to 1999, on average 781 bikes per year. This num- ties, including: bicycling presented by the physical form, traffic ber is considered conservative, as many thefts are and lack of parking in downtown Fort Collins - not reported, nor does this number reflect stolen ° Hiring an education/encouragement specifically citing a lack of long-term, secure bicy- bikes reported to the CSU Police Department. coordinator on City staff (implemented); cle parking. According to the FBI only 20% to 50% of actual Expansion of the City's bicycle law thefts are reported. This would suggest the actu- enforcement program; Among education issues identified, one emerges al number of thefts is between 937 and 1,562 as particularly relevant to the bike-depot program, bikes each year. Based on the more conservative City of Fort Collins 111 uj IKE DEPOT Feasibility Study estimate and an average retail bicycle value of Bicycle Transportation Survey transportation system . Many of the elements $ 400 , this represents $ 374 ,800 in losses per year. Early in the planning process, 55,000 question - described in the Plan have been implemented, and R noires were distributed to Fort Collins residents, Fort Collins stands today as one of the real U. S . with a strong ten-percent ( 10%) return . The ques- success stories in promoting bicycle transportation . tionnaire identified key factors that were important The Plan identifies both facility and program efforts to bicyclists with respect to parking . The two fac- needed to continue this progress into the future . tors most important to bicyclists wishing to park their bikes are security and proximity to destina- Taken comprehensively the Plan describes the type tions . A third important factor is availability of bike of community in which a bike-depot can succeed; racks that are designed to allow use of high secu - one in which there is great public awareness of the rity locks and locking methods . needs as well as the potential of bicycling, and one in which the support systems (parking, information , Implementation education and enforcement) are seen as funda- Finally, encouragement was identified as a key The Fort Collins Bicycle Program Plan (the "Plan") mental efforts needed to achieve the overall goals . strategy for increasing overall bicycling in the com- stresses the need to incorporate facilities and pro- munity. Of particular importance was a perceived grams that support the utilitarian use of the bicycle The need to provide secure parking and improved lack of awareness on the part of local employers of for commuting, shopping, and participation in bicycle access to transit -- areas that the bike- the value of bicycle commuting, and a deficiency community events . Involvement and support of depot concept was developed to address - - in available support facilities for the commuting downtown merchants was cited as particularly crit- remains important. The bike-depot project needs bicyclist. Ultimately, it was determined that invest- ical to this effort. Additional important factors to have the full array of project goals and objec- ments in making bicycling a part of the culture of include the provision of support facilities and pro- tives met in order to succeed in a smaller city such Fort Collins could and would be achieved through grams downtown that educate and encourage as Fort Collins . Once in place, however, the bike- on-street, trail , and support facilities and pro- potential bicyclists, while providing needed support depot -- with a full array of services, information grams, followed by aggressive goals for increasing in the form of secure parking, lockers and showers, and bicycle/transportation resources available for bicycle ridership . short term parking, and improved access to transit. users -- should support many of these different efforts and ultimately support its own success . Analysis/Summary The Plan creates a vision and plan for implemen- tation that has as its primary goal the creation of a community value that embraces and encourages bicycling as an integral element of a balanced City of Fort Collins 12 IKE DEPOT Feasibility Study 2 . 1 . 2 M A S O N STREET (College Avenue) is currently prohibited for bicycle the 12, 000 trips per day to the CSU campus, as TRANSPORTATION CORRIDOR MASTER access . The corridor directly serves both the well as citing an existing 3% mode split for bicy- PLAN ( MSTC ) Colorado State University campus (and its 12, 000 cling in the community. Completed and adopted in November 2000, this daily bike trips) as well as the downtown business study represents the first step in an ambitious pro- and governmental districts, shopping areas, and For both bicycling and transit, the potential of the gram to improve transit, bicycle and pedestrian both residential and commercial areas south of corridor to improve access and service is very sig- access through the heart of the City of Fort Collins . town . nificant. The corridor will give transit a competitive The plan is for a five- mile north/south corridor advantage over automobile traffic on College extending from just south of Harmony Road to MSTC Travel Demand Avenue, and should increase demand for service Cherry Street in downtown Fort Collins . At the According to the study, transit service in the corri- (including bike & ride) in the corridor, particularly center of the corridor is the Burlington Northern dor and in the community in general has charac- to the CSU campus . Santa Fe Railway tracks, which parallel College teristics of particular interest to the bike- depot Ave . (US 287) a few hundred yards to the west. project: Anal sis This five- The development of a dedicated, grade-separated °�°'F°" C ""° year effort First, the study cites that 50% of all trips in the shared- use trail in the corridor will improve travel r e c m community are less than 6 miles in length - well times (and thus range) of bicycle commuters in the mendss the- within the range of experienced commuters and area . While the corridor project will include excel- close to the 3 -5 mile market area normally cited in lent connections to east/west trails in develop - the City, bicycle trip estimation analysis. ' ment of these connections exist at relatively few points . several Traffic conditions on College Ave. will continue to LsA types of The majority of Transfort peak hour patrons are be a barrier to access to the corridor from the east, Corridor non- CSU students traveling either to downtown or although the attractiveness of the Mason C transporta- or tion facilities in the corridor, with short-term provi- to destinations on the corridor. Trail may increase the perceived value of crossing sions for bicycle/shared use paths, pedestrian College Avenue for less-experienced bicyclists . ways, and a dedicated bus way adjacent to the There are 18, 000 households in corridor neigh - For others, on - street facilities (such as the railroad . borhoods within Fort Collins (37% of the city total) , Remington Street bike lanes) may remain a more with the number expected to grow by 5 ,000 favorable route . From the perspective of the bicyclist, the corridor households by 2010-2015 . will allow access in a currently congested and dan - For bicyclists living west of the corridor and south The study also cites some well-used statistics of downtown, however, the trail will be a remark- gerous area, one in which the main arterial regarding bicycle use in Fort Collins, particularly able amenity, diminishing travel times, increasing City of Fort Collins 13 aIKE DEPOT Feasibility Study perceived safety, and extending the effective com- should "serve as a multi - modal transportation hub muting range of the bicycle in Fort Collins . The for the downtown area, accommodating buses, corridor's transit component will make bike and taxis, bicycles (including bicycle storage) and park- 11I4 ride commuting more efficient for residents in ing . south Fort Collins and beyond, although the limit- ed bike- carrying capacity (2 bikes per bus) in the There has been much discussion about the even- corridor may keep bike & ride from becoming reli- tual introduction of commuter rail service along able enough for bicycle commuters to depend the North Front Range. Commuter rail to Denver upon . However, the build-out of the proposed 10- has the potential to greatly increase commuter minute bus headways along the corridor may off- bicyclist use of both the MSTC trail and a bike- set the limited bike and ride capacity. depot. Commuter rail , with relatively few stops and long travel distances, is proving ideally suited 2 . 1 . 3 OT H E R PLANNING DOCUMENTS to access by bicycle. Experiences with other com- muter rail systems in the United States have shown The City of Fort Collins Downtown Civic Center that (more than light rail or intercity rail) , this mode Master Plan , completed in July 1996 , was com-missioned by the City Council and Lorimer County can accommodate bicyclists on the train with rela- tive ease, and that a bike available on both ends Board of Commissioners to develop a master plan of the trip can make for a faster connection than for the Civic Center District. The plan is intended that provided by local transit. The Caltrain system to guide future development of the 12- block Civic on the San Francisco peninsula has a 20% mode Center area as ahuman -scaled, walkable, mixed- share of bicyclists who bring their bike to or on the use district, anchored by civic spaces and build-ings, providing transportation choices and connec- system -- approximately 2,000 bicyclists daily use tions to the surrounding environment. this system . A bike-depot located near the com - muter rail station allows for several types of use -- In terms of transportation , the plan clearly states parking by those just riding to the system, parking for those whose destination is near the depot, or a that creating a balanced transportation system for "home" for a second bike for those who don't want pedestrians, bicyclists, public transit, and motor or need to have a bike on the train . vehicles will maximize travel mode choices" in the Civic Center. Furthermore, the plan encourages the development of a downtown transit center that City of Fort Collins 1 14 QP lKE DEPOT Feasibility Study 2 .2 PUBLIC AND AGENCY INPUT x pn onn 3 It s 4qvmpt c Norm off M q Byq fled 1 1 potential sites within the cityEmits for a bike-depot. ) Below In October 2000, the Technical Advisory Committee AC identi - •tf is a list of the sites with a corresponding number indicating their P rs I41 wKu a location on the map to the right. ,a II ry e tS` v Af,y Zr 1 . Downtown Transit Center 2 . Chestnut Commons at Chestnut Street and Mountain ' "Ovho, n Avenue m od Naas t ! m* xP. , r •' :3t, �_ umUVT "� 1 3 . Oak Street Plaza-West Side d 9 tk � " v n n x`� Fad aaia u1 e `. fill! .ems 1 1 r kA F Prox¢yd flE: 4 . Oak Street Plaza- East Side a N ,t "2 x f P t"" 9ed � r � xS. ecmt fa 5 . Future CSU Transit Center at Lory Student Center N � - nOR119 p�, " ' � � , �, 6 . Future parking garage on CSU at Mason Street and \ � University Yf R I � ` F : e 4px spwux wµ„ j rw.,u kt s y yMn - B F l x —5 � - Y Y .r454C4Po �G w l`v, 1 7 . Spring Creek Park at BNSF Railroad ' x� t ` G„ a I 01, 8 . Current South Transit Center (Foothills Mall) y " - n$ < Rd „ q :L W 1 f b ��l M Xf fraMiy 3 x h. •r 9 . Future south terminus of Mason Street Transportation ".. 44 ifr' Corridor fl�rUt xHfci Yym j P k # �4p7 34� si 10 . P t. Preston Farm a � °" < o�h,+ ado" 'ea 8du r i C `ry A F �'..- r w^ aip }§V - .. ]c1 . Harmony Transfer Center at 1 -25 �F - '�^* a '° tw rs Fft„H„SHS _ e < . g 12 G P .n� ' � E Norse w- > • , ::s...f px 'Tl inY;3 k a Syy{ 4 F } vwxcM. ' ) '., ' �§rteXtif. iy4pr�P a � — *; I = tP . rt , } a^Stx"}.°' -$!! t n pp a t• rrarrrc iPv" yi � a i r r'"mcii� ° �+�'k 'x°e°a l R �-E 1 ,. ' i N4�,�"n 4 ] .. i !§t S � ] ■ l3n[a� Vest ,t<� . , awix r °J � � y � q , "�wcc < rww \\\ piy� ✓r _� b CaaC.tt/ tx t 1�`LS N P b vs r RtltlL 'ramago V - 9; Polttl�rd iAd Air ° t E Harmony fl! i Gp :. n >>x L, ,r..�.xa � � yg##�xnx�. � i tj ��P�� :'n""• ��<,Sy,- *. ,ire* " .»._ti"-,/'<qP- � tr rrs r � . .;Car . H. lift i City of Fort Collins 15 BIKE DEPOT Feasibility Study 2 . 2 . 1 PUBLIC WORKSHOP indicate their preference for a site or amenity or to depot might provide . )� identify personal information , such as where they Participants also had On November 8th , 2000 a public workshop and lived , worked and shopped . the opportunity to open house was conducted to educate the com- present additional t= munity on the bike-depot and solicit input on facil - Site Selection services for considera- ity sites, amenities and the concept in general . To aid in finalizing a site for the bike-depot, work- tion and several were shop participants were given three red dots each . provided . r °r They were instructed to place the dots on a board �. (that listed each of the eleven sites) next to the site Transportation Habits they preferred . They could place all three dots on Workshop participants p one site, or split them onto different sites . were asked to place different colored dots on a map of Fort Collins to Amenities and Services indicate where they lived , worked and shopped . Participants were asked to repeat the above exer- This provided the project team with a clear sum - -. cise, and were given four blue dots to place on a mary of the meeting participants and their trans- list of possible services and amenities that the bike- portation needs . The meeting attracted a wide spectrum of the com- munity. Meeting participants were first shown a Table 2 Results of Dot Votes for Sites at Public Workshop video and slide presentation on the bike- depot Future Downtown Transit Center concept, including highlights of existing facilities, Current South Transit Center (Foothills Mall) and a general overview of the feasibility study South Terminus of Mason Street Corridor process . Park and Ride Lot Preston Farm After an extended question and answer period , Spring Creek Park at BNSF Railroad Future CSU Transit Center at Lary Student Center participants were asked to participate in three Future parking garage on CSU workshop activities to provide feedback to the Oak Street Plaza-A project team . Oak Street Plaza-B Chestnut Commons Each of the activities required participants to place Other: New Parking Structure 30 a fixed number of 'dots' on presentation boards to 0 5 10 15 20 25% of Votes City of Fort Collins 16 He) IKE DEPOT Feasibility Study In general , the red dots (home) were scattered were enthusiastic about the project and demon - around the city with no particular concentration in strated a high level of support for the idea . one area . However, the green dots, which indicat- r B ke bepai ed areas where participants ride their bicycles, were heavily focused in the downtown area , specif- 2 . 2 . 2 SURVEY DISTRIBUTION " ik ically along College Avenue . Several dots were To capture opinions and input from individuals ; 151 also placed on the CSU campus . who could not or did not attend the public work- 1„ p o The dots indicating employment were scattered shop, a survey was randomly distributed . loosely around the city with no particular area of : `° ... concentration . In general , meeting participants Table 3 Results of Dot Votes for Amenities and Services at Public Workshop Just over 50% of the respondents indicated that Secure valet bicycle parking they rode a bicycle at least once a week and 32% Bicycle rentals rode once a day. It is clear that the majority of Bicycle repairs those surveyed were committed bicyclists and did Bicycle accessory sales not necessarily reflect a good sample of the Fort Transit pass sales Collins population . Transit and bicycle information Automated money teller machine Dry-cleaning drop off service Nevertheless, the survey allowed the project team Rest rooms to gain greater insight into the existing cyclist pop- Changing rooms Showers ulation's needs and habits . For example, 59% of Loaner bicycles the respondents indicated that they rode a bicycle Electric vehicle recharging station approximately 5 miles, which is significantly higher Youth helmet give-away station than the national average of 3 miles per trip . Lack Bicycle safety education curriculum Free air of bicycle lanes and safety were clearly still high Other: Meeting place priority reasons why respondents did not cycle Other: Food more followed by lack of secure bicycle parking Other: Education on logistics of commuting facilities . Other: Personal lockers Other: Displays/rotating exhibits of bicycles 0 3 6 9 12 15 % of Votes City of Fort Collins 17 L� lKE DEPOT Feasibility Study How far do you live from work or school ? 1 i or more miles 23'e Table 4 Survey Results for Services and Amenities I �= Secure/covered bicycle storage ° mlieb ` Restrooms 11111111� \ Changing rooms Lockers Connection to transit Repairs Describe your current level of bicycling . Showers Food service very rarely Bicycle registration 8% 1-3x per month - a, least tx per day Free air 8 i 32% �a Water station Meeting space R 1IR General transportation info Safety info \ 1-5z per week. Exhibit venue 52�> / ` Police precinct Other Rentals Bicycle accessories ATM Describe your typical bicycle trip . Loaner bicycles other Transit passes/tickets 4% Pay phone 0 3 6 9 12 15 % of Votes recreation/exercise 28% shopping j,� 8% City of Fort Collins 118 IKE DEPOT Feasibility Study 2 . 2 . 3 WORKSHOP AND SURVEY The number one issue that survey respondents Newsletter Distribution CONCLUSIONS indicated for not riding their bicycle more often As a result of the public workshop and the need to was lack of bicycle ways (25%) followed closely by continue to keep the public informed and involved , The survey and public workshop were designed to the need to have access to an automobile (21 %) . two project newsletters were produced and distrib- offer insight into potential facility user-ship, identi - Only 13% indicated that the reason they do not uted to project participants as well as at various fy the most popular site and gather data on pres- ride their bicycle more often was because of public buildings . ent commute habits . Since the bike-transit center weather and/or darkness . concept is new to the United States and no proven methodology yet exists for estimating user-ship, At the workshop , 50% of the participants indicated Bike Dep.otr tt information gathered from the survey and work- r < '� if� tlily t.iciy ' a strong preference for abike-depot site located shop can only be used for guidance during the within the downtown area . owowdvt ` w !Fw==� ` ` 14A mwtwpcaewu'+ STA °bnxnam". m+cx aawmu.e wa"w 6 r�0 rnaa°"°°.u.,.a.w+a):ran Witty, bike-depot planning process . The survey, howev- M WWMx wubgaweWW �„n ra a,pa pin . upM"at Yk faeapra"hNMMrt .tow. 41 2 Jr<rvMnvml wd lranitl aannlce msnna° pWM:c lbui.H you 1«m+6n.011arfeMcanejpNely$ xeoaw.4mgeYtCFkpeky aMep nromreagaa+«.awwas er, was extreme) useful in identifying additional � ;aMu. y Y ro nw. M Ril wwa .1 ALIT m vro as a mamoseiy pmx services and amenities as well as gaining a better trMz1UUlnbeUm btlEA1„Wga o =IVJµ oa1Nn«ama °a nabp W,MMpbugpy0.yraWWL : mmlrn un, Iball. A pkea w`rere cwnm°brs rroWs �s a bMNgas M umaporinmL ww In mma arurCYm 1° t "W : C4 trauma rarer twits aaas,aEbnese pat Fvnpl vaap. fnrerwa, or just ernoy a c"° 01 mrtee rware r�anNq lnawnaq. nr°re a .vmnr mrw Eze.aepp °prrewr° I IMUXs05M Iotlar aM4x Ool NiafCW pNrpMCwMaM°c4yuf>AMd understanding of the publics priorities in terms of na�xeav, planne° ,pwrona:rnoN °xv low wprn�� • ♦ • Ei bicycle transportation . Ike Depot ipt' ' I1EiMust ghO6y _. "Itle 1 Icryn' ° 1 tlW Cleka4[N Iy N:ri/ w%batarMwleOlrynre The most compelling information gathered from ov (00 *%� °°° °�"SpInOOW 1 i1p kaM:IRb aaq" eN a4a lotAtolll a f°N:YMe t V30 h tj the survey and workshop was that participants indi - " °a tl• �� M m�q w m ° " N P b Y C pot 1A, Ne.Wn W4FMRi IWY a ht 2 Ru' wa iVlm ll 1 0.Yr W W rRryrP - ha Ne daibl A"lullcuoult"A wFl pb,+ pI XW A�axnttrW do ?Rotltu ' le rw q p ypC° d.0 2 . F Ndcw?r tom NVa�NpSkrlal w abnrewnereywmn the Gated a strong preference in developing the bike- „, ,.µme � AL,T � bM � " mq aw..oW+'u' mtaw�e>vnrgrJ aE^,. P. 6w.tW W- ntot °wA i5'♦")NMcna r. IIMa P'MElo httmN rytays Yu➢ ryrw+ bef," m Wh the wour awm AsMINII nM /gaaltlo wM sauiW+Nf Vim' v1x�u 1 ollHorq M NU n@rcetl bole depot as a full- service community resource center I A � � AM' 4 ;;�,;"e a 1 e w aoIWN Nou"ithe Al MWI U M CXr IFCtl 1 and gathering place . One survey respondent "o . �, Nplu ��m� TwniGaw C f.0x w m M om•:mire 1M i °q ^ b eMMtwM SWeEa+rmp N's"Not, 1 urr"aeuiYir'(}ev MF9 6 peapl0 a'alFpq yq bMup 6MYfe11 0.4CIFI" <a" Ue COnaYYCUC NO ope:alnqur4ul wt+3rnvhllemaninnWn ,kayoaW bct. ° o Mpronp osoaWlYgn[UFa: UWeeerc:Y URO nIdMf hdri tl186p! wrote that he would like the bike-depot "to serve as MAN " '" a. w mm gtfawie^ul are IareWo ccnanu HAm Wv o MnIN[•re stl abWF ° ergohw no »avtln d Fk At W leedrvnxr A pebK p'.,eba. Gib>I Irota err a kind of clubhouse for people interested in com- " ' "� °`"" 1e1"° "°' "°` I'" °" ° "`" n• p/ W of wmwlx ma p °+'«; u1d tmaury, azn opNalaa 'o Ora eW VIVO n nM OV "e,nn has )yip tlqukxel rynreMp enWgFw:MYM M dU IVO WVBl. elYf l" WY Whee 1141oG1il,Y Wily 4 rrnn. 1, 31i'oIt VYve"F httiloi munity issues, grassroots activism , and the Bevel - `" ° � ' "" M°. Moto AN Nto opment and planning processes, especially as they f qZAd " �:~ "N` 1, a . IN Lily Idly "Ad A. A , relate to sustainable transportation and develop- "I INYMMO p �a tW m »illy ro*. nam,aw. Moist silly ment. An informal and comfortable meeting place rboe. v'aw4FN mynneWnK. q 9. . } a.tlenN I �nM tlriY bie% E:cye a10 q . .fibs4 — vnmA Yrprr>n4 A tin api -BMAr.aea.t NyVAN0 MSIlvn bamMGY> slew Muni saMfxmm�is with a cafe might help to foster such a community ,es '° " q • qa ° r %:Wwl m.+,. Ww l'y.1y w4N4 wMlarnr,b tot, eNllm.etttM1Y MmuenaV OeM a.`.r:M.�a°. : av nrwatAN anaol T,'I vNNCotatoa +ai vbx pOo w m .till °a b ' l is ;rw, of concerned citizens . " ;rq �,� , ,A,f AN „Not t 4[pYp.y V Moto d A ItOIAlloolis 114 kw.q T r'v'/o0.ne1 ' ., ..a lot ct" nrrr,n r. u \\ w. 6olowta City of Fort Collins 19 's. IKE DEPOT Feasibility Study 2 . 2 . 4 AGENCY INPUT 2 . 2 . 5 OPPORTUNITY STATEMENT development discussed later in the Conclusions and Recommendations chapter. In addition to constant communication with the Based on an assessment of current conditions and TAC , the consulting team met with several citizen public and agency input, the following Fort Collins 2 2 . 6 ENVIRONMENTAL CONTEXT and advisory boards to outline the bike-depot con - bike-depot Opportunity Statement was developed cept and receive suggestions and feedback. Refer bu the TAC and consulting team to devise evalua- The environmental context of a bike-transit center to Chronology of Feasibility Study in Chapter 1 for tion criteria for site and amenity selection . is critical in analyzing potential sites, estimating dates of presentations . facility user- ship, and selecting amenities . To With the Opportunity Statement in place, the TAC determine the most logical location for a bike- Once the bike-depot concept had been intro- reduced the number of possible sites for a bike- depot, the following factors need to be consid- duced to the public and select governing agencies, depot from eleven to just three : Downtown Transit ered : relation to trails and major travel corridors, the next step was to continue efforts to identify an Center, Oak Street Plaza West, and Oak Street employment, commercial and residential destina- optimal site and programming . Plaza East. Two sites, the Future South Transit tions, and its relation to existing structures . Center and the Spring Creek Park at BNSF Railroad , were reserved for future bike-depot Fort Collins Bike- Depot Opportunity Statement 1 . Due to a number of factors, such as extensive bicycle infrastructure, and large student population , Fort Collins has a relatively large entrenched bicycling culture . It is important that the bike-depot provides relevant amenities and services to the existing bicycling population , while encouraging new bicycle riders . 2 . Vehicular congestion and emissions in Fort Collins continue to rise as the community flourishes . In order to maintain an equitable level of growth and quality of life, it is imperative that many motorists alter their commute habits and choose mobility options that support the City of Fort Collins' stat- ed goals to realize a 10- percent modal shift by 2015 . The bike-depot needs to encourage mode shifts by raising public awareness regarding mobili - ty options and serve as a "clean and green " resource center. 3 . Downtown Fort Collins has undergone a renaissance over the past ten years . Several new and ongoing real - estate projects have contributed to the enhancement of the downtown area and encouraged a more pedestrian - oriented environment. The bike - depot should exemplify these redevelopment efforts by enhancing the surrounding community and becoming a destination unto itself. City of Fort Collins 120 / d iKE DEPOT Feasibility Study AdIlk Oak Street Plaza - East Side East Oak Street and College Avenue Two of the three sites identified for further evaluation are located on e x t A, Oak Street in downtown . The first site under consideration is the east ' r side intersection of Oak Street and South College Avenue . The site is J presently one of three car entrances to the public parking lot off 1161 Remington Street. The parking lot also houses a public restroom . r� r The idea for a bike-depot at this location is to close off the vehicle entrance into the parking lot from College Avenue and build the bike- ti '.° 287 " depot on this space . Anew public restroom would also be incorpo 0 - West Mountain Avenue rated into the bike-depot. CD COD Cn O t � ❑ ❑ ❑ mF1 L East Mulberry , Street 4 fiT Bike Facilities �� .. r• *,,.t^ w^" ,w M i { Off-Street Path Bike Lanes Bike Route (Dashed = Proposed) g Residential Land Use Medium Density Low Density Commercial Districts om Downtown i City of Fort Collins 21 aJ 1KE DEPOT Feasibility Study Oak Street Plaza - West Side East Oak Street and College Avenue The second Oak Street site under consideration is located at the west side intersection of Oak Street and South College Avenue. This site is presently an underutilized pedestrian plaza with a water element in the middle. Developing a bike-depot at this site has a couple of obvious benefits . , First, it is located within the downtown core and adjacent to the Mason 287 Street Transportation Corridor. Second , a bike-depot at this location �w West MountalOtA renue may help to visually enhance and increase year round use of the pub- .. lic space . However, several trees would most likely have to be removed . Wo x ''i O F '� t aF� /f F1 F1 7 T NCO I N F _' fD CD East Mulberry ' Street N� r g � ' Bike Facilities - Off-Street Path Bike Lanes _ Bike Route ,d- (Dashed = Proposed) Residential Land Use .. s Medium Density- c3 Low Density Commercial Districts Downtown r City of Fort Collins 22 I KE DEPOT Feasibility Study Downtown Transit Center Mason Street and Laporte Avenue . �"R 4 y Y T ty 0 The third site for further consideration is the downtown transit center _ '� a site, located adjacent to the transit center on the corner of Mason Street 'OM Y and Laporte Avenue . In addition to being adjacent to the downtown 9 4 transit center, the site is also across the street from several new devel - opments, including county and city buildings . A bike-depot built on this site has obvious benefits , such as connections „<.� � asp to intercity bus service and adjacency to the MSTC . The site also has 287 �7 � been identified for future commercial development in the Downtown 711 ,_ west Mountain Avenue `* Civic Center Master Plan . �CD Cn F1 F1 F\) /Z 0 1:1 19 F F] F D F m East Mulberry Lreet < x :n + r IflF Bike Facilities ' i n .e t tre es Path Bike i a. . 2j.e• ., j_ ,+ Bike Route (Dashed = Proposed) Residential Land Use mm Medium Density pt - Low Density Commercial Districts\ Iya Downtown N z. City of Fort Collins 23 BIKE DEPOT Feasibility Study Based on the Opportunity Statement, ten different site criteria were developed and a rating system applied ;> by the project team to determine the final site for continued evaluation . Each TAC member was asked to rate each site from 1 to 5 , with 5 being the best, for each criteria . Table 5 illustrates the rating of each site . The site receiving the most favorable rating was the Downtown Transit Center. Table 5 Results of Site Selection Criteria Worksheets by TAC Criteria Transit Center West Oak East Oak 1 Safe and convenient bicycle access to existing and proposed facilities 4.29 3. 71 3. 43 2 Safe and convenient pedestrian access to existing and proposed facilities 4 . 14 4 . 29 4. 00 3 Access to public transportation 4 . 86 3 .57 3. 00 4 Proximity to employment destinations 4. 71 4. 14 3 . 71 5 Proximity to commercial destinations 3 .57 4 .29 4.43 6 Potential to become community resource/mobility center 4 . 71 3 . 71 3 .29 7 Potential to become a community destination 3. 57 4 .00 3. 29 8 Potential to generate revenue 3 . 43 4 . 29 3 . 71 9 Level of public support 4. 57 3.29 2.57 10 Development potential 4 . 57 3 . 00 3 . 00 Total Average Points Awarded by TAC : 42.43 38 . 29 34. 43 City of Fort Collins 24 / HIKE DEPOT Feasibility Study 2 . 3 USE ANALYSIS AND PROJECTIONS � In addition to examining community-wide bicycle transportation patterns, this analysis also examines 2 . 3 . 1 ASSUMPTIONS the potential market close to the downtown core. Estimating use of proposed bike-depot facilities is 70 While the general model assumes a national effec- an imprecise process . Although Fort Collins has a w , All � tive trip range of eight miles one-way (a number significant amount of data available that allows : made more defensible in Fort Collins by the con- planning-level projections of use, there are still NOW tinued effective development of continuous path- several key assumptions that had to be made : way and on -street facilities) , this effort looks at those residents and workers who live within three 1 . That the City of Fort Collins will fully imple- miles of the downtown as having a greater poten - ment both the projects and policies of the 6 , 000 students, visitors and staff) at Colorado tial utility for bike-depot services . Bicycle Program Plan ; State University. These numbers are significant in Within the downtown itself, retail and non -retail that they portray a campus community that is 2 . That Transfort will expand service within the among the most inclined in the nation to use bicy- workers are likely to exhibit different potential rid- general Fort Collins area; cles for transportation, and a general community ership characteristics . Governmental workers in that uses bicycles for transportation and commut- new Fort Collins and Lorimer County facilities will 3 . That Bus Rapid Transit (BRT) will serve the ing . have access to shower and changing facilities, and proposed bike- depot and MSTC; and can be expected (as in other regions) to commute Factors limiting the increased use of bicycles for by bike at higher rates than the general public. 4 . That general economic and demographic transportation include seasonal variations in Similarly, retail employees may have lower rates of growth will continue as currently projected . weather, operational limitations of the local transit commuting than non-retail employees do to a lack system , and a general lack of facilities at the end of these facilities, and the perceived need to wear 2 . 3 . 2 GENERAL ANALYSIS of a trip for workers to change clothes, shower and nicer clothes in the workplace. Numerous nation - safely store bicycles . Traffic conditions along al studies of bicyclist behavior and desires indi - Existing estimates of bicycle commuting activity College Avenue will be improved by the imple- cates that the presence (or lack) of end of trip facil- along with a recognized model of general bicy- mentation of the MSTC . However, the attractive- ities is a significant factor in the decision whether cling activity were used to generate a model of ness of this facility to commuters to the downtown or not to use a bike as part or all of a commute projected future use . The Mason Street ,,,rho start trips east of College Avenue is likely to trip . Transportation Corridor Master Plan presented a be somewhat limited . citywide mode split of 3% for local bicycling trips, Finally, account is taken of the need to provide and further cites 12 ,000 daily trips (involving bike parking for special events in the downtown City of Fort Collins 25 IKE DEPOT Feasibility Study area . Fort Collins is blessed by a lively and walk- Collins residents use a bicycle as a primary means Fort Collins . Using the FHWA National Bicycling able downtown that promotes numerous concerts, of transportation , including college students , work- and Walking Study as a baseline, we can establish festivals and special events during the year. ers and children . a range of potential mode split gains from 3% Dedicated bike parking for these events at the (existing) to 6% (mid- range) to 8 . 36% (buildout) . Downtown Transit Center site can generate many System-wide, Transfort carries 4 , 175 passengers The introduction of additional transit service, bicy- additional depot users annually, and serve to miti- daily. Using average bicycle- boarding rates from cling facilities, and increased residential density gate vehicular traffic impacts associated with these Transfort, 127 of these passengers can be expect- might allow the city to achieve a 10% mode split in events - particularly if other bicycling facilities are ed to have brought their bicycle aboard a bus -- twenty years (high estimate) . For purposes of bike- developed as planned . with 97 of these passengers representing new tran - depot projections, however, low, medium and high sit ridership attributable to the availability of bicy- values of 3%, 6% and 8% mode splits are used . 2 . 3 . 3 FINDINGS cle service. Projected Ridership to Downtown /Bike- Depot Not surprisingly, CSU accounts for the most signif- Based upon the experiences of other communities Location Fort amount c bicycle transportation demand in that have committed to the development of bicycle The City of Fort Collins has provided projections of Fort Collins . According of the 6 , 00MST study, some facilities and services, bicycle mode split can be households and employment for the Transportation 12 ,000 trips daily (involving 6 , us . users) are expected to more than double (279%) if the City of Analysis Zones (TAZ) located within 3 miles of the made to and from the CSU campus . This trans-cling to Fort Collins' largest employer and commu Fort Collins fully develops the vision of its Bicycle proposed bike-depot location . These projections cotes into remarkable mode split for bi Program Plan . The experiences of these commu - are for the years 2005 , 2010, and 2020, as fol - ni -- nities (Seattle, Portland and San Francisco) have lows : ty facility. established a range from a 257% increase in usage (San Francisco) to 305% (Portland) . Fort The same study cites a general 3% mode split for Collins can be expected to perform similarly, given adults using a bicycle for commuting in the com- an existing high level of bicycle usage, accommo- Table 6 Total Downtown Trips munity at large. Using values derived from a num - dating terrain , and a variety of existing and ber of studies of bicycle behavior, this translates Item 2005 2010 2020 into almost 1 ,900 ( 1 ,865) adult Fort Collins resi - planned bicycle facilities . Households 31078 31181 31337 dents who commute daily. Similar breakouts of This increase translates into a potential citywide Non-retail 51871 61251 61853 bicycle use by children (age 6- 14) indicate anoth- Employment ridership total of 24 ,465 bicycle commuters at sys- er 904 young citizens for whom the bicycle is a pri- tem buicdout -- or 48, 930 daily bicycle trips, not Retail mary mode of transportation as well as recreation . 1 r770 11800 1 , 855 counting recreation trips . This would represent an Employment It can be estimated that in total nearly 9,000 Fort ° 8 . 36 /° total mode split for bicycling in the City of Total Trips 10, 719 11 ,232 12,045 City of Fort Collins 26 LIKE DEPOT Feasibility Study Based on the modeled rates for mode split This, in turn , would represent a very high percent- achievable -- and represents a significant potential described above, it is possible to describe bicycle age of available capacity for bike- on- bus trips . market for bicycle depot use. commuting to downtown Fort Collins as a function Such a high utilization rate is hard to achieve in of existing and achievable mode splits . Current practice, as bicyclists who wait 20 minutes (off- Market Share for Bike- Depot mode split is given at 3%, with moderate growth at peak) only to find that capacity of the bike racks is The estimation of actual usage of the bike- depot 6% and full buildout of the proposed Fort Collins taken will soon turn to alternative means of reach- by commuters and visitors to the downtown has bicycle systems planning and project lists achieving ing their destination . This situation will improve been made somewhat easier by the experiences of an 8% mode split. during peak hours with headways of 10 minutes similar projects in Long Beach , Palo Alto, and between coaches , giving a capacity of 12 bikes Berkeley, California . An examination of these The tables at the bottom of the page illustrate per- per hour. Additional capacity (through additional experiences and the comparison of their apllica - formance levels in real numbers . racks , bike vans or trailers, or additional service) tions that in Fort Collins can help establish a per- can be expected to generate more travel to down - centage range of market, which the depot can be Apporximately 40% of transit ridership in Fort town and CSU as service becomes more reliable in expected to capture over time . Collins involves CSU as the destination or origin . terms of available capacity. The majority of the remaining trips tend to focus on Each of the California facilities has been estimated the downtown area and on destinations in the With the introduction of express service on the to capture approximately 50% of the bike trips College Avenue corridor. Using a projected daily MSTC, the potential (maximum capacity) for carry- ending within walking distance ( 10 minutes, . 5 transit ridership of 71124 if the MSTC opens to ing bikes downtown would be 108 per day. While mile) of the bike-depot. While this establishes a transit use, non - CSU bike- on -bus trips could rep- much of this capacity would be taken by CSU trips, high range for Fort Collins , most of the other facil - resent nearly 70 daily bicycle trips on the coaches . 40 to 50 trips per day to downtown is potentially ities also have the advantage of being located in Table 7 Bicycle Commuting to Downtown Table 8 Bicycle Commuting to Downtown Table 9 Bicycle Commuting to Downtown 3% Mode Split (Existing Performance) 6% Mode Split (Existing Performance) 8% Mode Split (Existing Performance) Item 2005 2010 2020 Item 2005 2010 2020 Item 2005 2010 2020 HousQholds 92 95, 100 Hous F aIds 185` 190 2(?0 I loi,sehplds 24 254 267 lJ Non-retail Non-retail Non -retail 176 188 206 352 375 411 470 500 548 Employment tEmployment Employment Retail ' _ ttp{ i4 Retail: . { 541 56 . , 10E, ( , > : 11: 1 _: 148 Employment arflYl0} nl$1 it m . e x y ss$1 ' s l tl3,pF01YtL°nt Total trips 321 337 3621 Total trips 643 673 722 Total trips 857 898 963 City of Fort Collins 127 HIKE DEPOT Feasibility Study more populous urban centers with extraordinary quency and capacity associated with development Special Events transit service . Palo Alto's Bikestation is located at of the MSTC . Special events in the Fort Collins downtown area a Caltrain commuter rail station that serves 2 , 000 could positively affect usership projections for the bike/rail passengers daily. Berkeley's Bikestation is On the other hand , Downtown Fort Collins -- while bike- depot. Such events as Downtown Live are located within a BART station , while Long Beach is it has added a significant amount of short-term reported to draw 2 ,000-3 ,000 visitors to the located at the southern terminus of the Blue Line bicycle parking racks -- does not currently provide downtown area . The influx of 1 , 000- 1 , 500 auto- light rail link to downtown Los Angeles . much secure, long-term parking in the form of mobiles for these events has taxed available park- lockers or secure parking areas . It also has a ing capacity, making the bicycle a potentially For Fort Collins to achieve 50%, it will need to walkable, pleasant downtown , which may encour- attractive alternative for these summer events . experience significant growth in transit service, fre- age bicycle commuters to forgo some convenience Using the 2001 schedule of events as a guideline, to use the bike- depot located at the edge (rather and assuming only bicycle usage commensurate than the middle) of downtown . with existing Fort Collins commuting, the 1 1 Table 10 Estimated Bike-Depot Usage at Downtown Downtown Live events can generate demand for Transit Center Site as a % of Trips Downtown The table to the left estimates parking for 660- 1000 bicycles annually. Year 10% Share 30% Share 50% Share daily commuter market share for the bike-depot, using high , medi - Similarly, major multi -day events such as New West 2005 (3% modal split) 32 96 160 um and low estimates of 50%, Fest can attract 30 ,000- 35 ,000 attendees over a 30% and 10% respectively. three-day period and a conservative estimate of 2005 (6% modal split) 64 192 320 300 to 350 bicycle parkings per day. It should be Again , for the bike- depot facility noted that parking demand of 4% to 6% for bicy- 2005 (8% modal split) 86 258 430 to achieve a high mode split and cles has been met at festivals in the Seattle area . 2010 (3% modal split) r 34f 42 market share daily usage, many Such numbers would overwhelm capacity at the factors external to the bike-depot Bike-depot, but can be accommodated through r 2010 (6% modal split) 6� ,2Q � ' =i35M itself must occur, including full special efforts to add capacity through additional development of the City of Fort racks on -site or at the bike-depot. 2010 (8% modal split) ` 9U 270 44 Collins Bicycle Program Plan 's o proposed facilities and pro- 2020 (3 /o modal split) grams , development of the 2020 (6% modal split) MSTC , and continued growth in transit usage in Fort Collins . 2020 (8% modal split) City of Fort Collins 28 BIKE DEPOT Feasibility Study 2A AIR QUALITY IMPACTS ered on a yearly basis . For instance an average auto travelling 10,000 miles per year emits: Bicycling is one of the most efficient, cost effective ways that urban areas can reduce air pollution and 0 64 pounds of hydrocarbons; save energy. However, the attribution of net air 0 485 pounds of CO ; and quality improvements to bicycling depends -- much 0 35 pounds of NOx. as bike- depot usage levels depend -- upon the Source: EPA Denver Office successful implementation of a wide range of improvements and encouragements in the bicy- If the total combination of proposed bicycle cling environment. Whether in Fort Collins, improvements in Fort Collins (including the bike- Denver or any other EPA non -attainment area , depot) are completed, we can estimate prospective such improvements require new bicycling facilities, air quality benefits . services, and amenities functioning together to generate noticeable ridership gains . With that said, communities which emphasize bicy- cle parking and access to transit can and do see citizens shift mode choice from automobiles to bicycling or transit, or both bike and ride . r; _According to the Environmental Protection Agency, each person who cycles rather than driving alone _n saves per mile approximately 2 . 9 grams of hydro- carbons, 22 grams of carbon monoxide (CO) , and 1 . 6 grams of nitrous oxides (NOx) . In other words a 10 mile roundtrip bike ride reduces air pollution by . 063 pounds of hydrocarbons, .485 pounds of CO, and . 035 pounds of NOx. While these fig- ures may appear small when broken down into one 10- mile trip, they are significant when consid- City of Fort Collins 29 DIKE DEPOT Feasibility Study This Page Intentionally Left Blank City of Fort Collins 30 d IKE DEPOT Feasibility Study CONCLUSIONS AND REd.". 0MMENDATIONS The findings of this study indicate that the con - bicycle (with membership) from the bike-depot struction of a bike- depot in the City of Fort Collins there and continue her commute to work. This is feasible if the City continues to build upon exist- truly intermodal commute could occur entirely on = R �. ing programs and plans . Furthermore the devel - dedicated rights of ways for both the bicycle and opment of two bike- depots that straddle the bus journeys . { Mason Street Transportation Corridor (MSTC) and MOIRERRYST ! i # allow citizens to move throughout the City on a The image on the right illustrates two bike-depot IAURELST t safe, congestion free route is recommended as a locations on the northern and southern ends of the SHE < ,: • , long-term objective . MSTC with a bike rest stop in the middle . bR= Bed SIG S . 3 ' This proposed clean transportation network or cor- ^R°RRE� R° ridor would utilize the MSTC as an arterial back- � o „ bone for transit users and bicyclists by placing a bike- depot at both the Downtown Transit Center (corner of Laporte and Mason Streets) and the ; future southern terminus of the corridor ( 1 /2 mile DRAVERD o ' g south of Harmony on the old Fossil Creek , _ Nursery) . This unique project would allow citizens < to choose from a variety of transportation alterna- tives to move throughout the community. ` 1 HORSETOOTH RD ` { I - By utilizing the network, a citizen living near East Harmony Road , for example, could ride her bicy- cle to the bike-depot at the future south terminus of the MSTC to store it for the day. Then she could ` take a bus north along the MSTC to the Downtown m HARMOHYRD - M Transit Center. Once at the Downtown Transit Center, the commuter could borrow a free loaner City of Fort Collins 31 HER IKE DEPOT Feasibility Study 3 . 1 SHORT TERM (3 TO 5 YEARS) such as a cafe, market, or convenience store, 3 . 3 RECOMMENDATIONS that could be used to generate additional rev- To realize a clean transportation network, the City enue and help create a sense of place; 3 . 3 . 1 PROJECT SITE will need to continue to move forward with its 0 Strong public and agency support for the a roved MSTC Master Plan and continue to The site selected for the bike-depot is on the north - pp location ; and implement its Bicycle Program Plan . It is recom- The availability of the land at no cost. east corner of Laporte Street and Mason Street in the City of Fort Collins . The site is also home to mended that the first bike-depot be constructed at the Downtown Transit Center. Of the numerous the Downtown Transit Center, which is presently Programming, financing and design issues for this undergoing a multi - million dollar renovation . This sites evaluated , the Downtown Transit Center site is bike-depot are discussed in great detail in the pro- the primary choice for abike-de of for the follow- renovation will include the construction or modifi - p y P ceeding sections of this report. cation of numerous bus staging areas, a transit ing reasons : 3 .2 LONG TERM ( 15 TO 20 YEARS) information center, offices, and public art. ° Its connection to the MSTC for practical and financial reasons; Upon - successful implementation of the first bike- The parcel identified for construction of the bike- 0 The high probability of increasing inter- depot and bicycle and pedestrian elements of the depot is approximately 4 ,000 square feet and is modal connections with Transfort and other MSTC, it is recommended that a second bike- within the Downtown (D) Zoning District Civic bus operators ; depot be constructed at the future south terminus Center Sub- District. In short, the building has no Proximity to the Poudre River Trail , busi- of the MSTC . parking requirements , must blend in with the sur- nesses , residences, and downtown destina- rounding architecture, and can be no higher than Lions; It is also highly recommended that a scaled down 168 feet ( 12 stories) . The relative ease of constructing a struc- bike-depot, or bike rest stop , be constructed near ture on the site because of the proximity of Spring Creek Park along the MSTC . Its location infrastructure and development objectives at the junction of the heavily used Spring Creek already identified for that site; Trail and future transportation corridor is ideal for The possibility of augmenting downtown an unmanned bicycle rest stop that could offer redevelopment efforts by increasing pedestri - cyclists emergency and convenience services, such an traffic and becoming a destination unto as air for tires, vending machines, pavilion and itself; picnic tables . This reststop enhancement would The possibility of developing a multi- use offer expanded services to the existing facility, but facility that would not only house the bike- maintain a look and feel consistent with the other depot but also a complementing business, bike- depots . City of Fort Collins 132 ►KE DEPOT Feasibility Study - A - I �. , , s d. a Act . . - � +� � { ;�' � �'Aki-'��, swE-:�'�iYkv.xp7r`,. ,�, . .,.t � -� �. � ,, r• — a \ x Downtown Transit Center Bike- Depot Site � : 4 ou ty Court Hous Downtown Area 6 J 0a y _ , teaa '1 i I IS c� i - E - . City of Fort Collins 33 1KE DEPOT Feasibility Study With the construction of the downtown transit cen - a number of programming scenarios to maximize To accomplish these objectives, the building that ter and renovation of the adjacent historic freight the potential for success of the facility. houses the bike-depot needs to become a multi - depot a number of development constraints have use facility. Because of the difficulties of operating been removed . Utility services are present or are Recognizing that a high capacity transit system is a small commercial business and creating a being installed and site contamination is low. The not yet in place in Fort Collins , building a critical dynamic environment, it is highly recommended only issue that has not been considered is the cre- mass of bike- depot users will take several years . In that a separate commercial sleeve be built adjoin - ation of a water detention pond to compensate for the meantime, to enhance facility usership it is rec- ing the bike-depot that would support some type of the increase in impermeable surfaces . This issue ommended that the bike-depot serve as a com- synergistic business and create high pedestrian will be addressed in the design and landscaping of munity resource center offering information and traffic. the bike-depot. services to encourage the full spectrum of sustain- able transportation and living . A "clean and 3 . 3 . 3 ADJOINING COMMERCIAL SPACE 3 . 3 . 2 DOWNTOWN BIKE - DEPOT green" facility where one could obtain information ranging from bicycle maps to transit schedules, The bike- depot concept that generated the most The creation of a bike-depot network rests heavily bicycle, pedestrian and motorist education pro- interest was the idea of creating a facility that sup- upon the successful implementation of the first grams and other state- of-the-art transportation ports bicycle transportation as well as enhancing bike- depot at the Downtown Transit Center. With programs . the downtown area by becoming a public gather- that in mind , the TAC worked diligently to explore ing place. It should be a dynamic multi- use envi - ronment. A comfortable and convenient place where residents, bicyclist and non- bicyclist, may Conceptual Plan for North Transit Center share a cup of coffee with a friend or wait for a transit connection . A place to enjoy the sunny Colorado weather and a meeting destination for the beginning or end of a recreational ride . It x r x T{.f. A • ,vwr, should also have an outdoor venue for smaller t �? , � � special events . c ' F r a7: d4,. < . e � � r ear � s P�• " The construction of an adjoining commercial Yw o- - , rtptero. � space with the bike-depot could have tremendous �tcreARMICrua ` benefits for the project. Besides increasing pedes- f^^� W&TWz PfJlf M trian activity and contributing to creating a sense of place for the project, a commercial sleeve would City of Fort Collins 34 s. at „�- x q S _ Ila - . - - . - • • • O c 27 41 Y o >" r k h yy- � Pad d: a _ ol j y. . a SON H-R-. .tc . .,�. 50, tVA a �ti . 5 1KE DEPOT Feasibility Study 394 IMPLEMENTATION Table 11 Estimated Capital Costs for Bike-Depot, Commercial and Exterior Elements 7!!A_��bme) The development of a bike- depot and commercial ngi sleeve with programming needs and supporting Design/working drawin sand bid e 135,000 services would require the construction of an lac 13,000 approximately 4 , 500 square foot building . This (Citysta bme) 407000 City and County F building would be subdivided to allow the leasing Permits 2,500 of 2 ,500 square feet to a private operator with Plan Check 20 separate and controlled access . Additionally, the Street Oversizing Fee 97800 concept provides for the creation of an outdoor Capital Expansion,' 21000 Total City Fees seating area and plaza . With installation and serv- Construction 15,500 ice connection fees, and architecture and con- Building Costs at $125 per foot for 4, 500 sfmm * 562, 500 struction costs , the estimated total capital cost for Exterior site Improvements _: � ~ ' 300000 the bike- depot project in 2001 dollars would be Total Construction Costs 8621500 Right-of-Way , approximately $ 1 . 3 million . The site is owned by Services N/A the city, and no land acquisition charges would be Installation of Service miiiIIIIIIIIIIIIIIIIIIIIIIII 2t7,00 ; incurred . Electrical Transformer Set-up 1;,700 s Each 100 Amp Service 600 Underground Secondary `harg` 1000 Misc. Fees 500 Water and Sewage p Water Plant Investment Fee �rMm 15,300 aster Water Plant Investment Feed 12,520 t Raw Water Fee 137500 Water Meter. 150 Storm Water DevelopriientFee _ 1 ,320 Gas 200 Telephone .r ,emu. _ 200 Total Services Fees 66, 990 Tenant Improvements. N/A Survey and Testing MMMEmmmompirc 5,000 Contingency at 10% E 120,000 TOTAL CAPITAL COSTS $ 1 257 990 City of Fort Collins 37 `j IKE DEPOT Feasibility Study 3 . 4 . 1 OPERATING PLAN assurances that none of them is benefiting greater Charges for this service can be structured in a than the other and everyone is working as a team variety of ways. The recommended method to The bike-depot is an unusual project that will towards the same goal--increasing bicycle rider- encourage the greatest facility usage is to pro- require a unique public/private partnership for it to ship . This scenario, however, has its own set of vide this service at no charge . be successful . problems such as accountability, liability and man- During the public process, several local bicycle agement issues . Another option is to charge a daily rate for bicycle parking. The Bikestation Long Beach shop owners expressed great interest in operating Another option , which has been successfully imple- originally charged $ 1 per day for bicycle stor- the facility and , in fact, indicated that they would mented in Long Beach and Palo Alto, is for the City age. However, this policy was revoked within have a problem if the city operated a competing to issue a competitive request for proposal (RFP) . one month of opening and bicycle parking business without their involvement. Furthermore,the shop owners indicated that they would also The RFP should outline the specific needs of the was offered for free . Charging a daily fee has t City in relation to the hours of operation , services the potential to discourage facility usage. have great concerns if competing shop won the to be provided by the bike-depot, and subsidiza- Considering the limited amount of revenue operating contract and they were left out. tion requested . The City can then make a selec- that could be generated , a daily fee would tion from the responses and assign the most qual- hinder the effectiveness of the facility and cre- The expression of such strong opinions by the local ified respondent a contract with option extensions . ate an administrative burden . bicycle retail industry at such a preliminary stage of development warrants serious consideration . This option , however, has the possibility of alienat- ing certain local retailers . The bike-depot could also charge a monthly Because of the highly competitive nature and low membership fee, similar to health clubs . This profit margins of the bicycle retail business, it is Services Offered option requires considerably more administra- recommended that some type of arrangement Based on the information gathered from the pub- tive oversight, but could also be used as a between the city and bicycle shops be pursued . lic meeting and surveys, it is recommended that cooperative marking campaign with local First and foremost, the bike-depot is a community the Fort Collins Bike- Depot provide the following businesses . project and should be embraced by all members services : of the community, not compete against them . Bicycle Rentals Valet bicycle parking The bike-depot should offer two types of rental One idea that was introduced to alleviate some of these concerns was to create a private non -profit Indoor storage for 110 bicycles with an over- bicycles . One type should be for tourists and flow capacity to securely store up to 90 addi - residents who want to ride for pleasure; they organization comprised of representatives from the tional bicycles . should have a corresponding price based on bicycle retailers and City to operate the facility. competitive market rates. The second type of This way, each of the bicycle stores would have bicycle, a commuter bicycle, should be avail - City of Fort Collins 138 Z lKE DEPOT Feasibility Study able for commuters, through a membership program , to encour- Table 12 Estimated Programming and Square Footage Needs age end-trip bicycle commutes . The commuter bicycle should be Bike-Depot Facility discounted to encourage use ( $ 1 per day or $ 5 for a 24 - hour peri - r Service/Program Element Space Needs Bicycle storage for approximately 110 bicycles 900 sf ad) • Bicycle Rentals In storage Electric Bic cles-Freewheels Program In storage Retail sales of bicycle accessories 200 sf Bicycle Repairs Bicycle repairs _ 230 sf Bicycle repairs should be offered . The level of service offered by the Air compressor closet and storage 50 sf Transit/commuter information kiosk 50 sf facility should be dictated by the capabilities of the local operator. Women's restroom/changing rooms with lockers 150 sf Men's restroom/changing rooms with lockers 150 sf Drinkinq fountain N/A Bicycle Accessory Sales 8 bicycle lockers for after hours parking, which are accessible from the 100 sf exterior of building either inside or outside building) A limited selection of bicycle accessories should be sold at the facil - Office and storage room 150 sf ity. The bike-depot should focus on a particular niche market, such Safety education courses for cyclists and motorists N/A Bicycle registration program N/A as commuter necessities, instead of trying to compete with local Estimated Square Footage Required 1 2,000 sf bicycle shops . Items for sale should include locks, lights, inner Commercial/Food Service Sleeve tubes, pumps , and repair kits . Amenity Space Needs Kitchen/Counter 800 sf Changing Rooms Men's Restroom 100 sf Women's Restroom 100 sf The bike- depot should have separate sex restrooms and changing Indoor seating 1 ,000 sf rooms . The restrooms should be available for no charge to bike- Office Market/Food Merchandisin 350 sf Office 150 sf depot customers, but should implement a coin- operated lock to dis- Estimated Square Footage Required 2,500 sf courage use by non - customers and create a sense of security. Exterior Elements Service/Amenity Space Needs Showers Covered/secure bicycle parking for 90 bicycles during special events 400 sf Multi-season outdoor seating with open vista to Mason and LaPorte Aves. 800 sf The introduction of showers can be a great amenity for cyclists who View corridor from 'Laporte to front of existing Freight Depot want to clean up after a long, hot ride, but they also create a lot of Public information/bulletin board Exterior bicycle racks 100 sf new issues and expenses dealing with maintenance, sanitation and Si na e and lighting Pay telephone security. Results from the survey and workshop were not very sup- Free tire air access portive of a shower (6% in the survey indicated a preference for Landscaping Water detention and N/A showers and 0% at the workshop) . Because of the added costs and Enclosed trash/recycling trash/recycling enclosure 200 sf maintenance, it is recommended that showers not be installed in the Electric access (will come from southeast corner of lot, Alley and Laporte Street bike- depot unless required by future demands . Estimated Square Footage Required less detention and 6,000 sf City of Fort Collins 39 8IKE DEPOT Feasibility Study Lockers Table 13 Estimated Bike-Depot Operating Budget-Years 1 to 6 Lockers for personal items, such as clothes, should be made avail - Year One Year Two Year Three Year Four Year Five Year Six + able to regular customers for a low monthly charge ( $ 5 per month) . INCOME Operations Income Food and Beverage Saler ' '. 5,000 5,500 6,050 6,655 71321 8.053 Operation "'Hours of O ti .r,ecara ` p Bicycle Rentals 10,000 11 ,000 12, 100 13, 310 14,641 16,105 The following hours of operation were recommended by the TAC , Bicycle Repairs '` ' ' 8,000 8,800 91680 10,648 11 ,713 12,884 600 660 726 799 878 966l Charges t R Locker Rental arges resulting in an average of 89 hours per week : , Licensing Program 1 ,000 1 , 100 1 ,210 1 ,331 11464 11611 Retail Sales 11 ,000 12, 100 13,310 14,641 16, 105 17, 716 Summer Hours (April 1 to Oct 28) TQtaI o e�ai#Qr�. so 6Q. • + 12� 4 Monday thru Wednesday 7am to 7 pm IN&6M'ESUBT0TAC ;, 5;600 $39,160 $43,076 $47,384 $52, 122 $571334 Thursday 7 am to 10 pm Friday 7 am to Midnight EXPENSES " Saturday 9 am to Midnight Bank Charges _250 250 250� 250 250 250 Liability Insurance s 2,000 T 2000 s �'2 2,000 ' 2,000 ' 1000 Sunday 12 am to 6 pm Licenses and Permits w 1 ,500 1 ,500 1 ,500 1 ,500 11500 1 ,500 Marketing Grand Opening Celebration 3,000 Winter Hours (Oct 29 to March 31 ) Misc. Organization Fees 1 ,000 = Monday thru Thursday 7am to 7 pm Total Marketing 4,000 Friday 7 am to Midnight Maintenance 500 500 500 500 500 500' Saturday 9 am to Midnight Staffing (Gross to employer) Manager (40 hrs wk at $15/hr) 31 ,200 32,448 33,746 35,096 36,500 37,980 ' Sunday Closed Staff (56 hrs wk at $12/hr) 34,944 36,342 375795 39,307 40,880 42,515 Total Staffing 66, 144 68,790 71 ,541 74,403 777379 80,474 Operating Budget Postage and Delivery 360 360 360 360 360 360 Professional Fees The table to the right details a line item estimate budget for the pro- Accountant 2, 500 2,500 2,500 2, 500 2,500 2,500 posed bike- depot. Total Professional Fees 2,500 2,500 21500 21500 2,500 2,500.'' Rent n/a n/a n/a n/a n/a n/a Supplies 2,000 2,000 2,000 2,000 2,000 2,000 Utilities Electrical ® ' 1 ,750 1 .803 1 ,857 1 ,912 1 ,970 2,029 NNWTelephone 720 742 764 787 810 _ ..,� 835 Tot Utilities 7 0663 EXPE TSES SUBTOT $81';724 80 444 $83,272 $86,212 '" $89,269 $92,448 NET INCOME ($46,124) ($41 ,284) ($40,196) ($38,828) ($37,147) ($35,114) City of Fort Collins 40 d 1KE DEPOT Feasibility Study 3 . 4 . 2 OPERATIONS AND MAINTENANCE Table 14 Estimated Operating and Maintenance Annual Budget Operations and maintenance for the bike-depot ` ° Yeat j Year 2 Yeai 3 '= Year 4 ,'; l � a'r ; Year 6 + I are two-fold . First, the actual building that houses INCOME "_ � ', i the bike- depot and commercial sleeve along with Income Retail Space � . ' the surrounding landscaping needs to be 2, 500 sf at $18 per foot 45,000 45,000 �4 ,00q` 45, 000 45,000 45,000 addressed . Secondly, the operation of the bike- TOTAL I NCO MEp C,� 45,000 459000 '451000 45, 000'�" 451000 452000 depot itself requires discussion . kz EXPENSE Building and Grounds Maintenance and repairs 71031 7,031 " ;7,031'." 71031 _ 7,031 72031 Due to the public nature of the project and its Custodial Services 1 ,506 17500z� 1 ,500 1 ,500. . 1 ,500 1 , 500 location on public land , it is recommended that Bike-depot net operating loss 46,124 41 ,284 Aa , 40, 196� 38, 828 � 37, 147 35, 114 the City of Fort Collins be responsible for the con - ServicesCC struction and ongoing operation of the bike-depot Water and Sewer 1 ,2 64 1 ,236 1 ,273, 1 ,311 1 ,351, 12391 building . However, negotiating a deal with a pri- Stormwater 12q 124 , 127 131 ; 9 139 vote developer, similar to what was done with the Gas 3,006 3,090 3, t83 31278 �i 3,37 31478 _•, t 4 ,- �� k y x parking structure on Mason Street, could also be Refuse ; ," 36 371 382; 393 40 417 explored . Landscaping N/A N/A" _ N/1 N/A , _ N/,q N/A TOTAL EXPENSE , 59,35 549636 � 53,692, 52 474 §0 946 49, 070 The City of Fort Collins requires that any structure � T m . z built by the City must be designed and constructed CC NET ANNUAL OPERATING LOSS>, $14335 $9,636 $S92 : $7,474 P` $5 `846' . $4,070 to last a minimum of 50 years with funds set aside for regular maintenance and repairs . Based on funding does not need to be included in this proj - full advantage of the facility and to reassure the estimates provided by City staff, approximately ect. public that the project is effecting change from day $ 7,000 per year should be set aside to cover any one . maintenance and repair needs of the structure 3 . 4 . 3 MARKETING PLAN over the next 50 years (see Table 14) . One complementary service the bike-depot could As experienced by the existing Bikestations, build - offer as an instant traffic generator would be the As for the surrounding landscaping, Transfort has Co a critical mass facility users for the Fort inclusion of some of the SMARTTrips programs . budgeted funding for the maintenance of the exte- Collins bike depot will require several years of SMARTTrips is a public program designed to rior grounds by the Parks Department . Therefore operations . In the meantime, the bike-depot reduce automobile dependency and promote the should offer a variety of auxiliary services to take City of Fort Collins 141 HI KE DEPOT Feasibility Study use of alternative transportation in Northern promotional services and could easily adapt to 3 . 5 DESIGN AND CONCEPT Colorado. By encouraging Northern Colorado marketing the services of the bike-depot. An addi - residents to leave their cars at home at least one tional benefit for SMARTTrips is they will have a The melding of the old with the new is an ever day a week, the SMARTTrips program will help pre- visual 'store-front' to distribute literature and pro- present challenge faced by architects , and this serve air quality, decrease traffic congestion , con - mote their programs to the public. project is no different. Downtown Fort Collins is serve fuel and promote better health . mainly comprised of older brick buildings that The production of a variety of community events exemplify the community's strong sense of place One program run by SMARTTrips that could easily will be necessary to generate facility use and par- and heritage, the proposed site is shared with an be incorporated into the bike-depot is Freewheels . ticipation . The first event should be a grand open - historic freight depot, which is presently undergo- Freewheels is a bicycle lending ing celebration to allow resi- ing extensive remodeling into a transit station and library for businesses . The goal 0* EELS dents, media and public officials office space . Any development on this site would of Freewheels is to reduce the FREEWH to tour the facility. Opening day need to go through a Section 106 process that will number of miles traveled by auto- activities can include musical evaluate the new facility's affect on any historic mobiles each day -- particularly performances, bicycle demon - property in the vicinity. in the Downtown area where r �, strations as well as proclama- To address these issues the architect opted for a congestion and parking are " tions and presentations by digni - � p problematic . '� taries . This event will be an structure that compliments the surrounding brick important first step in helping the structures and historic buildings, but capitalizes on Businesses that want to participate in the "yellow City and local residents to recognize the role that the site and weather with the inclusion of an atri - bikes" programs commit to using the bicycles bicycle transportation can play in enhancing Fort um/courtyard in the center of the building . (some bikes are equipped with electric assist Collins' image while providing its citizens with a motors) for errands, deliveries , traveling to and free, convenient transportation amenity. from meetings; short trips that pollute the most and are the easiest to accomplish on a bicycle . After opening, the bike-depot should consider hosting regular events like Bike Month or Bike-to- Presently, Freewheels provides funding for one Work Day, providing staging for local bike races, part-time mechanic who maintains the fleet, and or co- sponsoring a high - profile local event. In space downtown for a repair shop . These services Colorado, Bike Month occurs in June and provides could be shifted over to the bike-depot . In return , an excellent opportunity to develop co-operative SMARTTrips could be responsible for a majority of marketing campaigns with transit and other advo- the bike- depot marketing . They currently perform cacy organizations . City of Fort Collins 142 FBI ►KE DEPOT Feasibility Study Area Site Plan of Bike- Depot at Downtown Transit Center i.....,.._„ x. i t r ! � I i � I HOWES STREET I ; if # s �p « . w JUSTICE CENTER MIC CENTER OFFICE BLTnDMG 1 - .. ._. � - MA, SON r zla i --------}•—�� PARKING - GARAGE � f ...'......'�.--... mill _ CC EEN E[E.I'i 7Ti 4�h r I t S If I OLD TOW EXIST S � I ar�cEs CAR. a'AAkT [ N ! i Y i ' _ �- COLLEGE AVENUE City of Fort Collins 43 ►KE DEPOT Feasibility Study Ord 74 i t b o r i rcn - a r 1 , 14 /. _._ , F e, Massing Model of Bike- Depot Concept with Existing Frieght Depot in Background City of Fort Collins 44 I M DEPOT Feasibility Study a s ; t y -Ik r Ic. ry q t ? IC 15 m n If t _ a I If u i if ,. <v 'v If If cI x }, �i as t � Elevation of Existing Freight Depot (Left) and Bike- Depot Concept as Viewed from Mason Street Lookin East w g City of Fort Collins 45 HIKE DEPOT Feasibility Study Another possible design option is to recreate a structure similar to the historic passenger depot that once stood within 100 feet of the bike- depot site . Old photos show that the structure was an approximately 2 , 000 square foot heavy stone building with a large exterior waiting terrace . The IN 110 bike- depot could be reconstructed to share similar features and massing as this passenger depot ' ' while complementing the existing historic freight - depot . An advantage to constructing a building similar to the old passenger depot is strong public and agency support. Please refer to the following pho- tos for depictions of the old passenger depot and fix: i its architectural features . J. Al d ` iU e Hp s s , e r Ii -r w R-eJF J«""Y' ? yy� 0, y A� ti J . 7 - - x T City of Fort Collins 46 • 3110 DEPOT • Feasibility Study 3.6 FUNDING A third potential federal funding source that is Another option is to pursue a joint partnership with available to Fort Collins is the Congestion a private developer. This was done recently by the As indicated in previous sections, there are two Mitigation Air Quality (CMAQ) Program. Similar City of Fort Collins with the new 900-space park- types of costs which require funding: capital costs, to Transportation Enhancements, the next funding ing garage on Mason Street. The arrangement which are costs to construct the bike-depot facility; cycle will be in 2003 and there is approximately was quite unusual in that the developer accepted and operating costs, which are those costs neces- $1 million per fiscal year available; however, a lower construction fee in return for partial own- sary to keep the facility operating and the doors $766,000 of this funding has historically been ership of the facility. The City ended up with a new open for business. programmed for SMARTTrips. public parking garage constructed at below mar- ket rates and the developer received approximate- 3.6. 1 CAPITAL COSTS The Transportation and Community and System ly 17,000 SF of retail space on the ground floor of A logical source for the capital costs funding is to Preservation Pilot(TCSP) Program is another feder- the structure. Because of the mix of retail and pub- include the project in the Mason Street al funding source that should be explored. TCSP lic space, the bike-depot project could be devel- Transportation Corridor request for the Federal provides funding over five years to State and local oped along a similar vein. Transit Administration (FTA) New Start funding. governments to develop innovative strategies that The City will be requesting almost $45 million for use transportation to build livable communities. Because of the broad scope and appeal of the the project and could modify its request to include Created by Section 1221 of the Transportation bike-depot, a mixture of different funding sources $1.3 for this project. It is possible for the City to Equity Act for the 21st Century (TEA-21), $120 can be combined to fund the capital costs of this use the land value of the site to satisfy the local million of funding is authorized to respond to the project. For example,the Downtown Development match. concerns of communities from across America that Authority has expressed an interest in providing transportation investments should be used to some funds for the construction of a public Another possible federal funding source is achieve strong,sustainable economic growth while plaza/park on the site. Transportation Enhancements. This is a good simultaneously ensuring a high quality of life. source of funds because it only requires a 20% Access to jobs, increasing traffic congestion, Some additional avenues to pursue capital funds cash match; however, the next round of funding is preservation of green space, and the need for a or strategic partnerships include: not available until July 2003 and the total pool of sense of community are just a few of the consider- available funds will be about $480,000 per fiscal ations that must be balanced as communities plan Low Interest Loans/Subordination: Loans year, far short of the necessary funds. Again, the for their futures. Grants provided by TCSP support for construction, acquisition, operations, etc. that City can use the land value of the site to satisfy the projects that improve linkages among transporta- are offered to qualifying individuals or organiza- local match. tion and community planning and system preser- tions at a preferred interest rate; subordination by vation practices. a public (city/county), private (lender), or semipri- vate organization, of a loan provides a guarantee City of Fort Collins 147 --/ BIKE DEPOT Feasibility Study to the lending organization that in the event of 3.6.20PERATING COSTS default, debt service will be paid. Development Fee Rebates: Project devel- oper receives a refund for development fees As illustrated in Table nu the facility will require ° Community Development Assistance incurred. almost the programming in annual operating subsidy to (State): Authorizes state tax credits of up to 40%to provide the programming elements recommended eligible contributors investing in approved commu- Sales Tax Sharing: Future sales from a by the TAC. However, with the addition a 2,500 nity projects. In certain instances applicants must development can be rebated to the developer to square feet of retail space generating pproxi- meet economic distress criteria; non-profit devel- pay for infrastructure; the city/county agrees to mately $45,000 per year, the facility will only opers are subject to limitations on per project tax split sales tax revenue with developer, then devel- require operating and maintenance expenses for the building and surrounding grounds. This totals credits. oper uses this to pay for infrastructure. approximately $15,000 the first year and drops to ° Community Development Block Grants Signature Project: Public-private effort around $4,000 per year after the sixth year. This (Federal): Federal grants, administered through whereby public sector contributes land, financing, drop in funding needs is mainly attributed to the local or regional offices, designed to lower the or the like, and private sector (developer) con- reduced subsidization needs of the bike-depot as it overall cost of a project; projects must demon- tributes their expertise and money to joint develop- develops a client base and increases retail income. strate the ability to improve the economic condi- ment of a significant project within a designated tions of an area. planning area; program is designed to encourage It is recommended that the City or other perma- development of projects which will serve as a cat- rent funding source fill this small financing gap. ° Business Improvement District (BID): alyst for additional investment. District that includes "all organized local entities other than counties, municipalities, townships, or Private Foundations: There are a number school districts that provide only one or a limited of private foundations, local and national, that number of designated functions and that have suf- might consider providing some or all of the capital ficient administrative and fiscal autonomy to qual- costs necessary to build the bike-depot. Examples ify as separate governments." of foundations that might be interested in this proj- ect include, the Ford Foundation, the Rockerfell ° Land Donation/Write-Down: Property Brothers Fund, the Hewlett Foundation and the owner--public (city/county), private (developer), or Energy Foundation. semi-private organization -- contributes land to a project either as a donation without an expected return, or at a reduced price. City of Fort Collins 148 • MICE DEPOT • Feasibility Study This Page Intentionally Left Blank City of Fort Collins 149 �� DIKE DEPOT Feasibility Study i This Page Intentionally Left Blank I I City of Fort Collins 50 LIKE DEPOT Feasibility Study A.S' E S T U D I E S The section will review in greater detail some of the 4 . 1 . 2 FUNDING programs, the project continues to raise supple- existing and planned public bike- parking facilities . mentary funds for its commuter and community- The demonstration transit project was initially fund - based projects . 401 BIKESTATION LONG BEACH ed for 18 months with a $ 230,000 grant provided by the Intermodal Surface Transportation Efficiency ` 4 . 1 . 1 FACILITY OPERATIONS Act ( ISTEA) and the Los Angeles County nax � Metropolitan Transportation Authority (MTA) in k. 4 a . '' "C : • Mu� n;�, ,'; The facility is open daily from 6 a . m . to 7 p . m . ' _ rA` 1992 ; start-up funds were used for the construc- BIKE SERE! weekdays , and 9 a . m . to 6 p . m . on weekends dur- If > > 3 ing the summer, with slightly reduced weekend Lion , operations , and preliminary marketing of the facility. 9 hours during the winter. 6 part-time employees , ,# including a marketing manager, staff the facility. The location , a 50' x 70' corner of an existing park- ing lot, was provided by the Long Beach The facility has parked bicycles for over 50, 000 � Wr cyclists to date. The monthly average of cyclists Redevelopment Agency. Additional program sup- has grown from 300 in April 1996 to 1 , 500 in port has been provided by various City depart- 2001 . ments, local sponsors, and the Mobile Source Air Pollution Reduction Review Committee, part of the k South Coast Air Quality Management District . c� it xLL 'Pt r r In October 1997, the project was funded for an :-• r--.--+ r. �s additional two and a half years jointly by the City - of Long Beach and the MTA. This funding has + + alke tng , been exhausted , and the City of Long Beach con- t 1 5tinues to fund the project at a rate of $ 4 , 000 per month . Additional revenue is generated by I ` income from the bike repairs and rentals, Bever- � ' �- - •- - � + � • age bar, and sponsorships . Through local grant Bikestation Long Beach Floor Plan City of Fort Collins 51 DIKE DEPOT Feasibility Study 402 BIKESTATION PALO ALTO ue their commute onto their final destination . As a 4 . 2 . 2 FUNDING result, approximately 80% of the Bikestation users On April 23 , 1999 the City of Palo Alto opened store their bicycle overnight at the facility. Modifications to the baggage room and eighteen- the nation's second bike-depot, Bikestation Palo months of operations and marketing were funded Alto . A 1 ,500-sq/ft-luggage room of the Palo Alto 4 , 2 , 1 FACILITY OPERATIONS jointly by a $ 171 ,000 grant from the City of Palo Alto and the Bay Area Air Quality Management Caltrain depot was converted into a 200-space 1/2-mile local Less than ' le away, ll bicycle retailer, Palo District (BAAQMD) . After the initial eighteen- bicycle parking facility. The Palo Alto Caltrain the City of Palo Alto depot is a central hub for the Caltrain commuter Alto Bicycles, operates Bikestation Palo Alto and month demonstration period, train line, SamTrans bus lines, Valley jointly uses the staff and facility to augment its continues to provide approximately $3 ,500 a Transportation Authority (VTA) bus lines , existing repair and retail business . month in operating and marketing subsidy. Dumbarton Express, as well as Stanford University's The facility is open daily from 6 a . m . to 8 p . m . Marguerite shuttle . weekdays, and 9 a . m . to 6 p . m . on weekends dur- ing the summer, with slightly reduced weekend office I 3 i Commuter into hours during the winter. 1 full-time manager, 6 , I 3 � part-time employees, including a bookkeeper, staff I 3 I d p the facility. - - ) � I I 1 t Bikestation Palo Alto stores an average of 608 l3'cra4park' I° RE{eii I i i Repairs bicycles per month throughout the year (storage is i I 3 significantly higher during the summer months) . 3 Bikestation Palo Alto Floor Plan Caltrain has the highest number of bicycles board - ing in the nation . In fact, the extremely high demand for bicycle storage on the train has result- ed in many riders being "bumped" from the train due to lack of space. The Palo Alto Bikestation .. ` . helps to address this problem by allowing com- muters to store their bicycle at the facility and retrieve it upon departure from Caltrain to contin- City of For t Collins 52 1KE DEPOT Feasibility Study 493 BIKESTATION DOWNTOWN BERKELEY Bikestation Downtown Berkeley is an approximate- ly 500 square foot steel cage located on the sub- terranean level of the Berkeley BART station . The facility has an extremely high density of bicycle �- parking that can accommodate 77 bicycles within the cage; however, over 90 bicycles have been "b stored at the facility at one time . The project has been extremely successful and reaches maximum management structure whereby each staff member capacity almost every weekday. Because of the (7 part-time employees) has a voice in the opera - tions of the facility. Welcome to TNe 13was coon The facility is open daily from 6 a . m . to 9 p . m . weekdays, and 9 a . m . to 6 p . m . on Saturdays and is closed on Sundays . f, i 4 . 3 . 2 FUNDING Constructed and operated with a $ 134 , 387 grant limited space and BART policy, the facility cannot from the City of Berkeley, BART, and the Bay Area Y Bikestation Berkeley Floor Plan conduct food sales or repair bicycles, thus limiting Air Quality Management District for an eighteen- the possibility of generating additional revenue to month demonstration period . Almost $ 20,000 in offset subsidization needs . private cash donations were secured to assist in the operations . The demonstration period has been 4 . 3 . FACILITY OPERATIONS extended for an additional six- months at approxi- d�y e Pa kin i mately $ 5 , 000 per month upon review by BART. Operated by a local non -profit advocacy organi- zation, Bicycle- Friendly Berkeley Coalition , the facility is staffed by two co- managers via a lateral City of Fort Collins 53 'r' 1KE DEPOT Feasibility Study 4 . 4 UNITED STATES : PLANNED FACILITIES their bicycle at the bike-depot and board the train 4 . 6 FOREIGN BIKE - DEPOTS : EUROPE for the remaining leg of the journey. 15 Numerous communities across the United States Similar to Japan , most of the bike-depot facilities are in various stages of planning or development About 2/3 of the bike-depot facilities in Japan are in Europe, mainly Holland , are located at train sta- of bike - depots, communities including San no charge . The remaining bike-depots charge tions or transit malls . Many also have a large Francisco, Oakland, Seattle, Santa Barbara, and between $ 8 and $ 32 a month, depending upon number of bike parking racks on the exterior, like Pittsburgh , Pennsylvania . Additionally, two com- proximity to rail stations and type of storage sys- the one shown below in Amsterdam , together they munities within Colorado are also in the planning tem . store over 20,000 bicycles per day. stages: Denver and Boulder. The Japanese have also developed an extensive The Regional Transportation District (RTD) is head - bicycle rental network at train stations, simply --- --- ____ in u the bike-depots for Boulder and Denver. At — --- g p p known as Rent-a-Cycle . Similar to the Bicycle the time of this publication, the agency had Library program that exists in Fort Collins, the bicy- secured almost $ 950, 000 in federal Transit w ,� cles are usually the same color and have a basket, Enhancement funds for their construction . Transit built-in lock and 20" wheels . Most customers Enhancement funds, which are a component of the arrange a rental on a monthly basis and use the - Urban Area Formula Grants for major metropoli- bicycle for end and reverse commutes. tan regions, only require a local match of 5% when bicycle improvement projects are involved . The projects are presently under architectural develop- The project team was able to identify a bike- depot ment. that was not located adjacent to a major transit line, similar to the situation in the City of Fort 4 .5 FOREIGN BIKE - DEPOTS : JAPAN Collins, which only has about 4 ,000 boardings on transit per day. The project is in the City of Japan is the world leader in bike-depot facilities . Apeldoorn , Holland , about sixty miles west of According to the last published English report in Amsterdam . Apeldoorn has a similar population 1987 by Michael Replogle and Harriet Parcells, and density to Fort Collins, around 150,000 citi- there were over 8 ,600 bike-depot facilities servic- zens . ing an average of 2 .4 million cyclists on any given workday. Almost 99% of these facilities were locat- In 1998, the City of Apeldoorn decided to imple- ed at transit lines, which allowed cyclists to store ment a guarded bicycle parking system for a one- City of Fort Collins 54 BIKE DEPOT Feasibility Study year demonstration period . The City Council stat. Two were installed in auto parking garages . $ 156 , 000 a year to operate the facilities . ed that the experiment would only be converted 1 - However, because of the social welfare system in into a permanent program if facility usage r Holland the Felua-group only pays their workers increased 30% within the first year. The project had four very clear and distinct goals : r i1 t4 $ 6 an hour. The federal government then picks up v Eli[ the remaining $ 8 an hour, including health insur- ance and retirement savings . 1 . Offer a more interesting alternative for +i ` i a' i car users . — -2 . Reduce bicycle theft, The project ended up being an overwhelming suc- cess . The first year recorded a 70% increase in 3 . Reduce the number of car drivers who drive a car under the influence of alcohol . bicycle parking and a 25% reduction in bicycle theft. As a of e tremendous success, the 4 . Reduce the hindrance of unorganized The fourth was installed in a modified commercial city hasadded result another1556 parking spaces bring- parked bicycles all over the city center. warehouse ing the total to 2 ,000 available spaces at four locations. The city continues to support the ro' The City established four different bike-depot loca- tions throughout the city center with a total of ect financially. 1 ,444 bike parking places. They carefully chose A . locations that tied in with the main cycling routes 1 �t within the city. _ _ l One location was an existing retail outlet that was converted into a bike-depot. Gtataiizan,, fThree of the locations are open during daily work ""'�..,, hours while a fourth location is only open eve ning lint hours and closes half an hour after the bars. The project is supported with funds from automo- bile parking fees, like meters and parking garages . The city contracts with a social benefit organiza- tion, called Felua-group that operates the facilities. The Felua - group receives approximately City of Fort Collins 55 DIKE DEPOT Feasibility Study This Page Intentionally Left Blank City of Fort Collins 56 J HIKE DEPOT t Feasibility Study E R E #APPENDix Rc , A 1 . "TEA-21 User's Guide. " Surface Transportation Policy Project. 1999 . 2 . "TEA-21 User's Guide . " Surface Transportation Policy Project. 1999 . 3 . Way to Go ! Award . EPA's Transportation Partners . October 29, 1997 , 4 . Larson , Jan and James Williams . "Promoting Bicycle Commuting : Understanding the Customer. " Transportation Quarterly, Vol 50, No. 3 . 1996 . 5 . Mortiz, William E . A Survey of North American Bicycle Commuters- Design and Aggregate Results . Washington , DC : Transportation Research Board . 1997 , 6 . Replogle, Michael and Harriet Parcells . Bicycles and Public Transportation : New Links to Suburban Transit Markets . Washington, DC : United States Department of Transportation . 1984 . 7 . Naraine, Leighton . The Bikestation of Long Beach : An Evaluation . California State Polytechnic University. Pomona, California . 1998 . 8 . "City Plan . " City of Fort Collins, Colorado. 1997, 9 . Naraine, Leighton . The Bikestation of Long Beach : An Evaluation . California State Polytechnic University. Pomona , California . 1998 . 10 . " Linking Bicycle/Pedestrian Facilities with Transit. " US Department of Transportation . 1992 . 11 . Snyder, Ryan . "Long Beach Bike Station . " A Best Practices Report: Federal Highway Administration . January 1998 . 12 . National Bicycle Registry Program . www. natlbike. com . 2000 . 13 . "The Fort Collins Bicycle Program Plan . " October 1995 . p . 1 1 . 14 . "Downtown Civic Center Master Plan ." City of Fort Collins . July 1996 . p . 8 . 15 . Replogle, Michael and Harriet Parcells. Bicycles and Public Transportation : New Links to Suburban Transit Markets . Washington , DC : United States Department of Transportation . 1984 . City of Fort Collins 57 UIKE DEPOT Feasibility Study This Page Intentionally Left Blank City of Fort Collins 58 - J fVIKE DEPOT Feasibility Study P�VENDIX Ro iWEDIA The Colle ion Meetingaix�.�. s to improve local bicycle conditions Bx Jc HARDtN make bicycling safer and more and Mountain streets or near depots as much as they could be. The Collegian convenient. Poudre Valley Hospital. We want to bring everyone up to "We want to have as much pub- speed on the concepts different lic input as we can, said Fort Increased bicycle use may help communities in the U.S., Europe Getting around Fort Collins on Collins Transportation Services improve automobile traf- and Japan have done to improve a bicycle may become much easi Planner Tom Reiff. "Our fic congestion all transportation." er in the near future, key objectives are to find ttrN°aA across Fart Collins. Todaythe CSU and Fort out what location- for FtsHrra� Collegian The recent approval of The study is being conducted Collins communities are invited the depot would be the Mason Street corridor by the Bikestation Coalition, a to participate in a free workshop best for the city , wi [ 1 already help divert nonprofit organization that helps to discuss the possible creation of We' re hoping to and control traffic in the in the development of bike-transit a bike depot, encourage the target locations for the: centers and Alta Transportation A bike depot ' would provide most bike and depot . Consulting. secure, attended parking for bikes other transit use Other communities The workshop will be held at and other amenities such as maps as possible. We across the world 5:30 p.m. tonight at the city build- for cyclers and other transit users want to help to have implemented ing. 281 N. College Ave., in con- at different locations across the free up downtown parking spaces bike depots similar to the one ferenee rooms B . C and D. Public cityw and get local businesses planned here, participation and ideas are The meeting is part of a study involved." " it ` s an innovative idea that has encouraged. looking for suggestions about Possible locations for a depot been around for years," said where to place the deport and feed- include the Oak Street Plaza in Reiff. "Communities in the U . S . Edited by: Kendra E. Fish, back on other improvements to Old Town, the corner of Chestnut haven' t been encouraging bike , efishChontexom You could the send n this onil e , to t "'W . code Yon . epoin UA � City of Fort Collins 59 'r IKE DEPOT Feasibility Study C ' 3ECTIOIJLocal �I K , ?001 Fort Collins Coloradoan 3n, 224-7744 E-mail: news@coloradoan.com Bike depot planned ® ' ders bl" ke for Masan St, Corridor ty Ci icokns Downtown facili ty could feature showers cafe C&S DtMW By DAVID PERSONS as the best location The. eoloraaoan r Reiff said that what the bike de- [I,` � Since we have a large new Justice Center. A new pot will look like or how big it will Bike rfe{;ot downtown parking garage. A new Student population that be depends on the final design For more information about municipal building. rides around a lot, it He said it could be a 2,000- the city's bike depot feasibility And all of them erected on the square foot building that provides study, you may contact Tom % - corners of Mason Street and La- made sense to loop at little more than air compressors Reiff at 416-2040 or by e-mail . Porte Avenue in the past couple of such a facility. ' and a secure parking area for bicy- at treiffCd?ci.fort-collins.ro.us. s. °n"" "'`""`' yeWhat's next? A transit center Tom Reiff, cl Or it could double in size to in- ridor are expected to go out this and a bike depot, city transporta- transportation planner clude restrooms, possibly with summer. >4santair; a tion officials said. showers, a bike-related business The cost of operating and main- While plans for the transit population that rides around a lot, and a cafe. �taining the depot will be covered center have been widely dis- it made sense to look at such a fa- Reiff estimated its cost would by the city and from rental rev- The city has identified a site for a cussed, a feasibility study for a cility." be between $350,000 and enues generated by businesses in proposed bike depot in the Mason bike depot has been ongoing for Reiff said since bicycling $600,000, depending on the de- the facility. Street Corridor. The facility, if a couple of months without went hand-in-hand with the sign.funded, will be built near the new gn While there are just three bike transit center (the old Colorado much fanfare. ransit component" of trans- The city's Free Wheels program depots in use in the U.S. — in and Southern freight depot) on the "It was identified in City Plana nation in the city, the study fo- and the police department, which Berkeley, Long Beach and Palo Al- northeast corner of Mason Street couple years ago that we address, Q)used on a way to make it part of uses bicycles, could be potential to, Calif — Denver and Boulder and Laporte Avenue, The bike depot A modes of transportation, and he proposed Mason Street Cor- users of the facility, he said. are also in the planning stages of will provide a secure parking area that includes bicycling," said Tom ldor. Funds to build the facility will opening bike depots in the next and may have amenities such as Reiff, a transportation planner The study, Reiff said, has identi- like! come from federal funds be- cou le ears, Reiff said. air compressors, restrooms and a Y p y cafe. who is working on a bike depot ed a 9,500-square-foot parcel of ing sought to build out the Mason The feasibility study will likely feasibility study. i nd on the northeast corner of Street Corridor, Reiff said. Fund- be completed in late March or ear- Coloradoan staff "Since we have a large student A lason Street and LaPorte Avenue ing requests for the depot and cor- ly April, Reiff said. T17 J City of Fort Collins 60 BIKE DEPOT Feasibility Study t7tgituaricsl2 Local Ili h education notebookl3 secnoea Stale B \ r Calnictcs/5 ��--------- Tuesday, May 224 2001 ♦ Fort Collins Coloradoan City editor. Kevin Duggan, 224-7744 E-mail; newsi)coloradoan.com g * - •- � v . P., ... , i ■� �ky oaf a ''- C.f�UrC y fj es'1ft u L say ' BIKE DEPOT: This is a cono,; �tual design of what the west side of the city's businesses around the perimeter. The building at left is the city's new tratr proposd bike depot might iook like, with bike. storage in the middle and sit center, C 0 A"" i um s u lans four hike d. of AL By DAVID PERSONS plans call for a $1.25 mil- on the study. "We hope it dve director at the Bikesta- L3avi�'ze.5� cs ra xari earn interested? lion, 4,500-square-foot hi- will be more of a cultural tion Coalition, said his firm Imagine riding your bi- cycle slorage facility on the center than a hike depot ." wants the depot " to build cycle to work and having a Aputlic t, ti l�seoo northeast corner ofMason The feasibility study, on the success of the safe, secure place to leave the bike depot feasibility Street and LaPorte Av- which is being done by the downtown pedestrian ar- it near the office. study will bil held from 4 enue. It would also have Bike station Coalition, a cat.. Now, imagine after rid- to6p.nt. today at 281 restrooms, possibly with consulting firm from Long "You have a lot of new ing to work that you have N. College Ave. in cexr" showers, a bike related Beach, Calif is nearly development downto lvn- enough time left to clean fereme rooms C & D. business, a cafe and lots of complete, Reiff said. I lopefully, the hike depot up, enjoy a cup of fresh For moreinfonnation benches and trees around After a 30- day public will help avith these ct- coffee and a bagel, scan the about the city's bike de- the perit uet er, comment period ends in a forts-" news a r and visit a � feasibility study, crn- -I he idea, planners say, couple of weeks, the study Shandrow said the cit , Pe F y', i )'��" tact Tom Reiff at 41& frien . is to m tk it a ��cial plate a ill he tinnlvrd nd sent to bike darlu>t m similar to tltc Hard to image? 204{� orby Emn�il at tredt for pc dcstrians a ; well as a the NiCty Council for re- three exasttng depots in ttte Consultants who are aci.frx2 cottirr:.cr us. secure place for bicycles- view, probnbly near the U.S. — it) long Beach, Palo working with city trans- "We wntit this to be o end of hine. Alto and Berkeley — in portation planners on a aatn=*tercial sleeve than tits lv.�ntunll } , plain for the scope and design, bike depot featsibiiity study for the idle de p��t, e�sem into a public- plaza — a bike depot v."ill be, folded "Fort Ccallins is one of don't think so, Bally doubling pr{'liminzary public open place," said into the Mason Street { 'or- the few communities that That's why they've en- plans. -I-oni Reif£ the city trans- ridor project for furidinv. is looking to the future," hanced a Conceptual plan The current conceptual portation planner working Mark Shau7drow, execu- S Irian drow said, City of Fort Collins 61 _,..-.,.,,_ �- .--._ . 1.._.. -. • Appendix E: Process and Public Participation Summary Process • This Bicycle Plan update was created over the past year and half with input from a broad spectrum of Fort Collins citizens. In February and March of 2006, a series of three Bike Town Hall meetings were hosted throughout the community by the non-profit organization, Friends of the Fort Collins Bicycle Plan and Program. In total,these events drew approximately 75 attendees who participated in a frank and spirited discussion about bicycling in Fort Collins. Transportation Planning staff attended each session to primarily listen to the conversation and take notes,but to also answer specific questions or clarification if there was a need. In general,the format of the events was structured into four segments consisting of: - introductions, - a discussion of general likes and dislikes with regards to bicycling in Fort Collins, - a more specific discussion on key problem areas, including creation of a"report card"which enabled participants and staff to openly evaluate the City's success in implementation of the 1995 Bicycle Plan and Program, and - an exercise identifying specific, measurable, and achievable recommendations to Council for its consideration. The evaluation exercise asked the following questions: Since 1995, how good of a job has the City done at ...? • 1. completing transportation projects such as bikeways/overpasses? 2. maintaining existing bikeways? 3. keeping bridges,bikeways, and intersections safe for bicyclists? 4. keeping railroad crossings safe for bicyclists? 5. creating a network which connects major activity centers (e.g., schools, Colorado State University, shopping centers, Old Town)? 6. undertaking law enforcement efforts aimed at cyclist and motorist education? 7. encouraging bicycle use to current non-cyclists? 8. promoted bicycle use effectively through various programs (e.g., Drive Less Challenge, Bike To Work Day, Freewheels)? After completing their individual assessments of these questions, participants were asked to come to a consensus on what"final" grades to assign to the City on these elements. A summary is provided below. Meeting Date: 02/28/2006 03/01/2006 03/04/2006 Location: CSU Harmony Library New Belgium Brewery Question 1: A B B Question 2: B B+ B- Question 3: B B- B- Question 4: C C B- Question 5: C C- C Question 6: C C F Question 7: B B+ C Question 8: B+ A B The three main themes that came about during the discussion of recommendations to council centered on: - Concern that there was sporadic Council support for the Education and Encouragment elements of the existing Plan and Program—specifically the Bicycle Coordinator Position. - A wish to convey to Council that continuing to expand our bikeway network and maintaining our current facilities are of utmost importance. - A wish to convey to Council that the bicycle and bicycle culture serve important roles in this community and should be considered as potential tools for economic development. It is felt that particularly strong opportunities exist in the areas of bicycle related tourism as well as the development of a downtown velodrome. It was evident that from the public's perspective the City had accomplished a good deal of success in some areas, but at the same time faced significant challenges in others. The City rated strongest in the areas concerning Engineering(questions 1, 2, 3,4) to weakest in Enforcement (question 6). However, in no case did it achieve "A"'s across the board. Citizens Advisory Committee A Citizens Advisory Committee was assembled in May of 2006. This committee was charged with several tasks that in turn all helped to steer this update, serve as a sounding board for staff, and address the key bicycle related issues in the community. Membership consisted of volunteers that came from all walks of life - from local bicycle advocacy organizations, the educational community (both Poudre School District and Colorado State University), current and past members of the Air Quality Advisory Board and Transportation Board respectively, and citizens-at-large, including a mother,many experienced cyclists, and a retired engineer. This CAC met approximately once a month for a staff reports, discussion on the key components of this update, issues that were identified at the Bike Town Meetings, and evolving ideas of how best to achieve the goals of the 1995 plan in the context of 2007. Specific tasks and discussions that the committee undertook were, among others: - A team evaluation of the goals and objectives put forth in the Plan of 1995, including an analysis as to how well the City had achieved them. This included an in-depth discussion(generally 2 to 3 hours)of each of the four main focus areas—Engineering, Education, Encouragement, and Enforcement. - An articulation of a Vision statement for Bicycling in Fort Collins An identification and prioritization of future programs and projects in order to • guide the spending of the Bicycle Plan and Program money that was approved through the Building On Basics citizens initiative. Field work, including facility assessment,proposed routes, and identification of other existing issues. A set of key recommendations to Council that will further integrate the bicycle into the daily life of Fort Collins residents. The role that the Citizens Advisory Committee played in this project cannot be understated. Their dedication, support, and motivation were invaluable to the process. •