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Home My WebLink AboutCOUNCIL - AGENDA ITEM - 04/08/2014 - MIDTOWN IN MOTION: COLLEGE AVENUE TRANSPORTATIONDATE: STAFF: April 8, 2014 Aaron Iverson, Senior Transportation Planner Paul Sizemore, FC Moves Program Manager WORK SESSION ITEM City Council SUBJECT FOR DISCUSSION Midtown in Motion: College Avenue Transportation Study. EXECUTIVE SUMMARY The purpose of this item is to update City Council on the status of Midtown in Motion: College Avenue Transportation Study. Phase I of the project has been completed, which reviewed existing conditions and established a vision through extensive public outreach. Phase II is underway to develop alternatives based on results from Phase I and feedback from City Council. Staff invites feedback and direction on proposed ideas for improving circulation for all modes in Midtown. GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED 1. What feedback or questions does Council have on the idea of extending frontage roads throughout Midtown, by expanding the existing frontage roads or by reusing existing lanes on College Avenue? 2. What feedback or questions does Council have on the idea of changing how the frontage roads are accessed? 3. What feedback or questions does Council have on the idea of protected bike lanes on College Avenue? 4. What feedback or questions does Council have on the idea of a multi-use path adjacent but separated from College Avenue? BACKGROUND / DISCUSSION The limits of the Midtown in Motion study are College Avenue from Prospect Road to Harmony Road. The study is addressing circulation for College Avenue, the adjacent frontage roads, and connections to the MAX Bus Rapid Transit (BRT) stations. Midtown in Motion is an implementation item stemming from the City of Fort Collins Transportation Master Plan (2011) and the Midtown Plan (2013). A project team that includes City staff, Colorado Department of Transportation (CDOT), Federal Highway Administration (FHWA), residents, and corridor landowners are studying the following: - Improving safety for all modes of travel - Improving frontage road intersections and functionality - Providing bicycle circulation options (on or near the corridor) - Improving pedestrian circulation along and across College Avenue - Ensuring mobility and accessibility for people of all ages and abilities - Creating a beautiful, identifiable, and unique design - Identifying funding and building partnerships - Integrating with CDOT’s planned repaving of College Avenue in 2015. April 8, 2014 Page 2 Project Purpose and Need Although College Avenue is one of the most important north-south roadways in Fort Collins the current configuration is reflective of an outdated design and operational philosophy. This section of College Avenue is no longer on the edge of town but is central to Fort Collins. College Avenue lacks the design character and appearance identified in the Midtown Plan including the following: - “Transform College Avenue into a multi-modal corridor that is inviting to pedestrians and bicyclists, while still functioning as a major vehicular arterial for Fort Collins and the region.” - “Improve access to MAX throughout Midtown.” - “Improve existing and implement new east-west connections” - “Streets will be inviting to pedestrians, and public art and civic facilities will be located throughout the area.” Improvements to College Avenue are necessary to help achieve the vision identified in the Midtown Plan. This vision includes improving College Avenue for pedestrians and bicyclists with safe connections to the MAX Bus Rapid Transit (BRT) service, and a high functioning automobile network. The outcome of the Midtown in Motion planning effort will be a sustainable preferred design alternative for College Avenue. Existing Conditions College Avenue is the busiest street in Fort Collins and has intersections with some of the highest crash rates citywide. Travel times through the corridor are generally good, and most of the trips using this section of College Avenue are local trips. Frontage roads exist along portions of the corridor and add complexity at intersections and driveways. Walking and bicycling within Midtown is neither safe nor convenient, due to lack of facilities. This includes crossing College Avenue and connections to MAX stations. A detailed summary of existing conditions can be found in Attachment 1. Additional maps and existing conditions material can be found on the project web page at <http://www.fcgov.com/advanceplanning/midtowninmotion.php>. Public Outreach The project team conducted extensive public and stakeholder outreach to develop the project’s vision and purpose and need. The process began in October 2013 with a kick-off meeting and corridor tour with the Technical Advisory Committee (TAC), which includes members from staff and stakeholders including CDOT. The TAC held a workshop in December to begin visioning for the project. A stakeholder and public workshop was held in January at the Midtown Arts Center. This seven hour event was coupled with a virtual open house, and received input from nearly 300 community members. This project was also part of the joint transportation open house at the Discovery Museum. Results from the on-line questionnaire are included in Attachment 2. To date, Staff has also presented to the following groups: - South Fort Collins Business Association - Transportation Board - Bicycle Advisory Board - Planning and Zoning Board - Senior Advisory Board - Air Quality Advisory Board Public outreach will continue through the alternative development process, with additional public open houses, targeted outreach to the South Fort Collin Business Association, and other neighborhood groups in Midtown. Triple Bottom Line Analysis A Triple Bottom Line Analysis was conducted very early in the development of the project. The results of this effort are included in Attachment 3. Another analysis will be conducted as part of the alternatives screening April 8, 2014 Page 3 process (as recommended in the initial analysis), to help inform selection of a preferred alternative. Highlights of the first analysis include: Social - Connections to MAX are important, so College Avenue does not become a barrier - Potential for providing better mobility for all ages and abilities - Need to better manage vehicle congestion Economic - Increased access and mobility can benefit current and future business - Improved infrastructure, accessibility, and urban design can help trigger redevelopment - Potential for improved business visibility - Cost of implementation is a potential limitation Environmental - Potential for increasing bicycling and walking, and potential for reducing auto congestion - Opportunity for improved landscaping with more sustainable streetscapes - Potential for mode shift reducing auto trips with air quality benefits Proposed Options for Improvements The project team developed some preliminary options for improvements based on extensive public feedback from questionnaires, open houses, technical committee meetings, stakeholder meetings and multiple board and commission meetings. Basic infrastructure improvements are needed and are assumed to be part of each of the options. These improvements include the following: - Targeted turn lane improvements at major intersections - Reconfigure travel lanes to have consistent lane configurations for better driver expectation and continuity - Consolidate access points if possible to reduce conflicts - Rebuilding medians throughout and update landscaping (similar to the Harmony and College, or Harmony and Lemay intersections) - Enhance the parkways with updated landscaping, add parkways where missing - Improved and updated signing, lighting, and way-finding - Upgrade and update deficient sidewalks throughout the corridor, including east/west connections to MAX stations - Redesign and update signalized intersections to include improved pedestrian crossings (likely similar to the Harmony and College intersection with free right turn lanes and pedestrian refuge to shorten the crossing distance) - Address frontage road configuration by closing at intersections and introduce slip ramps or close and abandon, and over time redevelop and reuse Four options were developed for further exploration: A. The concept of extending and widening frontage roads B. The concept of extending frontage roads by reusing existing travel lanes C. The idea of adding protected bike lanes on College Avenue D. The idea of adding a multi-use path separated but adjacent to College Avenue Cross-sections for each option are provided in Attachment 4. Option A: Multi-Way Boulevard: Expanded Access Roads (Attachment 4A) The College Avenue frontage roads are currently an underutilized asset that present challenging intersection movements for motorists, bicyclists, and pedestrians. One idea is to embrace the concept of frontage roads for April 8, 2014 Page 4 local access, and extend them throughout the corridor, creating a multi-way boulevard. Access to the frontage roads would also be changed so they would no longer be accessed at intersections but rather by slip ramps on and off of College Avenue (as shown below in Figure 1). Figure 1. Schematic of Slip Ramp Concept Source: Adapted from ITE Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, RP-036A, 2010 Option A addresses this by expanding the corridor footprint to fit frontage roads throughout the corridor. This option results in a system of local access roads the full length of Midtown, very similar to the existing frontage roads. They would also include improved bicycle and pedestrian facilities as well as slip ramps for access (instead of at intersections). Benefits - Economic development opportunities - Separates local traffic from through traffic - Moves all business access to frontage roads - Improved urban design opportunities? Challenges - Property impacts - Right of Way constraints - Business access from through lanes may be more difficult for traffic on inside lanes Option B: Multi-Way Boulevard: Repurpose Existing Lanes (Attachment 4B) Option B would repurpose the existing College Avenue lanes to make the current outside lanes into frontage roads (or local access roads) and keep the two inside lanes as through lanes. This option also results in a system of local access roads the full length of Midtown, but without major property impacts. This option would also include improved bicycle and pedestrian facilities as well as slip ramps for access (instead of at intersections). Benefits - Economic development opportunities - Separates local traffic from through traffic - Moves all business access to frontage roads - Fewer property impacts April 8, 2014 Page 5 Challenges - Business access from through lanes is more challenging - Reduction of number of through lanes - Potential traffic congestion impacts from reducing through lanes. Option C: Protected Bike Lanes (Attachment 4C) Creating facilities for safe and convenient bicycling is an important consideration for this corridor, as envisioned by the Midtown Plan, City Plan and the Transportation Plan. Option C achieves this by installing protected bicycle lanes on College (a bike lane with a curb or barrier between the bike lane and traffic lanes). Benefits - Barrier between cars and bikes - Improves business access for those arriving by bicycle - Safety improvements by reducing unexpected bike maneuvers - Visibility of bicyclist Challenges - Potential for out of the way travel - Intersection and driveway treatments - Left turn treatments - May serve commuter trips better than local trips Option D: Multi-Use Path (Attachment 4D) Develop multi-use paths adjacent but separated from College throughout the corridor (in some cases these could utilize part of existing frontage roads). Benefits - High degree of separation from cars - Accommodates two way travel - Preferred for use by families and less experienced bicyclist - Makes optimal use of frontage road network. Challenges - Unexpected movements at driveways and intersections - Potential for additional right-of-way to fully build out - Potential impacts to existing trees NEXT STEPS Based on City Council’s feedback, the team will refine the ideas carried forward into a set of alternatives. These alternatives will be screened against criteria established in Phase 1 of the project, including the vision, purpose, and need. A preferred alternative will be finalized and develop to a 10% design level, which will be the roadway layout shown on aerials, with major features and elements identified. Below is the remaining schedule for the project. April 8, 2014 Page 6 Phase 2: February 2014 to April 2014 - Prepare design alternatives - Evaluate alternatives based on the following: - Economic costs and benefits - Refined sustainability assessment (triple bottom line) - Multimodal level of service (MMLOS) Phase 3: May 2014 to Fall 2014 - Select alternative - Demonstration and public outreach - Prepare an implementation schedule - Present alternative(s) to City Council at second work session August 26 - Adoption by City Council Fall 2014 ATTACHMENTS 1. Existing Conditions Summary (PDF) 2. Online Survey Results (PDF) 3. Triple Bottom Line Analysis (PDF) 4. A B C D Cross-Sections (PDF) 5. PowerPoint Presentation (PDF) ATTACHMENT 1 Midtown in Motion: College Avenue Transportation Study Summary of Existing Travel Conditions by Mode Driving College Avenue is the busiest street in Fort Collins with high traffic volumes and intersections with high crash rates. Driving conditions including the following: • 40,000 to 49,000 vehicles per day • Stable traffic volumes over the past 20 years • 7 of the top 25 worst crash intersections (in terms of excess crash costs) • Speed limit is 40 miles per hour (MPH) • The average travel speed is between 25 and 30 MPH, taking about 7 minutes to go from one end of the corridor to the other (Harmony to Prospect) • Only 20% of the motor vehicle trips on College Avenue are through trips • 80% are trips making stops within Midtown, turning off at some point or end up coming back the same way Frontage Roads There are just over 1.5 miles of frontage roads adjacent to College Avenue within the study area. This includes 13 frontage road intersections with east/west cross streets or driveways. These frontage road intersections add complex turning movements close to College Avenue and can be difficult to navigate. Access and use of the frontage roads varies from residential with multiple driveways to commercial with limited driveway or business access. Walking Walking is unpleasant in Midtown along College Avenue. Sidewalks are missing, in poor condition and often immediately adjacent to traffic on College Avenue. In this 3 mile corridor, when both sides of the street are included, there are about 4.6 miles of sidewalks (after street crossings and driveways are subtracted). The conditions of those sidewalks are as follows: • 3% (0.21 miles) of sidewalks are missing • 81% (3.7 miles) are in poor or fair condition (in terms of surface quality and width) • 61% (2.8 miles) are less than 7 feet wide (City standards for Arterial sidewalks is 7 feet minimum) • 44% (2 miles) of sidewalks are attached (no buffer from traffic) • 45% (2.1 miles) of sidewalks are not compliant with American with Disabilities Act (ADA) standards, which means the width is too narrow or the pavement is in poor condition • 33% of curb ramps are missing • 74% of existing curb ramps are not ADA, which means the slopes are too steep, there is not enough maneuvering space or the pavement is in poor condition Crossing College Avenue on foot can be difficult and at the very least intimidating. Each signalized intersections has crosswalks and pedestrian signals, which are timed to allow enough time for a pedestrian to cross. Pedestrian crossings can impact traffic signal timing and progression of traffic, particularly at peak travel times. At major intersections, when turn lanes are present, this can mean walking across as many as nine lanes of traffic. One bicycle / pedestrian tunnel under College exists at the Spring Creek Trail just north of Spring Park Drive. ATTACHMENT 1 Summary of Existing Travel Conditions by Mode Bicycling Bicycles are currently prohibited from riding on College Avenue. During field reviews and audits the project team observed numerous bicyclists riding within the corridor. • Bicyclist are riding on sidewalks and where available on frontage roads • Existing sidewalks are deficient and not conducive to safe bicycling or walking • Bicyclists were still observed riding on College Avenue • Gaps in the east/west bicycle network (missing bike lanes) approaching and crossing College Avenue, at Prospect Road, Drake Road, Horsetooth Road, Foothills Parkway and Troutman Parkway • Commuter bicyclists have great options parallel to College Avenue including the Mason Trail and Remington Street • Bicyclists wishing to access uses (shop, live, work, play) within the Midtown have no safe or convenient options. Connections to MAX The east/west sidewalk conditions are important for making safe and convenient connections from College to the MAX stations. The project team analyzed the sidewalk conditions on the major east/west streets (those with a signal) between College and the MAX corridor. • A third of those east/west sidewalks are not ADA compliant, • Over 70% are rated in fair or poor condition, • 84% are attached (no buffer from traffic), and • 68% are less than 6 feet wide (55% are less than 5 feet wide) Survey: Midtown in Motion - Survey #1 Value Count Percent % Strongly Agree 72 43.6% Agree 59 35.8% Undecided 24 14.6% Disagree 10 6.1% Strongly Disagree 0 0.0% Statistics Total Responses 165 Summary Report - Feb 13, 2014 1. It needs sidewalk improvements. 1. It needs sidewalk improvements. Strongly Agree 43.6% Agree 35.8% Undecided 14.6% Disagree 6.1% ATTACHMENT 2 Value Count Percent % Strongly Agree 112 68.3% Agree 22 13.4% Undecided 9 5.5% Disagree 14 8.5% Strongly Disagree 7 4.3% Statistics Total Responses 164 2. It needs to safely integrate bikes into the corridor. 2. It needs to safely integrate bikes into the corridor. Strongly Agree 68.3% Agree 13.4% Undecided 5.5% Disagree 8.5% Strongly Disagree 4.3% Value Count Percent % Strongly Agree 38 22.9% Agree 48 28.9% Undecided 41 24.7% Disagree 29 17.5% Strongly Disagree 10 6.0% Statistics Total Responses 166 3. It needs to reduce travel time for cars. 3. It needs to reduce travel time for cars. Strongly Agree 22.9% Agree 28.9% Undecided 24.7% Disagree 17.5% Strongly Disagree 6% Value Count Percent % Strongly Agree 61 37.0% Agree 73 44.2% Undecided 20 12.1% Disagree 9 5.5% Strongly Disagree 2 1.2% Statistics Total Responses 165 4. It needs upgraded character and appearance improvements. 4. It needs upgraded character and appearance improvements. Strongly Agree 37% Agree 44.2% Undecided 12.1% Disagree 5.5% Strongly Disagree 1.2% Value Count Percent % Strongly Agree 1 0.6% Agree 3 1.8% Undecided 12 7.3% Disagree 83 50.3% Strongly Disagree 66 40.0% Statistics Total Responses 165 5. Its fine the way it is. Don't change anything. 5. Its fine the way it is. Don't change anything. Strongly Agree 0.6% Agree 1.8% Undecided 7.3% Disagree 50.3% Strongly Disagree 40% 6. Please share any other comments Count Response 1 Bicycling should be allowed and encouraged on College. 1 Check out the new book "Bikenomics" by Elly Blue for some awesome ideas! 1 College is terrifying to walk or ride along the sidewalks. It is very unwelcoming. 1 Currently a no-pedestrian, no-bike zone. 1 Focus on safe biking. In an ideal world I would make it a pedestrian only zone. 1 More trees, boulevards and safe biking routes would be preferable. 1 Needs a pedestrian walk and bike overpass over prospect by the new housing development 1 North College needs the most work. 1 Only city or developer funds should be used to pay for projects. TIF funds should not be used!!! 1 Promote less congestion by encouraging bikes. 1 The corner of College and Drake needs improvement for the rapid transit. 1 The sidewalks need to be widened enough to include protected bike lanes from the car traffic. 1 There are some sidewalks missing, specially near the Foothills Mall and in front of Whole Foods. 1 Why are bikes prohibited from Laurel to Harmony? 1 cohesive "feel" and character for the region is important to attract businesses and consumers by creating focal points, pedestrian friendly corridors, without eliminating the Old Town concept. Should integrate as an addition or a way to augment the existing culture of Fort Collins. 1 I cycle daily all over the city. When you are planning street or transit updates, there needs to be much better project planning performed. (I'm a PM). The length of time of the Spring Creek Trail disruption and detour to Drake was inexcusable. I spoke with the work crew in July and again in Aug., and was assured that by the end of Aug/Labor Day it would be completed. Yes, we had the floods in Sept. but we then spent Sept., Oct., Nov, Dec. and finally the beginning of 2014 before we could access it again. That's extremely poor planning and contingency planning. From living in Portland and outside of Davis, especially for a city priding itself on cycling, that's inexcusable. 1 I think the arterials on the east/west side of college should be studied as one way streets to make it easier for cars/bikes looking to use these. It is important to remember that the vehicle is an very important part of this portion of town and not to try to make it less car friendly while making improvements. 1 A rather ugly street. It would be great if the businesses would show some pride and upgrade their look. I am NOT in favor of using TIF tax money to fix it. Needs to be City money & private sector. We can't keep taking from other taxing entities. 1 It needs better pedestrian crossings. I don't know if it's possible, but lowering parts of college and providing raised crossing may help. 1 function is far more important than a good appearance, this should be the first priority, then appearnace 1 Bicycles have plenty of north-south alternatives to College...Remington, Mason trail, Stover. I would like to see wider sidewalks for pedestrians, better pedestrian refuges, better ramps and beautification. 1 I'm a bicyclist and I support NOT having bicycle facilities on College. There are easy alternatives (Mason Trail for example). Improving travel time for cars would definitely be a worthwhile effort. 1 My only objections to the current plans are building heights and closeness to street. A "canyon effect" down College Ave is undesirable. The Summitt seems to be universally reviled for its appearance and looming presence. Hopefully the powers that be in the city have learned from that fiasco. The university after all has it's"front lawn" which is aesthetically pleasing, although the administration is determined to ruin the appearance of midtown with its stadium. 1 There are areas of College that are fine, however some places come to mind with respect to sidewalks, like the very narrow ones from Rutgers north past Dairy Queen. I would prefer cyclists travelling north-south remain on either the Mason Trail or Remington St. Timing of traffic lights needs significant improvement (for example, I often sit at a red light, and when it turns green, the next light turns red. Not very fast or environmentally friendly 1 As we drove north on College yesterday my teenage daughters commented on how ugly College is. They asked me why all the buildings look like they don't belong together. There's definitely a mish-mash feeling and renewed infrastructure would be a good beginning toward improving the over all look of the area. 1 No more sky scrappers like the summit and mall residences. What is a "world class street" and why do we need one? We don't need tourists crusing College Ave creating congestion and polution. 1 It needs lower speed limits and more strongly enforced speed violations. Very aggressive drivers weave in and out 1 It needs lower speed limits and more strongly enforced speed violations. Very aggressive drivers weave in and out trying to "one up" other drivers. 1 College Avenue north of Laport St. used to be virtually inaccessible to me. The recent improvements are huge and the north King Soopers is now my favorite grocery store. I moved to Ft. Collins for college in '98 and have never owned a car. My bike is my primary means of transport. Part of the reason I settled here after college (vs. my hometown Denver) is how bike-friendly the town was. Since then, it's gotten even better, but there is room for improvement. For example, getting from Old Town to Harmony & College (I frequent the Goodwill down there) involves a hodgepodge of different roads along the way. The Mason corridor, when finished, should alleviate the problem, but it's still not perfect. If south College had been designed like north College is being designed now (with a wide, continuous sidewalk that's safely separated from the street) it would be a nice trip down south. It would make it a lot easier to stop by different shops along the way, which is currently a pain when you're on the bike path 1/4 mile west of College. I like to browse the stores along College, but when I'm on that bike path a lot of them feel more out of the way. Going from store to store is like extreme off-roading since the sidewalks on south College are so bad. Where they do exist, many sidewalks are uneven, skinny, have extremely tight turns, have hanging tree-branches in your way, and need "curb cuts" from the street. I've also risked my life too many times getting onto College ave. to cross that bridge just north of the former 3 Margaritas. The whole mall area is awkward on College, to say the least. I would gladly waste many a summer Saturday cruising my bike up and down south College, getting lunch at Whole Foods, heading down to Big Lots and stopping by Full Cycle and KMart along the way, but crummy infrastructure makes that ride much less appealing. 1 We cannot continue to expand and engineer roads to keep up with growth predictions. Instead we must increase the use of public transportation -- beyond the capacity of MAX. Suggest we start by increasing bus runs along harmony, hoorsetooth and lemay so that buses arrive every 10 min. To accomplish dedicate one of the existing two lanes to buses. This means buses don't get impeded by traffic and use of public transportation will be seen as the faster more expedient choice and ridership will increase. This results in less cars on the main roads that feed into College, which means less congestion on college. 1 Integrating bike lanes would be great! Hate to drive my car to Old Town. MAX will help but love to cycle instead on College. Thank you! 1 College Ave. certainly needs to be repaved, especially in locations south of CSU. A bikeway concurrent with the Mason St. corridor might make more sense, as bicyclists only have to worry about bus lines and the trains instead of heavy traffic. However, travelers will still use College Ave. for bicycling if the means are there. 1 I strongly agree with integrating bike traffic into the College Ave. corridor, but I'm certainly not advocating adding on- street bike lanes. I'm an experienced bike commuter, but I wouldn't consider riding with that kind of traffic. It's a real shame that the railroad tracks restrict access to College from the Mason Trail, but the underpass at Troutman and the coming overpass near Whole Foods are real improvements. It's too bad we don't have a continuous road with good bike lines like McClelland drive over on the east side of College. The frontage road is great, in the places where it exists. Where the frontage road doesn't exist, mid-block north and south travel is more difficult, particularly on the East side of College. 1 As a midtown business owner, I am VERY concerned about the HUGE amounts of traffic the redeveloped mall and Square will bring to the already highly-congested College Ave. This concern is causing me to consider moving my business to the outskirts or out of the city altogether. 1 Fort Collins is a better than average city. In my opinion, becoming world class requires more equitable use of available transportation monies, much improved walkability, and beautiful, human scale venues. Currently, the vast majority of our streetscapes, including midtown College Ave, display a love of cars, not people. 1 Bicycles on the west side of College at least have the Mason Street Corridor. However, bicyclists on the east side of College have to wind through many residential streets in order to go from north to south or vice-versa. Perhaps sidewalk improvements would at least provide safe bicycle driving on the east side of College Avenue. 1 Make it a toll way for cars and free for bikes. Driving a car around town when you could just as easily ride a bike (all year round even!) is silly and should be discouraged. 1 There needs to be a person/dept in the city that takes ownership of this project. The Summit complex is HORRIBLE looking and WHO approved that design. Is this the design that you want to start the renovation of Midtown? 1 My comment on bikes relates to the fact that College Avenue itself should not promote bike travel on that roadway. Bikes could be on adjacent roads or the MAX corridor. 1 traffic is always terrible. Especially south of prospect all the way to harmony. i avoid it at all costs which means those businesses are losing out. I know i'm not the only one who does this either. 1 Impacts to traffic in and through neighborhoods should be considered when planning changes to the corridor. 1 College Ave lacks a consistent sense of style or planning The ugliness of the businesses really startled me me when I first moved here because of the contrast to the majority of the City. The new student housing near DQ has exacerbated this - the style is quite a discordant note and not particularly attractive. It would be great if the City could get businesses to commit to moving towards a consistent vision. Obviously, this would take time. The City could facilitate and coordinate, set standards, and perhaps put some City funds towards it. I do not support taking money from the county, schools and special districts (TIF) and putting it towards this project, as was done for the mall. The community needs the services provided by those entities more than a pretty street. 1 bikes have enough places, the sidewalks aren't good enough for pedestrians esp since this is a bus route. also need better sidewalks on prospect and drake near college!! 1 A strong pedestrian and bicycle plan will make the corridor much more economically viable and attractive. Fort Collins has a chance to do something that many cities won't do. 1 College avenue is also highway 287. As a highway people expect to be able to travel quickly. Bicycles and fast travel do not mix well. Bicycles should be routed on the Mason street corridor and trail instead of College and Remington street should be improved for bicycles as an alternative to College/287. 1 The mason road bike trail needs to go all the way downtown to avoid the cut over to Remington at prospect. 1 Bikes on college is too dangerous. It is already hard to keep your eyes on the road, people pulling out from parking spots and jay walkers. 1 College Ave should have a consistent look & feel in terms of street scape, street lights, sidewalks etc. from Harmony Road to Olive Street 1 College Ave. should be unlike anything else in Colorado. I would like to see wide sidewalks, protected bike lanes on east/west streets, generous medians to help calm traffic and give the corridor a unified look. Make it a street people see as a destination like College is through Old Town. 1 Bicycles are a Very Small portion of the population. Most of us are making more than one stop along College Ave and a automobile is necessary for business and family pickups and drop off. The city of Fort Collins needs to drop all their political ties and start working for the citizens. Forget the International Community stuff and start working for us. Bicycles are not that important! 1 Why all the mid town all of a sudden Mulberry south to Prospect was called mid town just a few years ago. Still neglected and in need of same improvements Why not add this area to scope 1 The Most important thing to be done, is to implement Scramble zones, where all traffic comes to a stop, and allows for safe passage for pedestrians, joggers, skateboarders, cyclists and such to cross this street. 20 seconds of safe, is worth Soo much more than allowing traffic to flow, and continue to hit cyclists, and pedestrians. Please, for the love of life, stop all traffic, and allow the kids to walk safely without the Right on Red dangers. Use the pedestrian wants to cross button, and allow the people to be safe, Please. Josh Kerson, Former BAC Chair. Questions? 970-305-0784. thank you. 1 With the introduction of the BRT on Mason, the emphasis on bicyling and pedestrians; I feel that it should be OK to accept a lower level of service on College Avenue and even embrace more congestion. Allow the alternatives in place and coming on line to work while improving the aesthetics and gateway opportunities to the city that College Avenue offers; treat it as a parkway and improve on that idea from the small segments that realize it. Improve the east-west access to the avenue with better connectivity. 1 I would like to see some Midtown "branding" at the entrances(at Prospect and at Harmony) and art in public places along the Midtown Corridor. 1 the stop lights seem to be unsynchronized, which makes traveling on college avenue very time consuming. 1 I actually think the best place for bikes in this corridor is off of College Avenue itself and on the parallel Remington Street and/or Mason corridors. Wayfinding to these parallel routes is critical. I think other major considerations for Midtown road improvements need to be storm drainage (at College/Prospect especially) and improving visibility and flow of the College/Columbia Road intersection. The east/west Columbia intersection is really tricky due to the frontage road, grade change, and confusing laneage. 1 Obviously, anyone East of College Ave will need to cross it to use the MAX. A lot needs to be done to make crossing College (especially on streets with MAX stations) feel safe. 1 The street itself needs to be redone. As cyclists we cross often on Swallow, Troutman, and Horsetooth and it is dangerous. Also as motorist the street is in bad shape. 1 Too many run down car dealerships, stores, banks, and dying restaurants. The lights are all poorly timed, all the right turns lack a dedicated turn lane, and with no other north/south option nearby it is overcrowded. Also, the red lights cameras are dangerous 1 it's not the only area that needs upgrades. isn't max already improving that same route? what about east/west routes such as harmony? why aren't we connecting the rest of the city to max like we were promised? 1 This survey was a bit too vague regarding the general area of College Ave that it was referring to. It is a pretty long street. 1 Improve interface between buildings and sidewalks so that it's easy and safe to access buildings while minimizing the need to walk through parking lots. 1 Slow traffic, integrate active transportation, make it easier to cross on bike or foot (more distinct crosswalks). 1 Better timing of the lights. Less congested access points for businesses. Limit numbers or facilitate entry/exit of cars. 1 Add a physically separated bike lane from cars (e.g. A physical barrier between bike and car lanes). 1 Why not take care of the streets that are never resurfaced? If we have that much money, maybe citizens and businesses are over taxed! 1 A bike lane should be added such that bicycles can easily visit businesses that are located on College Avenue (especially on the east side). By eliminating one lane of traffic you would encourage bicycling and the use of Max. 1 Great idea! Let's put the kind of emphasis on College Avenue that fits the image we all want to have of Fort Collins. 1 There are no safe biking routes for College Ave (midtown). And it is VERY dangerous when riders bike on the sidewalks. We would benefit from a bike lane or better access from the Poudre trail to the shops on College. Thanks for listening! :) 1 I really dislike the frontage road that is so close to College. For an example of what I don't like, if I'm on the frontage road southbound at Harvard, and want to get on southbound College, I have to look for traffic from about 6 directions. By the time I've checked them all, a car may have shown up in the first place I checked, so I need to check again. Repeat indefinitely. 1 The city really needs to invest in non-grade crossings of major arterial streets for pedestrians and bicyclists. 1 It's hard to answer these questions because I don't know what part of College Ave. you are addressing. 1 As the "main" north-south street in Fort Collins, College Ave jams up a lot. I don't know if more lanes would be helpful, but perhaps modest improvements to features like dedicated turn lanes could improve traffic flow. The pavement is pretty choppy, and unpleasant for smaller vehicles including bikes. Accommodations for cyclists on College may not be necessary if the service roads can serve bicycles. As a bicyclist, I am nervous about riding on College even on the best sections, simply due to the volume and speed of cars, so bicycle traffic may not need to be on College itself. I often bicycle on Mason, for example, rather than College. 1 I wouldn't complain if the decision were to keep bikes banned from College (as long as it's the only restricted road), but it really needs better accommodations for crossing--underpasses, overpasses, pedestrian-activated lights at more frequent intervals, or whatever method is determined to make it safer for non-car traffic. It's frankly terrifying at many points as it is now. 1 Sidewalks too narrow, too close, routinely covered with ice and slush plowed off the street. Especially bad on west side from Dairy Queen to Whole Foods. 1 I am a strong biking advocate but do not believe that bikes belong in College Ave traffic. This particular road is better suited to cars with the focus put on good alternative North/South biking options near by. 1 Business access for bicyclist and pedestrians from MAX should be the priority. Currently you can get close to businesses using many bicycle ways but it is hard to easily get to the businesses. It is also difficult for pedestrians and bicycles to cross College at the many busy intersections. Bridges/Underpasses would help but also having islands large enough for pedestrians and bicycles to stop upon midway through crossing the street at signals. 1 The downtown corridor needs to be completely redesigned to improve the safe flow of cars, bikes and pedestrians. College Ave in the Downtown area--at least between Laurel and Cherry--should include a bicycle lane on each side of the street just inside from the existing sidewalk. The diagonal, storefront parking should be removed from these locations. Ideally the car lanes should be reduced from four lanes, to two, to slow traffic. Another option, in order to fit in bike lanes, would be to change the curbside parking from diagonal to parallel, as it is much of the way on the West side of the street between Olive and Laurel. There is a real problem with cyclist on the sidewalk along College. Bike lanes separated from the sidewalk and protected from traffic would hopefully reduce this problem. It would also increase the availability to access these areas by bicycle with increased, integrated bicycle parking (just look at the bold move of Equinox Brewery. They have vastly increased customer parking, by giving up car parking for bicycle parking). 1 Speaking from a pedestrian-bike user, it would be very helpful if there were decent connections between the different areas/shopping/parking lots. There are barriers in several places that force us to use the sidewalks directly adjacent to College Ave. The sidewalk is very unpleasant during good weather and become totally miserable when they are blocked by snow or sprayed by cars. 1 Changes to North College are a good start. Safe bike routes would be a priority, especially considering mobile home park traffic. 1 Pedestrian and bicycle traffic seems to be an after thought on College Ave. It needs drastic improvements in these areas. TRIPLE BOTTOM LINE ANALYSIS Derived from a TBLAM Brainstorm on FC MOVES COLLEGE AVE CORRIDOR PLAN In Collaboration with the FC Moves Purpose: To extract key triple bottom line information from a TBLAM, and use that information to offer recommendations on key indicators and suggested action items for the College Ave. Corridor Plan at FC Moves. I. General Observations from TBL Analysis Map (TBLAM): A. The TBLAM was well balanced with ample strengths and limitations identified. B. Many considerations crossed into many columns, and rows. 1. Crossing columns indicates excellent depth of discussion and debate. 2. Crossing of rows indicates potential for conflicting values. C. More data and expertise is needed from Environmental Services personnel. 1. Not intended, but very clear during the TBLAM Process D. Limitations show a primary cross-cutting concern involving the CDOT process for US 287. E. Threats should be further explored and contain more information on community and traffic growth. F. Mason Corridor MAX has a strong presence on the TBLAM. G. Foothills Mall redevelopment has a strong presence on the TBLAM. II. Conclusions Offered: A. Need to refine TBLAM again in phases; re-TBLAM. 1. Project is large-scale and would benefit from a re-TBLAM ahead of critical phases. B. Need to engage other stakeholders in the re-TBLAM process. 1. Add CDOT, Environmental Services, Commission on Disabilities, Chamber of Commerce, South FC Business Association 2. Look for others, including student population. 3. Provide a ½-page briefing as a read-before packet on goals, objectives, and needs. C. Clarity should be offered in the AIS as to where TBL discussions occurred. 1. “At these stages we brainstormed at the TBL level” 2. Show some project flow and iteration, and re-iteration for re-TBLAM. 3. Make TBL part of your regular communication plan. 4. Connection to the Mason Corridor MAX needs to be clarified to the public in a separate analysis. 5. Integration into the Mall should be clarified in a separate analysis. III. Potential Key Indicators Suggested: A. Limitations discussion suggests new stakeholders must be involved in TBLAM process right away. 1. If not now, let’s get them to the table soon as stakeholders. 2. Need to be sensitive to conflicting values of potential stakeholders and facilitate accordingly. B. Re-TBLAM on a phased-schedule basis. 1. Include this process in a communication plan & public engagement plan. 2. Must determine how to sell the vision, not the details. a. Focus on community strengths that are non-quantifiable. b. Get a good sales pitch, and coordinate with CPIO to message to the public. C. Provide Transportation Study information and calculations to address current and future traffic trends. 1. Multi-modal corridor needs to identify key challenges. 2. Connection to the Mason Corridor should be front and center. D. Post-TBLAM review environmental suggestions warrant detailed meetings and coordination directly with Environmental Services staff. E. Question for FC Moves – please return any feedback to the TBL Team. 1. Was this useful? Did this help? 2. What came from the discussion? How will you use this? 3. How could the TBL brainstorm be improved? 4. Would you like the TBL Team involved in any future TBLAMs for this project? ATTACHMENT 3 Form Completed July 29, 2013 This form is based on research by the City of Olympia and Evergreen State College Triple Bottom Line Analysis Map (TBLAM) Project or Decision: College Ave Corridor for FC Moves – long range transportation plan for College Ave.,for redevelopment and transportation infrastructure updates; bike access, medians, traffic function, etc. Evaluated by: Staff from FC Moves and TBL Team Social Environmental Economic Community STRENGTHS: x The corridor plan will affect everyone passing through mid- Town FC. x Crosses Spring Creek and connects people with the env. Corridor. x Some aging infrastructure problems can be resolved with upgrades. x Will better align the viewsheds in mid-town with Old-town. x Connects to the Mason Corridor MAX. x Business visibility can be enhanced by reformatting frontage roads and offset intersections. x Transitions from a short term plan to a longer term plan x Increased job creation potential. x Fits in well with existing projects (i.e. Mall redevelopment, Mason Corridor MAX). x Aesthetically pleasing. x Provides LID demonstration and R&D areas. STRENGTHS: x Trading off vehicular mobility for parking space and retail space, and for alternative transportation vehicles. x Some aging infrastructure problems can be resolved with upgrades. x Connecting College with Mason Corridor will reduce total vehicle miles. x Reduced congestion should reduce air quality impacts and carbon output per vehicle. x Aesthetically pleasing (urban canopy opps in the median and adjacent areas). x Provides LID demonstration and R&D areas. x Enhanced bike/ped access will reduce carbon emissions. x Enhanced construction methods can reduce emissions created by heavy equipment STRENGTHS: x Increased access & mobility can benefit current businesses. x Increased access & mobility can trigger beneficial redevelopment opportunities. x Constrained corridor will be rebalanced with alternative transportation. x Connects to the Mason Corridor MAX funding and function. x Will kick off other econ. catalysts (sustainable use of land). x Business visibility can be enhanced by reformatting frontage roads and offset intersections. x SFCBA – will be able to engage in marketing and branding x Increased job creation potential. x Fits in well with existing projects (i.e. Mall redevelopment, Mason Corridor MAX). x Opp. to increase public safety with better transportation flow. LIMITATIONS: x Affects too big or small an area of town. Form Completed July 29, 2013 This form is based on research by the City of Olympia and Evergreen State College OPPORTUNITIES: x Crosses Spring Creek and connects people with the env. Corridor. x Will kick off other econ. Catalysts (sust. Use of land). x Planning process can create a modal shift (internal capture) – redev into mixed use encourages some to walk or ride to work, saving trips and reducing vehicle traffic. x Provide better mobility to people with disabilities and low to moderate income. x SFCBA – will be able to engage in marketing and branding. x Opp. to increase public safety with better transportation flow. OPPORTUNITIES: x Crosses Spring Creek, and provides an opp. to reconnect with the SpCk corridor (and others). x Will kick off other econ. Catalysts (sust. Use of land). OPPORTUNITIES: x Constrained corridor will be rebalanced with alternative transportation. x Planning process can create a modal shift (internal capture) – redev into mixed use encourages some to walk or ride to work, saving trips and reducing vehicle traffic. x Provide better mobility to people with disabilities and low to moderate income. x Provides a chance to be creative with other public financing opportunities. THREATS: x THREATS: x Sensitive environmental resources could be harmed if not appropriately accommodated . THREATS: x Sends more traffic to Old Town, where congestion is already a problem. x SFCBA – will be able to engage in marketing and branding. NOTES: dd,DEdϯ Option A: Multi-Way Boulevard: Expanded Access Roads Overall Option Analysis Chart Local Access Median Road (11’ travel - 8’ parking) 11’ 11’ Parkway Travel Lanes 11’ 11’ 11’ Travel Lanes Pedestrian 14’ 11’ Zone NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. Pedestrian Zone Future Commercial Future Commercial 10’ Parkway 19’ 10’ Local Access Road (11’ travel - 8’ parking) 12’ 19’ Multi-Use Path 12’ Multi-Use Path 162’ Local Access Roads Total Travel Lanes Center Medians Posted Speed Aux. Lanes Bikes Flow Line Mid-block crossing Enhanced Ped Zones On-street parking Adjacent land use "front door" Yes - closed at intersection 6 thru Remain with consolidated Option B: Multi-Way Boulevard: Repurpose Existing Lanes Overall Option Analysis Chart Median 11’ 11’ Planting Travel Lanes Strip 11’ Travel Lanes Pedestrian 14’ 11’ Zone NOTE: Pedestrian Amenity Zone could be installed as properties redevelopand new buildings front College Ave. NOTE: Pedestrian Amenity Zone could be installed as properties redevelopand new buildings front College Ave. Pedestrian Zone Future Commercial Future Commercial 10’ Planting Strip 10’ Drive Lane 11’ Drive Lane 12’ 11’ Multi-Use Path 12’ Multi-Use Path 8’ Parking 8’ Parking 140’ Local Access Roads Total Travel Lanes Center Medians Posted Speed Aux. Lanes Bikes Flow Line Mid-block crossing Enhanced Ped Zones On-street parking Adjacent land use "front door" Yes - closed at Option C: Protected Bike Lanes Overall Option Analysis Chart Median 11’ 11’ Travel Lanes 11’ 11’ 11’ Travel Lanes Pedestrian 20’ 11’ Zone NOTE: Pedestrian Amenity Zone couldl be installed as properties redevelop and new buildings front College Ave. NOTE: Pedestrian Amenity Zone couldl be installed as properties redevelop and new buildings front College Ave. Pedestrian Zone Future Commercial Future Commercial 7’ 3’ 3’ Sidewalk 7’ Sidewalk 10’ Parkway 10’ Parkway 140’ Local Access Roads Total Travel Lanes Center Medians Posted Speed Aux. Lanes Bikes Flow Line Mid-block crossing Enhanced Ped Zones On-street parking Adjacent land use "front door" Yes - closed at intersection 6 thru Remain with consolidated access 35 MPH Remain Multi-Use Path (MUP) Minimal changes None Yes, local Option D: Multi-Use Path Overall Option Analysis Chart Median 11’ 11’ Travel Lanes 11’ 11’ 11’ Travel Lanes Pedestrian 20’ 11’ Zone NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. NOTE: Pedestrian Amenity Zone could be installed as properties redevelop and new buildings front College Ave. Pedestrian Zone Future Commercial Future Commercial 12’ Multi-Use Path 12’ Multi-Use Path 10’ Parkway 10’ Parkway 130’ Local Access Roads Total Travel Lanes Center Medians Posted Speed Aux. Lanes Bikes Flow Line Mid-block crossing Enhanced Ped Zones On-street parking Adjacent land use "front door" Option A: Multi-Way Boulevard: Expanded Yes - closed at intersection 6 thru Remain with consolidated access 35 MPH Remain Multi-Use Path City Council Work Session April 8, 2014 ATTACHMENT 5 2 QUESTIONS FOR CITY COUNCIL 1. What feedback or questions does Council have on the idea of extending frontage roads throughout Midtown, by expanding the existing frontage roads or by reusing existing lanes on College Avenue? 2. What feedback or questions does Council have on the idea of changing how the frontage roads are accessed? 3. What feedback or questions does Council have on the idea of protected bike lanes on College Avenue? 4. What feedback or questions does Council have on the idea of a multi-use path adjacent but separated from College Avenue? 3 Safer for all modes of travel Strengthened bicycle and pedestrian connections to MAX Universal designs for all ages and all abilities Create a well functioning high quality and attractive street Project Goals 4 Existing character is not consistent with the Midtown Plan vision which includes: - High quality streetscape and area identity - Bike friendly - Walkable - Improved way-finding Character 5 College Avenue is used primarily for local trips with - only 20% pass through trips - nearly 50,000 vehicles everyday - several high accident intersections - congestion during peak travel times Driving 6 Walking College Avenue is an unpleasant experience due to: - Missing, narrow and disconnected sidewalks - forced to walk close to traffic - lack of walking connections to businesses and neighborhoods Walking 7 Despite the bicycling prohibition on College Avenue, bicyclists are everywhere: - On sidewalks - Using frontage roads - For everyday trips Bicycling 8 Oct 2013 • Technical Committee Kickoff • Corridor Tour Dec 2013 • Technical Committee Workshop #1 Jan 2014 • Stakeholder & Public Workshop March 2014 • Technical Committee Workshop #2 Jan – March 2014 • Numerous Board & Commissions Participant Summary to Date 9 Majority of respondents strongly agree or agree it should change to: • be safer (94%) • improve sidewalks (90%) • improve appearance (77%) • improve bicycling conditions (76%) • to address the Midtown vision (74%) Why Change College Avenue? 10 Majority of respondents strongly agree or agree to avoid failure this plan needs to: • result in a safer road (88%) • be multimodal (75%) • address congestion (72%) • take action (60%) How do we avoid failure? 11 Majority of respondents strongly agree or agree on these features: • fix missing sidewalks (100%) • balance needs of all users (88%) • integrate bicycles (78%) • improve frontage roads (57%) How do we complete the street? 12 Multimodal updates are necessary to support the land use and transportation changes occurring in the corridor. Purpose and Need Statements 13 The corridor needs safe connections to the citywide pedestrian, bicycle, MAX, and automobile network. Purpose and Need Statements 14 College Avenue is the most important north/south roadway in Fort Collins but is not attractive and lacks the quality the corridor deserves and the community desires. Purpose and Need Statements 15 Functional Improvements Frontage Roads Streetscape Improvements Bicycling Improvements Walking and Connections to MAX Proposed Ideas Intersections, lane configurations, access points Closed at intersections, expand or close for redevelopment Medians, parkways, signing, lighting and way-finding Protected bike lanes or multi-use paths Update and fix sidewalks, improve pedestrian crossings across College Ave. 16 OPTION A: Multi-Way Blvd: Expanded 17 OPTION B: Multi-Way Blvd: Reuse Lanes 18 Examples of Multi-Way Boulevards 19 Examples of Multi-Way Boulevards 20 Examples of Multi-Way Boulevards 21 Examples of Multi-Way Boulevards 22 Examples of Multi-Way Boulevards 23 OPTION C: Protected Bike Lanes 24 Examples of Protected Bike Lanes 25 Examples of Protected Bike Lanes 26 Examples of Protected Bike Lanes 27 OPTION D: Multi-Use Paths 28 Examples of Multi-Use Path 29 Examples of Multi-Use Path 30 QUESTIONS FOR CITY COUNCIL 1. What feedback or questions does Council have on the idea of extending frontage roads throughout Midtown, by expanding the existing frontage roads or by reusing existing lanes on College Avenue? 2. What feedback or questions does Council have on the idea of changing how the frontage roads are accessed? 3. What feedback or questions does Council have on the idea of protected bike lanes on College Avenue? 4. What feedback or questions does Council have on the idea of a multi-use path adjacent but separated from College Avenue? 31 Phase 2: February 2014 to April 2014 – Prepare design alternatives – Evaluate alternatives • Economic benefit • Sustainability (triple bottom line) • Multimodal level of service (MMLOS) Phase 3: May 2014 to Fall 2014 – Select alternative – Demonstrate part of the alternative – Prepare an implementation schedule – Work Session #2 in August – Council Adoption Fall 2014 Next Steps (MUP) Minimal changes None Yes, local access roads On local roads On local roads Option B: Multi-Way Boulevard: Repurpose Yes - closed at intersection 4 thru 2 local Narrowed with consolidated access 40 MPH & 15 MPH Removed Local Access Roads (LAR) Changes Yes Yes, local access roads On local roads On local roads Option C: Protected Bike Lanes None 6 thru Narrowed with consolidated access 35 MPH Removed Protected Bike Lane Changes None Yes, setback from roadway None Not on College Option D: Multi-Use Path Transition out over time 6 thru Remain with consolidated access 35 MPH Removed MUP & Shared Route (Frontage Rd) Minimal changes None Yes, setback from roadway Where local roads remain Onto MUP ATTACHMENT 4 (D) access roads On local roads On local roads Yes - closed at intersection 4 thru 2 local Narrowed with consolidated access 40 MPH & 15 MPH Removed Local Access Roads (LAR) Changes Yes Yes, local access roads On local roads On local roads None 6 thru Narrowed with consolidated access 35 MPH Removed Protected Bike Lane Changes None Yes, setback from roadway None Not on College Transition out over time 6 thru Remain with consolidated access 35 MPH Removed MUP & Shared Route (Frontage Rd) Minimal changes None Yes, setback from roadway Where local roads remain Onto MUP 7’ Protected Bike Lane 7’ Protected Bike Lane Option A: Multi-Way Boulevard: Expanded Option B: Multi-Way Boulevard: Repurpose Option C: Protected Bike Lanes Option D: Multi-Use Path ATTACHMENT 4 (C) intersection 6 thru Remain with consolidated access 35 MPH Remain Multi-Use Path (MUP) Minimal changes None Yes, local access roads On local roads On local roads Yes - closed at intersection 4 thru 2 local Narrowed with consolidated access 40 MPH & 15 MPH Removed Local Access Roads (LAR) Changes Yes Yes, local access roads On local roads On local roads None 6 thru Narrowed with consolidated access 35 MPH Removed Protected Bike Lane Changes None Yes, setback from roadway None Not on College Transition out over time 6 thru Remain with consolidated access 35 MPH Removed MUP & Shared Route (Frontage Rd) Minimal changes None Yes, setback from roadway Where local roads remain Onto MUP Option A: Multi-Way Boulevard: Expanded Option B: Multi-Way Boulevard: Repurpose Option C: Protected Bike Lanes Option D: Multi-Use Path ATTACHMENT 4 (B) access 35 MPH Remain Multi-Use Path (MUP) Minimal changes None Yes, local access roads On local roads On local roads Yes - closed at intersection 4 thru 2 local Narrowed with consolidated access 40 MPH & 15 MPH Removed Local Access Roads (LAR) Changes Yes Yes, local access roads On local roads On local roads None 6 thru Narrowed with consolidated access 35 MPH Removed Protected Bike Lane Changes None Yes, setback from roadway None Not on College Transition out over time 6 thru Remain with consolidated access 35 MPH Removed MUP & Shared Route (Frontage Rd) Minimal changes None Yes, setback from roadway Where local roads remain Onto MUP Option A: Multi-Way Boulevard: Expanded Option B: Multi-Way Boulevard: Repurpose Option C: Protected Bike Lanes Option D: Multi-Use Path ATTACHMENT 4 (A) x Constrained corridor will be rebalanced with alternative transportation. x Does not resolve primary problem of vehicle congestion on College Ave. x Trading off vehicular mobility for parking space and retail space, and for alternative transportation vehicles x Construction will mess up traffic flow. x State highway status and corridor width are fixed limitations we must design around. x Sends more traffic to Old Town, where congestion is already a problem. x SFCBA – will be able to engage in marketing and branding x Is this the best use of public revenue? Are we subsidizing private dev.? x Where is everyone going to park?. LIMITATIONS x Connection with Spring Creek could become a permitting and process headache. x State highway status and corridor width are fixed limitations we must design around. x Sends more traffic to Old Town, where congestion is already a problem. x Reduced congestion creates better vehicle flow increasing traffic and total impact on air quality impacts and carbon output . x Where is everyone going to park? More parking lots is not an environmental asset. x Construction will create temporary carbon emission increases. LIMITATIONS: x If impacts a large an area of town, the construction may get expensive. x If impacts a large an area of town, the contractor may not be able to contain it. x Constrained corridor will be rebalanced with alternative transportation. x State highway status and corridor width are fixed limitations we must design around. x Is this the best use of public revenue? Are we subsidizing private dev.? x Budget limitations exist – fixed budget on plan and implementation. x Provides LID demonstration and R&D areas. x Where is everyone going to park? dd,DEdϯ