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COUNCIL - AGENDA ITEM - 10/07/2014 - RESOLUTION 2014-094 APPROVING THE MIDTOWN IN MOTIO
Agenda Item 12 Item # 12 Page 1 AGENDA ITEM SUMMARY October 7, 2014 City Council STAFF Aaron Iverson, Senior Transportation Planner SUBJECT Resolution 2014-094 Approving the Midtown in Motion, College Avenue Transportation Study. EXECUTIVE SUMMARY The purpose of this item is to seek City Council approval of the Midtown in Motion, College Avenue Transportation Study. The limits of the Midtown in Motion study are College Avenue from Prospect Road to Harmony Road. The study addressed circulation for College Avenue, the adjacent frontage roads, and east/west connections to the MAX Bus Rapid Transit (BRT) stations. This study is the culmination of a year- long effort that included in-depth review of existing conditions and a comprehensive development of a variety of alternatives, ultimately resulting in recommendations for improved roadway, bicycle and pedestrian facilities for College Avenue. The study was conducted with extensive public input and feedback, and is a reflection of guidance from the community on the preferred future for College Avenue. STAFF RECOMMENDATION Staff recommends adoption of the Resolution. Approval of the Midtown in Motion College Avenue Transportation Study includes a final summary report and 10% design plans (Exhibit A to the Resolution) showing: Frontage road improvements The addition of multi-use paths adjacent to College Avenue Intersection improvements for traffic flow and pedestrian safety Improvements to East / West connectivity. BACKGROUND / DISCUSSION Midtown in Motion is an implementation item stemming from the City of Fort Collins Transportation Master Plan and the 2013 Midtown Plan. A project team that included city staff, Colorado Department of Transportation (CDOT), Federal Highway Administration (FHWA), residents, and corridor landowners studied 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 the planned repaving of College Avenue in 2015 by CDOT. Agenda Item 12 Item # 12 Page 2 Project Purpose and Need Although College Avenue is one of the most important north-south roadways in Fort Collins, it lacks the design character and appearance identified in the Midtown Plan, which include: “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. Final Alternative The final alternative was developed in response to comments and input from stakeholders, business and property owners, boards and commissions, and the general public. This recommended alternative maintains and improves auto circulation, upgrades basic infrastructure, provides accommodation for bicyclists and enhances pedestrian safety within Midtown. This is achieved through the following major features: Improvements to frontage road access and circulation Addition of comprehensive multi-use paths adjacent but separated from College Intersection improvements to major intersections adding free flow right turns, with pedestrian refuge islands Infrastructure modernization throughout the corridor Enhanced signing, way-finding, landscaping and gateway features. Frontage Road Improvements Frontage roads exist in about one-third of the corridor, mostly within the middle section of the corridor from Rutgers south to Monroe. The proposed improvements to these frontage roads include: Closing frontage road access at major intersections Adding “on-ramps” and “exit-ramps” before and after intersections to access frontage roads Changing circulation to one way travel on the frontage road Adding multi-use paths along frontage road Residential section of frontage road north of Drake to Rutgers remains two-way travel, shared with bicyclist and with controlled intersection access Multi-Use Paths Currently there are no bicycle facilities along College Avenue in Midtown and pedestrian facilities are lacking. Multi-use paths that parallel College Avenue are proposed throughout Midtown (except the residential section on the east side of College between Drake and Rutgers, bicyclists would share the low-speed frontage road). These 10 to 12 foot multi-use paths would be a shared space for pedestrians and bicyclists providing business access. Agenda Item 12 Item # 12 Page 3 Intersection Improvements To improve traffic flow and improve pedestrian safety the preferred alternative includes improvements to major intersections (Troutman, Horsetooth and Drake). The improved features are similar to the existing intersection of Harmony Road and College and include: Free-flow right turn lanes Pedestrian “pork chop” refuge islands Speed tables at pedestrian crossings within the right turn lane This intersection design shortens the crossing distance for pedestrians during the walk signal phase. The refuge islands provide a safer and more visible space for pedestrians to wait to cross, without worrying about right turning traffic. Infrastructure Modernization and Enhancements Basic infrastructure upgrades and modernization are also included in the proposed final alternative these include the following elements: 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 as identified in the “2013 Midtown Plan” Upgrade and update deficient sidewalks throughout the corridor, including east/west connections to MAX stations FINANCIAL / ECONOMIC IMPACTS Roadway improvements are a significant investment that will happen over time and through various funding sources including local, state, federal and private funds. The range of cost estimates are as follows: Frontage roads improvements: $20-25 million Infrastructure modernization: $18-20 million Intersection improvements: $12-15 million Traffic flow improvements: $10-13 million Median and streetscape upgrades: $8-10 million Multiuse path construction: $7-10 million Art, signage and way-finding: $3-5 million A detailed estimate with all elements and contingencies is provided in Attachment 1. The local portion of the needed funding is expected to be around 20% of the overall costs, with those local dollars leveraging State and Federal funds, similar to how the MAX project and the North College improvements were funded. Midtown is rapidly redeveloping as well, as such a portion of improvements will be done with redevelopment, currently underway along the Mall frontage. To achieve the vision for College Avenue in Midtown the plan lays out a fifteen year implementation strategy. In 2015 CDOT will repave this portion of College Avenue, with that effort the City is coordinating some sidewalk and striping improvements. The first phase (2015 to 2020) is envisioned to be Drake to Horsetooth, focused on intersection improvements in particular the Horsetooth intersection that has some identified funding currently. The second phase (2021 to 2026) is likely to be Prospect to Princeton and the third phase (2027 to 2030) would be the southernmost section Horsetooth to Harmony Road. Agenda Item 12 Item # 12 Page 4 ENVIRONMENTAL IMPACTS A Triple Bottom Line Analysis was conducted very early in the development of the project and again recently as part of the alternatives screening process, specifically focused on the preferred alternative. The results of the most recent analysis are included as an attachment, highlights include: Social Consistent pathways encourage safer walking and riding and more physical activity. The barriers created by 40,000 vehicles on College Avenue (daily) exist, but will be safer Neighborhoods along the frontage roads will have safer streets and stronger identity. Economic The phased funding program will minimize business impact during construction and ensure the corridor is always open for business which can help trigger redevelopment Supports ongoing redevelopment efforts and joint public and private sector investment The capital cost of the various project elements will require a systematic plan with a 20-year investment program. Environmental The multi-use pathways, sidewalks and better traffic flow provide transportation options and connections that contribute less greenhouse gas New median and edge treatments will use landscaping that requires less water and reduces heat reflection The ability to achieve greenhouse gas reduction goals, improved water quality, and reduced energy use in the corridor could be limited by available funding. BOARD / COMMISSION RECOMMENDATION Staff presented the recommended preferred alternative to the Transportation Board at its September 17, 2014 meeting. The Transportation Board recommended supporting the final study outcomes with a letter of support to City Council. Staff has also presented to the following boards and commissions: Bicycle Advisory Committee Planning and Zoning Board Senior Advisory Board Air Quality Advisory Board PUBLIC OUTREACH To develop the vision and purpose and need the project team conducted extensive public and stakeholder outreach. 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 starting 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 gaining input from nearly 300 community members. Most recently the project team hosted a neighborhood outreach event at Whole Foods and has created an on-line input tool (<http://midtowninmotion.com>). To date over 700 people have used the on-line input tool with overall support for the concept, specifically bicycle improvements, safety improvements and cleaning up the corridor. This project was also part of the joint transportation open house at the Discovery Museum. The South Fort Collins Business Association (SFCBA) has been instrumental in the development of this plan. The project team presented to the SFCBA Board and their members several times, as well as conducting workshops as part their monthly membership meeting. Staff also presented to the Agenda Item 12 Item # 12 Page 5 Chamber of Commerce. Business feedback expressed the following concerns, which the recommended alternative worked to address or minimize impacts: Concern over trees blocking business signs and/or business visibility Desire to maximize automobile circulation Concern over cost to accommodate bicycling and walking Concern over the change in traffic patterns with changes in the frontage road configurations Right-of-way impacts to business to achieve planned improvements, particularly at the major intersections. A summary of the on-line feedback, and community workshop is provided in Attachment 2. ATTACHMENTS 1. Final Cost Estimates (PDF) 2. Online Public Input Summary (PDF) APPENDIX C:DETAILED COST ESTIMATE SPREADSHEETS Item Description Unit Unit Price Estimated Quantities Estimated Cost Estimated Quantities Estimated Cost Estimated Quantities Estimated Cost Estimated Quantities Estimated Cost Estimated Total Quantities Total Cost 1 Full Depth Asphalt Pavement - College Ave. Travel Lanes SY $ 71.50 56,489 $ 4,038,971 43,328 $ 3,097,952 24,319 $ 1,738,824 20,906 $ 1,494,803 145,043 $ 10,370,551 2 Full Depth Asphalt Pavement - Ex Frontage Rd with Parking SY $ 44.00 $ - 10,158 $ 446,932 5,382 $ 236,818 $ - 15,540 $ 683,750 3 Curb & Gutter (Outside, Median & Frontage Rd) LF $ 25.00 20,680 $ 517,000 34,800 $ 870,000 13,950 $ 348,750 9,860 $ 246,500 79,290 $ 1,982,250 4 Multi-Use Path (assume 12' wide - W & E sides) SY $ 45.00 13,787 $ 620,400 11,600 $ 522,000 6,200 $ 279,000 6,573 $ 295,800 38,160 $ 1,717,200 5 Median Area SY $ 90.00 4,892 $ 440,260 4,009 $ 360,840 1,608 $ 144,720 1,314 $ 118,246 11,823 $ 1,064,066 6 Buffer Areas (Parkways) SY $ 45.00 11,791 $ 530,595 17,660 $ 794,700 4,616 $ 207,720 1,283 $ 57,735 35,350 $ 1,590,750 7 Major Arterial Intersection Improvement - Horsetooth and Drake Each $ 6,000,000.00 1 $ 6,000,000 1 $ 6,000,000 $ - $ - 2 $ 12,000,000 8 Minor Signalized Intersection Improvement Each $ 2,000,000.00 4 $ 8,000,000 4 $ 8,000,000 2 $ 4,000,000 1 $ 2,000,000 11 $ 22,000,000 9 Driveway Entrance - Major (> 15' wide) Each $ 15,000.00 13 $ 195,000 30 $ 450,000 6 $ 90,000 36 $ 540,000 85 $ 1,275,000 10 Driveway Entrance - Minor (<= 15' wide) Each $ 5,000.00 2 $ 10,000 2 $ 10,000 2 $ 10,000 1 $ 5,000 7 $ 35,000 11 Spring Creek/Arthur Ditch Crossings Each $ 2,000,000.00 $ - $ - $ - 2 $ 4,000,000 2 $ 4,000,000 12 Street Demolition LF $ 93.33 5,770 $ 538,514 4,830 $ 450,784 2,325 $ 216,992 2,465 $ 230,058 15,390 $ 1,436,349 Subtotal - Pavement Improvements $ 20,890,741 $ 21,003,208 $ 7,272,824 $ 8,988,142 $ 58,154,916 13 Design / Clearances 25% $ 5,222,685 $ 5,250,802 $ 1,818,206 $ 2,247,036 $ 14,538,729 14 Mobilization 10% $ 2,089,074 $ 2,100,321 $ 727,282 $ 898,814 $ 5,815,492 15 Utility Relocations 10% $ 2,089,074 $ 2,100,321 $ 727,282 $ 898,814 $ 5,815,492 16 Erosion Control 3% $ 626,722 $ 630,096 $ 218,185 $ 269,644 $ 1,744,647 17 Earthwork 5% $ 1,044,537 $ 1,050,160 $ 363,641 $ 449,407 $ 2,907,746 18 Storm Drainage and Water Quality 15% $ 3,133,611 $ 3,150,481 $ 1,090,924 $ 1,348,221 $ 8,723,237 19 Traffic Control 10% $ 2,089,074 $ 2,100,321 $ 727,282 $ 898,814 $ 5,815,492 20 Urban Design 10% $ 2,089,074 $ 2,100,321 $ 727,282 $ 898,814 $ 5,815,492 21 Lighting 3% $ 626,722 $ 630,096 $ 218,185 $ 269,644 $ 1,744,647 22 Signing and Striping 3% $ 626,722 $ 630,096 $ 218,185 $ 269,644 $ 1,744,647 23 Art 1% $ 208,907 $ 210,032 $ 72,728 $ 89,881 $ 581,549 Subtotal - Percentage Based Allowances $ 19,846,204 $ 19,953,048 $ 6,909,183 $ 8,538,735 $ 55,247,170 24 Parcels with ROW Impacts EA $ 25,000.00 37 $ 925,000 31 $ 775,000 31 $ 775,000 25 $ 625,000 124 $ 3,100,000 25 Approx ROW Area SF $ 10.00 100,952 $ 1,009,520 102,350 $ 1,023,500 45,633 $ 456,330 10,348 $ 103,480 259,283 $ 2,592,830 26 Parcels with ROW Impact to Building or Structure EA $ 200,000.00 1 $ 200,000 1 $ 200,000 $ - 1 $ 200,000 3 $ 600,000 27 Parcels with Easement Needs (no ROW) EA $ 10,000.00 8 $ 80,000 11 $ 110,000 2 $ 20,000 9 $ 90,000 30 $ 300,000 Subtotal - Property Impacts $ 2,214,520 $ 2,108,500 $ 1,251,330 $ 1,018,480 $ 6,592,830 Total $ 42,951,464 $ 43,064,756 $ 15,433,338 $ 18,545,357 $ 119,994,915 30% Contingency $ 12,885,439 $ 12,919,427 $ 4,630,001 $ 5,563,607 $ 35,998,475 Total with contingency $ 55,836,903 $ 55,984,183 $ 20,063,339 $ 24,108,965 $ 155,993,390 Approximate Cost Per Linear Foot $ 9,677 $ 11,591 $ 8,629 $ 9,781 $ 9,848 Midtown in Motion College Avenue Transportation Study Conceptual Cost Estimate - Compete Roadway Reconstruction August 28, 2014 South District Neighborhood District Princeton to Rutgers 2,325 LF Upper District Rutgers to Prospect 2,465 LF Harmony to Monroe Center District Monroe to Princeton 5,170 LF w/out Horsetooth Int. 4,350 LF w/out Drake Int. APPENDIX D: PUBLIC FEEDBACK SUMMARY Do we have your support? Submission Details Serial SID Time Draft IP Address Tell us how to proceed What are your main concerns, what can we improve? Keep me in the loop! 1 98 2014-07-21T01:05:0 57+172.00:56.00 9.93 Sidewalks need to be wide enough for more than one person to walk comfortably! 2 162 2014-07-22T22:27:0 19+10.00:3.249.00 159 On the right track, needs some tweaks I like most parts of the plan. The obvious concern is how does it all get funded? Maybe it needs to start with the "functional" transportation pieces first and add the more aesthetic pieces later. Or maybe it's just phased over several years by district. dwoods@cobizbank.com 3 173 2014-07-29T06:58:0 04+24.00:9.81.00 86 On the right track, needs some tweaks I do think College Avenue needs to be updated. But I feel as thought your idea of a "world class" street is in not in line with who the community is. I see a lot of emphasis on re routing people to the Max. But we don't know whether or not the people of Fort Collins will actually take it more than not once it's not free. I live I Midtown. I and others like the vibe I guess that it has. Your design makes it look like 16th street mall. We are not all 16th street mall people. We are active nature loving small town people. Fix the traffic. Don't change the neighborhoods. These homes are far enough away from campus to be affordable yet convenient. Families live here. Regular American families. Keep that in mind when you design this "world class" street. napuatsamoa@gmail.com 4 191 2014-08-01T15:23:0 25+50.00:134.00 193.133 Back to the drawing boards Actually not enough info here to understand the overall goals and plans for implementation. Need overall map plus blown-up plan (as in landscape/street/architectural plan) of the various options. With the photos, I wasn't sure if you were showing the current problem or the proposed solution. Thx. On another note, would love to see info re. connecting to the new College underpass for peds & bikes. Thx. cydcoogan@msn.com 5 208 2014-08-11T23:25:0 03+98.00:245.00 172.3 On the right track, needs some tweaks mirandanor@yahoo.com District Feedback Submission Details Serial SID Time IP Address Do these features improve College Avenue? Why? 1 11 2014-07-11T21:50.243.29:153.52+14 00:00 Don't Like It No. It looks like you are making it even more difficult for people to access business along college. When you make businesses difficult for people to get to....they stop going there. The medians make access extremely difficult and limited. Shouldn't your first priority be to local businesses who pay taxes, offer employment, and put money back into the community? I don't know if you've heard this or not, but small business is what drives this economy. 2 13 2014-07-15T15:70.96.20:13.23+190 00:00 Somewhat. Are there plans for tunnels or bridges to provide SAFE PEDESTRIAN access in traversing College Ave. ? 3 14 2014-07-15T15:70.96.25:13.03+190 00:00 Has there been dialogue regarding Shuttles for the elderly and disabled?? Some of the Max stops are a considerable distance to access locations on College? Thanks, Rich 4 21 2014-07-16T00:24.8.180.06:01+40 00:00 Like It Having a clear, easy to use pathway to the Spring Creek MAX station would be very helpful. Getting there from the east side of College is kind of tricky currently. 5 22 2014-07-16T00:24.8.180.08:59+40 00:00 Like It Crossing this intersection can be daunting while biking/running 6 23 2014-07-16T00:24.8.180.12:27+40 00:00 Like It Another thing that I would like to see is less bus travel along College. If the MAX is going to be the focal point, then College should be left more for cars. 7 28 2014-07-16T02:50.134.02:250.25+29 00:00 Like It Extend this concept to Laurel and then make Old Town north of Laurel pedestrian and bike only. This works great in many tourist towns - delivery trucks only. Max makes this possible -- just expand the parking lots along the Max route. 8 29 2014-07-16T02:50.134.03:250.15+29 00:00 Like It 9 30 2014-07-16T02:50.134.04:250.27+29 00:00 Like It 10 31 2014-07-16T02:50.134.14:250.14+29 00:00 Like It All good. One idea to consider for the overall plan. We could use Max-like public transportation in the east-west direction - either on Drake or Harmony - or both. This can be accomplished by dedicating on lane each direction to a bus. This would enable the bus to travel faster than the traffic which would increase riders. While counter intuitive, it has been shown that this will actually decrease congestion because of the increased bus ridership more than adding a third lane. The east-west bus route on Harmony would need to be straight from FRCC through Trimble. Thanks for the opportunity to provide input! Great site. 11 37 2014-07-16T02:76.76.33:70.49+62 00:00 Like It 12 38 2014-07-16T02:76.76.34:70.24+62 00:00 Like It 13 50 2014-07-16T09:76.25.53:21.22+6 00:00 Like It Love it! 14 51 2014-07-16T09:76.25.56:21.34+6 00:00 Like It 15 52 2014-07-16T09:76.25.58:21.34+6 00:00 Like It 16 53 2014-07-16T10:76.25.00:21.15+6 00:00 Like It 17 55 2014-07-16T10:76.25.02:21.46+6 00:00 Like It 18 61 2014-07-18T15:76.120.03:120.31+194 00:00 Don't Like It I am concerned about narrowing travel lanes to 11 feet. Are you banning semi-truck traffic on US-287? A tractor pulling a standard 50 ft, 120 in wide dry box has only inches to spare when sharing the lanes. 19 68 2014-07-19T21:73.181.17:51.31+210 00:00 Like It giving right turn lane a designated space keeps all traffic flow going 20 69 2014-07-19T21:73.181.21:51.26+210 00:00 Like It This intersection currently confuses me with who has the right of way when. This looks. I like how the frontage road access is more separated from the main intersection. 21 71 2014-07-19T23:24.9.116.08:57+55 00:00 No, how is making the driving lanes smaller helpful. To me that is more dangerous. Especially with the size of the trucks on the road. Why is the landscape buffer between the north and south bound so wide? What about street lights? District Feedback Submission Details Serial SID Time IP Address Do these features improve College Avenue? Why? 26 107 2014-07-22T05:65.128.12:66.10+36 00:00 Like It 27 109 2014-07-22T15:129.19.01:1.03+10 00:00 Like It 28 110 2014-07-22T15:129.19.02:1.08+10 00:00 Like It 29 111 2014-07-22T15:129.19.02:1.37+10 00:00 Like It 30 117 2014-07-22T15:129.19.30:1.32+10 00:00 Like It Improves traffic flow but what is the green thing on the left side of the right turn lane and what happened to the left turn lanes on College? 31 118 2014-07-22T15:129.19.35:1.18+10 00:00 Like It It will be a much-needed visual update. 32 119 2014-07-22T15:129.19.38:1.14+10 00:00 Like It I like all aspects of this district a lot. One-way frontage roads make a lot of sense. 33 120 2014-07-22T15:129.19.42:1.10+10 00:00 Like It This will be good for bicycles and hopefully pedestrians. Will we have seating intermixed for resting? 34 121 2014-07-22T15:129.19.47:1.34+10 00:00 Like It So vehicles traveling south on the west frontage road north of Harvard will turn right onto Harvard then u-turn around the median to face College again to be able to turn onto College? This applies to both sides of College at Harvard? 35 123 2014-07-22T15:129.19.51:1.35+10 00:00 Like It Yes. Good job. 36 124 2014-07-22T15:50.243.59:148.08+245 00:00 Do the multi-use paths require narrowing the lanes? Speed limit needs to be 35mph. Lanes need to be wide enough to comfortably accommodate any type of truck allowed legally on the highway. Left turns for northbound traffic into west side shopping destinations is critical. Signage needs to be visable to drivers (not blocked by vegetation. 37 138 2014-07-22T16:50.243.39:148.48+245 00:00 I believe this to be in many ways the same as the Upper District; even faster paced. Because it is all much newer than the Upper District I would think less modification would be required (other than adjustments for future Mall demand). Speed limit needs to be 35mph. Lanes need to be wide enough to comfortably accommodate any type of truck allowed legally on the highway. Signage needs to be visible to drivers (not blocked by vegetation). 38 139 2014-07-22T16:50.243.43:148.04+245 00:00 Future Mall volume needs to be accounted for in this section; also east/west bus transit going to the Mall and all the residential multi-family housing east of the Mall. 39 140 2014-07-22T16:50.243.43:148.48+245 00:00 I believe this to be in many ways the same as the Upper District; even faster paced. Because it is all much newer than the Upper District I would think less modification would be required (other than adjustments for future Mall demand). Speed limit needs to be 35mph. Lanes need to be wide enough to comfortably accommodate any type of truck allowed legally on the highway. Signage needs to be visible to drivers (not blocked by vegetation). 40 147 2014-07-22T16:50.243.54:148.32+245 00:00 Intersections need to be safe crossings for cars, bikes and pedestrians. If in fact all of the additional structure (4 islands creating turn lanes) requires narrower through lanes then that needs further discussion. That is a harder trade-off decision. Looking at the drawing it does not seem like lane narrowing would be necessary. Where do the bike lanes stop? Do the bike lanes go through to both Lemay and Shields? If not are you creating a hazard by inviting bikes onto Drake at the intersection and then take that lane away at some point east or west leaving the bike in a traffic lane or on a sidewalk. Do bikes really need to be on primary, high volume arterials? I ride a bike around town a lot and find many, many ways to avoid the busy streets 41 150 2014-07-22T16:50.243.58:148.00+245 00:00 Intersections need to be safe crossings for cars, bikes and pedestrians. Where do the bike lanes stop? Do the bike lanes go through to both Lemay and Shields? If not are you creating a hazard by inviting bikes onto Drake at the intersection and then take that lane away at some point east or west leaving the bike in a traffic lane or on a sidewalk. Do bikes really need to be on primary, high volume arterials? I ride a bike around town a lot and find many, many ways to avoid the Corridor Concept Feedback Submission Details Serial SID Time IP Address Do You Like the District Approach to College Avenue? Why? 1 10 2014-07-10T21:173.164.34:06+41.185 00:00 Don't Like It 2 12 2014-07-15T15:70.96.18:13.00+190 00:00 somewhat, are there plans for tunnels or bridges over College Ave for SAFE pedestrian access? 3 15 2014-07-15T20:198.59.13:47.59+100 00:00 Generally, the graphics and text on these pages are well done but too small. Its very hard to read and understand. 4 36 2014-07-16T02:76.76.33:70.12+62 00:00 Like It 5 54 2014-07-16T10:76.25.01:21.36+6 00:00 Like It I love the protected bike paths. That makes me actually want to ride my bike into midtown 6 56 2014-07-16T15:198.59.27:47.31+100 00:00 Like It 7 57 2014-07-16T15:198.59.28:47.25+100 00:00 Like It each distric has unique characteristics so it makes sense to look at them discreetly 8 58 2014-07-17T17:198.59.25:47.56+100 00:00 Like It 9 67 2014-07-19T21:73.181.15:51.12+210 00:00 Like It Narrows things down even more. 10 75 2014-07-20T00:76.76.28:71.02+222 00:00 Like It I like it, but I would only have 3 districts in that area by combining the upper and neighborhood districts. 11 88 2014-07-20T05:75.166.22:143.41+229 00:00 Like It Not sure why the South district doesn't start at Horsetooth. The way it's proposed is a strange, illogical dividing point, I think. 12 106 2014-07-22T01:24.9.94.40:46 54+00:00 I love it! From a design perspective, the corridor needs consistency. I also like the idea of wide multi- use paths for the entire length of College. I also really like what you've done with the frontage roads, simple, intuitive and efficient. 13 116 2014-07-22T15:129.19.25:1.19+10 00:00 Like It Different districts have different uses and needs 14 122 2014-07-22T15:50.243.50:148.31+245 00:00 On my computer the radio buttons aboe are not labeled. Can't tell which is yes and which is no. I am not a yes or no. From a planning point of view to have things broken out for organizational reason makes sense. But I haave a problem with getting too cute with things like district identities. I think a bunch of money would be spent to brand those identifies. I believe money should be spent on traffic flow and safety and to a more limited degree asthetics; not branding. 15 136 2014-07-22T16:50.243.31:148.07+245 00:00 Districts can help from a planning point of view to help organize sections of the corridor if primary uses change in specific segments. The cute stuff (naming; branding districts) is not necessary and should not be utilized other than for planning organizational purposes. Most people don't care what you call it as long as it is fluid and safe. Aesthetics are fine to a degree but should be the lowest priority. Functionality should drive the planning for this corridor. Functionality can look nice. It is a highway to get traffic through town and to business destinations along the way. It is a highway to transport goods and customers to businesses and to give residents highway accessibility to the east- west arterials that connect to their neighborhoods. Clear signage, safe travel at 35mph, safe access for cars and safe crossings for bikes and pedestrians are key elements. This is not old town and should not go that direction. People are more likely to go to old town when they have lots of time to kill and are looking for more dining, social activities and specialty shopping (gifts, spices, specialty clothing). Mid-town is more about needing a product, getting it and getting out. I am not convinced that if you create a midtown for people to hang-out in that they will do that. Maybe at certain destination businesses but not as an over-all area. The new Mall and old town are where people will go to hang-out. All other destinations on College and Harmony are far more about function. 16 155 2014-07-22T19:74.92.57:219.12+157 00:00 Don't Like It 17 170 2014-07-29T03:75.171.08:236.43+238 00:00 Like It I like it because it helps focus in on the part of Midtown I use the most and recognizes that what works for best for neighborhood may not be right for other districts. 18 180 2014-07-30T15:76.120.57:127.10+207 00:00 Like It 19 190 2014-08-01T15:50.134.18:193.59+133 00:00 Fine, but not sure about the names or the word "districts." Tell Us How to Proceed! Submission Details Serial SID Time IP AddressSelect What are your main concerns, and how can we improve? Your Name 1 32 2014-07-16T02:50.134.15:250.02+On 29 00:the 00 right track, needs some tweaks 2 39 2014-07-16T02:76.76.36:70.03+62On 00:the 00 right track, needs some tweaksImprove crossings of college for peds and bikes 3 40 2014-07-16T02:76.76.37:70.29+62On 00:the 00 right track, needs some tweaks MAX signs on college are too small and direction that arrows are pointing are hard to read/see - need bigger arrows 4 62 2014-07-18T15:76.120.25:120.09+Back 194 00:00 to the drawing board I've already mentioned it in other comments on this site, but I see loads of trees and ornaments and decorations where none existed before. These features increase (albeit marginally) the capital construction costs. More importantly they commit the city to ongoing maintenance costs. Finally they exhibit a disregard for the purported values of the city's managers and council. Monthly I am lectured about going green, xeriscaping, how precious water is to us in our high plains environment. But you propose a project that increases water usage. There are other design options that have lower maintenance requirements, and every bit as effective in maintaining a safe College Ave corridor for all users. You should seek them out or communicate as to why those designs were not selected. Scott Petrilla 5 92 2014-07-20T05:75.166.35:143.02+Love 229 00:00 it, move forward You've done a good job of identifying how the space is used and designing it to fit those needs. Is the Mason Street side addressed in the Mason Street Corridor Plan? Gary Clark 6 93 2014-07-20T05:210.212.36:47+84.On 114 00:the 00 right track, needs some tweaks How will pedestrians and bikers get across college to the Maxx stops? Spring creek trail seems far from the Maxx stops. Jen Krafchick 7 102 2014-07-21T14:67.174.19:120.42+Love 180 00:00 it, move forward 8 115 2014-07-22T15:129.19.03:1.16+10Love 00:00 it, move forward 9 137 2014-07-22T16:198.59.36:47.54+100 Love 00:00 it, move forward 10 152 2014-07-22T17:207.173.01:02+60.On 122 00:the 00 right track, needs some tweaks You shouldn't mix pedestrians and bikes, they move at different speeds. Traffic on College should move at higher speeds and higher volumes. anything that slows traffic down should be eliminated Mike Brown 11 154 2014-07-22T17:50.243.10:148.26+Back 245 00:00 to the drawing board See my 8 specific answers to specific areas Kevin Jones 12 161 2014-07-22T22:129.19.07:1.15+10On 00:the 00 right track, needs some tweaks Are there diagrams of improved pedestrian crossings of College Ave at Rutgers and Columbia Rd? John S. Clark 13 171 2014-07-29T03:75.171.13:236.53+On 238 00:the 00 right track, needs some tweaks I travel in the Upper District on a daily basis. While the multi use path running beside College is a huge improvement, I find that I prefer to travel away from College for my North-South movement, Remington/Mathews are much more pleasant routes than riding/walking right beside college. So my main concern is how easy - safe - pleasant will it be to get across College. Rutgers is not a terrible intersection now, but get 6-12" of snow and it's simply unusable. I would be very interested to see how the plan will handle that intersection, and how people will be able to move north-south on the west side of College. Larey Kerling 14 181 2014-07-30T16:76.120.02:127.05+Love 207 00:00 it, move forward Regarding the Horsetooth MAX station - is there any planning with adjacent property owners to provide access to the station from the east. Seems like increased pass through foot traffic could be good for some businesses. Dan Gould 15 182 2014-07-30T16:76.120.02:127.19+Love 207 00:00 it, move forward Dan Gould 16 194 2014-08-01T17:174.16.22:111.41+Love 4 00:00 it, move forward I live in this area on Remington. Worried about traffic when stadium is built and student apartments. Would like to walk to Max and feel safe from traffic. Thanks for all your hard work and great ideas. Kathleen A. Padilla hleen A. Padilla Bike 1 - Intersection Safety Submission Details Serial SID Time IP Address Do You Like This Feature?Why? 1 4 2014-06-25T18:00:73.20+181.00:13.00 112 No 2 6 2014-07-07T22:14:70.41+196.00:194.00 229 Like It 3 18 2014-07-15T23:58:24.03+8.180.00:40 00 Like It Bicyclists can feel out of place at big intersections. Using bike lines would be preferred to getting on the sidewalk. 4 34 2014-07-16T02:31:76.39+76.70.00:62 00 Like It 5 45 2014-07-16T09:44:76.32+25.21.00:6 00 Like It Directs motorists' attention to bicyclist 6 63 2014-07-18T20:20:70.43+196.00:196.00 215 Like It It is not clear where cyclists should cross in some intersections 7 65 2014-07-19T20:24:67.22+6.177.00:242 00 Like It Hard for bikes to know where to cross sometimes. This makes clear to everyone. 8 78 2014-07-20T05:15:75.35+166.00:143.00 229 Like It 9 94 2014-07-20T15:01:67.12+161.00:158.00 31 Like It I think this is a good way to make it safer for bikes to access the main drag through town. The green paint is a great idea because it really gets the attention of both bikers and motorists. I've already seen it in the bike lane on Harmony and I think it will be very helpful for a busy street like College. 10 97 2014-07-20T21:30:98.10+245.00:148.00 195 Like It I don't get what intersections have to dow with bikes being used as the "last mile." So I don't know that I really get what's being proposed here. But anything that alerts motorists to the presence of cyclists is a good thing. And the more signage the better in terms of people knowing where to go. There's nothing worse than being on a bike trail and then it suddenly seems to end and you have no idea where to go next. I think green asphalt makes more sense than green paint that has to be repainted regularly. And bike lanes should NEVER be put in the door zone. That's teaching people bad biking behavior. 11 128 2014-07-22T16:07:129.18+19.00:1.10 00 Like It Please make the pedestrians as safe as possible. 12 142 2014-07-22T16:48:207.23+173.00:60.00 122 Like It Good idea for east-west traffic, but keep them off College. North- South bike traffic should be on Mason or the bike path 13 164 2014-07-25T04:12:24.57+8.183.00:228 00 Like It It supports bike safety. Someone ran a red today and hit a bicyclist. Another statistic. It can be fatally dangerous to ride a bicycle in Fort Collins. The more support and safety the better. I ride 1500 to 3000 miles annually and appreciate any support I can get. Thanks for thinking of us! Manuel 14 183 2014-07-31T00:11:65.03+121.00:59.00 226 Like It This sounds like it will make it very clear to the motorists where the bike is and maybe even keep from moving over 3 feet into the oncoming traffic for the bicyclists riding on the bike lane LINE This will help everyone! 15 187 2014-08-01T15:13:50.40+134.00:193.00 133 Like It Definitely need to highlight where bikes may be. How about raised AND green crossings? 16 198 2014-08-02T15:53:75.24+70.64.00:226 00 Like It It raises awareness of motorists to bicyclists, Drivers are often oblivious or distracted and do not see those on foot or bikes-this is a step in the right direction 17 205 2014-08-05T19:28:166.21+147.00:88.00 35 Like It Making motorists more aware of where bicyclists are on the road 18 209 2014-08-12T01:32:98.38+245.00:192.00 158 Like It Like the green zones used in other places in the city. Clearly marks the bike lane. Bike 2 - Predictability Submission Details Serial SID Time IP Address Do You Like This Feature?Why? 1 7 2014-07-07T22:70.196.15:194.00+229 00:00 Like It 2 9 2014-07-10T21:173.164.33:31+41.185 00:00 Like It 3 24 2014-07-16T00:107.2.59:142.59+207 00:00 Like It 4 26 2014-07-16T01:50.134.43:250.42+29 00:00 Don't Like It most bike commuters are interested in getting somewhere and are generally not cycling at a leisurly pace. Multi-use trails are generally not the optimal choice. Best to clearly separate cyclists and pedestrians. 5 33 2014-07-16T02:76.76.31:70.27+62 00:00 Like It 6 46 2014-07-16T09:76.25.46:21.11+6 00:00 Like It As long as there's significant separation from cars and reduced speed limits 7 66 2014-07-19T20:67.6.177.25:59+242 00:00 Like It Right turns feel dangerous for drivers too-will help to separate bikes. 8 79 2014-07-20T05:75.166.15:143.41+229 00:00 Like It 9 95 2014-07-20T21:98.245.26:148.35+195 00:00 Don't Like It So you're saying that the problem will be solved by making more and more people ride within the problem zone, which will in turn magically make everyone realize that they should drive more carefully? Putting more people in danger does not sound like a workable solution to me. 10 130 2014-07-22T16:129.19.08:1.22+10 00:00 Like It Just concerned about the interaction between bicycles and pedestrians. 11 141 2014-07-22T16:207.173.47:33+60.122 00:00 Don't Like It Bicycles are not supposed to be on College now. Its a state highway, keep the bicycles on Mason or the bike path. 12 165 2014-07-25T04:24.8.183.13:10+228 00:00 Like It 13 184 2014-07-31T00:65.121.11:59.37+226 00:00 Like It 14 188 2014-08-01T15:50.134.14:193.59+133 00:00 Like It I understand the right hook phenomenon and the need to minimize its occurance. 15 199 2014-08-02T15:75.70.55:64.32+226 00:00 Like It Yes- I have ridden my bike on College Ave- in some areas there is a designated place to ride on others, there is not- was almost hit by a car, because I was not sure where I was supposed to be riding. 16 210 2014-08-12T01:98.245.33:192.37+158 00:00 Like It I don't ride on college because of the lack of a clear, safe route. Would be beneficial to people riding with children 17 220 2014-08-12T01:98.245.55:192.11+158 00:00 Like It Bike 3 - All Users Submission Details Serial SID Time IP Address Do You Like This Feature?Why? 1 8 2014-07-07T22:70.196.15:194.25+229 00:00 Like It 2 25 2014-07-16T01:50.134.40:250.34+29 00:00 Don't Like It Please don't encourage bikes on sidewalks -- this is so dangerous. 3 35 2014-07-16T02:76.76.31:70.56+62 00:00 Like It 4 47 2014-07-16T09:76.25.47:21.00+6 00:00 Like It 5 70 2014-07-19T22:174.29.10:166.07+114 00:00 Like It Bikes on College sidewalks are not safe. But, travelling away from College on bike is a pain. 6 80 2014-07-20T05:75.166.16:143.02+229 00:00 Like It 7 96 2014-07-20T21:98.245.28:148.10+195 00:00 Don't Like It On the section of "bike trail" that runs along Sheldon Lake, I constantly have to dodge dogs, unaware pedestrians, people stopped chatting on the path, etc. It's quite dangerous. I would rather ride on a street filled with cars than on a sidewalk filled with people. People are far more unpredictable and therefore more dangerous to bike around. 8 108 2014-07-22T14:129.19.59:1.39+10 00:00 Like It 9 132 2014-07-22T16:129.19.08:1.59+10 00:00 Like It Please keep the pedestrians safe from the bicycles. 10 143 2014-07-22T16:207.173.51:11+60.122 00:00 Don't Like It bikes are vehicles, should be off sidewalks. Need to either make room on the road or provide another access east west, designated bike path. Putting them on the sidewalk with pedestrians will not work for serious bikers because it slows them down to the walking speed or causes a zigzag in between pedestrians. 11 166 2014-07-25T04:24.8.183.13:23+228 00:00 Like It 12 185 2014-07-31T00:65.121.12:59.04+226 00:00 Like It 13 189 2014-08-01T15:50.134.17:193.17+133 00:00 I don't understand the feature from the description & photo. Are you saying bikes will be required to be on sidewalks? Need better/actual photo of proposal or clearer description. Thx. 14 200 2014-08-02T15:75.70.57:64.16+226 00:00 Like It I like this only if cyclists pay attention to the regulations--As a pedestrian on our bike/walk paths--many cyclists do not give a signal they are approaching. 15 206 2014-08-05T19:166.147.30:53+88.35 00:00 Don't Like It Sidewalks are not wide enough & get congested when bikes & pedestrians are waiting at crosswalks 16 211 2014-08-12T01:98.245.33:192.56+158 00:00 Like It 17 219 2014-08-12T01:98.245.55:192.03+158 00:00 Like It Walk 1 - Intersection Safety Submission Details Serial SID Time IP Address Do You Like This Feature?Why? 1 16 2014-07-15T22:204.194.56:55+77.3 00:00 Like It i like the crossing of college at harmony 2 19 2014-07-15T23:24.8.180.59:42+40 00:00 Like It Refuge islands are really helpful! 3 27 2014-07-16T01:50.134.46:250.27+29 00:00 Like It 4 41 2014-07-16T02:76.76.39:70.15+62 00:00 Like It Better if provide raised crosswalks 5 73 2014-07-20T00:98.245.17:149.32+163 00:00 Like It 6 81 2014-07-20T05:75.166.16:143.45+229 00:00 Like It 7 112 2014-07-22T15:129.19.03:1.01+10 00:00 Like It 8 125 2014-07-22T16:129.19.03:1.40+10 00:00 Like It Can we paint the barriers fluorescent yellow to help motorists see them at all times of the day? 9 144 2014-07-22T16:207.173.52:06+60.122 00:00 Like It works for pedestrians as long as bikes are not intermingled 10 195 2014-08-02T15:75.70.48:64.09+226 00:00 Like It makes it less likely for cars to hit people at crossings 11 212 2014-08-12T01:98.245.34:192.44+158 00:00 Like It 12 218 2014-08-12T01:64.134.44:191.25+19 00:00 Like It Walk 2 - Connections Submission Details Serial SID Time IP Address Do You Like This Feature?Why? 1 42 2014-07-16T02:76.76.39:70.33+62 00:00 Like It 2 72 2014-07-20T00:98.245.17:149.16+163 00:00 Like It We are hooked on Max, but live halfway between the stations at Swallow or Horsetooth. It would be wonderful to have a pedestrian overpass mid way - and pave the gravel part of the bike path there while you're sprucing things up! 3 82 2014-07-20T05:75.166.17:143.01+229 00:00 Like It 4 113 2014-07-22T15:129.19.03:1.06+10 00:00 Like It 5 126 2014-07-22T16:129.19.04:1.50+10 00:00 Like It As long as the pedestrians are not fighting with bicycles for a place to walk safely. 6 145 2014-07-22T16:207.173.52:28+60.122 00:00 Like It 7 197 2014-08-02T15:75.70.50:64.23+226 00:00 Like It it takes the guess work of where you need to walk--many of our areas are not geared towards pedestrians and this is very helpful 8 213 2014-08-12T01:98.245.34:192.54+158 00:00 Like It 9 222 2014-08-12T01:98.245.56:192.01+158 00:00 Like It Walk 3 - All Users Submission Details Serial SID Time IP Address Do You Like This Feature?Why? 1 43 2014-07-16T02:76.76.39:70.57+62 00:00 Like It 2 48 2014-07-16T09:76.25.48:21.33+6 00:00 Like It 3 74 2014-07-20T00:98.245.17:149.45+163 00:00 Like It 4 83 2014-07-20T05:75.166.17:143.12+229 00:00 Like It 5 114 2014-07-22T15:129.19.03:1.10+10 00:00 Like It 6 127 2014-07-22T16:129.19.05:1.43+10 00:00 Like It As long as there is no doubt in the driver's mind what they are encountering at all times of the day and night. 7 146 2014-07-22T16:207.173.53:43+60.122 00:00 Don't Like It multi use paths put pedestrians and vehicles in the same space. a bike doing 10- 15 miles/hour will take out any pedestrian it hits. 8 179 2014-07-30T15:76.120.54:127.24+207 00:00 Like It Destination signs are useful. 9 196 2014-08-02T15:75.70.48:64.51+226 00:00 Like It raises awareness of motorists to share the road 10 214 2014-08-12T01:98.245.35:192.06+158 00:00 Like It 11 229 2014-08-17T17:172.56.27:9.08+16 00:00 I really hope that paths/sidewalks will be wide enough for 2-3 people to comfortably walk together. Many midtown sidewalks are currently so narrow that it makes it difficult to walk a dog or to walk with another person and carry on a conversation. Wider sidewalks are also more accessible for people with canes, walkers, and wheelchairs. Car 1 - Intersection Safety Submission Details SerialSID Time IP Address Do You Like This Feature?Why? 1 17 2014-07-15T22:204.194.58:31+77.3 00:00 Like It please make it safer to turn left on to college at some of the smaller intersections such as the one near whole foods. 2 59 2014-07-18T14:76.120.48:120.31+194 00:00 Don't Like It You don't need photo radar to achieve the stated goal of evaluating peak times. Eliminate the photo enforcement piece. Also, frontage roads are poor collectors for access to the College Ave artery. Why not assess access from the rear, such as McClelland? 3 77 2014-07-20T02:174.16.11:16.15+97 00:00 Like It 4 84 2014-07-20T05:75.166.18:143.23+229 00:00 Like It The frontage road intersections are dangerous now. 5 101 2014-07-21T14:67.174.18:120.21+180 00:00 Like It 6 133 2014-07-22T16:129.19.10:1.11+10 00:00 Like It 7 159 2014-07-22T21:50.243.20:148.18+245 00:00 Like It Can be done without a ton of investment and should have been done long ago! 8 167 2014-07-29T00:67.6.180.16:32+175 00:00 Like It 9 172 2014-07-29T04:24.8.179.16:09+117 00:00 Like It 10 174 2014-07-30T00:98.245.09:148.26+203 00:00 Like It 11 176 2014-07-30T03:174.29.52:141.00+50 00:00 Like It 12 186 2014-07-31T00:65.121.14:59.24+226 00:00 Like It 13 201 2014-08-02T15:75.70.59:64.20+226 00:00 Like It I am often confused as to where I need to stop when crossing or driving on frontage roads- a bit of clarity and guidance will help a great deal. 14 215 2014-08-12T01:98.245.36:192.26+158 00:00 Don't Like It Not a fan of photo radar at intersections. Car 2 - New Traffic Patterns Submission Details Serial SID Time IP Address Do You Like This Feature? Why? 1 5 2014-06-27T17:67.164.08:182.08+119 00:00 Like It 2 76 2014-07-20T02:174.16.11:16.03+97 00:00 Don't Like It You make it sounds like timing the lights doesn't matter 3 85 2014-07-20T05:75.166.18:143.50+229 00:00 Like It 4 86 2014-07-20T05:75.166.19:143.14+229 00:00 Like It College is Midtown's "main street" 5 100 2014-07-21T14:67.174.18:120.16+180 00:00 Like It 6 129 2014-07-22T16:129.19.08:1.20+10 00:00 Don't Like It I use college avenue to drive through from old town through to harmony to Loveland 7 131 2014-07-22T16:129.19.08:1.48+10 00:00 Don't Like It 8 134 2014-07-22T16:129.19.11:1.13+10 00:00 Like It Please make the intersection at College and Horsetooth flow better. 9 148 2014-07-22T16:207.173.55:40+60.122 00:00 your disruption does not say what you are going to do. College is a highway and needs to retain traffic volume and speed through town. 10 158 2014-07-22T21:50.243.19:148.55+245 00:00 Don't Like It The current frontage roads work very well to get off of College and access businesses. Turning these into one way makes no sense and results in increased vehicle miles to get to a location if you happen to be going the wrong way. And smaller lanes? Why??? This is already a "dangerous" corridor and you want the cars to be closer together? Wow! 11 168 2014-07-29T00:67.6.180.17:17+175 00:00 Like It 12 169 2014-07-29T00:67.6.180.17:18+175 00:00 Like It 13 178 2014-07-30T03:174.29.52:141.43+50 00:00 Like It 14 202 2014-08-02T16:75.70.00:64.27+226 00:00 Like It makes sense- I travel College nearly every day to get to local destinations for shopping, etc. 15 216 2014-08-12T01:98.245.38:192.01+158 00:00 Don't Like It Not sure this is an accurate statement. Lanes and intersections do not appear to match traffic patterns currently. Car 3 - Business Submission Details Serial SID Time IP Address Do You Like This Why? Feature? 1 20 2014-07-16T00:24.8.180.01:39+40Like 00:It 00 While driving, sometimes it's hard to see businesses along the thoroughfare. Anything that makes it easier to know where you are going (or discover new locations) is a good thing. 2 44 2014-07-16T02:76.76.42:70.26+62Like 00:It 00 Narrow travel lanes and wider, landscaped medians would be better and help slow traffic 3 49 2014-07-16T09:76.25.50:21.06+6Like 00:It 00 4 60 2014-07-18T14:76.120.55:120.44+Don't 194 00:00 Like It Is this picture representative of a design proposal/standard? While I support beautifying the city I don't support the expense for streets and roads. I want them to be functional, utilitarian; highly efficient and effective. Also, treescapes block views to business' signage and without proper maintenance can impair lines of sight. 5 64 2014-07-18T20:70.196.22:196.33+215 00:00 6 87 2014-07-20T05:75.166.20:143.17+Like 229 00:It 00 It should be a cohesive business district rather than a hodgepodge of individual strip malls. 7 99 2014-07-21T14:67.174.18:120.11+Like 180 00:It 00 8 104 2014-07-21T16:204.133.40:02+173.Like 00:231 It 00 9 105 2014-07-21T16:70.59.57:52.36+206 Like 00:It 00 10 135 2014-07-22T16:129.19.11:1.54+10Like 00:It 00 As long as the learning curve isn't too long. 11 149 2014-07-22T16:207.173.57:47+60.122 00:00 what design are you talking about. nothing to vote on. Visibility for retail is needed, the overabundance of trees and trees blocking visibility is an issue. Access through frontage roads is a deterrent. 12 156 2014-07-22T21:50.243.18:148.34+Don't 245 00:00 Like It We've forced business to spend a ton of money on a certain vision - and now we are going to tear that up, tax business again and replace what is there for 5 bikes. Doesn't seem like a good investment. 13 157 2014-07-22T21:50.243.18:148.38+Don't 245 00:00 Like It We've forced business to spend a ton of money on a certain vision - and now we are going to tear that up, tax business again and replace what is there for 5 bikes. Doesn't seem like a good investment. 14 175 2014-07-30T00:98.245.09:148.32+Like 203 00:It 00 15 177 2014-07-30T03:174.29.52:141.32+Like 50 00:It 00 Sidewalks are further away from street 16 203 2014-08-02T16:75.70.02:64.23+226 Like 00:It 00 Yes- I rod emy bicycle on College by the shopping centers between Prospect and Drake- I was nearly hit by cars at least twice--there is no clearly designated area for cyclists. Drivers do not expect to see bikes. 17 217 2014-08-12T01:98.245.38:192.15+Like 158 00:It 00 18 221 2014-08-12T01:98.245.55:192.38+Like 158 00:It 00 19 224 2014-08-12T15:209.210.42:49+109.Like 00:82 It 00 The turn lanes near Whole Foods/King Soopers need better visibility 20 225 2014-08-12T16:50.134.32:253.52+Don't 181 00:00 Like It This specific picture here would cause more accidents then you would think. I worked at Chuck e cheese, after you guys "fixed" this area I saw more accidents, then I did before.. and semi who had to drop off a delivery would take up the entire re done parking lot. Now traffic is worse with your new college dorms you should of made a parking garage for the college kids and kept the parking unclogged off college. Fort Collins Midtown in Motion - http:// f… ff Go to this report All Web Site Data Audience Overview Jul 13, 2014 - Aug 30, 2014 Language Sessions % Sessions 1. en-us 769 99.23% 2. en 5 0.65% 3. de-de 1 0.13% Overview + Add Segment Sessions Jul 15 Jul 22 Jul 29 Aug 5 Aug 12 Aug 19 Aug 26 100 200 Sessions 775 Users 651 Pageviews 3,112 Pages / Session 4.02 Avg. Session Duration 00:03:16 Bounce Rate 41.03% % New Sessions 82.71% New Visitor Returning Visitor 17.3% 82.7% © 2014 Google All Sessions 100.00% 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% 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. 1 Stakeholder and Community Workshop #1 January 30th, 2014 11:00 AM – 7:30 PM Midtown Arts Center Executive Summary The first community and stakeholder drop-‐in workshop was held on Thursday, January 30, 2014 from 11 a.m. to 7:30 p.m. at the Midtown Arts Center. There were over 75 total attendees from various organizations, such as the Chamber of Commerce, Board 2 4th lane exists in some locations Photo Dislike: 9 Like: 0 Speed limit is 40 MPH Photo Dislike: 10 Like: 3 Existing Frontage Road is 65% for automobiles Photo Dislike: 9 Like: 10 Red light cameras in the corridor Photo Dislike: 4 Like: 11 20% of the 40,000 vehicles are through trips Photo Dislike: 2 Like: 2 Frontage Road medians are not supporting the tree canopy survival Photo Dislike: 12 3 Uniform sidewalks are missing in the corridor Photo Dislike: 17 Like: 0 Frontage Roads medians lack pedestrian refuges and ADA access Photo Dislike: 18 Like: 0 Comments on existing conditions Need public gathering spaces Need underpass near Troutman Parkway that goes under MAX route Need connection from Troutman MAX station to JFK parkway Need to make Mason Street and JFK better for bikes 4 Address issues at the cross-‐street/frontage road intersections and how they relate to College Support for any bicycle accommodations along College, Mason, and frontage roads X2 Maximize existing ROW for automobiles only. Redesign frontage roads for mixed use (auto/bike/pedestrian) X4 Think about how to mitigate congestion and delay caused by trains closing the cross-‐ streets. Signal preemption? Currently the side 5 Frontage Road transitions 40 MPH to 25 MPH Photo Should be changed: 16 Should not be changed: 1 Existing medians block view Photo Should be changed: 9 Should not be changed: 5 Thru movements at Frontage Road are difficult Photo Should be changed: 23 Should not be changed: 0 Sustainable Frontage Roads Photo Should be changed: 8 Should not be changed: 1 Some sidewalks have no buffer 6 Divert traffic away from College, to back streets X2 Are the upgrades worth the money? (2 for yes) (1 for no) Where is the money coming from for the improvements? Formalize the Frontage road intersections to be more predictable. Connect the frontage roads better Priority to keep the mature trees Big damaging trees should come out 40 MPH is 7 8 Multi-‐use pathways adjacent to the street (12 support and 4 oppose) Put sidewalks near the frontage roads first Separate bicycles and pedestrians Bicycles and strollers are not a good mix Bicycles and strollers do mix well on Spring Creek Concerned about this vs. more immediate opportunities Would this really be used away from the CSU Campus? Protected Bikeways (19 9 Sustainable Medians (14 support and 2 oppose) Big trees in median need too much water Like on Harmony – not too much vegetation to maintain I like the current mature trees Raised medians slow cars, Yes! Don’t like to drive over intersection Albuquerque – NE part of town has a dry creek bed and used for water quality Public 10 Attendees Jeff Nosal Wally Jacobson Jim Martin Gail R Werth Robert Wideman Todd Block Myrtle J Holsten Kevin Jones Tatiana Martin Fort Collins Board of Realtors Dan Gould Seth Lorson C of FC Charles Cundiff Lois Atwood Lions Club Harold Einarall Lions Club Gary Clark Century 21 Humpal Ron Sammons Becky Sammons Brandon Bidwell 8z Real Estate Anne Butler Eric D Rollins Tom Butler Andrea 11 Mel Hilgenberg Legacy Leadership Tim Winseh J.D. Johnson David Lambertson Rayno Seaser The Egg and I Restaurant Susan Laybourn Earl E. Lay Meg Dunn Pooth Carol Reed Mike Piuznick Self Candia Hartley Lamp Ryhearson Linda Uosman Billie Higgious Sari Schaver Whole Foods Market Ann Hutchison FC Area Chamber Dave Graham Self Don Beard Bank Center Properties Nick Haws Northern Engineering Jaysn Brown Quality Inn & Suites Gary Young Street Media Group - 1 - RESOLUTION 2014-094 OF THE COUNCIL OF THE CITY OF FORT COLLINS APPROVING THE MIDTOWN IN MOTION, COLLEGE AVENUE TRANSPORTATION STUDY WHEREAS, one of the implementation items stemming from the City’s Transportation Master Plan and the 2013 Midtown Plan was the Midtown in Motion, College Avenue Transportation Study (the “Study”); and WHEREAS, the limits of the Study extend along College Avenue from Prospect Road to Harmony Road where the Study addresses certain issues pertaining to circulation for College Avenue in the Study area, College Avenue frontage roads, east/west connections to the MAX Bus Rapid Transit stations, and the potential for improved roadway, bicycle and pedestrians facilities for College Avenue; and WHEREAS, the Study includes a final summary report and basic design plans showing frontage road improvements, the addition of multi-use paths adjacent to College Avenue, intersection improvements for traffic flow and pedestrian safety and improvements to east/west connectivity; and WHEREAS, the Study is a culmination of extensive public outreach and consultation with various boards and commissions of the City including the Transportation Board, the Bicycle Advisory Committee, the Planning and Zoning Board, the Senior Advisory Board, and the Air Quality Advisory Board; and WHEREAS, the City’s Transportation Board has given its support to the final Study outcomes and has delivered a letter of support to the City Council; and WHEREAS, the City Council has determined that the Study is in the best interests of the City and should be approved. NOW, THEREFORE, BE IT RESOLVED BY THE COUNCIL OF THE CITY OF FORT COLLINS that the Midtown in Motion, College Avenue Transportation Study, attached hereto as Exhibit “A” and incorporated herein by reference, is hereby approved. - 2 - Passed and adopted at a regular meeting of the Council of the City of Fort Collins this 7th day of October, A.D. 2014. _________________________________ Mayor ATTEST: _____________________________ City Clerk OCTOBER 7, 2014 EXHIBIT A this page left blank intentionally INTRODUCTION.................................. 1 ALTERNATIVES.....................................5 PREFERRED ALTERNATIVE.................. 11 PROJECT IMPLEMENTATION ............. 26 * table of contents * technical appendices The technical appendices are stand alone documents available at www.fcgov.com/advanceplanning/midtowninmotion.php APPENDIX A: 10% CORRIDOR PLAN SHEETS APPENDIX B: EAST/WEST/MINOR STREET DESIGN GUIDELINES APPENDIX C: DETAILED COST ESTIMATE SPREADSHEETS APPENDIX D: PUBLIC INPUT SUMMARY APPENDIX E: EXISTING CONDITIONS Pedestrian Experience Maps Bicycle First and Final Mile Maps Travel Patterns Analysis APPENDIX F: TRIPLE BOTTOM LINE ANALYSIS SUMMARY APPENDIX G: PROPOSED ROUTING AND PROPERTY ACCESS D Project Vision Project Goals This effort is the first step in making the improvements outlined in the Midtown Plan a reality. The plan targets safe connections to the MAX Bus Rapid Transit (BRT) service for pedestrians and bicyclists and a high functioning automobile network that the City wanted and needed for some time. » Make College Avenue safer for all modes of travel » Strengthen bicycle and pedestrian connections to MAX » Create universal designs for all ages and abilities » Create a well functioning high quality and attractive street 1 introduction PROJECT OVERVIEW The City of Fort Collins has completed this design plan for College Avenue called Midtown in Motion. The limits of this plan are College Avenue from Prospect Road to Harmony Road. The design plan addresses College Avenue, the adjacent frontage roads, and connections to the Mason Bus Rapid Transit (BRT) stations. Midtown in Motion is an implementation item stemming from the City of Fort Collins’ Transportation Master Plan and the Midtown Plan. The Midtown Plan includes high-level concepts for College Avenue and establishes a vision for a mixed-use multimodal corridor. Midtown in Motion used those concepts and visions to produce a preferred design concept for College Avenue. A project team that included of city staff, CDOT, FHWA, residents, and corridor landowners have studied the following: » Improving safety for all modes of travel » Providing bicycle circulation options » Enhancing pedestrian circulation across College Avenue and to MAX BRT » Ensuring mobility and accessibility for people of all ages and abilities » Utilizing the frontage roads to provide business access » Creating a beautiful, identifiable, and unique design » Identifying funding and building partnerships » Integrating with the planned repaving of College Avenue in 2015 by CDOT PROJECT PURPOSE & NEED While College Avenue is the most important north-south roadway corridor in Fort Collins, it lacks the “world class” character identified in the Midtown Plan. Midtown in Motion was necessary to support the land use and transportation changes identified in the Midtown Plan and starting to occur in the corridor, including the need for safe connections to the citywide pedestrian, bicycle, MAX, and automobile network. Midtown in Motion has developed a preferred design alternative for College Avenue that is sustainable and “world class”. 1 2 DOCUMENTING EXISTING CONDITIONS The traditional methods for documenting multimodal travel in corridor studies under-represent multimodal travel activity and provide a limited amount of information about conditions experienced by users making multimodal trips. This includes short walking and bicycling trips from homes, connections to land uses to/from transit stations, and walking between multiple destinations after parking an automobile in commercial areas. Likewise, traditional methods of collecting traffic counts only indicate “traffic” at one point in the corridor or movements through an intersection. Both methods are inconclusive regarding travel patterns, potential for a motor vehicle trip to occur by a different mode of travel, how vehicle trips are linked together, the actual travel time of a trip, potential safety issues when making the trip, and perceptions from the traveling public. Midtown in Motion used the vision in the Midtown Plan to guide existing conditions data collection for the project. This included a detailed inventory of conditions that relate to the vision, experiencing the corridor from different modes of travel, and documenting conditions that are critical to implementing the Midtown Plan vision. The existing conditions collected provided the basis for the alternatives that were prepared. The data collection method and existing condition documentation used a format that is highly visual and allowed different stakeholders to experience the multimodal travel conditions in the corridor. The purpose of this documentation was to allow stakeholders and travelers with different perspectives to visually understand how the corridor currently functions. As an example, bicyclists who frequently ride in the corridor could understand how drivers experience the corridor at peak travel time. Likewise, motorists who frequently drive in the corridor could experience how neighborhood residents walk to and from retail destinations along the corridor. There was also visual reporting of existing infrastructure conditions that included documentation of the unique travel patterns in the corridor, the casual bicycling that occurs on College Avenue, and the walking conditions encountered along the corridor. The data was presented in technical maps, charts, and visual slideshows. The information provided a quantitative and qualitative basis of the existing conditions that were used to develop design alternatives in Phase 2 of the project. Included in this information was a summary of community perceptions about existing conditions and how future changes might address safety, economics, and mobility in the corridor. This information did not provide a single answer or direct an immediate outcome. It was collected to understand a series of choices the community could make to implement the vision identified in the Midtown Plan. 3 EXISTING CONDITIONS SUMMARY Motor Vehicle College Avenue is a major north-south arterial with a series of six through lanes extending from Harmony on the south to Prospect on the north. The project study area has some auxiliary travel lanes that are used for acceleration and deceleration from adjacent land uses. The corridor is US Highway 287 and is operated in conjunction with the Colorado Department of Transportation (CDOT). The corridor has raised medians, and a functional classification described as a Principal Arterial by the City of Fort Collins. The speed limit along College Avenue is 40 miles per hour (MPH). The corridor traffic volumes range form 40,000 to 50,000 vehicles on a daily basis and 80% of the motor vehicle trips on College Avenue do not travel all the way through the three mile corridor. Only 20% of the traffic is considered “through”. For additional information see the following in the on-line technical appendix: » Traffic Volume Maps » Through Traffic Study Maps » Existing Conditions slides of traffic conditions » Phase 1 Summary slides of traffic conditions » Roadway safety and design questions from survey 4 Walking and Bicycling In the fall of 2014 an audit of the College Avenue corridor was conducted using field evaluation tools and GIS data. The audit was based on best practices from the Colorado Department of Transportation (CDOT), National Center for Walking and Bicycling (bikewalk.org) and the Federal Highway Administration (FHWA). The evaluation tools and survey methods provided a detailed assessment of the existing conditions pedestrians and bicyclists encounter when traveling in the College Avenue corridor. This included conditions for those who might have limited mobility, a disability, or walk with children. The audit also accounted for bicyclists who are novices, children, or those who are riding for non-recreational purposes (commuting, shopping, schools, etc). Members of the project team collected digital photos and measurements during peak and off-peak travel times to document the existing conditions for all users. This data was augmented with field data collected by city staff for other planning efforts. The team also observed pedestrian and bicycle travel between destinations and conducted informal conversations with people walking and bicycling in the corridor. The audit also noted existing land uses within a 2-minute walk or bicycle ride of the corridor. This information provided the basis for existing walking and bicycle travel in the corridor for populations underrepresented in traditional corridor studies. For additional information see the following in the on-line technical appendix: » Pedestrian Experience Maps » Bicycle First and Final Mile Maps » Existing Conditions slides of bicycle and pedestrian conditions » Phase 1 Summary slides of bicycle and pedestrian traffic conditions » Bicycle and pedestrian design questions from survey 5 alternatives The following alternatives show potential design options considered for College Avenue. They were prepared with input from community members, project stakeholders, CDOT staff, and city staff. Each alternative supports the vision identified in the Midtown Plan and provides improvements for walking, bicycling, and driving in the College Avenue corridor. The alternatives were presented and feedback was obtained at three interactive meetings with the public at various venues in the Midtown area. The input from the meetings was used to evaluate each of the alternatives. A preliminary alternative was identified and presented to Fort Collins City Council at a Study Session in March 2014. Their input and guidance was used to prepare the preferred alternative found in the next section. A summary of each alternative, the evaluation criteria, and the final scoring are shown in this section. 2 2 Community workshops 2 Team meeting with CDOT Staff 5 Meetings with SFCBA 40 Planners and Engineers worked on the Plan 60 SFCBA Members attended monthly meetings 300 Community stakeholders & residents participated 650 Online survey comments 775 Unique hits on the project website representing all areas of the community 3,100 Pageviews on the project website 6 ALTERNATIVE A: MULTI-WAY BOULEVARD This alternative would introduce new frontage roads along all sections of College Avenue in Midtown. This would require extensive outreach and coordination with property owners to acquire the necessary right-of-way to construct new frontage roads. If possible, the frontage roads could be combined with the existing travel lanes to construct a “Multi-Way Boulevard”. The frontage roads would have on-street parking, bicycle lanes, multi-use pathways and sidewalks. Multi-way boulevard under construction Multi-way boulevard with parking on local access road 7 ALTERNATIVE B: MULTI-WAY BOULEVARD WITH ENHANCED PEDESTRIAN ZONE This alternative would introduce new frontage roads along all sections of College Avenue in Midtown. This would require extensive outreach and coordination with property owners to acquire the necessary right-of-way to construct new frontage roads. If possible, the frontage roads could be combined with the existing travel lanes to construct a “Multi-Way Boulevard”. The frontage roads would have a pedestrian zone to serve adjacent businesses and provide spaces for sidewalk cafes. Active multi-way boulevard with wide pedestrian zone Retail lined multi-way boulevard with wide pedestrian zone 8 ALTERNATIVE C: ENHANCED COLLEGE WITH ONE-WAY PROTECTED BICYCLE LANES This alternative would enhance College Avenue with new median treatments, sidewalks, signage, public art, and pedestrian places. It would also include a protected bikeway on College Avenue. The protected bikeway would be one-way with the flow of traffic. It would include a physical separation from the travel lanes on College Avenue. This alternative would require a major reduction in the existing travel lanes to implement. Rendering of a one-way protected bike lane One-way protected bike lane 9 ALTERNATIVE D: ENHANCED COLLEGE WITH MULTI-USE PATHS This alternative would enhance College Avenue with new median treatments, sidewalks, signage, public art, and pedestrian places. This alternative would also include new multi-use pathways on both sides of College Avenue. The multi-use pathways would be two-way and be located on both sides of the street. It would have physical separation from the travel lanes on College Avenue. This alternative would require minor travel lane width reductions and enhancements at the driveway access points to and from College Avenue over the multi-use path. Raised crosswalk where pedestrians and cyclists cross the roadway Multi-use path adjacent to roadway 10 Alternatives Evaluation Alternative A Multi-Way Boulevard Alternative B Enhanced Ped Zone Alternative C Protected Bike Lanes Alternative D Multi-Use Paths Other Automobiles Bicycles Pedestrians Completes the sidewalk network Separates peds from bikes Provides buffers from traffic Supports "placemaking" Public and stakeholder input Allows two-way travel on both sides of road Conflicts at driveways Separation from motor vehicles Access to businesses Provides more capacity Separation from peds and bikes Improves connectivity Access to businesses Cost considerations Implementation timeline Triple Bottom Line Analysis $$$ $$$ $ $$ O O ALTERNATIVE EVALUATION Each of the alternatives was evaluated based on the following measures. The measures include specific criteria for pedestrians, bicycles, and automobiles. There are also measures for public support, costs, implementation, and the City of Fort Collins’ Triple Bottom Line Analysis. Input from stakeholders, neighbors, CDOT, Fort Collins City Council, and city staff was compiled for this evaluation. Alternative D: Enhanced College with Multi-use Paths was selected as the preferred alternative. 11 3 preferred alternative While a variety of alternatives were evaluated, the preferred alternative was selected due to its ability to provide high quality pedestrian and bicycle enhancements while maintaining automobile access and mobility. It also received the most positive feedback from project stakeholders and the community as well as the strongest triple bottom line analysis. It is also implementable and will provide “world class” corridor infrastructure without breaking the bank. The preferred alternative also achieves all of the Midtown in Motion project goals of creating safer travel conditions for all modes, strengthening bicycle and pedestrian connections to MAX, using universal designs for all ages and abilities, and creating a well functioning high quality and attractive street. Additionally, it helps to achieve the vision created in the Midtown Plan which includes creating an area that has high quality streetscape and area identity and is bike friendly and walkable with improved way finding. The preferred alternative does all off this by creating a system of multi-use paths along the corridor while maintaining the three travel lanes for automobile travel. Additionally, the existing frontage road system is re- envisioned to a network of one-way access roads that maintain property access and parking while allowing enhancements for bicycle travel. The following pages detail the enhancements and changes that are recommended for College Avenue. It introduces the districts that were developed to ensure a context sensitive design as well as the key intersections that will be modified. The transportation infrastructure changes as well as the urban design elements are highlighted for each area. 12 FOUR DISTRICTS The unique characteristics of College Avenue were identified in four districts. To respect the differences between districts, the plan addresses each area with distinctive improvements. The districts will incorporate the preferred alternative with unique pedestrian, bicycle, automobile, and MAX connections. Each district will be linked together with public art, signage, pavement materials, and landscaping. Three intersections are also detailed with improvements. INFRASTRUCTURE MODERNIZATION AND ENHANCEMENTS In addition to the changes detailed for each district and intersection, basic infrastructure upgrades and modernization are also included in the preferred alternative. These include the following elements: » Reconfigure travel lanes to have consistent lane configurations for better driver expectation and continuity » Consolidate access points if possible to reduce conflicts » Rebuild 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 » Improve and update signing, lighting, and way-finding as identified in the Midtown Plan » Upgrade and update deficient sidewalks throughout the corridor, including east/west connections to MAX stations Indianapolis Cultural Trail 13 The preferred alternative is made up of four unique districts 14 UPPER DISTRICT The Upper District spans from Rutgers to Prospect. This section of College Avenue currently provides three travel lanes in each direction, a wide concrete median with left hand turn lanes, a range of sidewalks conditions including attached sidewalks, detached sidewalks, and separated almost trail-like sidewalks, as well as a segment of frontage road just north of Rutgers. The preferred alternative will maintain three 11 foot travel lanes in each direction. The reconfiguration will provide consistent travel patterns and predictable driving conditions. The preferred alternative will also add an 8-10 foot multi-use path on the east side of College and a 10-12 foot multi-use path on the west side. This will provide travel accommodation for pedestrians and bicyclists on both sides of the street. Additionally, a 5 foot landscape area will separate pedestrians and bicyclists from travel lanes, which increases comfort and safety for those traveling on the multi-use paths. All of the proposed changes will require reducing the width of the center median. By reallocating the space currently occupied by the center median, the preferred alternative enhances the pedestrian environment and creates space for bicyclists in the corridor. 15 Urban Design Although constrained from a right-of-way (ROW) perspective, the Upper District includes several significant urban design amenities, including a multi-use path, landscape buffers and opportunities for signage. As redevelopment adjacent to the multi-use path occurs, a new pedestrian zone will create space for additional urban design amenities such as benches, trash, pedestrian-scale lighting and landscape plantings. Landscaping – Buffer Areas Between the proposed multi-use path and the College Avenue auto corridor, an area for landscape plantings has been designed to act as a buffer between the pedestrian/ bike zone and the auto travel lanes. In order to reflect the City of Fort Collins landscape standards, the 5’ portion of the buffer area is designed to be a tree lawn with irrigated turf and evenly spaced street trees. In locations where opportunities exist for a wider landscape buffer (great than 5’), the turf areas will be replaced with low-water shrubs, boulders and trees planted in clustered groupings that create a more naturalized and organic look/feel. Landscaping – Medians In areas with 4’-6’ of median space, low-water shrubs and ornamental fencing (similar to the existing fencing in the median landscape at Harmony Avenue and College) will be placed in a drip irrigated bed of rock mulch. Although the proposed median widths will dictate that the shrub plantings have a more linear appearance, introducing a variety of landscape plantings in groupings that vary along the median length will ensure the overall effect of the landscape design will be flowing and natural. 16 NEIGHBORHOOD DISTRICT The Neighborhood District spans from Princeton to Rutgers. This section of College Avenue currently provides three travel lanes in each direction, a concrete median with left hand turn lanes, a range of sidewalks conditions including attached sidewalks on the east side and mostly detached sidewalks on the west side, as well as a frontage road on the east side of the street that is fronted predominantly by houses. The preferred alternative will maintain three 11 foot travel lanes in each direction. The reconfiguration will provide consistent travel patterns and predictable driving conditions. The preferred alternative will also add a 10-12 foot multi-use path on the west side of College Avenue. This will accommodate travel for pedestrians and bicyclists. Additionally, a 10 foot landscape area will separate pedestrians and bicyclists from travel lanes, which increases comfort and safety for those traveling on the multi-use path. On the east side of the street, the frontage road provides shared two way auto and bicycle travel as well as parallel parking. The median separating the frontage road from travel lanes will be widened. The preferred alternative will also add a 21 foot landscaped center median. 17 Urban Design As the project area moves south from the Upper District, wider ROW distances provide opportunities for additional urban design improvements. In the Neighborhood District, the two largest areas for enhanced urban design are the center medians and the landscape buffers between College Avenue auto traffic and the east and west sides of the corridor. Landscaping – Buffer Areas East and west of the College Avenue auto lanes, landscape areas are designed to create greater physical separation between people using the planned multi-use paths and auto traffic. In these 8’-10’ wide planted beds, low-water plantings will be used to create a naturalized, flowing, garden-like feel. As space permits, the shrub beds will be accented with sandstone landscape boulders, and clustered groupings of ornamental and evergreen trees. Landscaping – Medians In the Neighborhood District, the narrower medians typical of the Upper District expand to include widths up to 21’ – the widest possible medians within the Midtown section of College Avenue. In these wider median areas, there are greater opportunities to both fully implement the City of Fort Collins landscape standards, while also using the proposed landscape design to help brand the Midtown project area. 18 CENTER DISTRICT The Center District spans from Monroe to Princeton and has frontage roads on both sides of College Avenue. This section of College Avenue currently provides three travel lanes in each direction, a concrete median with left hand turn lanes, a range of sidewalks conditions including attached sidewalks and detached sidewalks on the west side, as well as a frontage road on both sides of the street. Both frontage roads are separated from the through travels lanes by a buffer. The west side buffer is quite wide while the east side buffer is much narrower. The preferred alternative will maintain three 11 foot travel lanes in each direction. The reconfiguration will provide consistent travel patterns and predictable driving conditions. The preferred alternative will also add a 10-12 foot multi-use path on both sides of College Avenue outside the frontage road. This will accommodate travel for pedestrians and bicyclists. On both sides of the street, the frontage roads will be converted to one way streets. This provides shared auto and bicycle travel as well as parallel parking. The median separating the frontage road from travel lanes will be retained. The preferred alternative will also add a 21 foot landscaped center median. 19 Urban Design On the east, the Frontage Road is largely adjacent to residential neighborhoods. In these areas, the roadway is designed to reflect a walkable, calm, neighborly street, and the 8’ wide buffer area between the street and College Avenue is also intended to help increase the sense of separation from the noise and traffic of the State Highway, and help increase the feeling of calm, slow, people-centered mobility. To the west, the Frontage Road abuts a more commercial/retail type of land use, and its design is intended to pull local, destination-driven traffic from College to adjacent retail/shopping districts. Landscaping – Buffer Areas The design of the landscape buffers in the Center District is largely determined by width. To the east, the buffer area is narrower and the naturalized landscape is more constrained and linear. Ornamental fencing serves as both a visual accent and a physical safety buffer between the residential street and College Avenue. To the west, the wider landscape buffer allows for a larger and more elaborate naturalized planting zone, including flowing shrub beds, groupings of ornamental, evergreen and shade trees, and areas for signage, lighting and public art installations. Landscaping – Medians As is the case in both the Neighborhood District and the South District, the medians in the Center District can be as wide as 21’ – allowing for a much larger area for landscape and urban design enhancements. 20 SOUTH DISTRICT The South District spans from Harmony to Monroe. This section of College Avenue currently provides three travel lanes in each direction, a concrete median with left hand turn lanes, a range of sidewalks conditions including attached sidewalks, detached sidewalks, and separated almost trail-like sidewalks. The preferred alternative will maintain three 11 foot travel lanes in each direction. The reconfiguration will provide consistent travel patterns and predictable driving conditions. The preferred alternative will also add a 10-12 foot multi-use path on the both sides of College Avenue. This will provide travel accommodation for pedestrians and bicyclists on both sides of the street. Additionally, an 8 foot landscape area will separate pedestrians and bicyclists from travel lanes, which increases comfort and safety for those traveling on the multi-use paths. The center medians is widened and landscaped with water-wise plant materials and decorative monuments. 21 Urban Design As you move south to the final section of the Midtown College Avenue corridor, the Frontage Roads no longer abut the College Avenue auto lanes, and instead, a 10’-12’ multi-use path separated by a landscape buffer runs parallel to the State Highway to the east and west. As is the case with the rest of the Midtown College Avenue length, it is anticipated that redevelopment of the parcels adjacent to the ROW in the South District will expand the multi-use path to include an additional pedestrian zone that functions as a ‘Main Street’ with street furnishings, pedestrian-scale lighting and additional planted zones. Landscaping – Buffer Areas Unlike the wider buffer zones of the Frontage Road sections of the College Avenue corridor, the South District buffers reflect the more constrained ROW widths. In this district, the buffers are an average of 8’ in width, and include naturalized, low-water shrub beds interspersed with ornamental and evergreen tree groupings. Sandstone accent boulders and flowing rock mulch beds help reinforce the garden-esque character of the City of Fort Collins landscape standards. Landscaping – Medians As is the case in both the Neighborhood District and the Center District, the medians in the South District can be as wide as 21’ – allowing for a much larger area for landscape and urban design enhancements. 22 INTERSECTIONS Major Intersections Major intersections in the corridor including Troutman, Horsetooth, Foothills, and Drake will be redesigned as adjacent sites redevelop. The redesigned intersections will provide additional visibility for pedestrians, “refuge islands” for pedestrians, less delay for right turning motorists, and updated medians. The intersection of College Avenue and Drake Road is shown to the right. This is an example of an intersection with physical, ROW, and land use constraints that limit the amount of improvements that can be made. The design demonstrates the use of pedestrian refuge islands to create narrower and safer multi-modal movements. Beyond the pedestrian refuge islands, the design also includes wider sections of walkway at the intersection corners. Where additional space is available behind the walkway, it is anticipated that shrub beds, ornamental fencing and planter pots will mimic the type of urban design improvements currently installed at the intersection of College Avenue and Harmony Road. Residential Frontage Road Intersections Residential frontage road intersections will be redesigned to slow motorists entering and exiting College Avenue from the frontage road. The design allows pedestrians and bicyclists to cross intersections in more predictable places. The Harvard and College intersection example shown below reflects the type of roadway and urban design improvements anticipated in mid-block Frontage Road access points. At this intersection, specialty paving and designated crossing points for people and cars helps draw attention to the potential conflict point where multiple travel modes come together. Additionally, a planted median helps separate auto movements, while also creating space for enhanced planting areas, signage and lighting. The intersections at Princeton Road and Rutgers Avenue will also be redesigned in this way . 23 Commercial Frontage Road Intersections Commercial frontage road intersections will be redesigned to minimize turn movement conflicts from the frontage road to College Avenue. As shown in the College Avenue and Swallow Road example below, they will be designed with “slip ramps” reducing conflicts between pedestrians, bicyclists, and motorists. The intersections will also have clear crosswalks for pedestrians and bicyclists. Where Frontage Roads abut existing College Avenue intersections, reconfigured auto movements have created opportunity areas for significant urban design improvements. In these larger ‘bulb-out’ locations, there is space to create larger, plaza-like areas that both draw attention to the Frontage Road auto-access lanes while also enhancing the east-west sense of entry and connection. Designed as gateway plazas, these areas include urban design elements such as specialty paving, planters, ornamental fencing, accent lighting, signage and street furnishings. These areas also function as gathering places for pedestrians and bicyclists moving through and within the Midtown district, and map-based pedestrian signage is located in these areas to help orient pedestrians and bicyclists to amenities and destinations east and west of College Avenue. Intersections that will include these treatments are at Monroe, Foothills, Swallow, Harvard, and Thunderbird. College Avenue Swallow Multi-Use Path Multi-Use Path Low-Water, Naturalized Shrub Bed - Rock Mulch (typ) Ornamental Tree (typ) Bench (typ) Pedestrian/Auto Signage (typ) Planter Pots (typ) Decorative Fence - Similar to Existing Fence at College Ave & Harmony Road (typ) Colored Concrete in Decorative Pattern (typ) 24 DESIGN VISION The primary goal of the College Avenue Corridor project was to implement the larger ideas of the Midtown Plan into realistic and achievable engineering solutions. However, a secondary but equally important goal was to ensure that the proposed engineering solutions also addressed the need to create a more legible, inviting and memorable place that is attractive to users, property owners and potential investors. Therefore, after finalizing the engineering layout of the corridor spaces, the design team began the process of creating urban design solutions that not only supported the overall increase in safety and multi-modal movements, but also helped to reinforce a legible and compelling brand for the Midtown section of College Avenue. To this end, areas that had been designated only as ‘green’ in the preliminary design options were given a closer look as final layouts and movements came to fruition. Incorporating both the City of Fort Collins landscape standards and the vision set forth in the Midtown Plan, these formerly ‘green’ areas began to evolve into final concepts. In order to illustrate preliminary thinking regarding the opportunity areas, two locations within the district were chosen to move into preliminary urban design: The intersection of College Avenue and Swallow (design shown on previous page), and the Center District area. For these two locations, preliminary layouts for public spaces were developed at the concept level. The resulting illustrations reflect how designs for places like buffers, medians and intersections can create meaningful enhancements to both the corridor’s sense of place and functionality. Median Landscape Design From a landscape perspective, the larger median widths allow for a greater mixture of flowing shrub beds, groupings of evergreen and ornamental trees, and even larger shade tree accented areas. At the groundplane, a flowing mixture of rock and bark mulches are designed to both filter stormwater and reflect a riverbed-type appearance. Grouped in linear clusters within proposed rock mulch beds, large sandstone landscape boulders further enhance the flowing, naturalized appearance of the landscape. In addition to the landscape plantings, the wider median areas also provide opportunities to add Midtown- specific gateway, lighting and signage elements. Used sparingly and rhythmically at the edges of shrub beds and under ornamental trees, glowing uplights provide depth and definition to the median areas. As the medians and the landscape treatments begin to taper, custom-designed Midtown pole gateway features are used to celebrate entrances into different neighborhoods within the district, while also alerting nighttime drivers to upcoming intersections and pedestrian/bike crosswalks. 25 Multi-Use Path Multi-Use Path Frontage Road Frontage Road Shade Tree (typ) Ornamental Tree (typ) Ornamental Tree (typ) Decorative Fencing (similar to accent fencing at Harmony Road & College Avenue Evergreen Tree (typ) Low-Water, Naturalized Shrub Bed - Rock Mulch (typ) Low-Water, Naturalized Shrub Bed - Rock Mulch (typ) Sandstone Landscape Boulder (typ) 26 project implementation The following summarizes a strategic plan to implement the preferred alternative over the next 15 years. College Avenue is part of the US and Colorado state highway system. This uniquely positions this corridor for federal and state funding. The goal of the implementation plans is to obtain 60% of the necessary funding for this project from federal and state funding sources. 4 27 Improvement Costs Roadway improvements are a significant investment that will happen over time and through various funding sources including local, state, federal and private funds. The range of draft cost estimates are as follows: » Frontage roads improvements: $20-25 million » Infrastructure modernization: $18-20 million » Intersection improvements: $12-15 million » Traffic flow improvements: $10-13 million » Median and streetscape upgrades: $8-10 million » Multi-use path construction: $7-10 million » Art, signage and way-finding: $3-5 million The local portion of the needed funding is expected to be around 20% of the overall costs, with those local dollars leveraging State and Federal funds, similar to how the MAX project and the North College improvements were funded. Midtown is rapidly redeveloping as well, as such a portion of improvements will be done with redevelopment, currently underway along the Mall frontage. Project cost by individual feature Potential funding sources 80% of the project funding will come from state, federal, and private sources 28 IMPLEMENTATION STRATEGY To achieve the vision for College Avenue in Midtown the plan lays out a fifteen year implementation strategy. In 2015, CDOT will repave this portion of College Avenue. With that effort the City is coordinating some sidewalk and striping improvements. The first phase (2015 to 2020) is envisioned to be Drake to Horsetooth, focused on intersection improvements in particular the Horsetooth intersection that has some identified funding currently. The second phase (2021 to 2026) is likely to be Prospect to Princeton and the third phase (2027 to 2030) would be the southernmost section Horsetooth to Harmony Road. Implementation Draft August 2014 2015 - 2020 2021 - 2026 2027-2030 Design & Input Design & Input Capital Funding Capital Funding Operations Funding Operations Funding Community Block Grants Design & Input Capital Funding Operations Funding CENTER DISTRICT Drake to Horsetooth including intersections finalize construction plan engage property owners coordinate with SFCBA $2 millon/year local $7.5 million from CDOT $7.5 million from FHWA $2 million private CDOT RAMP funding CDOT FASTER Ft. Collins "Building on Basics" Ft. Collins 2015-2020 TIP FHWA TIGER program FHWA discretionary funds CO Senate Bill 1 (extension) NFRMPO 2015-2020 TIP Business Improvement Dist. Ft. Collins general fund Private sponsorship UPPER AND NEIGHBORHOOD DISTRICTS Prospect to Princeton including intersections finalize construction plan engage property owners coordinate with SFCBA engage neighborhoods $1 millon/year local $5 million from CDOT $5 million from FHWA $1 million from private CDOT FASTER Ft. Collins "Building on Basics" Ft. Collins 2021-2026 TIP NFRMPO 2020-2025 TIP FHWA discretionary funds Business Improvement Dist. 29 This project lives on at www.fcgov.com/advanceplanning/midtowninmotion.php APPENDIX A: 10% CORRIDOR PLAN SHEETS 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS RECOMMENDED PLAN COLLEGE AVENUE SECTION 1 | AUGUST 2014 HARMONY TO PAVILION 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 2 | AUGUST 2014 TROUTMAN TO S. OF BOARDWALK RECOMMENDED PLAN COLLEGE AVENUE 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 3 | AUGUST 2014 BOARDWALK TO CREGER RECOMMENDED PLAN COLLEGE AVENUE 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 4 | AUGUST 2014 N. OF CREGER TO MONROE RECOMMENDED PLAN COLLEGE AVENUE 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 5 | AUGUST 2014 N. OF MONROE TO FOOTHILLS RECOMMENDED PLAN COLLEGE AVENUE 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 6 | AUGUST 2014 SWALLOW TO HARVARD RECOMMENDED PLAN COLLEGE AVENUE 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 7 | AUGUST 2014 HARVARD TO DRAKE RECOMMENDED PLAN COLLEGE AVENUE 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 8 | AUGUST 2014 PRINCETON TO COLUMBIA RECOMMENDED PLAN COLLEGE AVENUE 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 9 | AUGUST 2014 COLUMBIA TO ARTHUR RECOMMENDED PLAN COLLEGE AVENUE 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 10 | AUGUST 2014 JOHNSON TO PARKER RECOMMENDED PLAN COLLEGE AVENUE 0' 25' 50' 100' PROPOSED MULTI-USE PATH EXISTING PARKWAY AND STREET TREES (EXISTING TREES TO BE EVALUATED FOR LONG-TERM VIABILITY) PROPOSED ENHANCED LANDSCAPE AREA LEGEND EXISTING CURBS PROPOSED NEW CURBS EXISTING ROW/PARCELS SECTION 11 | AUGUST 2014 PARKER TO PROSPECT RECOMMENDED PLAN COLLEGE AVENUE TYPICAL DETAILS | AUGUST 2014 RAISED CROSSING DETAIL (TYP.) HIGH VISIBILITY SETBACK CROSSING DETAIL (TYP.) HIGH VISIBILITY ROADWAY ADJACENT CROSSING DETAIL (TYP.) RECOMMENDED PLAN COLLEGE AVENUE CROSS SECTIONS | AUGUST 2014 HARMONY TO HORSETOOTH SOUTH DISTRICT TYPICAL CROSS SECTION CENTER DISTRICT TYPICAL CROSS-SECTION NEIGHBORHOOD DISTRICT TYPICAL CROSS-SECTION UPPER DISTRICT TYPICAL CROSS-SECTION RECOMMENDED PLAN COLLEGE AVENUE APPENDIX B: EAST/WEST/MINOR STREET DESIGN GUIDELINES Overview The Midtown in Motion study focused primarily on a long term vision for College Avenue. However within the defined Midtown areas between Harmony and Prospect there are a number of major east/west roadways that intersect with College Avenue, as well as eighteen minor streets providing circulation within Midtown. This Appendix provides guidance for design guidelines for these east/west and minor streets in Midtown. Larimer County Urban Area Street Standards (LCUASS) Unless a specific corridor or area plan exists (as identified in Table B-1) the LCUASS standards are to be applied to east/west and minor streets in Midtown. If it is necessary to consider variances due to right-of-way (ROW) constraints in specific situations, the elements that are priorities are: » Detached sidewalks » Landscaped parkways (landscaping is preferred over tree grates for snow removal and storage) » On-street bike lanes One of the defining visions for Midtown is to create a more pedestrian friendly environment, with improved east west walking connectivity to and from the MAX Bus Rapid Transit system. Major East / West Streets The College Avenue corridor is defined by the four crossing arterials: Harmony Road, Horsetooth Road, Drake Road and Prospect Road. Harmony Road and Prospect Road have corridor or area studies that provide guidance for design. Horsetooth Road and Drake Road should be improved to the 4-lane arterial standard as shown in LCUASS. Through redevelopment the Midtown Plan envisions a more urban environment with buildings closer to the street (per guidance in the Land Use Code) to maximize development area within the site. In order to ensure adequate space for pedestrian activity, wider sidewalks are encouraged where facing buildings are intended to open onto café patio seating space or other similar public space. Additional sidewalk width should be incorporated into additional ROW or access easements. Also in response to urban constraints, median widths may be adjusted, but for safety and aesthetics, a minimum of a 4-foot median at intersections will be required. Mason Street and McClelland Drive Mason Street is classified as a 2-Lane Arterial and McClelland Drive as a 2-Lane Collector, neither street is currently built to LCUASS standards, which require significantly wider ROW than originally established. Due to development age and patterns along these streets (small, narrow lots with buildings that are generally in good condition), it’s highly unlikely the City would ever see full implementation of LCUASS standards without significantly hindering redevelopment. The functional intent of these streets remains intact, and requirements for them as defined in Chapter 7 of LCUASS standards shall apply, except for the following variances: Mason Street McClelland Drive* ROW 72’ (instead of 84’) 59’ (instead of 66’) Roadway Width 40’ 40’ (43’ back of curb to back of curb) Parkway 10’ 10’ (east side only) Sidewalk 6’ detached 6’ detached (east side only) Bike 8’ on-street 8’ on-street Parking None, but allowed if extra ROW provided by development as inset parking None, but allowed if extra ROW provided by development as inset parking Center Turn Lane None (except at intersections as needed) None (except at intersections as needed) * Additional ROW is needed only on east side of McClelland for parkway and detached sidewalk. Ditch, Railroad ROW along the west side of McClelland do not support development. Table B-1: Midtown Street Standards Guidance Street *Refers to “Midtown” street sections generally between the BNSF Railroad Tracks and Remington ** Refers to Mason Street from Harmony Road to Horsetooth Road ***Refers to McClelland from Horsetooth Road to Drake Road Street* LCUASS Classification (west of College / east of College) Applicable Street Standard Existing ROW (Approximate) West / East of College Prospect 4 Lane Arterial As defined in 2015 West Central Area Plan 60 Stuart Collector LCUASS Apply 64 Johnson Dr/Spring Creek Dr Collector LCUASS Apply 30 / 100 Arthur Dr Connector Local LCUASS Apply 28 Rutgers Residential Local LCUASS Apply 50 Columbia Collector LCUASS Apply 70 to 96 Harvard Residential Local LCUASS Apply 50 Princeton Residential Local LCUASS Apply 60 Drake 4 Lane Arterial LCUASS Apply 96 Thunderbird Commercial Local/Residential Local LCUASS Apply 60 / 50 Harvard Commercial Local/Residential Local LCUASS Apply 50 / 60 Swallow Collector LCUASS Apply 79 / 80 Foothills Parkway Commercial Local LCUASS Apply 60 Monroe Collector LCUASS Apply 60 / 80 Horsetooth 4 Lane Arterial LCUASS Apply 103 / 103 Creger Connector Local LCUASS Apply 60 Bockman Connector Local LCUASS Apply 54 Colboard Connector Local LCUASS Apply 50 Boardwalk 2 Lane Arterial LCUASS Apply 65 / 70 Troutman 4 Lane Arterial LCUASS Apply 100 / 100 Kensington Connector Local LCUASS Apply 49 Harmony 4/6 Lane Arterial As defined in the 2012 Harmony Road ETC Plan 115 / 120 Mason** 2 Lane Arterial As detailed above 60 McClelland*** Collector As detailed above 42 Ft. Collins general fund SOUTH DISTRICT Horsetooth to Harmony finalize construction plan engage property owners coordinate with SFCBA $1 millon/year local $5 million from CDOT $5 million from FHWA $2 million from private CDOT PROGRAMS Ft. Collins TIP NFRMPO TIP FHWA funds Business Improvement Dist. Private sponsorship Ft. Collins general fund Ed Robert Citizen Mat Loonard Aqua Engineering John H Grant Ted Borsted Borsted Consulting Dan Coogan David Jim Trupp Retired Cathy Busch-‐Kinkaid Retired Greg Woods N. Fort Collins Business Assoc. Gerry Horch City Council Larey Kerling Clint Skutchan Fort Collins Board of Realtors Luke McFetridge SFCBA Troy Hammond Street Media Group Susie Roboth Citizen Ruth Grant Neighborhood Cynthia Coogan Alison Rosso Amanda Miller Midtown Neighbors Facebook Group Amy Ehrenberger Fort Collins Cycling Club Jane Choi CSU Scott Carman CSU/Urban Lab Austin Rice Angela King The Laboratory Jeff Leef The Laboratory David Rose The Laboratory Art (10 support and 2 oppose) Too much public art is hideous (the idea here was that all too often public art is hideous, not that there is too much art) Tell story, history and change them by year/season We have a good Art in Public Places program (led by Ellen Martin) Utilize this with good signage and identification Responsive to the section of town “art as storytelling”. Word Class = Distinct Art Rocks!! The example of the cards is senseless. A little art in the streets is OK. Pedestrian Refuges (19 support and 1 oppose) Yes!! Good to have a pedestrian safety refuge, but I see cars stopping for pedestrians when they should keep moving. There is no way to get pedestrians across there safely with multiple lanes of traffic (the second half of this comment was in support of the refuge medians). People sometimes cross ½ way because there are no cars in one direction (when they have the Don’t Walk sign). Love the longer walk signal on Mountain and College General Comments Use low volume streets to route bikes and pedestrians Provide a midblock crossing at Gregere – HAWK signal? Must relate to MAX and support connections to the stations – improve sidewalks on east-‐west streets that connect to stations and College Avenue No bikes on College Avenue – too many cars New student housing at College and Stuart and Center Point Ave puts 100’s of students on Prospect Avenue (bikes/pedestrians). Need to widen walks, trails, and crosswalks When streets are under construction make sure clearances of sidewalks or detours are up to code (vegetation is up to code and cleared also) It isn’t about getting from point A to point B as quickly as possible but as safe as possible The midtown project needs its own page on the city website support and 3 oppose) Make the entire lane a color-‐ not just the intersection Yes on Mason, NO on College Protected bike lane is better than riding on the sidewalks down College Buffer is very important (referring to the striped lane with plastic bollards separating the bike lane from the auto travel lane) The vertical bars are important – something for a car to hit before entering the lane (another reference to the plastic bollards and striping between the bike lane and traffic lanes) Wayfinding (14 support and 0 oppose) Install signage after improvements (read: signage should go in after other improvements are completed) Mobile-‐interactive signage The scale of the signs on College Avenue should work for all modes of travel. (there was a general consensus that the image of the sign we showed would only work for pedestrians, and was too small/had too much info for auto legibility). X2 Like the maps on the signs – bike route information please Signage for bikes and pedestrian first and at the correct scale to read on foot/bike Need signs from the MAX stops that provide east-‐west directions Signs should connect to Fort Collins types and be functional Grand Boulevards (12 support and 1 oppose) Good as long as it is continuous Make Frontage Roads one-‐way traffic Dedicated bike lane on Frontage Road Interesting, especially for bikes Might need a slip lane and on-‐street bike lane Raised Intersections (12 support and 2 oppose) They help cars look for bicycles and pedestrians Great job at College and Harmony Cars slide on them when icy Raised medians slow cars, Yes! Don’t like to drive over intersection too fast for College Avenue If the speed limit drops it will take forever to get down College There is to much traffic driving fast and it should change Make Frontage Roads multimodal to take cars off road (except resident). The frontage road becomes a private drive with public bike/pedestrian access. Only do this near residential frontage streets. Maximize bike and pedestrian traffic to MAX promenade and minimize infrastructure on College (just make it safer). Bikes and pedestrians are better on Frontage road than on mainline College Avenue Underpass at ditch by mall is great idea – should be hooked to bicycle path to MAX at Swallow Don’t sacrifice mobility and the ability for businesses to receive/send goods and services Art that is relative to our city – historic references Keep bikes and pedestrians separated from motor vehicles Have art in public places be functional Signage kiosks with bike maps needed to help cyclists understand the options riding sidewalks on College East west bike connections are important Want to get up and down College – it is a priority – as a thoroughfare not a 30MPH road Push people and bikes to the Mason Trail and MAX for trips that are end to end of the corridor Station 3: How do we make College Avenue a world-‐class street? Great Underpasses (20 support and 2 oppose) We need one at Mason and Drake What is the cost of this and who pays We need one between the mall and the Mason corridor Concerned about this vs. more immediate opportunities Would this really be used away from the CSU Campus? from 40 MPH Photo Should be changed: 14 Should not be changed: 2 Sidewalks connections to land uses Photo Should be changed: 18 Should not be changed: 1 Uniform sidewalks are missing in the corridor Photo Should be changed: 15 Should not be changed: 1 ADA access to pedestrian activation Photo Should be changed: 15 Should not be changed: 0 Comments on potential changes Wider walks because of conflicts between pedestrians and bikes (Full Cycle and Arthur Ditch) Make path wider by MAX on eastside of tracks between Prospect and Whole Foods Fill in missing walks (Amen) Frontage Roads are problematic. Drivers at intersections are confused and cause congestion getting on and off College. Turns are difficult with pedestrian and traffic on parallel streets. Changes will need a creative solution Restrict turns? More traffic lights are not preferred streets get full and back out to College and then cause congestion along College. Do not slow the car traffic further. This is the major N/S route X2 Sidewalks are the #1 priority (refuges, repair, bring up to standard) Frontage Roads are the #2 priority (no parking on them) X3 Access to other modes is #3 priority (make easy access from College to the west so bikes don’t have to use College sidewalks, but are encouraged to use bike trail) Sidewalk/frontage road upgrades are needed X3 Identify the Midtown corridor with some art in public places at the ends X2 Midtown needs an identity Include median art/planters/sculptures along the corridor X5 Slower speed limit with fewer stop lights X4 -‐X1 Less left turn lanes (accident reduction) X2 More right turn lanes X3 Separate pedestrians and bikes from cars X6 Make side streets (frontage roads I assume) one way X2 Provide effective access to redevelopment area along the MAX corridor out to College. Example: near Rutgers Station 2: What should change along College Avenue? First and final mile connections Photo Should be changed: 9 Should not be changed: 1 Bikes on the sidewalk are riding in the right hook zone Photo Should be changed: 14 Should not be changed: 0 Safe bicycle facility Photo Should be changed: 21 Should not be changed: 2 as “parallel routes” Bike connections should not be in the travel lanes on College Avenue Difficult to make left into Bockman Drive Bikes and pedestrians need safe access to businesses on College Avenue Reduce the number of left turns on College Avenue Reduce the speed limit to 20 MPH on College Avenue (reduce the number of signals) Provide overpasses that are connected to 2nd floors of new development (sell the air development rights) Build a bike and pedestrian promenade on the west-‐side of the new underpass by Foothills Mall that connects to the McClelland Drive Provide a new bike/pedestrian connection from Horsetooth MAX station to Mason street just south of the stop just south of the bowling alley Trail crossing at Swallow and Mason Trail is difficult to navigate. Needs more signage and visibility for motorists and trail users Frontage Road and Swallow has turn movement conflicts near the intersection and on the north end of the west Frontage Road Need better east-‐west bicycle crossings across College Need a trail crossing over Drake for the Mason Trail X2 Need wider sidewalks on Drake east and west of College Rutgers and College needs improvements to support more people living/crossing there Rutgers access to Whole Foods could benefit from on-‐street bicycle lanes Need connections from Spring Hill Park to Whole Foods that is direct. This includes new sidewalks on Arthur Drive New Stewart Street connection from Mason Trail to the west is needed from the new housing development Prospect and Remington needs a signal for the proposed bicycle boulevard Support for slower speed limit X3 -‐X3 Support for narrower travel lanes X2 For sure do not make lanes any wider X2 Consider access control to limit some cross-‐streets to RIRO Like: 2 Bicycles are not permitted on College Avenue Photo Dislike: 11 Like: 9 Bikes are using sidewalk to access retail destinations Photo Dislike: 17 Like 1 Exhaust and noise from 40 MPH vehicles bounce off hardscape Photo Dislike: 6 Like: 0 Frontage Road sidewalks are narrow and substandard Photo Dislike: 16 Like: 2 of Realtors, North and South Ft. Collins Business Associations, CSU, and neighborhood residents. The majority of the guests live near College Avenue and are interested citizens between the ages of 41-‐65+. The meeting was an open house community drop-‐in workshop that presented three information stations: 1) Current conditions, 2) Problem identification, and 3) Possible solutions. Each station used voting dots and/or post-‐it notes for participants to provide feedback on specific locations. A survey was handed out as guests signed-‐in and they were asked to complete before departing. For those who where unable to attend, an online survey link was provided on the workshop invitation and City’s project page. The most frequent topics discussed included: Pedestrian improvements, Bicycle lanes and locations, Connections to MAX Bus Rapid Transit, Safety for all roadway users, and Vehicle congestion on College Avenue. Station 1: What is College Avenue Today? Existing ROW is 90% for Automobiles Photo Like: 3 Dislike: 7 Existing travel lanes are 13’ wide Photo Like: 4 Dislike: 4 20 226 2014-08-13T04:174.29.16:209.57+146 00:00 Like It It breaks the larger project down into manageable areas. busy streets and I think I get to places just as fast. The drawing looks nice but I would rely on the experts to make the intersection safe crossings for cars, bikes and pedestrians. 42 151 2014-07-22T16:207.173.59:05+60.122 00:00 Don't Like It bikers don't want to travel at 2-3 miles/hour. mixing bikers and pedestrians is asking for collisions. Bikes should be off College and routed on Mason or the bike path. 43 153 2014-07-22T17:50.243.08:148.43+245 00:00 attention and clarity here. Why is only one side of the intersection being shown? Based on my comparison with Google satellite images the buildings shown in your mock up are not the actual buildings at that intersection so I can not tell whether you are talking about the east or west side of College. I need more information to answer this question. This is a VERY important intersection to deal with. The work shown here is not adequate. 44 160 2014-07-22T22:129.19.05:1.00+10 00:00 I live in the neighborhood and am happy to see a widened buffer between college and the frontage road. Curious about the actual pedestrian crossings at Columbia and Rutgers across College Ave? Is there somewhere with specific info. on what those crossings will look like? Thanks 45 193 2014-08-01T16:24.9.113.39:09+11 00:00 Like It This intersection is currently not as safe as it could be for pedestrians and bikes, this would improve the safety and use of this intersection by peds/bikes. 46 204 2014-08-02T16:75.70.04:64.15+226 00:00 Like It Yes--I have biked this area and it is difficult to navigate as is. 47 207 2014-08-05T19:166.147.32:54+88.35 00:00 Like It Multi - use path 48 223 2014-08-12T01:98.245.56:192.25+158 00:00 Like It 49 227 2014-08-13T04:174.29.18:209.43+146 00:00 Like It It makes biking and walking safer for both cars and pedestrians, as well as allows bicyclists to use the main artery that is College Avenue to get places, making safe biking more efficient for riders. 50 228 2014-08-13T16:198.59.25:47.08+100 00:00 Like It Trees will be a beautiful divider, cut down on road noise, provide shade and separate street and the multiuse path. The path will promote safer travel along the corridor for bikes and foot traffic. 22 89 2014-07-20T05:75.166.29:143.10+229 00:00 Like It I like the per and multi use lanes. 23 90 2014-07-20T05:75.166.30:143.42+229 00:00 Like It I know you've calculated the distance to the inch, but it just doesn't look like enough room for it all. 24 91 2014-07-20T05:75.166.32:143.41+229 00:00 Like It 25 103 2014-07-21T14:67.174.24:120.14+180 00:00 Like It