UPDATE TO THE FORT COLLINS BICYCLE PLAN & PROGRAM

Transcription

1 UPDATE TO THE FORT COLLINS BICYCLE PLAN & PROGRAM July 12, 2007

2 Executive Summary Introduction In 1995, the Fort Collins Bicycle Plan and Program was developed by a group of citizens in conjunction with City staff and outside consultants. The Plan of 1995 focused on the four E s - Engineering, Education, Encouragement, and Enforcement. This current effort, the Update to the Fort Collins Bicycle Plan and Program can be considered as a fifth E Evaluation. The bicycle is a key means of transportation for thousands of Fort Collins residents and a desired means of transportation for many more. The bicycle share of work related trips in Fort Collins is about 4.4 percent 1. Many aspects of Fort Collins encourage bicycle use. The current bikeway network consists of approximately 160 miles of bicycle lanes, 65 miles of off-street paths, and 25 miles of signed bicycle routes. TransForts entire bus fleet is equipped with bicycle racks. Cyclists can park at numerous racks throughout the city. The energy and commitment of many organizations and businesses also improve the bicycling environment. Fort Collins Transportation Planning and Park Planning and Development departments continue to develop off-street paths such as the Spring Creek Trail, the Poudre River Trail, the Power Trail in east Fort Collins, and Mason Trail. More than ten bicycle shops provide crucial services to Fort Collins cyclists. There are numerous advocacy, education, and riding organizations including the Friends of the Fort Collins Bicycle Plan and Program, North Front Range Bicyclists Coalition, Fort Collins Velodrome Association, the Community Bicycle Co-op, Diamond Peaks Mountain Bike Patrol, the Fort Collins Cycling Club, Cycling Friends of Fort Collins, and Bicycle Colorado, to name only a few. Fort Collins Police Services uses bicycles, as do some of the Neighborhood Services inspectors. It would seem that with this kind of commitment from all sectors of the community, increasing bicycle use should be a snap. However, despite all of these efforts, Fort Collins still has a way to go to be truly bicycle-friendly. The bikeway network still has some major gaps and discontinuities in it. The amount and quality of bicycle parking varies widely throughout the community. Relatively few children bicycle to school even if they live less than a mile away. People from all ages, all parts of the city, and all walks of life have requested improvements to the bicycling environment. Background This update was created with input from many residents, including neighborhood activists, business people, parents, educators, regular cyclists, senior cyclists, and individuals who wish to bicycle more often. A Citizens Advisory Committee also had significant input into this project. Additional input came from staff of the Transportation Planning, Traffic Operations, Engineering, Parks and Recreation, Natural Resources and Streets departments. This Update provides guidance over the next 10 years for improvements that will encourage more people to ride more frequently for daily needs. The purpose of this Update is to build on the success of the 1995 Bicycle Plan and Program by further incorporating the bicycle into daily life in Fort Collins. 1 United States Census of Population 2000, Journey to Work Data. 2

3 This Update is organized into the following key areas: 1) A discussion of the successes and challenges of implementing the seven key recommendations of the 1995 Bicycle Plan; 2) Goals, Principals and Policies of Fort Collins City Plan Transportation Element; 3) The development of a proposed bikeway network; 4) The provision of appropriate end-of-trip facilities; 5) Improving the bicycle-transit link; 6) The promotion of bicycling through education, encouragement, and enforcement. Bicycle Transportation Goals, Principles and Policies City Plan articulates several goals that are specific to the bicycle, and include the following: Our community will develop and sustain a safe, convenient, and efficient transportation system incorporating and integrating many modes of travel including automobiles, transit, bicycles, and pedestrians. The bicycle will be a practical transportation choice for residents and visitors. More specific to the bicycle, the general policies of City Plan state that: The community will have a comprehensive, safe, and convenient bikeway system. The bikeway system will be designed to provide continuity and eliminate gaps in the system, while linking to regional systems. Bikeways will provide access to all major activity centers and destinations, by building on combinations of existing and planned commuter and recreational facilities. In order to accomplish these goals, Principle T-4 was created. It states that: Bicycling will serve as a practical alternative to automobile use for all trip purposes. Principle T-4 contains several policies that are intended to set a definite course of action for incorporating bicycling into the daily life of Fort Collins. These are: Policy T-4.1 concerning the Planning and Development of Bicycle Facilities: The City will encourage bicycling for transportation through an urban growth pattern that places major activity centers and neighborhood destinations within a comfortable bicycling distance, that assures safe and convenient access by bicycle, and that reduces the prominence of motorized transportation in neighborhoods and other pedestrian and bicyclist-oriented districts. Facility design will also plan for: a. continuous bicycle facilities that establish system continuity and consistency city-wide. Facility design will be incorporated into new development and street construction projects linking to adjacent facilities. Bridges and crossing should be provided over railroads, rivers, drainage ways, and other 3

4 features that may be major barriers to a continuous bicycle network. Where bridges and crossing are appropriate, impacts to wildlife and plant communities should be mitigated where feasible. b. bicycle access should be improved to major activity centers, schools and neighborhoods, and barriers removed in these areas to improved circulation. Facility development, safety and conveniences should be established through these destinations,. Level of service standards for bicyclists should be higher within these areas. Policy T-4.2 concerning System Design: The City will design a city-wide system of on-and off-road bicycle transportation facilities according to adopted standards while maximizing safety, convenience and comfort for bicyclists of all ages and skill levels in conformance with accepted design criteria. Bicycle facility design will also include retrofitting older, existing streets with bike lanes in conjunction with capital improvement and maintenance projects, where feasible. System design will also provide for enjoyable and scenic bicycling routes. Off-street multi-use trails will be implemented to complement the on-street network and improve transportation mobility, while mitigating impacts on wildlife and plant communities. Policy T-4.3 concerning Management and Maintenance: The City s investment in streets and bicycle facilities will be protected through a proactive, high quality maintenance program that is tailored to the specific needs of people who ride bicycles for transportation, and to risk management considerations. Policy T-4.4 concerning Enforcement: Respect for bicyclists and by bicyclists for traffic laws should be encouraged through effective, on going enforcement programs. These programs should emphasize safety and educational messages. Policy T-4.5 concerning Education and Encouragement: The City will improve safety and encourage increased transportation bicycling through a comprehensive, on-going, set of education programs targeted at motorists, pedestrians, and bicyclists of all ages. The City will work with school districts, civic groups, private businesses, and others to help find resources to support this effort and to reach the broadest possible audience. The City will have an environment in which people are actively encouraged to bicycle for transportation through information about facilities and good streets for bicycling, through positive publicity about bicycling safety and activities, and through publicizing actions by employers, developers and business owners to encourage bicycling. These goals, principles and policies influence the findings and recommendations of this Update related to Engineering, the Recommended Bikeway Network, and the Promotion of bicycling through Education, Encouragement, and Enforcement. 4

5 The recommendations that this Update puts forth in the areas of improving the Bicycle-Transit link and the supply of End-of-Trip facilities address emergent issues and conversations in the community. Engineering and the Recommended Bikeway Network There are about 395 miles of existing and planned bicycle lanes, off-street paths, and signed bicycle routes in Fort Collins. This update calls for the addition of about 10 miles of signed routes on existing streets without the removal of any on-street vehicle parking. All future bike lane projects will take place with new street construction or reconstruction of existing facilities. The City should continue to explore rail and ditch corridors for future off-street path development. The Recommended Bikeway Network, when complete, should enable cyclists to find a bikeway within approximately ¼ to ½ mile from every location in Fort Collins. Promoting Bicycling through Education, Encouragement, and Enforcement Bicycle education efforts focus on developing safe cycling skills in children, teaching adult cyclists their rights and responsibilities, and teaching motorists how to more effectively share the road with bicyclists. Outreach and education efforts should be tailored to reach specific demographics and users from diverse groups throughout the community. Encouragement includes the development and maintenance of a bikeway network, end-of-trip facilities, and enhanced multi-modal connections between bicycles and transit. It also includes holding encouragement events, providing incentives, providing information and/or maps with recommended bicycling routes. Many organizations throughout the city, both public and private, are actively engaged in education and encouragement efforts. The City will continue to build relationships with, work with and support these public, private, and non-profit organizations. Conclusion Bicycling produces no air or noise pollution, decreases traffic congestion, helps alleviate vehicular parking demand, saves energy, uses land and road space efficiently, provides mobility, saves individuals money, improves health and fitness, is fast, and most of all is fun. The continuing success of the Bicycle Plan and Program of 1995 and this Update can only be assured with continued support of the Fort Collins cycling community, other residents, and elected officials who all recognize the benefits that bicycling brings to the community. 5

6 Chapter 1: Introduction Key Words: History, Tradition, Culture The bicycle is a low-cost and effective means of transportation that is quiet, non-polluting, energy-efficient, versatile, healthy and fun. Bicycles are cheap to acquire and maintain, are a good source of exercise, and are dependable in all but the most inclement weather. They are extremely flexible vehicles that can operate in a wide variety of settings and environments. Like every mode in urban transport, the bicycle has a specific role to play based on its capacities and operating characteristics. Bicycles are consistently regarded as a viable alternative to the private automobile for short personal trips and are becoming an important component of many communities Livable Cities Initiatives. The worlds 800 million bicycles outnumber automobiles two to one, and annual bicycle production is more than three times annual automobile production. 2 In the United States, bicycles were a popular means of transportation in the pre-automobile age. In 1880, bicycle enthusiasts formed the League of American Wheelmen (later changed to League of American Bicyclists) and successfully lobbied for a national network of paved roads. This effort became known as the Good Roads Movement. Archival records of the Fort Collins Museum and Library system suggest that the bicycle has long been a chosen method of personal transportation in Fort Collins history as illustrated in the following images, courtesy of the Fort Collins Library District. Figure 1.1: Clara Preston Haldeman with bicycle at the Preston Farm, County Rd. 9; Fort Collins, Colorado. From Preston Glass Plate Collection. 2 Lowe, Marcia, The Bicycle: Vehicle for a Small Planet, Worldwatch Institute, September, 1989: p.5. 6

7 Figure 1.2: Shoe Shop and Bicycles Repaired; Corner of Walnut and Pine, about 1890, Fort Collins, Colorado. Aside from the historic aspect of cycling in our community, Fort Collins has even earned its place in the history of competitive cycling in North America. In 1983 North America s most prestigious stage race, the Coors Classic, passed through Old Town on a leg from Cheyenne Wyoming to Boulder. That was only the beginning. To this day, we have the pleasure of hosting events such as the Colorado Cycling Festival, well established community celebrations such as the Tour de Fat, and competitive events such as the Oval Criterium. Current residents of our community are accomplished champions, including Eddy Gragus, winner of the 1996 United States Professional Road Race. The cycling team at Colorado State University continues to improve with each season, consistently earning places in the top 5 at the Collegiate Cycling National Championships. Since the time of the Good Roads Movement the automobile has become the most popular means of personal mobility in the United States. In its infancy it gave people the freedom to move farther from their places of work, giving way to rapid suburban development and sprawl. The bicycle ideal for short trips lost its advantage as well as its place on the road. Throughout the United States today, the bicycle is making a comeback. There are an estimated 100 million bicycles in the country, and 60 million users 3 of those bicycles. The Front Range of Colorado is blessed with a climate that is conducive to bicycling year round, whether for recreation or transport. The mode share of the bicycle for everyday trips at 4.4% 4 (higher than the national average) indicates that many of our residents are choosing bicycles for daily transportation. Nationwide, bicycling as a means of transportation has been growing in popularity as many cities work to create more balanced transportation 3 Bicycle Retailer and Industry News, May United States Census of Population,

8 systems. In addition, national and local surveys have found that many more people are willing to cycle more frequently if cities provide better bicycle facilities. 5 The increase is probably due to several factors. First, improvements in equipment, particularly the appearance of the mountain bicycle, have significantly improved the range of available options. With fatter tires, sturdier yet more comfortable geometry, and more userfriendly braking and gearing systems, mountain and hybrid bicycles are well suited to urban commuting. Second, increasing environmental awareness in the last three decades, coupled with progressive land-use and transportation leadership, has resulted in Fort Collins having one of the more respected and user-friendly bicycle transportation networks in the United States. Third, as more residents have been cycling for daily transportation, more have been advocating for improved bicycling conditions. This has resulted in more miles of bicycle lanes, routes, and off-street paths; more bicycle parking; innovative education campaigns, and enhanced maintenance of existing facilities, all of which have encouraged more bicycle riding. These factors and a concurrent increase in the level of bicycling have led to a growing recognition among policy makers at all levels of the need to treat the bicycle as a serious mode of transportation. As early as the mid-1970 s, city staff and elected officials of Fort Collins began to adopt standards that included bikeways in road construction and reconstruction. In addition, as the City s comprehensive plans have evolved the bicycle has become an increasingly important component of a desired transportation system that provides safety, efficiency, and perhaps most of all, choice. This is reflected in the adoption of plans and policies that are supportive of bicycle transportation. Following this growing policy support, additional funding has been made available for bicycle transportation improvements. This has been true on the local and state level, as well as the federal level through 1990 Clean Air Act, the 1991 Inter-Modal Surface Transportation Efficiency Act (ISTEA), the Transportation Efficiency Act for the 21 st Century (TEA-21), and most recently the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), which allows flexibility in spending highway funding on alternative modes such as bicycling, walking, and transit through competitive grant processes. The City Staff has rigorously pursued grant monies for bicycle improvements from sources such as the Congestion Mitigation and Air Quality (CMAQ) and Transportation Enhancements (TE), which are funded through this Federal Legislation. Since 1995, City Staff has secured over $20 million in these federal grants. The increased usage of bicycles, energetic advocacy from the community, and increased policy and financial support from all levels of government has resulted in significant bicycle transportation improvements. The following Bicycle Plan and Program Update is a direct 5 Pathways for People, Parkwood Research Associates, 1995; Fort Collins Bicycle Plan and Program survey results,

9 result of these changes and is intended to set a proactive course towards fulfilling the following mission: Making bicycling an integral part of daily life in Fort Collins. Fort Collins Bicycling History The City of Fort Collins did not have an adopted Bicycle Transportation Plan until However, that does not mean that actions were not being taken to facilitate bicycling for transportation in the Community. As early as 1977, City staff had begun to identify and prioritize bikeways (typically in the form of on street lanes) throughout the City. This effort was formalized with the Transportation Master Plan of 1980, which identified bicycle improvements to be completed between 1981 and Throughout these early years, city transportation staff facilitated annual events much like the Bike Week that we enjoy today. The Tour de Fort included activities such as Bicycle Rodeo s, Safety Fairs, Bike to Work events, and even kids races. Early indications that the bicycle has long been considered to be an important part of Fort Collins Transportation consist of: - Facility standards that included considerations for bicycles through the use of designated lanes and signing; - Newspaper clippings accounting community bicycle events; - Internal staff memorandums that summarize the current state of bicycle facilities in the community and suggested improvements; - Adopted transportation master plans; - Adopted neighborhood plans; - Other Projects such as the Spring Creek and Poudre River Trails. Purpose of the Update These early accomplishments and efforts serve as the bedrock for bicycling in Fort Collins and culminated with the creation of the 1995 Bicycle Plan and Program. Since that time, the City has made many strides forward in accomplishing its goal of integrating the bicycle into daily life in Fort Collins. Change has occurred through the adoption of new policies and plans and initiatives including: City Plan Transportation Master Plan (2004) Mason Street Transportation Corridor Master Plan (now known as the Mason Corridor Project) City of Fort Collins Land-Use Code Downtown Strategic Plan TransFort Strategic Operating Plan Northside Neighborhoods Plan East Mulberry Corridor Plan I-25 Subarea Plan Fossil Creek Area Resevoir Plan Harmony Corridor Plan Downtown River Corridor Plan North College Corridor Plan Mountain Vista Subarea Plan Campus West Community Commercial District Planning Study Report Northwest Subarea Plan 9

10 The Larimer County Urban Area Street Standards Each of these policies or documents in some way contributes to the development of opportunities for bicycling in Fort Collins. This update attempts to bring elements of these various plans together to give a broad picture of where we are today by objectively evaluating how we ve reached our goals as articulated in various plans and policies. This update will also serve to guide bicycle related improvements that will be occurring over the next 10 years primarily thanks to the passage of the Building On Basics citizen initiative of Figure 1.3: The Poudre River Trail at Overland Trail Road, looking west. 10

11 This page intentionally left blank 11

12 Chapter 2: The 1995 Bicycle Plan and Program Key words: Comprehensive, Community Driven, Ambitious The 1995 Bicycle Plan and Program was a comprehensive effort undertaken by city staff, community members and consultant assistance. The overarching goal was to bring forth goals and recommendations that aimed to help build a city where bicycling for transportation is an easy choice to make. 6 All of the goals and objectives from the original plan are summarized in Appendix A. The intent of the various goals and objective items were boiled down into these seven key recommendations: 1. Hire a bicycle education/encouragement Coordinator on City Staff. 2. Expand Fort Collins Bicycle Law Enforcement Program. 3. Take steps to Adopt or Amend applicable City Standards. 4. Take steps to Adopt or Amend applicable City Policies and Plans. 5. Carry out Cooperative Efforts on matters involving Maintenance, Signalization and Parking. 6. Take steps to upgrade Maintenance of Bikeways and to Adopt Bikeway and Trail Maintenance Standards. 7. Implement the Fiscally Constrained Plan for Bicycle Facilities. Each of these key recommendations was addressed in some way over the last 12 years. The following is a discussion of those efforts, including successes and challenges. Hire a bicycle education/encouragement Coordinator on City Staff. The City currently employs a part time education and encouragement Coordinator. This is a reduced position due to funding cuts. The activities that the education and encouragement Coordinator is involved are described in depth in Section 5, Education Encouragement, and Enforcement. Expand Fort Collins Bicycle Law enforcement program. A summary of efforts that address this recommendation are discussed in Section 5. 6 The Bicycle Plan and Program of 1995 is included for reference in Appendix A. 12

13 Take steps to Adopt or Amend applicable City Standards. Many standards that apply to the development of bicycle facilities have been amended and adopted over the last 12 years. These include: - The creation and adoption of joint standards between the City and Larimer County - the Larimer County Urban Area Street Standards (LCUASS) 7. These standards determine what type of bicycle facility will be built with each new or reconstructed roadway. They also house the Fort Collins Multi-Modal Level of Service Manual 8, which contains measures and minimum requirements for Bicycle Level of Service (BLOS). - The Fort Collins Land-Use Code has been amended to reference LCUASS and the BLOS standards, ensuring that they are applied on a consistent basis. The Land-Use Code has also been amended to require adequate, secure, well-lit, bicycle parking at all new development and redevelopment. Take steps to Adopt or Amend applicable City Policies and Plans. Significant changes in applicable policies and plans have been realized since City Plan provides overwhelming support for bicycle transportation and continuation of the development of land use patterns that increase accessibility and convenience for all members of the community. Most recently, the Transportation Master Plan of 2004 identified a comprehensive list of identified capital needs in the community that included a total of $53.3 million in bicycle related projects. 9 Carry out Cooperative Efforts on matters involving Maintenance, Signalization and Parking. Coordination on bicycle matters involving maintenance, signalization, and parking is undertaken through several City departments. The Streets and Engineering divisions tackle maintenance of bikeways and railroad crossings. The Traffic Operations department handles signalization, signing, and striping of facilities. Some bicycle parking is provided through Parking Services within the Old Town parking structures. New bicycle parking is often secured through the development review in keeping with current standards. Take steps to upgrade Maintenance of Bikeways and to Adopt Bikeway and Trail Maintenance Standards. The City has taken steps to quickly respond to complaints of debris in bikeways, potholes, etc. A more thorough discussion of this mechanism is discussed in the Engineering section. The Adopt a Bikeway program is described in the Education, Encouragement, and Enforcement section. Implement the Fiscally Constrained Plan for Bicycle Facilities. Many of the projects of the Fiscally Constrained Plan for Bicycle Facilities have been constructed. Some however, persist as barriers to bicycling in Fort Collins. Along with this recommendation, the Plan of 1995 provided a Hot List of high priority projects. These projects and a brief discussion of their current status are included in Figure 2.2. This Update 7 A summary of Bicycle related standards from LCUASS is included in Appendix B. 8 This documents is also included in Appendix B. 9 The Bicycle Capital Improvements List and corresponding narrative on Bicycles in the Transportation Master Plan of 2004 is included in Appendix C. 13

14 includes a further discussion of the implementation of bikeways as well as brings forth a Hot List II of priority projects for consideration. Figure 2.1: Recently completed section of the Mason Trail, South of Swallow Road 14

15 Figure 2.2: 1995 "HOT LIST" PROJECTS and current STATUS "BURLINGTON NORTHERN RAILROAD TRAIL" (MASON TRAIL) 1. Harmony Road to Horsetooth Road; build underpass at Horsetooth, build new trail complete except for underpass 2. Horsetooth Road to Drake; build underpass at Drake, assume use of bike lanes on Mclelland. complete except for underpass 3. Drake to Prospect; build underpass at Prospect; build new trail, east side, rail right of way. complete to Spring Creek Trail, remainder is currently in design 4. Prospect to Laurel; improve roadway paralleling railroad right-of-way and other improvements. In design PITKIN: COLLEGE TO SHIELDS (description edited to read "Pitkin: Shields to Center") Complete LAUREL: SHIELDS TO COLLEGE; add bike lanes Complete from Shields to Mason Street HORSETOOTH: SHIELDS TO COLLEGE Complete OTHER HIGH-PRIORITY PROJECTS STATUS LAKE: SHIELDS TO CENTER; add bike lanes Complete ELIZABETH: OVERLAND TRAIL TO TAFT HILL; add bike lanes Partially complete, remainder in design LAUREL: STOVER TO POUDRE RIVER TRAIL; add bike lanes Partially complete from Stover to east end of Laurel Street at Eastside Park LINDEN/REDWOOD: VINE TO WALNUT; add bike lanes, widening Complete ELIZABETH: STOVER TO RIVERSIDE, WITH CONNECTION TO NORTHEAST Changed from "Remington to Lemay" and partially completed from College to Stover Street TAFT HILL: MULBERRY TO PROSECT; widen bike lanes Incomplete SHIELDS: SPRING CREEK TR AIL TO HORSETOOTH Incomplete OAK: COLLEGE TO LOOMIS; improve/add bicycle facilities between College and Howes Incomplete, possible "sharrows" application MULBERRY: COLLEGE TO PETERSON; add bike lanes, improve Remington and College intersections Incomplete DRAKE: SHIELDS TO COLLEGE; improve RR crossing, add facilities through College intersection Complete DRAKE: COLLEGE TO LEMAY; add bike lanes College to Stover Incomplete POUDRE RIVER TRAIL: COLLEGE TO LEMAY; improve tight turns at Linden, improve trail access at Lemay Complete LEMAY: RIVERSIDE TO PROSPECT; street widening for installation of standard on-street bicycle lanes. Incomplete LEMAY: PROSPECT TO DRAKE; no description, assume street widening was the goal Incomplete LEMAY: DRAKE TO HORSETOOTH; no description, assume street widening was the goal Incomplete 15

16 It is apparent that many good things have been accomplished because of the quality and comprehensive nature of the 1995 Bicycle Plan and Program. However, it is imperative that the City keep developing and refining its effort, policies, and initiatives to incorporate the bicycle further into the daily life of Fort Collins. The intent of this update is to build on that success and continue to guide the successful development of opportunities for bicycling in Fort Collins. Figure 2.3: Looking south on the Power Trail in east Fort Collins 16

17 This page intentionally left blank 17

18 Chapter 3: City Plan and the Bicycle Key words: Goals, Principals, Policies, Vision Perhaps the most important development in Fort Collins over the last decade is the adoption of our most recent comprehensive plan. City Plan contains a series of statements that define the principles, policies, and goals that guide the development and redevelopment of our community. These statements are ordered from the more general to the more specific, and are defined as such: Principles: a general rule or fundamental rule, doctrine, or assumption which provides direction towards the creation of policies Policies: a definite course or method of action selected to guide and to determine present and future decisions related to achieving the City s goals. Goals: the result or achievement toward which effort is directed; aim; end. Goals, Principles and Policies are formally adopted by City Council ordinance and in essence form the City s comprehensive plan City Plan. Transportation related goals, principles, and policies are a part of City Plan and also provide the basis for the City s Transportation Master Plan. The City s main transportation principal is written below. This principal goal s primary aim is to improve the transportation system for all users. Principle T-1: The physical framework of the city will be supported by a framework of transportation alternatives that balances access, mobility, safety, and emergency response throughout the city, while working toward reducing vehicle miles traveled and dependence upon the private automobile. City Plan articulates several goals that are specific to the bicycle, and include the following: Our community will develop and sustain a safe, convenient, and efficient transportation system incorporating and integrating many modes of travel including automobiles, transit, bicycles, and pedestrians. The bicycle will be a practical transportation choice for residents and visitors. More specifically, as articulated in City Plan, the general policies of the City are that: 18

19 The community will have a comprehensive, safe, and convenient bikeway system. The bikeway system will be designed to provide continuity and eliminate gaps in the system, while linking to regional systems. Bikeways will provide access to all major activity centers and destinations, by building on combinations of existing and planned commuter and recreational facilities. These statements, taken with those of the previous Bicycle Plan and Program (page 13 of the1995 Bicycle Plan, Appendix A) as well as Principle T-4 of City Plan which plainly states Bicycling will serve as a practical alternative to automobile use for all trip purposes. - all culminate in the expression of the following future and vision for bicycling in Fort Collins. The bicycle is a safe, practical and efficient transportation choice for all residents and visitors of Fort Collins. This vision will become a reality through the constant evaluation, creation, and maintenance of on-street bikeways and off-street trails that physically connect the activity centers of our community. The Vision will also be achieved through creative education efforts, enforcement of existing traffic laws, and the development of encouragement strategies designed to meet the unique needs of our community. Existing Principles that tie directly to this Vision Statement: From City Plan (1997 and 2004 Update) and reiterated to a degree in the Transportation Master Plan (2004): Principle T-4 (above) including: Policy T-4.1 concerning the Planning and Development of Bicycle Facilities: The City will encourage bicycling for transportation through an urban growth pattern that places major activity centers and neighborhood destinations within a comfortable bicycling distance, that assures safe and convenient access by bicycle, and that reduces the prominence of motorized transportation in neighborhoods and other pedestrian and bicyclist-oriented districts. Facility design will also plan for: a. continuous bicycle facilities that establish system continuity and consistency city-wide. Facility design will be incorporated into new development and street construction projects linking to adjacent facilities. Bridges and crossing should be provided over railroads, rivers, drainage ways, and other features that may be major barriers to a continuous bicycle network. Where bridges and crossing are appropriate, impacts to wildlife and plant communities should be mitigated where feasible. 19

20 b. bicycle access should be improved to major activity centers, schools and neighborhoods, and barriers removed in these areas to improved circulation. Facility development, safety and conveniences should be established through these destinations,. Level of service standards for bicyclists should be higher within these areas. Policy T-4.2 concerning System Design: The City will design a city-wide system of on-and off-road bicycle transportation facilities according to adopted standards while maximizing safety, convenience and comfort for bicyclists of all ages and skill levels in conformance with accepted design criteria. Bicycle facility design will also include retrofitting older, existing streets with bike lanes in conjunction with capital improvement and maintenance projects, where feasible. System design will also provide for enjoyable and scenic bicycling routes. Off-street multi-use trails will be implemented to complement the on-street network and improve transportation mobility, while mitigating impacts on wildlife and plant communities. Policy T-4.3 concerning Management and Maintenance: The City s investment in streets and bicycle facilities will be protected through a proactive, high quality maintenance program that is tailored to the specific needs of people who ride bicycles for transportation, and to risk management considerations. Policy T-4.4 concerning Enforcement: Respect for bicyclists and by bicyclists for traffic laws should be encouraged through effective, on going enforcement programs. These programs should emphasize safety and educational messages. Policy T-4.5 concerning Education and Encouragement: The City will improve safety and encourage increased transportation bicycling through a comprehensive, on-going, set of education programs targeted at motorists, pedestrians, and bicyclists of all ages. The City will work with school districts, civic groups, private businesses, and others to help find resources to support this effort and to reach the broadest possible audience. The City will have an environment in which people are actively encouraged to bicycle for transportation through information about facilities and good streets for bicycling, through positive publicity about bicycling safety and activities, and through publicizing actions by employers, developers and business owners to encourage bicycling. As a result of the adoption of City Plan and all of the other supporting plans and policies since 1995, bicycles have been integrated into daily life in Fort Collins in many ways. The most tangible evidence of this is our existing physical network of bikeways. 20

21 This page intentionally left blank 21

22 Chapter 4: Engineering Key words: Bikeways, Planning, Design, Implementation, Maintenance In order to provide a bikeway system that attracts cyclists and helps realize the policy of integrating bicycling into daily life in Fort Collins, the City has aggressively pursued development of a comprehensive, connected bikeway network that provides a high level of service and seamless travel throughout the community. Bikeways bring enormous benefits to both the cycling and non-cycling public. Bikeways attract more cyclists bringing air, noise, and water quality benefits. They use public dollars efficiently by reducing road maintenance costs. They increase the carrying capacity of the transportation system by lessening the demand for motor vehicle capacity. They improve safety for all users; bicyclists feel they have a safe space on the road and tend to be more law-abiding, while motorists are placed at greater ease knowing where bicyclists are apt to be. Bikeways also help motorists to be aware of bicyclists presence and right to be on the road. What constitutes a bikeway? Bicycle facilities can be (and often are) described in a multitude of ways such as lanes, routes, trails, or paths. But for the purpose of this discussion, all of these are grouped into three broad categories: Priority Bikeways, Local Service Bikeways, and Off-Street Paths. These designations are based more on the intended purpose of the identified route rather than the physical treatment (trail, lane, route or otherwise) of the facility. These distinctions allow us to discuss the bikeway network much like we would a roadway network through functional classifications. Arterial Bikeways: Functional Purpose: Arterial bikeways are designed to establish direct and convenient bicycle access to all significant destinations within the City. These are usually found on Arterial or Collector Streets in Fort Collins. Land Use and Development: Areas that are served by arterial bikeways are employment centers, commercial districts, transit stations, institutions, recreational destinations, and regional and town centers. Figure 4.1: The West Elizabeth Street bicycle lanes serve as an Arterial Bikeway that links student housing with CSU and passes through a popular commercial district. 22

23 Design Treatment, Traffic Operations, and Maintenance: o Design treatments that should be considered for arterial bikeways are bicycle lanes, extra wide curb lanes, wide shoulders, bicycle boulevards, and way-finding signs for local street connections. o On-street motor vehicle parking may be removed on arterial bikeways to provide bicycle lanes, except where it is essential to serve adjacent land uses. o All destinations along a arterial bikeway should have sufficient longand/or short-term end-of-trip facilities (bicycle parking) to meet and support bicyclist s needs. o Some arterial bikeways should be designated as Priority Commuter Routes and be maintained to minimize all surface hazards such as grates, potholes, manholes, trash, loose sand or gravel, broken glass, other debris, and snow. Local Service Bikeways: Functional Purpose: Local service bikeways are intended to serve as local circulation routes for bicyclists and provide access to adjacent properties and neighborhood centers. All streets not classified as bikeways or off-street paths, with the exception of controlled access roadways or restricted state highways, are classified as local service bikeways. Design Treatment and Traffic Operations: Design treatments to be considered for local service Figure 4.2: The Harvard Street Bicycle Route is an alternate to the restricted riding zone on South College Avenue and serves as a Local Service Bikeway to area neighborhoods and shops. bikeways are shared roadways, traditional signed bicycle routes, traffic calming, bicycle lanes, extra wide curb lanes, and signs or markings that indicate the immediate presence of a community destination or Arterial bikeway. Off-Street Paths: Functional Purpose: Off-street paths are designed to establish adequate and convenient routes for bicycling, walking, and other non-motorized uses. Land Use and Development: 23

24 Off-street paths are often appropriate in corridors not well-served by the street system to create short cuts that link urban destinations and origins along continuous greenbelts such as rivers, park and forest areas, other scenic corridors; and as elements of a community or citywide recreational trail plan. Design Treatment and Traffic Operations: Specific guidance on the treatment of off-street paths can be found in the Larimer County Urban Area Street Standards. o Off-street paths should be designed as separate facilities which are intended to be shared with pedestrians and other nonmotorized users. o Off street paths should be protected or gradeseparated at crossings or intersections with major roadways, or when some other type of barrier is met (railroads and rivers, for example). o Off-street paths should be identified through signing. Design Treatments The word bikeway will be used in this Figure 4.3: The Poudre River Trail links Northwest Fort Collins with Downtown. plan to refer to bicycle lanes, signed routes, and off-street paths, all of which are shown on the bikeway network. All streets not classified as arterial bikeways or off-street paths, except restricted state highways, should be considered local service bikeways, which should still be designed to facilitate safe bicycle travel. Local service bikeways are not shown on the bikeway network. As described above, the appropriate treatment for a bikeway depends on the street classification, anticipated bicycle destinations, motor vehicle traffic volumes, speeds, and street widths. A Bicycle Lane is that portion of the roadway designated by six-inch striping and bicycle pavement markings for the exclusive or preferential use of bicycles. Examples include Remington Street., Laurel Street., Swallow Road, and Harmony Road. Bicycle Lanes can and have been implemented by 1) narrowing existing lanes; 2) removing a travel lane; 3) removing parking, except where it is essential to serve adjacent land uses; and 4) shoulder widening. Bicycle lanes may be implemented through stand-alone bikeway projects, through reconstruction or construction of roadways, and through routine resurfacing of roadways when the street configuration can be modified without parking 24

25 removal or serious additional congestion (in which case a public process must be undertaken). Some streets where bicycle lanes are the preferred treatment have circumstances that make installation of the standard widths very difficult. These circumstances include: 1) harm to the natural environment or character of the natural environment due to additional pavement; 2) severe topographical constraints; 3) economic or aesthetic necessity of retaining parking on one or both sides of the street; 4) existing buildings or development that are adjacent to the public right-of-way; and 5) crippling levels of traffic congestion that would result from eliminating travel lanes or reducing travel lane widths. These circumstances need to be evaluated carefully before a decision is made to implement an alternative treatment. The Bicycle Lane design treatment is used almost exclusively on all Arterial Bikeways in Fort Collins. A Bicycle Route is a bikeway upon which guide signing or pavement markings are placed to nearby destinations or another bikeway. Signed connections are used on local, low-traffic streets where bicycle lanes are not needed, as well as on and around major cycling destinations, such as our neighborhood and community parks, schools, Old Town, or the campus of Colorado State University. Examples include Mathews Street between Swallow Road and the Spring Creek Trail, Hinsdale Drive, and portions of Troutman Parkway. Local streets providing short (less than a half mile) connections between bikeways or between a bikeway and a destination should ideally be delineated by guide signs. Some streets that are already signed as bicycle routes can be upgraded with bike lanes or wayfinding aids that provide directional information about destinations and nearby bikeways. In addition, guide signs may be used to direct cyclists to and around recreational facilities or to an alternative route where the preferred street cannot be modified due to serious financial or topographical constraints. Biycle Routes are often the preferred method of designating Local Service Bikeways in Fort Collins. An Off-Street path is a bikeway that is physically separated from motorized vehicular traffic by an open space or barrier. It can be located either within the roadway right-of-way or within an independent right-of-way or easement. Off-street paths are intended to provide adequate and convenient routes for bicycling, walking, and other non-motorized uses. Offstreet paths may be implemented in corridors not well served by the on-street bikeway network. Examples include the Mason Trail and the Spring Creek Trail. Fort Collins Parks Department generally develops off-street paths linking origins and destinations along continuous greenbelts such as rivers, creeks, and recreational trails. These plans are outlined in the Parks and Recreation Policy Plan. Many trails shown on the bikeway network are already planned for implementation, including the extension of the Poudre River Trail to areas east of Interstate 25. Other proposed paths are listed on the project list and are shown on the bikeway network map. 25

26 The planning and implementation of bikeways can be relatively simple and inexpensive, as when the City re-stripes a roadway with bicycle lanes during a routine resurfacing. Bikeways can also be very complicated and costly, as with streets that need to be widened. The installation of some bikeways may not always be desirable from the public s perspective, if, for example, parking needs to be removed to install bicycle lanes or parking. As discussed previously, many of the Engineering goals and action items from the 1995 Plan have already been implemented. The realization of the majority of these Planning, Design, Management, and Implementation goals has resulted in a Fort Collins bikeway network that is more continuous, more comprehensive, and better-maintained. Today it provides many benefits to both Fort Collins cycling and non-cycling public. Safe Bicycle Passage on All Streets the Larimer County Urban Area Street Standards All streets except high-speed freeways should be accessible by bicycle. Whenever streets are reconstructed or constructed, appropriate bikeway facilities must be included to accommodate bicyclists needs. This requirement is reflected in the adopted Fort Collins Multi-Modal Level of Service Manual (a part of Larimer County Urban Areas Street Standards, summarized Appendix B). This element of our current design standards ensures that a minimum Bicycle Level of Service will be met with new development and redevelopment. These standards ensure that the bikeway network and conditions for bicyclists continue to improve with community growth and development. The standards in LCUASS are used to specify the appropriate bicycle facility treatments for all new, reconstructed, or perhaps rehabilitated streets. In general, the appropriate treatment for local streets with fewer than 2500 vehicles per day, and not designated as a bikeway, is the street as is (a shared roadway). Therefore, no special bicycle facility is necessary unless conditions warrant otherwise 10. However, in situations where it is deemed necessary, bike lanes or routes can be required in most instances. Arterial Streets Classifications and Standards When a street is constructed or reconstructed as many standard design elements as possible are incorporated into project design and construction. When constraints exist and all standard design treatments cannot be accommodated, decisions are made on a project-byproject basis through an interdepartmental (City of Fort Collins Engineering Department including the Development Review, Street Over-sizing, and Capital Projects groups, Traffic Operations, and Transportation Planning) review where all policy s and perspectives are considered. For streets with greater than 2500 vehicles per day (arterial and collector facilities), the preferred treatment is bicycle lanes. Alternative treatments might include shared lanes or wider than normal outside lanes, or even wider than normal sidewalks that serve as multi-use paths (such as on our Arterial streets). Where the appropriate bikeway and acceptable alternatives cannot be included in a project, bikeway facilities should be constructed on a 10 The Larimer County Urban Area Street Standards (LUCASS) contain provisions for the local entity reviewer to require bicycle specific enhancements if, in their judgment, the specifics of the projects context and physical location warrant special consideration above and beyond the standard. 26

27 nearby (within a quarter mile) parallel road. This strategy has been pursued locally with the Mason Trail as well as the Remington St. bikeway project each of which provide alternate bicycle access to destinations along the S.College/US 287 no ride zone. Bikeway Network Development Ideally all streets should be accessible by bicycle. And in a perfect world appropriate facilities would be phased in as streets are constructed or reconstructed. This strategy works well for growing areas of our community. But the reality is that streets simply are not rebuilt or widened that often, especially in older areas of the community with existing development that directly abuts the right-of-way. These areas of our community often persist as gaps in the bikeway network and remain as obstacles to acceptable bicycle passage, access, and safety. Examples include N. Shields St. Taft Hill Rd, and Prospect Rd. between Shields St. and Lemay Ave. The bikeways in other areas of our community sometimes have bike lanes that serve as marginal but sufficient facilities for the experienced cyclist or commuter but at the same time may discourage the individual who is new to bicycling, and commuting in particular. In these areas of our community alternate bikeway routes should be identified and developed. Current Bikeway Inventory As of March of 2007, there were approximately 160 miles of bicycle lanes and 65 miles of off-street paths in the City of Fort Collins. There were also approximately 25 miles of signed bicycle routes directing cyclists on neighborhood streets. These existing bikeways form a fairly interconnected network. This is illustrated in Figure 4.4 included at the end of this section. There are approximately 145 miles of planned bikeways, including future lanes, routes and off-street paths. These are typically associated with planned collector and arterial streets that do not yet exist but are identified on the Master Street Plan. The bikeway network identifies all existing and currently planned bikeways (see figure 4.5). The current and planned bikeways exist on a street system (city and state owned roadways within the City of Fort Collins) that includes approximately 775 miles of paved streets. As of 2007, ~ 66 percent (511 miles) were local streets and ~ 33 percent (262 miles) were collector or arterial streets. It is assumed that most local streets are already comfortable for bicyclists. Approximately 75 percent (196 miles) of arterial streets and collectors have the appropriate treatment bicycle lanes. Thus, a little more than 90 percent (708 miles) of Fort Collins streets have what could be considered appropriate bicycle facilities. Maintenance While implementing bikeway facilities is important, keeping them in good condition is equally important. When a bicycle lane becomes cluttered with debris, for example, cyclists are forced into the motor vehicle lane. Poor bikeway maintenance can contribute to accidents and deter potential cyclists unwilling to risk flat tires and skidding on city streets. Since the mid-1980 s the City has maintained a system that gives motorists, bicycle commuters, pedestrians, or whomever in the community a place to report street hazards. In 2005, the City initiated an internet based version of the Pothole Response Hotline to 27

28 respond to maintenance requests including clearing of debris in on-street bikelanes. In a typical year, the City responds to approximately 250 to 300 requests. For instance, 290 requests were received last year about 130 via the internet. Service requests initiated not only include potholes, but also gravel, glass, and debris in the street or bike lane. Longstanding policy stated that service requests would be addressed within 24 hours. However, that was recently changed to 48 hours in the face of recurring budget cuts. The City fixes approximately 99 percent of the requests mostly sweeping, road repair, signing or striping, and storm-water grate repair. Approximately 1 percent of the requests concerned locations outside of the City and were forwarded to the appropriate authority. Over time, the City should be able to reduce the number of requests for routine maintenance such as sweeping by improving the amount of attention paid to the Priority City Bikeways. The improvements routinely requested by cyclists through the Pothole Hotline should be considered high priorities for regular maintenance. The Bicycle Program, known today as FC Bikes, will provide an annual list of high priority streets for special consideration under this aspect of this new program. The majority of requests for annual bikeway maintenance come after the City lays gravel subsequent to winter storms. While the presence of gravel presents little problem for motorists, it collects in bicycle lanes and on shoulders. This in turn causes a safety hazard as well as a severe nuisance for bicyclists. In a focused response to the work undertaken during the TMP update of , Citizens Advisory Committee input, public comment, and the results of staff analysis - several commuter bikeway routes have been slated for enhanced maintenance such as frequent sweeping and quicker snow removal. These routes are comprised mostly of City Bikeways that link major activity centers and other important destinations throughout our community. A list of primary commuter routes and secondary commuter routes that will receive enhanced maintenance is included below. Primary Commuter Routes 1) Shields St. Laurel St. to Trilby Rd. 2) Lemay Country Club Rd. to Trilby Rd. (clear sidewalk over bridge between Riverside & Mulberry) (bike trail access) 3) Overland Trail Drake Rd. to Poudre River Trail (bike trail access) 4) Laporte Ave. Overland Trail to Taft Hill Rd. 5) Prospect Rd. Overland Trail to Shields St. 6) Harmony Rd. Shields St. to Harmony Transfer Center 7) Timberline Rd. Mountain Vista Dr. to Trilby Rd. 8) Horsetooth Rd. Taft Hill Rd. to Mason Trail (bike trail access) 9) Taft Hill Laporte to Horsetooth 10) Drake Rd. Overland Trail to County Rd. 9 11) Ziegler Rd. Drake Rd. to Kechter Rd. 12) W. Vine Dr. Shields St. to Taft Hill Rd. 11 Transportation Master Plan of

29 Secondary Commuter Routes 13) Center Ave. Lake St. to Shields St. (bike trail access) 14) W. Laurel St. Remington St. to Shields St. 15) Elizabeth St. Overland Trail to Shields St. 16) Boardwalk Dr. Mason Trail to Harmony Rd. to S. Lemay Rd to Keenland Dr. to McMurray Ave to Harmony Rd. to Power Trail (horseshoe trail access loop) 17) * Linden St. Jefferson St. to E. Vine to Redwood Trail (bike trail access) 18) *Redwood St. E. Willox Ln. to Conifer St. to Redwood Trail (bike trail access) 19) * E. Willox Ln. Redwood St to N. Lemay Ave. 20) * Mountain Ave. Grandview Ave. to Mason Trail (bike trail access) 21) *Loomis Ave. Laurel St. to Sycamore St. to Sherwood St. to Lee Martinez Park (bike trail access) 22) *Remington St. Mountain Ave. to Spring Park Dr. to Mathews St. to Drake Rd. (bike trail access) 23) *Swallow Rd. Dunbar Ave. to Lemay Rd. (bike trail access) * Denotes commuter routes that will be cleared following priority routes Traffic Signal Operations While most traffic signals in Fort Collins change from green to yellow to red and back at preset times, some signals will not turn green until after the presence of a vehicle is detected. These often have pedestrian push buttons. To be detected at one of these, bicyclists need to be correctly positioned over a signal detector loop, which is sensitive wire buried in the pavement, usually in the shape of a diamond. The loop detects the presence of metal in a vehicle, then relays the information to a signal control box. Many bicyclists are unaware of the proper place to stand to be detected, and thus cycle onto the sidewalk to push the pedestrian button or run the red light when they tire of waiting for a signal that does not seem to detect them. Traffic signals can also be installed with video or motion detectors that take the place of the in-pavement inductor loop. This type of technology is becoming more prevalent at intersections and crossings that bicyclists frequent. Even though this approach tends to provide a higher level of service for bicyclists, it is still necessary for them to stop in the correct position so that they are detected. If they stop outside the range of the camera or motion detector, the signal will not be activated. The City of Fort Collins has about 160 intersections with signal detection for vehicles. Most of these are semi-actuated, meaning only the side street or left-turn lane has the signal detection. The rest are fully-actuated, meaning all approaches and movements are actuated. Pavement loops can generally detect bicycles in the correct position, although the sensitivity of some may need to be increased. Bicycle-sized detection loops could also be installed in bicycle lanes at intersections with signal detection. Putting it all Together: a Proposed Bikeway Network The existing bikeway network, including Arterial Bikeways and proposed Local Service Routes, is designed to provide a higher level of service for cyclists and encourage bicycle use; it builds on the work of the Transportation Board 12 that was included in Transportation Master Plan of 2004 and responds to recent neighborhood and sub-area plans. 12 Bicycle Facility Hierarchy, 2004 Transportation Master Plan, Appendix C. 29

30 The network, including the recommended bikeway treatment for each segment, is proposed on the bikeway proposed bikeway network Map (Figure 4.6). The streets proposed on the bikeway network are the result of existing City plans and Policies, a review of current facilities and network connectivity as part of this update, as well as significant public input. Proposed Bikeways are included because they: - Connect cyclists to desired destinations, such as employment centers, commercial districts, transit stations, institutions, and recreational destinations; - Provide the most direct and convenient routes possible; - Provide alternative routes where an arterial bikeway may not be available or for cyclists who may not be comfortable riding in higher volumes of traffic; - Fill in exist gaps in the existing network; - Target locations with the potential for implementation in the next ten years. - Lead a bicyclist to a safe arterial street crossing, thereby connecting neighborhood routes that lead through the community in other manners than arterial bikeways. Several priority projects that will lend themselves to network development, and also serve to encourage bicycle use were identified through the Citizens Advisory Committee. The criteria and ranking process used was similar to that of the 1995 Plan and focused on how the project would increase safety, connectivity, and bicycle access. This resulted in a Hot List II that consists of projects that should be focused on within the next 2-5 years. 30

31 Project Tier 1 "Hot List II" projects, in alphabetical order: Horsetooth Rd - College to Stover (bicycle lanes) Laurel St - Howes to Remington (bicycle lanes or shared) Light Actuation at Signals - City wide priority Mason Trail - grade separation at Harmony Rd Mason Trail - grade separation at Horsetooth Mason Trail - grade separation at Troutman Mason Trail - Spring Creek Trail to Lake St Mountain Ave. - Meldrum to Riverside (bicycle lanes or shared) Tier 2 "Hot List II" projects, in alphabetical order: Access to Timnath Under I-25 Laporte - Overland Trail to College (bicycle lanes) Off-street Trail - Parallel to Overland Trail from Lyons Park to Spring Creek Community Park Poudre River Trail - extension to Environmental Learning Center and connecting south to Drake Rd Resurface asphalt trails with concrete - City wide Shields - Laurel to Poudre River Trail (bicycle lanes) Rationale or Source Existing gap in the arterial bikeway network Existing gap in the arterial bikeway network A new project proposed with this plan Mason Corridor Project Mason Corridor Project Mason Corridor Project Mason Corridor Project Downtown Strategic Plan Existing gap in the regional bikeway network Existing gap in the arterial bikeway network A new project proposed with this plan A new project proposed with this plan Identified Maintenance Needs Existing gap in the arterial bikeway network Tier 3 "Hot List II" projects, in alphabetical order: Prospect - Shields to Center (bicycle lanes or off-street) Mason Trail - grade separation at Drake Harmony - Cinquifoil to I-25 (bicycle lanes) Conifer - resurface lanes from College to Lemay Riverside - Prospect to College (bicycle lanes or off-street trail) Existing gap in the arterial bikeway network Mason Corridor Project Existing gap in the arterial bikeway network Identified Maintenance Needs Existing gap in the arterial bikeway network 31

32 Chapter 5: Education, Encouragement, and Enforcement Key Words: Safety, Fun, Incentives, Responsibility Education is an important element in increasing bicycling while also improving safety. People often assume that as cycling increases, so will the number of crashes. This need not be the case as has been demonstrated in other cities. Probably the most effective way to improve the safety of cycling is simply to improve the quality of Fort Collins bikeway facilities, as has been described previously. For example, bicycle lanes result in less competition for road space between bicycles and motor vehicles. However, bikeways cannot do it alone; there is also a need for proper education of both youth and adult cyclists and motorists. The word education has many facets when it comes to bicycling. This section will address several education components. - Developing safe cycling skills in children; - Teaching adult cyclists their rights and responsibilities; - Teaching motorists how to more effectively share the road with cyclists. Education goes hand-in hand with encouragement to increase cycling; together they improve skills and raise awareness. For example, a bike-to-work day encourages more people to ride for transportation purposes, but it also teaches urban riding skills and the importance of wearing a helmet. Teaching children cycling skills and the importance of wearing a helmet builds confidence as riders and encourages them to ride more both as children and future adults. Encouragement measures in our community include: - Providing a bikeway network, end-of-trip facilities, and bicycle transit service. - Holding encouragement events, such as bicycle commute days, business challenges, and festivals. - Providing information and /or maps with recommended cycling routes, end-of-trip facilities, bicycles-on-transit services, education programs, and other bicycle related activities. It is often asserted that the greater the presence of bicyclists on the road, the more aware motorists will become. It follows then that over time both may gain comfort around each other and do a better job sharing the roads of our community. Because Education, Encouragement, and Enforcement work so closely together, this section addresses all three. Consistent messages to teach With better education, cycling can and will become safer. Both motorists and cyclists need to do their part to make cycling safer and more attractive. Youth Bicyclists School children are most effectively reached when an action-oriented teaching approach and repetitive practice process are coupled with awards and incentives. Awards and incentives can consist of certificates of completion or bicycle/pedestrian licenses, free or reduced 32

33 bicycle helmets and other accessories (such as bicycle lights or bells), or discount coupons for area bicycle shops. To reach the most children, it is important to work closely with schools to insure that school-age children are receiving an age-appropriate bicycle safety message and are learning skills that will help them function safely on the public right-of-way. The following messages should be consistently taught. - Wear a helmet. In the event of a bicycle crash, wearing a helmet reduces the risk of serious head injury by up to 85%. It could save your life. - Obey all traffic laws. Bicyclists have the same rights, and consequently the same responsibilities, as others users of our roads. - Look both ways before crossing streets. - Always ride with the flow of traffic. Figure 5.1: School age children attending a Bicycle Rodeo - Be predictable. Always signal your intentions. - Be visible. Wear light colored clothing and bright or reflective clothing and always use a front light and rear reflectors at night. - Use the bikemap. Look for a route that is suitable to your comfort and skill levels. - In addition, very young children (seven or less) should ride with supervision. Adult Bicyclists Adult bicycles fall into several different categories of riders. Some adults are comfortable riding on busy streets and mixing with traffic while others prefer quieter streets or off-street paths. There are adults who ride a bicycle only a few times a year and those who ride often but primarily for recreation. Finally, some ride for their profession, such as bicycle police or messengers. Each type of cyclist has their own concerns and philosophy about how bicycles fit into the transportation system. Education and encouragement efforts must recognize this fact and tailor messages to each group. It is also important to reach as wide a range of bicyclists as possible. Since adults do not often group together as a captive audience (such as school children do), it is important to offer a wide range of opportunities to improve their knowledge and skills related to bicycling. The following messages should be consistently taught: 33

34 - Be alert. Watch for other users and sudden behavior changes. Also, pay careful attention to potential road hazards, such as potholes and gravel. Adjust speed to maintain control of the bicycle. - Obey all traffic laws. Though it is tempting to run through traffic signals and stop signs, do no do it. Figure 5.2: Adult cyclist riding no hands and without a helmet (at least he is riding in the bicycle lane and with the flow of traffic). Bicyclists have the same rights and responsibilities as motorists. Disobeying traffic laws gives cyclists a bad reputation and is potentially dangerous. - Always ride with the flow of traffic. Ride where motorists and others expect cyclists, and never ride against traffic. - Be predictable. Signal your turns, do not weave in and out of traffic, and stay as far to the right as practicable, except when: o Traveling the same speed as traffic o Avoiding hazardous conditions o Preparing to make a left turn, passing another vehicle or using a one-way street (in which case riding along the left curb permitted) o The roadway is too narrow for a bicycle and a motor vehicle to travel safely side by side o Riding alongside another cyclist in a manner that does not impede the normal movement of traffic. - Be visible. Wear light colored clothing and bright or reflective clothing and always use a front light and rear reflectors at night. - Wear a helmet. - Use the bikemap. Look for a route that is suitable to your comfort and skill levels. - Stay off sidewalks whenever possible. In Colorado, bicycles are legally classified as vehicles and should behave as such. Unless specifically signed for shared use, as on bridge sidewalks or off-street paths, sidewalks are intended for pedestrians, not cyclists. When using sidewalks, cyclists are required to warn pedestrians audibly when passing (verbally or by use of a bell), yield the right-of-way in conflict situations, and travel at a walking speed at driveways and intersections when a motor vehicle is approaching. Remember, motorists are not expecting cyclists coming at them at driveways or approaches. - Do not drink alcohol and ride. 34

35 Motorists The goal in educating motorists is to foster a broad range and general public awareness and respect for bicycling. Many motorists are already occasional or regular cyclists themselves in some capacity, and can be encouraged to ride more often. All motorists should be taught good driving behavior and information about cyclist behavior to help improve safety. - Be alert. Watch for other users and sudden behavior changes. Pay attention especially at intersections. - Obey all traffic laws. What would amount to a minor fender bender between two motor vehicles could be a serious injury for a cyclist in a bicycle, motor vehicle crash. Also, driving the speed limit and coming to a full stop at red lights creates a safer environment for all. - Be predictable. Signal your turns well before an intersection. The law requires use of turn signals in advance of intersections, and cyclists depend on turn signals to judge where to be. - Be patient. Passing bicyclists just before a stop light or sign creates an atmosphere of unnecessary hostility. - Do not honk unless necessary. Cyclists can see and hear motor vehicles; honking simply jars their nerves - Give room. Cyclists have to react to hazards that a motorist may not see (e.g., glass, storm grates, dogs, car doors). Follow and pass at a safe distance. Executing Encouragement and Education Efforts the FC Bikes Program and The Bicycle Coordinator In response to 1995 Bicycle Plan, in 1996 the City hired a full-time Bicycle Coordinator. This position was housed within the now defunct SmartTrips, the City s Transportation Demand Management (TDM) group. The position was frozen in late 2003 due to budget constraints when the previous coordinator became the State Bicycle Coordinator at the Colorado Department of Transportation. It remained vacant into 2005, when budget cuts threatened the existence of the position all together. However, City Council responded to a tremendous outpouring of public support for the position, and a bicycle coordinator was funded at part-time status beginning in March of With the hiring of the present coordinator and continuing support and input from the community s bicycling public, the programmatic element of the Fort Collins Bicycle Plan and Program has become FC Bikes. Ongoing support for the Bicycle Education and Encouragement Coordinator is crucial to create and sustain community involvement and encourage more people to utilize their bicycle for personal transportation needs. Primarily funded by a Congestion Mitigation and Air Quality Grant administered by the North Front Range Metropolitan Planning Organization, the overall purpose of the FC Bikes program is to improve air quality and ease roadway congestion through the incorporation of bicycles into the everyday lives of citizens, Colorado State University 35

36 students, regional commuters, and visitors to Fort Collins. The FC Bikes strategy is focused on behavioral change encouragement and education. By creating and maintaining a bicycle friendly community atmosphere and support system, the FC Bikes program seeks to encourage citizens to utilize bicycling as their preferred method of personal transport. FC Bikes staff are responsible for: Maintaining the City s bicycle planning and program webpage. Researching, developing, and pursuing funding sources, including federal grants for future bicycle programs and events. Serving as a contact point and ombudsman for bicyclists to various City of Fort Collins Departments involved with bicycle transportation, recreation, and public safety. Replying to citizen complaints and/or concerns and acting as a point of contact for issues related to bicycle non-profit operations. Communicating to the public through various mediums that provide information regarding bicycle improvements and or temporary hazards. Coordinating and cooperating with local bicycle advocacy groups to assist them in the planning, development, and implementation of special bicycle education events and encouragement activities. As the project manager of FC Bikes, the Bicycle Coordinator position also serves as an ombudsman to the bicycle community. It is in response to public requests for a liaison between the City departments that handle bicycle-related capital projects and programs and the various individuals, businesses and organizations with an interest and or concern regarding bicycling in Fort Collins. The position provides for public awareness and comprehensive education regarding improvements to the Bicycle Master Plan, bicycle facilities, bicycle events, bicycle lanes and trails and other bicycle- related projects. It assists in coordinating activities and information among the various bicycle interests in the City. To utilize resources effectively, the Bicycle Coordinator relies on public and private partnerships to address bicycling issues and to disseminate information. The position provides a point of contact to increase public knowledge and awareness of facilities and programs for bicyclists. Core Mechanisms Innovative programs like FC Bikes provide a support system that encourages the use of the existing and planned bikeway network. This support system consists of several core mechanisms. Core mechanisms are main functions that bicyclists rely on as a support system for their daily journeys. These core mechanisms include information valuable to the bicyclist, such as, accident and close call reporting, bike trail and bike lane closure and detour information, 36

37 an electronic newsletter providing the latest information on commuting and bike events, a bicycle registry for lost or stolen bicycles, a bicycle hazard reporting function, a working map illustrating a network or grid of streets that bicyclists can depend on being free of snow, ice, and debris all year round. and the BLT (Bike Lunch Talk), a monthly venue for bicyclists to express concerns and discuss local bicycling issues. Public Campaigns The FC Bikes program strives to create and maintain an overall atmosphere for safe and friendly bicycling in Fort Collins. Some of the projects current goals include expanding upon and implementing several campaigns that target concerns such as, educating motorists on the impact of their vehicles on the environment and bicyclists, the education and encouragement of bicyclists to ride respectfully and to obey laws that adhere to their safety, and to encourage bicyclists to take an active role in the upkeep of bicycle facilities. Below are descriptions of current campaigns: Adopt-a-Bikeway Campaign This campaign enables commuter bicyclists to take an active role in maintaining safe bike lanes and bike trails. The adopt-a-bikeway program is a partnership between FC Bikes and the Streets Department and was designed to encourage bicyclists in Fort Collins to report hazardous conditions along their favorite bikeway. By signing up for the Adopt-a-Bikeway program, bicyclists pledge to report hazardous conditions along their preferred Bikeway Route. Hazardous conditions include: High amounts of debris, such as, drag out or cinders, broken glass, potholes, cars parked in bike lane, fallen limbs, or, slippery paint. Be Seen Campaign This campaign entails riding at night with bike lights. Legally, the State of Colorado requires bike riders to ride at night with a front bike light. Encouragement of the use of front bike lights will be conducted through evening events on Colorado State University s campus and in areas with high bicycle activity, such as downtown Fort Collins. An enforcement component will also be added to the campaign. FC Bikes will supply police officers with bike lights to be given to cyclists (along with a stern warning) who are riding without front lighting. Both CSU Campus Police and Fort Collins Police Services have agreed to participate in this program to increase bicyclist safety. Bicycle Friendly Campaign Fort Collins has consistently been recognized as a Silver Level 13 Bicycle Friendly Community by the League of American Bicyclists (LAB). At low cost, LAB provides supporting materials like Bicycle Friendly Community signs, pamphlets, and leaflets that promote the City s bicycle friendliness. FC Bikes hopes to take this a step further by implementing marketing techniques that help drivers become more aware of cyclists on bikeways of all types throughout our community. FC Bikes is striving to bridge the gap between drivers and bicyclists. The goal of this campaign is to Go For The Gold level in future years. 13 Awarded by the League of American to Fort Collins in 2005 and

38 Partnerships and Organizational Building To a great degree, the bicycle is integrated into all facets of life in Fort Collins. FC Bikes program has capitalized on this aspect of our community and is working to build relationships between existing bicycle non-profit organizations, other City departments, the County, local businesses, the Convention and Visitors Bureau, Colorado State University, the Downtown Development Authority, and the Downtown Business Association. A brief description of these existing relationships and those in development follows. Local Bicycle Non-profits Organizations FC Bikes is working on building the strength, organization, and leadership of our local bicycle groups. It is FC Bikes intention to develop these groups to someday create self-sustaining organizations that contribute to development of the support system and therefore increase bicycle use. Local bicycle groups include BikeFortCollins.org, a bicycle advocacy based group; the Fort Collins Bicycle Collective, a grassroots organization dedicated to providing financially challenged individuals and children to adopt bicyling as a form of transportation; the Fort Collins Cycling Club, who s mission is to provide recreational activities while engaging in community involvement projects; the North Front Range Bicyclists Coalition, who is undertaking the task at organizing biking on a regional scale by working outside Fort Collins within the communities of Greeley, Timnath, Windsor, and Loveland. Many of these groups are still in the early stages of development and FC Bikes is helping them to become self-sustaining organizations while uniting the groups, their interests, and current and future projects. Other City Departments FC Bikes works to strengthen and unify the efforts of other City departments. The program is currently developing projects in conjunction with Police Services, TransFort, the Streets Dept., Traffic Operations and Engineering Depts., Natural Resources, Parking, and other projects internally within the Transportation Planning Department. Larimer County Regional bike trail construction and bikeways in and out of the City is crucial when promoting regional transportation. More and more people are beginning to bike to Fort Collins from outside the City limits. Therefore, FC Bikes strives to build and maintain relationships with County Staff. Local businesses More and more businesses are becoming bicycle friendly. FC Bikes works with local businesses on employer and employee incentives to foster bicycling as a significant mode of transportation to work. FC Bikes is also developing projects with local hotels to lend bicycles to visitors instead of renting vehicles. Convention and Visitor s Bureau (CVB) - FC Bikes is helping the CVB to identify and adopt bicycling as a legitimate recreational activity and transportation mode for visitors to Fort Collins. Marketing materials that capitalize on the bicycling lifestyle that Fort Collins offers, such as an website or brochure made available to visitors, are potential projects. Colorado State University With over 15,000 bicyclists, CSU is the most significant bicycling destination in Fort Collins. FC Bikes intends to work with campus police on the Be Seen campaign at the start of each fall semester. CSU plans to purchase 100 bicycles for conference services that will also be used in conjunction with the proposed Bicycle Library Program. 38

39 Events Special events are an important venue for FC Bikes to encourage bicycling in Fort Collins. FC Bikes has taken a yearlong approach to events. This is seen as a key strategy that helps to maintain momentum through all seasons. Each event has a specific goal that may include the attraction of new bicyclists; the celebration of our local, rich bicycle culture; the focus on safe bicycling to school at the elementary, junior high, secondary, and college levels; and initiatives to keep bicyclists on the road and supported during the winter months. Spring Events Roll into Spring This program takes place from March to May and is created to attract new bicyclists. Past and potential future events include: Resources for Bicycling in Fort Collins Part of the Environmental Program Series, this event provides the opportunity to learn about bicycling in Fort Collins. Attendees have the opportunity to meet local bike clubs and advocacy groups and get tips on commuting safely and efficiently. Bike to School Day An official Bike to School Day, this event is promoted in cooperation with the Poudre School District. The event reinforces the ongoing Safe Routes to School program and targets students, staff, faculty, and parents. Earth Day / Bike Fair at Colorado State University This event is produced in conjunction with CSU and Earth Day efforts. It provides fun Figure 5.3: Bike to School Day activities associated with commuting in Fort Collins by bicycle. Bike & Lunch Through this event, FC Bikes collaborates with the Parks and Recreation Dept. to reach older demographics. The event is focused on promoting bicycling to this demographic by way of interesting and fun social interaction. Spring Warm Up Bike Rides - Fort Collins Cycling Club hosts this hands on event by leading several rides for all abilities throughout Fort Collins. Community Bike Fair Offered at the Downtown Transit Center, this day-long event includes bike swap, children s obstacle course and bike rodeo, bicycle information booths, prizes, food, and entertainment. Adaptive Cycling Another collaboration with Parks and Recreation Dept, this event seeks to encourage those with physical disabilities to enjoy bicycling. Summer Events Bike Week In cooperation with the CDOT annual Bike to Work Day, Bike Week is a focused program of culturally rich bicycle events that utilizes the energy of local bicycling non-profit organizations and the resources of both public and private partnership. It also emphasizes 39

40 the importance of encouraging bicycling as a form of sensible transportation and creation of a truly bicycle friendly community. Past and potential future events include: Commuter Kickoff Bike Week kickoff event. This event encourages hundreds of commuter bicyclists to meet for a short, early morning ride throughout Fort Collins. Local Bicycle Films FC Bikes will launch a request for bike films from the local community. We ll showcase the film contest winners at local venue. Figure 5.4: Commuter Kick-off 2006 Bike Pedal vs. Gas Pedal Challenge Bicyclists will challenge motorist on 5 stop errand race through Fort Collins. Bicycle Poetry Open Mic Night Bike to Work Day Free breakfasts for bicyclists! The tradition lives on. It is our goal to attract over 4000 participants in 2008 and Cruise to the Movies One hour cruise around town before ending at New Belgium Brewing for outdoor bike movie. Bike n Jazz FAC at Spring Creek Gardens. Outdoor Jazz musicians and refreshments. Moonlight Ride Full moon group ride Bike Bazaar Bike rodeo, bike swap, bicycle sculpture installation, bike shop and non-profit booths, entertainment and food. Fall Events Back to School Shuffle This program addresses three key points that deal with transportation in and around Fort Collins. Safe transportation to school for students of all ages is the foremost objective. Sensible transportation infers economical, environmental (air quality), and healthy means of transportation like walking, biking, riding the bus, and ultimately, driving less. Steady transportation means developing a routine for implementing methods of sensible transportation on a regular basis. Events focus on attracting new students, staff, faculty, and parents as cyclists. Safe Routes to School Program Safe Routes to School is a four-tiered program utilizing the four E s : engineering, enforcement, education, and encouragement. Along with providing capital improvements within school environments, the program is also designed to offer parents, teachers, and students an interactive website to research the safest way to school in one s neighborhood. In addition, the website also offers parents and teachers a comment section to report potential issues and problems to the City and also allows parents and teachers to request speed radars within the school s environment. 40

41 Annual Safety Fair FC Bikes incorporates a bike rodeo into this event providing a bicycle education component for children and parents. The bike rodeo and helmet fitting exercise of this event teaches children bicycle safety. Walk or Bike a Child to School Day -- In 2005, more than 3 million children, parents, and community leaders from 37 countries around the world joined together in celebration of International Walk to School. The goal of the walk varies from community to community. The Walk and Bike to School Day rallies for safer and improved streets, to promote healthier habits and to conserve the environment, specifically, air quality. This event is planned in cooperation of the City of Fort Collins, the SafeKids Coalition and the Can Do Organization. Take a Kid Mountain Biking Day Mountain Biking teaches children excellent bicycle handling skills that in turn translate into them feeling more comfortable bicycling to school in the urban environment. In addition this event requires parents to attend as well which has the effect of encouraging more of the family to bicycle together in the urban environment. Winter Events Bike Winter Fort Collins This program is designed to support and encourage commuting by bicycle during the winter months and help to bridge the gap between fall and spring events. Past and potential future events include: Bike Thru Winter This workshop offers participants an opportunity to Winterize their bicycles by adding fenders, racks, lights, and baskets to make their bicycles more equipped for year round transportation. Attendees also learn tips on how to beat the cold and ride smart. Winter Bike to Work Day The focus of this event is that If it can be done in the summer heat, it can be done in the cold of winter. This event strives to break the stereotypes associated with seasonal commuting by bicycle. Frozen Snot Fifty FC Bikes hopes to host a lengthy but casual fifty-mile bike tour. Enforcement The primary enforcement goal of the 1995 Bicycle Plan and Program was: Respect for bicyclists and by bicyclists for traffic laws should be encouraged through effective, on-going enforcement programs. These programs should emphasize safety and educational messages. The plan then laid out an Enforcement strategy that was designed to work with the other areas of focus Engineering, Education, and Encouragement. This is still the strategy that FC Bikes and other City Transportation departments pursue internally today. Externally, FC Bikes is taking the approach of building bridges with Police Services to provide effective enforcement through programs such as the Be Seen riding at night program. The Bicycle Coordinator also serves as a point of contact for officers who may have suggestions or questions regarding enforcement issues. At the same time, FC Bikes consistently sends the message through events and media, that safe and respectful bicycling is just as much the responsibility of bicyclists as it is motorists. The idea is to instill in the culture of bicycling in Fort Collins an idea of self-regulation, or enforcement that ultimately brings benefits to bicyclists. 41

42 Chapter 6: Bicycles and Transit Key Words: Efficiency, Multi-Modal Connectivity, Access Improving the Bicycle-Transit Link Improving the link between bicycles and transit is an important component of making bicycling a part of everyday life in Fort Collins. Linking bicycles with transit helps to overcome such barriers as lengthy trips, personal security concerns, and riding at night, or in poor weather. This link also enables bicyclists to reach more distant areas and increase transit ridership on weekends and mid-day. The bicycle-transit link can also make access to transit less expensive. Much of Fort Figure 6.1: TransFort bus and bicycle front mounted bicycle carrier. Collins is accessible by transit, meaning that destinations are either directly on a route or within easy bicycling or walking distance a quarter mile or less. It is important to provide linkages between bicycles and transit in those areas with limited transit access. City Plan plainly states that Fort Collins should pursue a multi-modal transportation system. In order to maximize the utility of such a system, the linkages and interchanges between modes must be fully understood and enhanced to provide the best possible service. In addition to this, a complete understanding of each modes role in the system should be developed. The integration of bicycles and transit illustrates perhaps the best of what multi-modal transportation strategies have to offer. These two components of the urban transportation system have a tremendous ability to compliment each other in several ways. A cyclist that uses transit can easily extend the range of travel without accruing a tremendous increase in travel time. By encouraging the use of bicycles as access and egress modes to transit, TransFort can increase ridership levels and serve a larger area with minimal capital expenditures or increased operating costs. The discussion of integrating bicycles and transit revolves around two key concepts: The facilitation of bicycles as access modes or feeders to transit services (so called Bike and Ride ) and the provision of mechanisms that allow the transferal of bicycles on the transit system itself (so called Bikes-on-Transit ). 42

43 The presence of these realities is addressed through two mechanisms in Fort Collins: the continual development of the bikeway network (discussed in Section 4) and requirements that stipulate that a variety of bicycle parking options be provided at stops and stations. Current Conditions of bicycle parking at transit stops and stations The current conditions of bicycle parking at many stops throughout the City are lacking. However, on main routes that carry the most passengers parking can almost always be found. In general, newer stops that have been installed under current development guidelines and policies have bicycle parking. Older stops often do not have any bicycle parking whatsoever. There are many different types of bicycle storage facilities that can be installed at transit stations or stops. Each different design has particular characteristics (level of security, ease of use, weather protection, etc.) that have advantages and disadvantages for the user 14. The location of bicycle parking at stops or stations demands particular attention when considering an implementation strategy. Careful consideration must be given to the station design and layout to minimize the chances of conflict between the different modes that often operate through stations. There should be a minimal amount of interaction between bicycles and pedestrians, automobiles, or transit vehicles within the immediate area of the station. The provision of high quality, secure bicycle parking at transit stations is only one strategy in a wide range of options available to facilitate the use of the bicycle in an urban or suburban setting. Bicycles On Transit As part of a comprehensive dual-mode system involving bicycles and public transportation, bikes-on-rail and bikes-on-bus programs can play an important role. Secure bicycle parking at transit boarding points enables more convenient access to local transit routes. Where users provide a second bicycle, secure parking can also improve egress opportunities to a workplace or school. However, unless bicycles can be carried upon rail or bus vehicles, only regularly made egress trips can be accommodated by bicycles. 15 The above quote nicely summarizes the full potential of developing a bicycle-transit linkage. Bicycle parking at stations can attract new riders to the system and help to facilitate the usage of bike-and-ride in low-density areas. By enabling a user to bring their bicycle on board the transit vehicle (after it has been used as an access mode) the bicycle can be used as a mode of egress at the point of departure from transit. This in effect allows transit lines to capture a larger service area, and consequently allows the bicycle user to make a longer journey, thereby increasing the viability of the bicycle for more trips throughout the transportation network. 14 Please refer to the Section 5 concerning End-of-Trip Facilities and Appendix D the Fort Collins Bike Depot Feasibility Study. 15 Replogle, Michael Bicycles on Transit: A review of International Experience. Transportation Research Record No

44 Bikes on Buses Bicycle-on-bus strategies have the potential to capture larger transit markets while at the same time increasing the operating range of the bicycle, thereby increasing the attractiveness of each of these modes to potential users. Bicycle-on-bus service has particularly high potential to supplement suburban feeder bus routes to transit, thereby capitalizing on the particular advantages of each mode in suburban operating environments. In order to develop its bike-on-bus program TransFort has adopted the use of bicycle racks that are mounted to the front of the transit vehicle. In concept, a cyclist wishing to board a bus with their bicycle waits for a vehicle to arrive at a stop, then loads the bicycle onto the rack, and then boards the vehicle as a normal passenger would. Front mounted bicycle racks incur a minimum amount of increase in operating and maintenance costs for transit operators. Front mounted racks are located closer to the access point of the bus. This is advantageous in that the increased dwell time due to the loading and unloading of bicycles is minimized. The operator of the vehicle is much more aware of a person loading or unloading a bicycle at the front of the vehicle than the rear, making the use of front mounted racks safer. Current research has shown that dwell time is not significantly increased by loading or unloading bicycles from a rack affixed to the front of the transit vehicle. Practical experience reveals that the bicycle can easily be loaded or unloaded in less than 15 seconds even by an inexperienced user. When the Mason Corridor MAX Bus Rapid Transit is fully developed, it is anticipated that bicycles will be allowed on the buses so that passengers who are transporting bicycles will not have to navigate into and out of the vehicle guideway in order to load them onto a rack. Bicycle parking will also be provided at all stops and stations. In 2006, the City received a grant through the Colorado Department of Health and Environment s Colorado Physical Activity and Nutrition (CoPAN) program. This grant was used to increase the bicycle carrying capacity of the each bus in the TransFort fleet by replacing the older two-bicycle racks with those that can carry three. Enhanced transit access enables a bicyclist to cover a wider range of distances if part of the journey can be made by transit. The use of bicycles as feeder modes to transit has great potential in many parts of Fort Collins. Through the development of bicycle and transit strategies, TransFort stands to attract ridership (bicyclists who would otherwise pedal their entire journey) and extend the reach of transit to areas not easily served. TransFort has recognized the benefits of bicycles and transit and is actively pursuing programs that facilitate linkages between the two. In an era when the private automobile is continually relied on despite its costs and negative externalities, it is essential that other modes become increasingly organized and inter-connected in order to compete. 44

45 Figure 6.2: Bicycle Locker at Downtown Transit Center 45

46 Chapter 7: End of Trip Facilities Key Words: Security, Encouragement, Access Every bicycle trip has two basic components: the route selected by the bicyclist, and the end-of-trip facilities that may be available at the destination. These end-of-trip facilities can include simply providing convenient bicycle parking. They can also consist of secure indoor parking facilities and provision of showers and changing space for commuters. If the end-of-trip facilities do not meet the users needs, other means of transportation will be substituted. These types of facilities further serve to encourage the usage of the bicycle. Community surveys of schools and employers 16 indicated that a lack of adequate end-of-trip facilities often serve as barriers for that most common of daily trips the work commute. Of those surveyed, many say they would sometimes commute to work by bicycle, or commute more often, if there were showers, lockers, and secure bicycle storage at work. Clearly, the availability of safe, convenient parking is a critical factor in an individual s decision whether or not to use a bicycle for commuting. Good, secure bicycle parking offers these benefits: - it inexpensively and efficiently increases a buildings parking capacity; - it serves those who use bicycles as a mode of transportation; and - it encourages bicycle use. Cyclists needs for bicycle parking range from simply a convenient piece of street furniture, to a multi-space bicycle rack located in a public parking garage, to storage in a bicycle locker that affords weather, theft, and protection from vandalism, gear storage space, and 24- hour personal access. Where a cyclist s needs fall on this spectrum is defined by several factors: - The type of trip being made: whether or not the bicycle will be left unattended all day or just Figure 7.1: Typical example of parking provided at commercial destinations. 16 Surveys include: Colorado State University Transportation Survey, 2004; Front Range Community College Transportation Survey, 2004; New Belgian Brewing Company Transportation Survey, 2004; Anheuser-Busch, Inc. Transportation Survey, 2004; Agilent Technologies Transportation Survey, 2004; Hewlett Packard Transportation Survey, 2004; National Parks Services Transportation Survey, 2004; Celestica Colorado Transportation Survey,

47 for a few minutes. - Weather Conditions: covered bicycle parking is apt to be of greater importance during the wetter months. - Value of the bicycle: the more a cyclist has invested in a bicycle, it follows that the more concern she or he will show for theft protection. Most new bicycles cost $ , and often considerably more. - Security of Area: his is determined by the cyclist s perception of how prone a given area is to bicycle theft. This is fairly subjective, and probably based to a degree on the individual s experiences with bicycle theft. There are many different types of bicycle storage facilities that can be installed at destinations. Each different design has particular characteristics (level of security, ease of use, weather protection, etc.) that have advantages and disadvantages for the user. Figure 7.2 summarizes the advantages and disadvantages of some typical bicycle parking solutions. Figure 7.2: Evaluation bicycle parking typologies Type Ease of Use Theft Weather Luggage Use of Costs Protection Protection Storage Space Clip Frame Saddle-Stand + + O Bike Cage/Locker O Vertical Stand O o - Clip & Box o o Attendant (not illustrated) + + n.a. n.a. o - O = satisfactory + = good - = bad n.a. = not applicable Figure 7.2 facilitates the development of a bicycle parking level of service concept. This may be a useful method of evaluation that public or private sector decision makers can employ when making a choice among the alternatives available. A final need for some potential commuting cyclists are a shower, a locker, or changing rooms at trip destinations. For those cyclists needing to dress more formally, travel longer distances, or cycle during wet or hot weather, the ability to shower and change clothing can be as critical as bicycle storage. 47

48 End-of-Trip Facilities Definitions Common terms describing end-of-trip facilities are defined below. Short-Term Parking: Bicycle parking meant to accommodate visitors, customers, messengers, and others expected to depart within two hours. Require approved standard rack, appropriate location and placement, and weather protection. Long-Term Parking: Bicycle parking meant to accommodate employees, students, residents, commuters, and others expected to park more than two hours. This parking should be provided in a secure, weather protected manner and location. Long-term parking types will either be a locker, a locked room with standard racks and access limited to bicyclists only, or standard racks in a monitored location. Standard Rack: A non-enclosed rack that is designed to reasonably protect the wheels from accidental damage and allows use of a highsecurity U-shaped lock to lock the frame and one wheel. Secure: As invulnerable as possible to theft, depending on an appropriate combination of parking type, location, and access. Easily Accessible: Per the Fort Collins Land Use Code, bicycle parking cannot be impeded by stationary objects, parked bicycles, or parked cars. Adjacent to Destinations: Short-term bicycle parking should be located in a position that provides quick access to the building entrance. Close proximity to a main entrance is especially desirable for longterm parking but is not required. Covered: Having sufficient shelter to protect the parked bicycle from the elements, particularly rain and snow. Shower and Locker Facilities: Any facility providing showers, changing space, and permanent clothes storage lockers sufficient to meet the needs of bicycle commuting employees. The Current State of End-of-Trip Facilities Bicycle Parking at Primary, Middle and Secondary Schools All schools within Fort Collins have some degree of bicycle parking. The supply typically consists of clip and frame type facilities. In most cases the supply is 48

49 adequate, but in some instances is lacking. The provision of bicycle parking at schools is ultimately the responsibility of the Poudre School District. One factor that makes it difficult to assess what level of bicycle parking should be provided at schools is the school of choice policy in the Poudre School District. Often times what would normally be a neighborhood school is instead Figure 7.3: Bicycle parking provided at local elementary school. open to students from all around the community. This is a good policy on many levels, but the reality is that it always results in an attendance area open to students who live beyond a reasonable bicycling distance from their school. In many cases this causes conflicts with adopted land use and transportation policies because parents are simply forced to drive their children to school. Bicycle Parking at other destinations within Fort Collins In general terms, a cyclist will always find a bicycling parking option at all community destinations. In the best-case scenario, a choice of long- or short-term alternatives will be at Figure 7.4: Bicycle parking found at local medical their disposal. However, oftentimes the case is that the existing alternatives may not meet bicyclists needs. The application of new standards is limited to current development and redevelopment. Therefore, some areas of our community are left with a bicycle parking deficit that may take some time to rectify. 49

50 Figure 7.5 summarizes the general availability of bicycle parking at community centers and destinations: Figure 7.5 Bicycle Parking at Community Facilities Destination Does bicycle parking exist? Libraries Yes, at all locations. Transit Stations Yes, at all locations. Transit Stops At most locations.* Recreation Centers Yes, at all locations. Government Buildings Yes, at all locations. Office Buildings At most locations.* Retail Centers At most locations.* Public Spaces and Parks Yes, at all locations. * Some existing Transit Stops, Office Buildings, and Retail Centers do not have bicycle parking since they were approved and constructed subject to older standards. With infill and redevelopment projects sites and bicycle parking facilities are routinely brought into compliance with current development standards as adopted with City Plan in Downtown and Old Town Area Bicycle Parking Much of the bicycle parking found in Downtown and Old Town Fort Collins is the result of a vigorous installation program undertaken by the City. Throughout Old Town, there are more than 100 short-term parking spaces (mostly installed on street sidewalks) and 24 additional long-term spaces in the form of bicycle lockers. In essence, the condition of the short-term parking supply in Old Town can best be characterized as inconsistent. It ranges from sufficiently maintained, well located, and heavily used frame style racks that meet demand to neglected, insecure, and rarely used clip-styles that in many cases discourage their own use. Areas of particular concern are the southern entrance to Old Town Square at Remington Street. and Mountain Ave., College Ave. between Mountain and Laporte Ave s, and Mountain Ave. between College Ave. and Mason St. 50

51 Figure 7.6: An example of typical bicycle parking in Old Town. Current interest in providing more short-term parking indicates that there is a shortage of short-term parking at certain locations in Old Town. Several businesses, in conjunction with FC Bikes, have begun to explore the option of using vehicular parking stalls as short-term bicycle parking. The use of removable bicycle parking racks would enable a dramatic increase in parking supply for limited hours when bicycle-parking demand is highest typically weekend evenings and during special events. This will involve close coordination and cooperation with local businesses. There is also interest in increasing the long-term supply of bicycle parking. One idea in development as of this writing is a partnership between the City and County to construct a bicycle parking cage utilizing vertical racks in the jointly owned Civic Center Parking structure. This approach essentially provides the best type of bicycle parking a commuter or long-term user could hope for secure, covered, and attended and should be pursued. Bicycle Parking Supply at Colorado State University Unfortunately, the limited amount of resources dedicated to this project made it impossible to fully assess the supply and condition of bicycle parking at Colorado State University. One source 17 however, described the situation with the statement: Quality bike parking is very limited on the campus. Cyclists who cannot find a rack space on campus are susceptible to having their bicycles stolen. The growth of partnerships between the City and CSU (such as UniverCity) has the potential to provide innovative solutions to the bicycle parking issues facing Downtown and the Campus community. 17 Colorado State University Area Strategic Transportation Study Draft Existing Conditions Report (2000). 51