Turn! Turn! Turn!

Apricot Tree in full bloom!
Apricot Tree

Apricot Tree

Some of us remember the song, Turn! Turn! Turn! written by Pete Seeger and made popular by the Byrds in 1965.  The song is based on Ecclesiastes3:1-8 (NIV)

There is a time for everything,
and a season for every activity under the heavens:

    a time to be born and a time to die,
a time to plant and a time to uproot,
    a time to kill and a time to heal,
a time to tear down and a time to build,
    a time to weep and a time to laugh,
a time to mourn and a time to dance,
    a time to scatter stones and a time to gather them,
a time to embrace and a time to refrain from embracing,
    a time to search and a time to give up,
a time to keep and a time to throw away,
    a time to tear and a time to mend,
a time to be silent and a time to speak,
    a time to love and a time to hate,
a time for war and a time for peace.

In my back yard, my fruit trees are blooming and a pair of little finches furiously building a nest above my front door.  My 17-year-old cat stands guard at the door waiting to be allowed outside to bask in the warmth of the sun on our deck. My very shaggy Goldendoodle and Cairn terrier are in desperate need of a clipping to keep them cool. Snow is giving way to rain. Yes, the seasons are changing and I welcome it with open arms.

Change is in the air at City Hall as well.  I welcome a new Mayor, Leo McKinney and thank Matt Steckler for his time while serving as Mayor.  Councilor Steckler continues to serve as a very effective member of City Council.  Both Councilor Steckler and now-Mayor McKinney ran unopposed in April’s election.  Congratulations go out to Stephen Bershenyi, our resident blacksmith, for winning re-election to a second term in City Council against Lyle Beattie.   Mr. Beattie should be commended for stepping up and throwing his hat in the ring.   I hope I am half as engaged and energetic as he is in a few years.  What a dedicated public servant he has been for Glenwood Springs over the years!

Dave Sturges, while willing and capable, did not succeed in his wish to become mayor. Still, he serves a very valuable leadership role on City Council.  While he has been known to pontificate, he brings a balancing opinion to this council. His extensive background and experience serves him well in this role. Besides, he is just a nice guy to talk with.

The remaining three City Council members, not up for re-election this year, continue to serve this community well, if not contentiously.  Todd Leahy and Mike Gamba bring a decidedly conservative perspective.  Both Councilor Leahy and Gamba bring a down-to-earth, realistic view of issues.  They have had the opportunity to see the concerns and issues from a developer/engineer side as well as from the apparently thankless position on the dais. I admire their straight-forward attitude.

Councilor Ted Edmonds is still the most enigmatic of our City Council members to me.  A numbers guy, I am told, he is probably the least loquacious member of Council, but he continues to surprise me.

At any rate – tonight’s City Council meeting had a slightly different tenor. There was a discussion of the Thompson Divide Lease Suspension of which there was unanimous Council support for an Appeal of the BLM decision, prepared by Pitkin County.

Of course the Access Control Plan (ACP) drew much of the usual crowd; John Haines, Karen Price, Hal Sundin, Cheryl Cain, Tony Rosa and Terry Stark.  While many complained that there is still no dialog between Council and the opponents of the ACP and/or the bridge, both Council and the group, most of which are part of the Citizens to Save Grand Avenue (C2SGA) seemed to be amenable to sitting down, possibly over a bowl of spaghetti –with proper public notice of course – and further discussing matters.  Of course there is always the phone – all of the City Council contact information is available on the City’s website:  http://www.cogs.us/council/contact.htm

And Councilor Bershenyi’s Facebook pagehttps://www.facebook.com/pages/Stephen-Bershenyi-City-council-news/485499551498590?fref=ts

And of course – there is this blog – which welcomes comments and guest contributions.

Terry Stark raised a good point – one that I hope to address more satisfactorily than I have in the past – and that is:  Show me the facts that the ACP will help – or at least not damage – the local economy and local businesses.   Stay tuned.

Still there is a call for a Transportation Master plan.  Since I am such a new member of the Transportation Commission, I don’t feel qualified to comment other than to remind everyone that you are welcome to come to the City of Glenwood Springs Transportation Commission meetings.  The next one is Tuesday, May 7th, at 7:30 a.m. in the Engineering Department conference room on the 2nd floor of City Hall.  BYOC (Bring your own coffee . . . I learned that my first meeting . . .)

While I am on the subject of Boards and Commissions – here is a GOLDEN opportunity for you to be involved in your community . . .  The Planning and Zoning Commission is looking for two community members to serve as alternates on the Planning Commission.  We meet monthly and sometimes hold a work session as well.  It does require a commitment of time, but you will be making a valuable contribution to the community!  Contact me at 379-4849 or ktrauger@rof.net if you want more information.

One more reminder – a design charrette (fancy French term for meeting where everyone can comment and participate) for the Confluence area will be held May 21st through 23rd.  This is a very vital piece of our town and your recommendations, input, comments are critical.  More information will be forthcoming shortly.

Stay tuned as well for an update on the Grand Avenue Bridge project . . .

Spring is upon us in Glenwood Springs. And what a glorious time it is!   Here’s to a renewed energy toward cooperation, consensus building and moving forward.  There is a season . . . and a time for everything under Heaven . . .  and our time is now.

Q & A on the Grand Avenue Access Control Plan; the Project Team Responds

Last month I sent a series of questions regarding the Access Control Plan to various groups including the City, Stolfus and Associates, and CDOT. My questions were circulated to the Project Team and last Thursday, I received their response. What follows is my questions (in bold), followed by the response as sent to me by Michelle Hansen, a Professional Engineer with Stolfus and Associates. My thanks to Stolfus, CDOT and the City for getting this information to me. Perhaps if there are other questions entered into the comments area, they will respond. I apologize for the formatting of this. Like I said before, you get what you pay for and this blog hosting site is free!

What is the difference/benefit (Pros & Cons?) of entering into an IGA with CDOT in an ACP as opposed to simply going with the current standard access code?

Access is currently controlled on the State Highway System via the State Highway Access Code. By law, CDOT must enforce the requirements of the State Highway Access Code. CDOT applies the Code on an individual first-come/first-serve basis as properties develop and redevelop. The standards and criteria of the Code must be applied as defined with limited flexibility for adjustment. With the Code, CDOT staff cannot consider adjacent land use, future access to adjacent properties, or corridor-wide impacts. The benefits of entering into an IGA with CDOT in an ACP include:
• The City has an opportunity to partner with CDOT to define future access conditions on SH 82 that balance both State and Local objectives. The ACP allows the City to participate in making decisions about access that are more consistent with the City’s vision, land use, and local transportation system rather than having access defined solely by the standards and criteria of the State Highway Access Code.
• The ACP addresses access on a corridor-wide basis rather than an individual, first-come/first-serve basis. An ACP considers how adjacent access points impact each other and defines how access to adjacent properties can be achieved as redevelopment occurs. Adopting the ACP provides the City with the tools to incorporate potential and anticipated future development as it relates to access and provides property owners with security in the planned access for their properties.
• In some instances, the recommendations of the ACP allow closer access spacing and a higher level of access than the criteria of the State Highway Access Code where technical analyses can demonstrate adequate safety and operations. Additionally, the recommendations considered adjacent land use, corridor specific conditions, and City goals for future improvements which are specifically not considerations of the State Highway Access Code.
• Adopting an ACP is the first step necessary for implementing traffic calming and streetscaping improvements on SH 82. These types of improvements have been recommended in multiple previous studies conducted by the City. Specifically, this is the first step towards implementing raised landscaped medians along Grand Avenue. The ACP process ensures that the State and City have provided legal access for adjacent properties and facilitates the public process for any proposed access modifications.
A potential downside of adopting the Access Control Plan is that the ACP recommendations reflect today’s point of view about future conditions. As time goes by, not all of the assumptions of the ACP will ring true. While the ACP provides for future modification to resolve those issues as they arise, the City will likely need to expend public funds to make the necessary changes.

I understand that an ACP is put in place to promote safety and efficiency along a section of highway. In what ways, specifically, does this ACP address pedestrian and bicycle safety and promote multi-modal transportation uses?

An ACP specifically addresses vehicular access to the State Highway System. However, per the State Highway Access Code, ACP’s shall not preclude the current or future accommodation for other transportation modes. Supporting alternative modes is a goal of the project and the Draft ACP supports this goal in the following ways:
• A pedestrian and/or cyclist must cross every driveway on the highway that crosses the sidewalk and/or bicycle lane. Consolidating, reducing, and defining access points reduces the number of conflict points and the associated crash risk between vehicles and pedestrians and/or cyclists.
• The plan is the first step toward implementing traffic calming measures that will make the downtown area more pedestrian friendly. This may include the addition of raised, landscaped medians and the opportunity for wider sidewalks and/or separation between sidewalks and traffic lanes.
• The Draft Plan separates the highest pedestrian movement in the corridor at 8th Street from vehicular traffic providing a safe, free-flowing pedestrian underpass beneath the proposed Grand Avenue Bridge within a couple hundred feet of the 8th Street intersection.
• By placing a full signal at 9th Street, the draft plan also encourages pedestrians to walk from 8th Street to 9th Street, improving the economic viability of businesses in this block.
• By removing the need for left-turn movements at 8th Street, the proposed Grand Avenue Bridge width can be minimized, allowing for a 10’ shared use path connection between the pedestrian bridge and 8th Street, eliminating the need for a scissor structure (a switchback type ramp structure that provides a connection between the pedestrian bridge and the street level and allows the pedestrian/cyclist to exit the structure approximately above or below where they started) or elevator at 7th Street.
• The Draft Plan is consistent with the existing Safe Routes to School route at 9th Street which calls for student crossing of Grand Avenue (SH 82) at 9th Street.
• The Draft Plan provides a consistent spacing between pedestrian crossings in the downtown area rather than creating long segments without pedestrian crossings.
• A pedestrian–only signal is maintained at 15th Street to address the currently warranted pedestrian crossing driven by the movement of high school students.
• The proposed realignment of S. Grand Avenue (at 23rd) will improve the sight lines for all users and will thereby improve safety including safety of the RFTA trail crossing that currently crosses S. Grand at a significant skew.

What type (classification) of Highway is SH 82 through Glenwood – and where can I find the Access code associated with that classification.

SH 82 from I-70 to the Glenwood Springs south city limits is classified as Non-Rural Arterial (Category NR-B). SH 82 beyond the City limits (approximately where the median barrier begins) towards Orrison is classified as an Expressway (Category EX). The State Highway Access Code describes each category and associated requirements. The State Highway Access Code, as well as other access related references, can be found on the CDOT website at: http://www.coloradodot.info/business/permits/accesspermits/references.

The ACP is based on projections for 2032 (I believe – going from memory). When were those projections done and how were they calculated. Given the current downturn in the economy, could those projections be overstated?

The projections for the project are based on a 20-year planning period (2032). Traffic counts were conducted in March 2012 for this project. Seasonal variations in traffic volumes were accounted for and the March counts were adjusted to reflect conditions typically experienced in August, the second highest volume month of the year. Future projected traffic volumes account for background growth (growth anticipated over time) and traffic generated from known planned developments. A background growth rate of 2.0% was used for the Access Control Plan. This growth rate was developed by considering both recent history and a 20-year view of historic trends. The rate is also consistent with other recent plans, including the Corridor Optimization Plan, the South Bridge EA, and the Grand Avenue Bridge EA. The background growth rate of 2.0% was applied to the seasonally adjusted March 2012 traffic counts to project traffic volumes.

Traffic engineering is not an exact science and uses available data to make educated forecasts about future conditions. Any traffic projection risks overstating or understating future traffic volumes due to unknown future conditions; however, even if it takes longer than 20 years to realize the projected growth of traffic volumes, we anticipate that similar growth will be realized over time. Again, an ACP maps out changes that can be implemented when growth does happen.

Are there currently any plans by the City or CDOT to install medians along any portion of Grand Avenue?

CDOT does not currently have any plans to install medians on Grand Avenue except any median that would be included as part of the Grand Avenue Bridge project (not expected to extend past 8th Street).

The City has several planning documents that recommend installing medians on Grand Avenue including the Comprehensive Plan, Grand Avenue Traffic Calming Plan (Dan Burden Plan), and the City Downtown Plan. The Access Control Plan is the first step toward implementation of medians. The City has budgeted funds to develop preliminary plans for medians within the downtown area. This project has not been initiated yet. No funding is currently identified for construction of any medians along any portion of Grand Avenue.

Does this plan include any elements of the “Dan Burden Plan” and if so, what?

The Draft Access Plan incorporates many of the elements recommended in the Grand Avenue Traffic Calming Plan or “Dan Burden Plan” including:
• Setting the stage for installing raised medians on Grand Avenue. The Access Plan is the first step to planning for raised medians along Grand Avenue.
• Eliminating left turns on 8th and 10th. (Note: The “Dan Burden Plan” does not specifically recommend removing the traffic signals at these intersections. That recommendation was developed from the ACP.)
• Moving the 15th Street signal to Hyland Park Drive.
• Realigning Hyland Park Drive with Park Drive.
• The Access Plan does not specify what type of traffic control is required at full movement intersections. However, roundabouts are an acceptable form of traffic control at full movement intersections. The “Dan Burden Plan” recommends roundabouts at 23rd and 27th. Both of these intersections are identified as full movement intersections in the Draft Access Plan; therefore, roundabouts could be implemented in the future as long as the roundabout operates at an acceptable Level of Service and there is enough space to construct a roundabout that can accommodate the design vehicle for the highway.

A stated goal of the Glenwood Springs “Glenwood Spring Transportation Plan 2003-2030” is “To provide and efficient network of streets and bridges that provide safe and convenient access for autos, trucks, bicycles and pedestrians. Streets must be well maintained and function according to street classifications.” Specifically, how does the ACP further this goal?

Focusing solely on the City’s street classifications, Grand Avenue and Glen Avenue are classified as prinicipal arterials. As defined by the City’s Street Standards, “Principal Arterials provide for mobility through the City and for connecting the major centers of activity within the City. Although principal arterials may provide access to commercial and residential properties where no other alternative is available, access is a secondary function.” The ACP ensures that each property adjacent to Grand/Glen has access either directly or via the local street system. In addition, the ACP locates major intersections to provide efficient traffic flow which will preserve capacity on Grand/Glen as traffic volumes increase. This will result in reduced delay and travel times which will encourage through traffic to stay on the Grand/Glen rather than diverting to the local street system. Consolidating access and minimizing locations where vehicles merge, split, or cross also reduces conflict points and potential crash risk.

Has any kind of an economic impact study been conducted? I know there are several studies out there. Are there any that have been done by independent sources – other than by or for a Department of Transportation. The reason I ask is an explicitly stated distrust of studies done by government.

No, an economic impact study has not been conducted as part of the Access Plan study process. The implementation of an Access Control Plan is largely dependent on redevelopment of properties and businesses, so an economic impact study based on today’s businesses does not provide specifically applicable data. However, the DDA has contracted with a group of consultants to evaluate the different intersection configurations between 8th and 10th. This group includes an economic consultant.

There has been talk of requiring an EIS. Will this project (ACP) trigger an EA and/or and EIS?

No, an Access Control Plan will not trigger and EA or an EIS. An Access Control Plan is a planning document and does not have specific construction projects defined. The plan itself will be implemented in phases as things change. Each construction project that is developed over time, whether private or public, will be required to obtain an environmental clearance prior to construction. At that time, the level of environmental clearance required will be defined. Implementation of a portion of an Access Control Plan generally does not require modifying the alignment or capacity of the highway and is accomplished in small phases. Generally, implementation of a portion of an Access Control Plan meets the requirements for a Categorical Exclusion and does not require an EA or EIS.

The intersections at 23rd and 27th are the most probable to see some changes – based on what I understand. If, for example, 23rd Street intersection is reconfigured, how far does that trigger the implementation of the ACP? Down to Safeway? Up to 27th? Or is it limited to only the immediate intersection?

The limits of a construction project at 23rd are difficult to define at this point. Depending on the timing and funding, the limits of the project could be limited to the immediate intersection or could extend farther. These are the elements that will be considered in defining the limits of the project:
• The length required to physically tie-in the realigned intersection with SH 82.
• Operational or safety issues occurring adjacent to or near the intersection at the time of construction
• Funding available to complete improvements
• Other public or private projects in the area that can be combined

Have things like grade differences been considered when determining shared access? If it has not been considered now, will it be considered at the time of implementation?

Yes, grade differences have been considered when determining shared access and will also need to be considered as part of the development plans at the time of implementation. Shared access will be implemented with redevelopment. We have considered the feasibility of addressing existing grade differences within a redevelopment project. It is reasonable that within a redevelopment project, grade adjustments within 1 or 2 feet can be achieved. For example, there is an existing grade difference between the Jimmy’s 66 and Cyber Salon and Day Spa. When the Cyber Salon and Day Spa redevelops (increases traffic by more than 20%), grades would need to be adjusted at the shared driveway location and the grades of the new driveway would be very similar to the existing driveway.

What are the reasons that the City has not undertaken a traffic circulation study, particularly for the downtown area in light of the bridge, ACP, library and parking structure?

The City plans to conduct a traffic circulation study downtown following completion of the Access Plan study and the parking study currently in process. The City has selected to complete the circulation study following these other studies to minimize study overlap, reduce confusion, and focus study efforts efficiently based on recommendations from the other studies as they relate to and potentially influence circulation needs and desires. Since the City’s downtown street system is a grid system, it provides one of the most flexible circulation configurations possible for city street networks.

For shared access, would a reciprocal easement or access agreement be necessary? If so, have those agreements typically addressed liability and indemnification? If not, how are those issues addressed?

Yes, for shared access, a legal access agreement or easement would be required. Liability and indemnification would need to be addressed specifically in the easement agreement prepared by the property owner’s attorney. The City and CDOT would not participate in the specifics of the easement, but would make development approval conditional upon providing one.

Does the City currently have any plans to extend Blake to Wal-Mart? If this were done, what improvements would be necessary on Blake from 23rd Street South?

The City does not currently have plans to extend Blake to Wal-Mart. This connection was identified as a potential improvement for the purposes of local circulation. The adoption of the Access Control Plan only applies to the access points directly to the highway and does not obligate the City to improve any local circulation routes shown including Blake, 8th Street connection, 14th Street connection, or South Bridge.

If Blake was extended to Wal-Mart for public traffic, roadway improvements would be required and would likely include improving the cross-section to one of the City’s standard street sections, as well as improving the condition of the driving surface itself.

Could the redevelopment of one parcel or business trigger the redevelopment for an entire block or group of businesses?

Under the both the State Highway Access Code and the ACP, depending on the size and extent of a redevelopment, the level of access could be restricted for multiple properties or businesses with the redevelopment of one parcel or business. For example, if a large redevelopment project is initiated and the City requires the developer to install medians along a portion of Grand Avenue or Glen Avenue, the construction of medians could restrict other driveways within that segment to right-in/right-out.

In contrast, the relocation, consolidation, and shared access conditions in the plan would not be triggered for other parcels adjacent to a property redevelopment unless the property owner participated willingly. Relocation, consolidation and shared access will be implemented based on individual redevelopments. Shared access is generally accomplished through multiple iterations since the timing of redevelopment for two properties side by side do not generally occur simultaneously. For example, if the plan indicates a shared access between property A and property B, and property A redevelops first, property A will be required to construct their new access adjacent to the property line and provide an access easement for property B. When property B redevelops several years later, property B will construct a shared access or connect to the existing access at property A and provide an access easement for property A.

Chris McGovern states that 10 small businesses went out of business due to the recent Grand Avenue Paving Project (GAPP) project. Is there any way to verify or refute this? Is there any ongoing information/studies related to business in Glenwood Springs and why they succeed or don’t. If they go out of business does anyone follow up to see what are the reasons?

It is difficult to directly associate the success or failure of a business to a single factor or event. Numerous factors other than construction or access can impact a business’ revenues, including, but not limited to, internal management and operations, external local and global economic factors, competition, and technology/industry related changes. Studies have shown that certain businesses experience increased revenues as a result of construction spending during a project. Given the numerous factors that contribute to a business’ success or failure and the variation in effects businesses experience during construction, there is no way to specifically link the failure of an individual business to a single factor or, in this case, a single project.

” . . .the comfort of opinion without the discomfort of thought.”

Grand Avenue looking south from the old wooden bridge - Courtesy of Frontier Historical Museum. Please do not reproduce.

Grand Avenue looking south from the old wooden bridge – Courtesy of Frontier Historical Museum. Please do not reproduce.

When I started Our Town Glenwood Springs a month ago, I began it more as a way for me to clarify my thoughts on things that are going on in Glenwood Springs. Writing, for me, is a way to analyze information and organize my view. This process has been interesting. It has garnered some attention that I didn’t really anticipate from entities like City Council and the Glenwood Post Independent. I really appreciate the recognition of my effort – and truly that is all it is – just an effort to try to bring some facts to people. I love the following quote attributed to Abraham Lincoln, “I am a firm believer in the people. If given the truth, they can be depended upon to meet any national crisis. The great point is to bring them the real facts.” This blog does not address any national crisis – although there are several worthy of addressing – but this blog seeks to stick to the local, Glenwood Springs issues. However, like Lincoln, I am also a firm believer that the people, when given the facts, with make appropriate decisions based on those facts.

Another great statesman, John F. Kennedy said, “The great enemy of truth is very often not the lie–deliberate, contrived and dishonest–but the myth–persistent, persuasive and unrealistic. Too often we hold fast to the clichés of our forebears. We subject all facts to a prefabricated set of interpretations. We enjoy the comfort of opinion without the discomfort of thought.” This is what has driven me to spend many hours and sleepless nights, reading and researching. Although I have been a resident of Glenwood Springs for nearly 45 years, I wanted to step out of my prefabricated interpretations and, dare I say it, prejudices – to try to find the facts and separate them from assumption and speculation and misinformation that seem to abound. Predictions of blight and vermin infested vacated downtown buildings are no more accurate than being able to return to the 1930’s, 1940’s and early 1950’s where Grand Avenue was an idyllic boulevard with trees forming a canopy shading vehicles traveling to and from the mining town of Aspen and points in between.

Yesterday, citizens of Glenwood Springs, along with business owners, and other interested individuals had the chance to get a glimpse of the height and width of the proposed Grand Avenue Bridge structure. Last night was the first of two planned evenings of public hearings regarding the proposed Access Control Plan. We also learned that the Chamber Resort Association is working to get a mediated “town hall” type of meeting together so that City Council can engage in a dialog with residents, business owners, and other stakeholders over the big three; the bridge, the ACP and a bypass. I certainly hope that the Chamber is able to bring that meeting to fruition.

I found one aspect of yesterday’s meetings very encouraging. The respectful and reasonable comments made by both the citizens commenting and Council was heartening. Yes, I did hear some derogatory remarks generally muttered under breath or for the benefit of someone seated or standing nearby but this was, in my opinion, a far more beneficial assemblage than I have witnessed.

Not unlike other meetings, most were concerned about the impact of the bridge and the ACP on the downtown. This is not to say that other areas were not considered or discussed, but much of the comment involved the downtown area. Some feared that the larger bridge would create a tunnel or canyon effect on the area of Grand Avenue from 7th to 8th Streets and that businesses would be ‘sacrificed” for the bridge. There was concern about emergency access and the potential of closing alleys. There were questions about the real need for a new bridge. Terry Stark thought the issue of a bridge should be brought to a vote of the citizens of Glenwood Springs, but others maintained that the bridge is a regional issue. The scale and mass of the proposed bridge was questioned. Manette Anderson stated that she thought a 3-D model was needed, sooner than later, to help the community visualize the bridge. Several members of City Council agreed and said they had hoped to see that prior to the meeting.

Prior to the Access Control presentation by Michelle Hansen a traffic consultant with Stolfus and Associates, Councilor Todd Leahy asked Michelle to explain the how SH 82 through Glenwood Springs is currently managed under the States Access Control Code. Michelle explained that under the current state code, adopted in 1981 and revised once in 2002, the only access guaranteed to any parcel is a right-in-right-out access. If development/redevelopment of a property occurs and it increases traffic to that property by 20 percent, then the owner/developer must file for an access permit. She emphasized that the current Access Code does not take into consideration land use and it is very rigid in its application. She also stated that it is not equitable as access is granted on a first-come-first-served basis. The advantage to adopting an ACP is that it gives the City a say in how things are managed. While it is an Intergovernmental Agreement (IGA) and legally binding, it can be amended. She stated that in Colorado State Transportation Region 3, of which Glenwood is a part, five requests for amendments have been requested and all five requests were approved.

During her comments to Council after the presentation, Karen Price stated that it was very helpful to know what the existing policy was. She also mentioned that she spoke with Chief of Police Terry Wilson and he explained that emergency access including firefighting procedure would not be much different with a new bridge than it was now. She said she appreciated his explanation. However, she wondered what the impact of the new bridge and the ACP would have on community events like the Strawberry Days Parade, Downtown Farmer’s Market. She also wondered whether adequate consideration had been given to ADA issues.

Bob Andre and John Burg stated they thought the process that had been undertaken for the bridge and the ACP was good. Mr. Burg emphasized that pedestrian movement must be considered particularly in the downtown. He stated that downtown Glenwood was special and he knew the DDA was working to make sure key issues were addressed.

Chris McGovern spoke twice, once regarding the bridge and the second time regarding the ACP. Perhaps she will forward me her comments on the bridge for use in this blog. Regarding the ACP she questioned the wisdom of the use of U-turns throughout town as a solution due to the fact that many people misjudge the turning radius of their vehicles. She encouraged more public meetings as planned by the Chamber.

Councilor Dave Sturges mentioned that he was not convinced that the ACP was a better option than the current Access Code and it would allow the City more say. He is very concerned with the impact on 8th, 9th and 10th streets and sees this as an opportunity to enhance the downtown experience for visitors and residents alike.

County resident John Haines mentioned that he talked with Governor Hickenlooper briefly in Snowmass on Wednesday evening and was given the name of a contact at the Governor’s office for further discussion regarding the Grand Avenue Bridge as he did not feel the Governor received both sides of the story from his brief meeting with City Council.

Members of City Council emphasized that while they are unanimous in their opinion that a new bridge is needed and that the proposed alignment is the best, many aspects of the bridge are not set in stone, including the design and aesthetics and the 8th Street configuration and the pedestrian bridge. They also stated that, regarding the ACP, they are still gathering information and listening to comments and suggestions and will weigh the concerns, considerations and suggestions very carefully before making a final decision. They encouraged the community to continue to give them feedback via email and Councilor Bershenyi restated that he is happy to meet with anyone for coffee and discussion.

With this blog, I simply wanted to get some information out about the comments from last night’s meeting. If you feel I have not accurately represented your comments, or you wish to add additional comments, please feel free to add to the discussion in the form of a comment. As an editorial comment I wish to say that this City Council faces some of the most burdensome and potentially divisive issues to come before this body for many years. We, as citizens, rather than criticizing and condemning them should be doing everything we can to assist them in making the best, most sagacious decisions possible for our community. I think we are moving in that direction. Let’s continue to keep the discussion positive and thoughtful.

CDOT Region 3 Director Responds

Mr. Burg:

I appreciate your taking the time to write to me, and the project teams, as well as share your comments in the public forum that is Kathy Trauger’s blog. It is beneficial for all involved that we maintain this type of constructive discussion as part of the public involvement processes for these two projects. Thank you for your insight regarding the Grand Avenue Bridge study and comments about the public involvement. I do hope you’ll be able to attend one of the two Story Poling events on March 7.

Regarding the Access Control Plan, it does not eliminate parking on SH 82 nor create medians. What it does is provide the mechanism for the City of Glenwood to place future medians in SH 82, if they so choose. Obviously, a project of that magnitude would have to have its own public process that evaluates how parking would be replaced elsewhere, exactly what the limits of the medians would be, and more. The ACP does none of that. When thinking about the possibility of medians and removal of parking on parts of Hwy 82, it is important to remember that part of the concept of that project places a grass/landscaped strip between the highway and the adjacent sidewalk, which is a big safety improvement for pedestrians. Also, medians, if constructed, would facilitate pedestrian crossings of the highway as well.

I appreciate that you agree that removal of the left-hand turns from SH 82 to 8th Street makes sense for a number of reasons (bridge width being the primary reason). If this is done, however, it would not be possible to maintain left turns and a through movement from 8th Street, as you state you would like. The only way to prevent left-hand turns from SH 82 is with some sort of median or barrier. It is not reasonable to expect that a sign on the signal arm stating “No Lefts” would prevent motorists from attempting to make left turns from SH 82 from a through lane. The resulting unlawful left-turn movements would cause safety and mobility problems for everyone else on SH 82. Unfortunately, this is one of those situations where a compromise is going to be needed.

CDOT, the City and the DDA are working hard to better develop the alternatives for 8th Street. We have defined the alternatives, and will soon be presenting those alternatives at a number of meetings. The primary question is, “Will the community accept a bridge platform wide enough to accommodate left-turn lanes?” We hope to settle that question in the next two weeks. Following that, there will be a City Council workshop where we hope the final configuration is decided on.

Again, thank you for writing and for bringing attention to some very key issues.

Sincerely,

David Eller, CDOT R3 Director