Figure 2 Appendix A Appendix B - Fort Collins, …sidewalk connections to Harmony Road, Horsetooth Road, and the Mason Trail. 1.2. McClelland Drive Tie‐in Shift and Swallow Station

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Date: December 15, 2010 Grant Applicant: City of Fort Collins Name of Project: Mason Express Bus Rapid Transit Corridor

Environmental Re‐evaluation since May 2008 Environmental Assessment/Finding of No Significant Impact

1. Detailed Project Description

The Mason Express (MAX) Bus Rapid Transit (BRT) Project is a north‐south express bus corridor in central Fort Collins. It will serve downtown Fort Collins, Colorado State University (CSU), and southern portions of the City. The five‐mile corridor encompasses three miles of dedicated guideway for bus‐only traffic and approximately two miles of BRT travel in mixed traffic along existing City streets. MAX includes provisions for the planned South Transit Center, seven Park‐N‐Ride lots, and twelve bicycle and pedestrian friendly stations.

Of the twelve MAX stations, six include center loading platforms that accommodate both northbound and southbound travelers. These center loading platforms have been designed within the dedicated concrete guideway portions of the BRT corridor. This guideway will serve buses only. The remaining six stations include split passenger loading platforms, one for northbound travel and one for southbound travel. Five of these split platforms exist in areas where BRT travel occurs in mixed traffic. The MAX BRT project emerged from a city‐wide effort to serve demand for north‐south movement in the central City area. The purpose and need for MAX BRT are based on the following deficiencies within the project corridor: • Congestion on College Avenue • Low transit ridership • Lack of transit facilities • Need for economic growth opportunities • Support for local and regional development plans • Safety concerns • Inadequate inter‐modal connectivity Figure 1 illustrates the station locations and BRT alignment that were analyzed as part of the build alternative in the Environmental Assessment/Finding of No Significant Impact (EA/FONSI). This environmental re‐evaluation focuses on design refinements that have occurred since the 2008 EA/FONSI was prepared:

Relocate and reconfigure the Harmony and Horsetooth Stations

Shift the location of the BRT guideway tie‐in with McClelland Drive and relocate/reconfigure the Swallow Station

Relocate the Bay Farm Station (formerly known as the University Mall Station)

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Figure 1: EA/FONSI Build Alternative

Figure 2 highlights the proposed design amendments with an overlay of the preliminary design (PD) station locations and BRT alignment (evaluated in the EA/FONSI) and the most current final design (FD) elements (under analysis in this re‐evaluation document). Sections 1.1 through 1.3 provide background details related to the design amendments. Appendix A includes detailed design plans that compare the two design phases, while Appendix B documents the public outreach process that supports the City’s decision to propose these amendments.

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Figure 2: Summary of Proposed Design Amendments

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1.1. Harmony and Horsetooth Station Relocation and Reconfiguration

For the MAX BRT project, the City prefers to provide center passenger loading platforms at as many stations as possible. Center platforms accommodate both northbound and southbound passenger movements from one central location. They also provide adequate room at station areas for passenger refuge, shelters, and station amenities. During preparation of the EA/FONSI, PD could not accommodate center platforms at Harmony and Horsetooth Stations because of right of way (ROW) constraints adjacent to proposed station areas. Since that time, land use changes and collaboration with property owners have presented the City with new alternatives for center platforms within 400 feet of their PD locations. The station relocations are illustrated in Figure 2, while detailed design plans are available in Appendix A. The proposed locations and configurations of the Harmony and Horsetooth Stations would be consistent with other center platform stations along the MAX BRT corridor. The proposed locations maintain all passenger loading and unloading activities outside of the Burlington Northern Santa Fe Railway’s (BNSF) ROW. The design amendments promote a high level of safety by allowing ample space for loading and unloading. They also promote accessibility by maintaining sidewalk connections to Harmony Road, Horsetooth Road, and the Mason Trail.

1.2. McClelland Drive Tie‐in Shift and Swallow Station Modification

PD plans used during the EA/FONSI process included a portion of McClelland Drive as part of the BRT corridor. BRT travel was planned to occur on the dedicated guideway adjacent to McClelland Drive before joining mixed traffic on McClelland Drive near Harvard Street. The BRT was then expected to travel along McClelland Drive for approximately 1,100 feet before rejoining a dedicated guideway north of Drake Road. As part of FD and value engineering discussions, the City re‐considered impacts and costs associated with constructing the guideway as planned. The City proposes amending the design by shifting the BRT guideway tie‐in location with McClelland Drive from north of Swallow Road to south of Swallow Road. As shown in Figure 2 and Appendix A, this proposal includes a tie‐in just south of Foothills Parkway, which is approximately 3,000 feet south of the PD tie‐in location. This design amendment would reduce the length of dedicated guideway in this section. It also would:

Minimize environmental impacts as detailed in this re‐evaluation

Aid in coordination with the Larimer County Canal No. 2 Irrigating Company

Aid in coordination with the BNSF Railway

Result in approximately $4.4 million in cost savings for the project Similar to the split stations planned for downtown Fort Collins, the proposed design amendment includes reconfiguring the Swallow Station from a center platform on the dedicated guideway to two side platforms alongside McClelland Drive. Both the northbound and southbound Swallow Station platforms would be situated south of Swallow Road. The southbound platform design would include a bus pull‐out. ROW limitations prevent a bus pull‐out near the northbound platform. ROW limitations also prevent a center platform at this location.

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1.3. Bay Farm Station Relocation

During final design, the City identified a need to shift the Bay Farm Station location to provide better maintenance access to elements on an adjacent private property. To accommodate that concern, the City proposes using available ROW to shift the guideway bulb‐out and the southbound station approximately 200 feet northward (Figure 2 and Appendix A). This station would maintain the split configuration because of ROW constraints east and west of the corridor. The northbound platform location would remain at the south end of the station area near its originally planned location and the planned pedestrian/bicycle overpass platform. The Bay Farm Station will serve this overpass to provide more direct and safe access for pedestrians and cyclists traveling between the Natural Resources Research Center (NRRC), the University Mall/Whole Foods Market shopping center, and the Bay Farm Station.

2. Location

As shown in Figure 3, the project corridor extends from just south of Harmony Road to about one‐half mile north of Drake Road. This section includes six stations, four of which are considered in this re‐evaluation. An exclusive bus‐only guideway will connect the majority of these stations, except for the segment that includes BRT travel in mixed traffic on McClelland Drive. The BRT corridor runs parallel to existing BNSF Railway tracks and the Mason Trail in this portion of the corridor. Figure 3 illustrates the project in the context of community land uses, resources, and facilities. Land use and community impacts are described in greater detail in Sections 4 and 12 respectively.

3. Metropolitan Planning and Air Quality Conformity

The MAX BRT Project has been approved by the Fort Collins City Council and is supported by the North Front Range Metropolitan Planning Organization (NFRMPO). The project is included in the:

Figure 3: Site Location and Context

Source: City of Fort Collins, 2010

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City of Fort Collins Transportation Master Plan

NFRMPO’s 2035 Regional Transportation Plan (RTP)

NFRMPO’s Transportation Improvement Program

NFRMPO’s Unified Planning Work Program

Colorado Department of Transportation’s (CDOT) Statewide Transportation Improvement Program (STIP)

MAX BRT is included in the fiscally constrained element of the NFRMPO’s RTP (i.e., their long range transportation plan (LRTP)), which was adopted in December 2007. The NFRMPO, as the lead air quality planning agency for Fort Collins and Greeley, is responsible for conformity determinations on its plans and programs. At present, air‐quality conformity analysis is underway for the fiscally constrained element of the LRTP, which includes MAX BRT. This analysis is expected to conclude in January 2011. Consistent with the EA/FONSI, the proposed design amendments are not expected to adversely affect air quality conformity.

4. Zoning

Proposed locations for the revised Harmony, Horsetooth, Swallow, and Bay Farm Stations are located within the City’s transit oriented development (TOD) overlay zone. This zone modifies land use standards to encourage transit‐supportive land uses and densities that will enhance multi‐modal transportation specifically at BRT stations. Figure 4 identifies current zoning classifications near stations and the TOD overlay boundary. The proposed amendments generally support TOD overlay zone standards and accommodate possible redevelopment opportunities. The City continues to work with property owners near these stations to coordinate future redevelopment needs. Sections 4.1 through 4.4 detail current zoning and land use conditions near the subject stations.

Figure 4: Zoning Classifications


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4.1. Harmony Station

Harmony Road is a major employment and retail corridor at the southern edge of Fort Collins. Through the proposed amendment, the Harmony Station location would shift from immediately south of Harmony Road to a presently vacant parcel north of Harmony Road. This parcel, which formerly housed the Timber River Lumber Company, is being marketed for redevelopment. East of this location, commercial uses exist along College Avenue. Arbor Plaza, a strip commercial development with a vacant commercial space (formerly Wal‐Mart), is located south of the proposed station location. Land uses westward of the station include a vacant parcel from the lumber company and low density residential beyond the corridor.

4.2. Horsetooth Station

The proposed amendment involves relocating Horsetooth Station approximately 400 feet to the south end of Bowl Fort Collins and to the west side of an existing commercial/office building (also owned by Bowl Fort Collins). Property owners have indicated that redevelopment opportunities are being considered at this location. Uses east of the proposed station location include general commercial, office, and retail, including a grocery store. A multiplex theater exists immediately west of the station. Land uses farther west include low to medium density single‐ and multi‐family residential. A 220‐unit apartment complex is situated north of Horsetooth Road and west of the BNSF Railway tracks.

4.3. Swallow Station

The proposed Swallow Station split platforms would be located along McClelland Drive and south of Swallow Road. Commercial uses east of the proposed station include automobile dealerships and other general retail and office uses. Specifically, Dellenbach Motors is south of Swallow Road, while Ed Carroll Motors is north of Swallow Road. Foothills Mall is located within a half‐mile east of the Swallow Station across College Avenue. Land uses west of the proposed station include low density residential. A church is situated just west of the southbound platform, across the BNSF Railway tracks.

4.4. Bay Farm Station

Part of the proposed Bay Farm Station is located approximately 200 feet north from the PD location. The original PD station location is situated on the TOD overlay boundary, whereas the proposed station is completely encompassed within the overlay zone. One property owner in the vicinity of this station has indicated he may consider redevelopment opportunities for his property. Commercial uses are present east of the station, including Whole Foods Market, Rocky Mountain Recumbent Bicycles, and other retail businesses in University Mall. The NRRC campus is located directly west of the station. This campus represents a partnership of six federal agencies and was developed to support and enhance research on natural resources matters. CSU’s Veterinary Medicine Teaching Hospital is situated southwest of the station.

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4.5. Summary

The proposed design amendments are not expected to adversely affect zoning and land uses within the City of Fort Collins. Consistent with the EA/FONSI, these design amendments support the City’s zoning and land use planning efforts, especially in the context of encouraging TOD.

5. Traffic Impacts

Sections 5.1 through 5.6 provide an analysis of transportation system impacts related to the proposed design amendments. Proposed mitigation measures are described where a negative impact has been noted.

5.1. Bicycle and Pedestrian Facilities

Station areas will accommodate bicyclists and pedestrians safely and efficiently and will tie into the existing transportation network of sidewalks, streets, and the Mason Trail. Significant realignment of existing bicycle and pedestrian facilities is not anticipated with construction of the relocated station sites. Any modifications and/or improvements to sidewalks will comply with applicable plans and standards, including the Larimer County Urban Area Street Standards and the Americans with Disabilities Act. Installation of a pedestrian signal at the Horsetooth Road intersection will improve bicycle and pedestrian crossings in the southern portion of the corridor. At both the Harmony and Horsetooth Stations, a sidewalk would be constructed east of the proposed station to connect the station area with sidewalks along Harmony and Horsetooth Roads. At‐grade railroad crossings are located near each of these stations. The Swallow Station area includes split BRT platforms alongside McClelland Drive. The southbound platform would be constructed adjacent to the sidewalk west of McClelland Drive. Based on ROW limitations, the northbound platform would incorporate the sidewalk east of McClelland Drive near the automobile dealerships. Specifically, BRT passengers and pedestrians would share the sidewalk at this location. The Bay Farm Station area would include a sidewalk east of the station to provide connections with the bicycle and pedestrian overpass, the adjacent retail area eastward from the station, and the Mason Trail. Bicycle storage will be available at Harmony, Horsetooth, and Bay Farm Stations. In addition, signage will be added for wayfinding and to control pedestrian and bicycle traffic in the vicinity of BRT stations.

5.2. Traffic Operation and Congestion

With the proposed amendments, the Harmony, Horsetooth, and Bay Farm Stations would maintain their positions along the dedicated guideway (within 200 to 400 feet of the PD station locations). Buses traveling along the guideway would continue to cause momentary delays at signalized intersections with major east‐west cross streets. These conditions are no different from conditions analyzed in the EA/FONSI.

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The Swallow Station relocation to McClelland Drive includes a southbound bus pull‐out south of Swallow Road that would allow BRT buses to merge out of southbound travel lanes and therefore not contribute to traffic congestion. ROW limitations require northbound BRT vehicles to stop in the travel lane for passenger loading and unloading. As a result, northbound motorists would notice momentary delays south of the Swallow Road/McClelland Drive intersection as passengers load and unload BRT vehicles. Northbound traffic impacts and subsequent congestion would be minimal given the average daily traffic counts of approximately 3,000 vehicles on this locally classified street.

5.3. Parking

Horsetooth, Swallow, and Bay Farm Stations each will include 50 shared Park‐N‐Ride spaces based on agreements with local businesses and community facilities. No parking spaces are planned at the Harmony Road Station. As a result of the Horsetooth Station relocation, approximately five parking spaces would be affected at the existing Bowl Fort Collins parking lot. No parking spaces would be lost at the Harmony, Swallow, or Bay Farm Stations as a result of proposed FD amendments.

5.4. Access and Loading

As described in Section 1.1, the center platform design would provide improved passenger access and loading at the Harmony and Horsetooth Stations. Nevertheless, the proposed station locations would be farther from Harmony Road and Horsetooth Road by approximately 150 to 350 feet respectively. Additional wayfinding signage and increased sidewalk widths will be incorporated in station areas to help mitigate passenger access and navigation between stations and cross‐streets. The relocated Harmony Station would be located immediately adjacent to an existing BNSF railroad spur which presently is not in use. The City is working with the property owner and the railroad to remove this spur in conjunction with the MAX BRT Project. The split platform configuration at Swallow would mimic MAX Stations downtown. Passengers would load and unload BRT buses near the intersection of Swallow Road and McClelland Drive. This intersection includes a pedestrian signal that will help facilitate safe pedestrian crossings. As part of final design, this signal will be upgraded to include countdown pedestrian capabilities. The split Bay Farm Station platforms would accommodate safe and efficient loading and unloading along the dedicated guideway. Wayfinding signage and increased sidewalk widths will be incorporated within this station area to facilitate bicycle and pedestrian movements between the station, overpass, and adjacent retail areas.

5.5. Emergency Services

The MAX BRT guideway will allow full access to emergency service vehicles. The City does not anticipate the relocated Harmony, Horsetooth, and Bay Farm Station locations would have a negative effect on emergency services. Configuration of the guideway bulb‐outs and stations at these locations (see Appendix A) may reduce the potential for BRT vehicles to block the guideway. This configuration would provide a refuge area for BRT vehicles to allow emergency vehicles to pass during an emergency. In the event of emergency vehicle travel along McClelland Drive and

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near the Swallow Station, BRT vehicle operators would yield to emergency responders by safely slowing or stopping BRT travel and allowing emergency vehicles to pass and proceed.

5.6. Accident Potential

The relocation of Harmony and Horsetooth Stations farther from Harmony and Horsetooth Roads would provide more flexibility to optimize signal timing and maintain on‐time service. The proposed locations would also improve safety and minimize delays to vehicular traffic along Harmony and Horsetooth Roads. Safety‐related improvements, including pedestrian facilities associated with the proposed traffic signals would be the same as identified in the 2008 EA/FONSI. Similar to preliminary design, the Bay Farm Station is not situated near an at‐grade intersection and is not expected to increase accident potential along the corridor. Northbound BRT buses would stop momentarily in McClelland travel lanes south of Swallow Road, which may increase the possibility of rear‐end collisions near the northbound Swallow Station platform. Bus operators will signal well in advance of this platform to notify surrounding motorists of the pending stop. Southbound BRT buses would move through the intersection and out of the main travel lane into a designated bus pull‐out. This pull‐out would allow traffic to move around BRT buses while passengers load and unload the vehicle. Bus operators will engage necessary signals early to notify surrounding vehicles of pending maneuvers into or out of the bus pull‐out.

5.7. Summary

The proposed design amendments are not expected to adversely affect bicycle and pedestrian facilities, access and loading, or emergency services. Parking impacts include loss of five parking spaces to accommodate the Horsetooth Station, which has been deemed acceptable by the property owner. In addition, the City will install a pedestrian signal at Horsetooth Road and will incorporate additional wayfinding signage and increased sidewalk widths to help mitigate passenger access and navigation between stations and cross‐streets. In general the proposed design amendments support enhanced transit, pedestrian, and bicycle accessibility, which is consistent with the EA/FONSI. The northbound Swallow Stop may produce minimal delays for motorists, but these effects would not be significant. Accident potential may increase slightly near the northbound and southbound Swallow Stops. To minimize such effects, bus operators will signal well in advance of stops to notify surrounding motorists of their pending maneuvers. In addition, the City will upgrade the Swallow Road/McClelland Drive traffic signal to include countdown pedestrian capabilities.

6. CO Hot Spots

The proposed amendments would not adversely affect localized hot spot analysis described in the EA/FONSI. Hot spot analysis (at the intersections of College Avenue with Harmony Road, Drake Road, and Prospect Street) demonstrated the project would maintain or reduce carbon monoxide emissions as compared with the No Build Alternative. With the proposed amendments, the Harmony, Horsetooth, and Bay Farm Stations would remain on the dedicated guideway (within

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200 to 400 feet of the originally planned locations). Buses traveling along the guideway would continue to cause momentary delays at signalized intersections with major east‐west cross streets. The Swallow Station relocation to McClelland Drive includes a southbound bus pull‐out south of Swallow Road that would allow BRT buses to merge out of southbound travel lanes and therefore not contribute to traffic congestion. Northbound motorists would notice momentary delays at the intersection as passengers load and unload BRT vehicles. The City classifies McClelland Drive as a local street that accommodates approximately 3,000 vehicles daily. As a result, northbound traffic impacts and congestion would be minimal meaning that local air quality would not be affected. In addition, the City of Fort Collins has chosen to procure BRT buses that utilize cleaner burning compressed natural gas as a way to reduce localized tailpipe emissions. Consistent with the EA/FONSI, the proposed design amendments are not expected to increase carbon monoxide emissions. No adverse impacts are anticipated.

7. Historic Resources

Historic properties and resources were identified within the project’s area of potential effect for the EA/FONSI. Nevertheless, none of those cultural resources would be affected directly or indirectly by the proposed design amendments. In making this determination, the design team examined potential historic resource impacts for a lumber spur located north of Harmony Road and east of the BNSF Railway. Research through the City’s files demonstrated the spur was not specifically documented in reports from the Mason Corridor historic resources survey (City of Fort Collins 2007). In addition, a review of aerial photographs from 1906, 1908, 1960, and 1984 clearly reveal the spur and lumber company buildings were constructed sometime after 1984. The spur does not meet the minimum age threshold (usually 45 years for transportation projects) to merit further consideration as a cultural resource. In addition, the spur’s design and function do not represent or portray any unique characteristics that enable the feature to qualify as potentially eligible under the National Register of Historic Places. The proposed design amendments are not expected to adversely affect historic or cultural resources. Consistent with the EA/FONSI, if archaeological resources are discovered during construction, work will cease until the City of Fort Collins Environmental Specialist has been notified and both the Federal Transit Administration and the State Historic Preservation Office have been involved.

8. Noise

Noise analysis results for locations near the Harmony, Horsetooth, Swallow, and Bay Farm Station areas, conducted as part of the EA/FONSI, confirmed that noise levels will remain the same for the Build Alternative as compared with noise levels for existing conditions. Relocation of the Harmony, Horsetooth, and Bay Farm Stations would not alter the BRT centerline distance to sensitive receptors along the corridor. As such, the no impact findings from the 2008 EA/FONSI noise analysis would remain applicable for these stations.

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Near the proposed Swallow Station relocation, the EA noise analysis included sensitive receptors along Ringneck Drive and Redwing Road and at the Assembly of God Church. The EA showed these resources would not be affected by noise impacts related to the MAX BRT project. With the proposed amendments, the BRT corridor is shifting eastward from these receptors (away from the guideway and onto McClelland Drive), which means BRT operations would occur even farther from these receptors. As a result, a detailed analysis was not conducted as part of this station relocation analysis. Consistent with the EA/FONSI, the proposed design amendments are not expected to produce noise impacts.

9. Vibration

The relocated stations do not involve new or relocated steel tracks. MAX BRT buses would operate on a concrete guideway at Harmony, Horsetooth, and Bay Farm Stations and along McClelland Drive at Swallow Station. No vibration impacts are expected as a result of the proposed design amendments. Consistent with the EA/FONSI, the proposed design amendments are not expected to produce vibration impacts.

10. Acquisitions & Relocations Required

The proposed design amendments would not result in any residential or business displacements, although some additional land acquisitions and easements would be necessary to accommodate the project permanently and for construction (temporarily). The project team continues coordination with property owners that would be affected directly by the proposed design amendments. A summary of public outreach and letters of support from affected business owners are included in Appendix B. Additional details about property impacts are included in Table 1 and described in Sections 10.1 through 10.4.

10.1. Harmony Station Relocation

Two property owners/tenants near the Harmony Station would be affected directly by the design amendments: College America and TimberRiver Properties. The project team met with representatives of College America (a tenant in the Arbor Plaza) in Spring 2010. College America provides accredited degree programs for up to 400 students daily. The back of their building is immediately east of the originally planned Harmony Station location. When informed about the relocation of Harmony Station to the north side of Harmony Road, they responded with support and are looking forward to improved transit access to their facility and potential redevelopment near the relocated station. The relocated Harmony Station would occur on the TimberRiver Properties’ parcel (the former lumber yard site) and would result in acquisition of up to .3 acres of the 5‐acre property. The project team met with representatives of TimberRiver Properties during Spring 2009. The

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property owners support the relocation of Harmony Station and are interested in transit oriented development on their five‐acre property (Appendix B).

Table 1: Approximate Summary of Property Impacts

Amendment PD

impacts (acres)

Affected owner/user

FD impacts (acres)

Affected owner/user

Extent of impact estimated

Difference in PD and FD impacts

Harmony <.3 BNSF and Private

<.4 BNSF and Private

Approximate station area

<.1 acre increasefor FD

Horsetooth <.2 BNSF and Private




McClelland 2.2

BNSF, Larimer County Canal No. 2, and City of Fort Collins

0 City of Fort Collins

Along McClelland Drive between north of

Harvard St and south of Foothills Pkwy

2.2 acre decrease for FD

Swallow <.4

BNSF and Larimer

County Canal No. 2

<.2

BNSF, Larimer County Canal No. 2, Private, and City of Fort Collins


<.2 acre decrease for FD

Bay Farm <.3 BNSF and Private




Note: These values are based on approximate footprints of PD and FD. These estimates do not account for distinctions in permanent and temporary (construction) impacts or whether property will be affected by an easement or acquisition. The City continues to negotiate with property owners over these matters.

10.2. Horsetooth Station

The Horsetooth Station would be relocated to the south end of the Bowl Fort Collins property and the adjacent property also owned by Bowl Fort Collins. The proposed center platform station footprint would result in permanent loss of five parking spaces and a small area of vacant land on the adjacent property southward. Up to .4 acres would be acquired from the four‐acre total. The project team is evaluating striping and other options to minimize or eliminate the parking impact. Despite acquisition impacts to both of its properties and loss of five parking spaces, the property owner at this location supports the final design amendment (Appendix B).

10.3. McClelland Drive and Swallow Station

Relocation of the BRT tie‐in with McClelland Drive would result in less need for BNSF Railway ROW because buses would operate on an existing City Street. No additional ROW would be necessary to accommodate bus travel. South of Swallow Road, less than .1 acre of additional permanent easement would be necessary along the west side of McClelland Drive for the southbound Swallow platform bus shelter and pullout. This property is owned by BNSF Railway. Based on business and property owner concerns from the east side of McClelland Drive, the northbound Swallow platform would require a minimal amount of ROW. The City conducted a series of meetings with business and property owners along McClelland Drive to consider and analyze the McClelland tie‐in shift and various alternatives for the northbound Swallow platform.

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To preserve views of the Dellenbach Motors dealership lot and to minimize property acquisition needs, the City would limit the northbound Swallow Station platform’s extent. Up to 400 square feet would be affected on the Dellenbach Motors lot, which is over 8.5 acres (379,000 square feet) total. The area of impact would occur between the sidewalk and the fence surrounding the dealership lot. Neither the fence nor the lot would be affected permanently. To minimize property impacts, this stop may not include typical MAX station amenities such as seating and a full shelter. Should property conditions change in the future, the City will reconsider options for this stop. Appendix B documents the City’s coordination with business and property owners along McClelland Drive.

10.4. Bay Farm Station

According to PD, the Bay Farm Station location was planned behind Rocky Mountain Recumbent Bicycles and the north end of Whole Foods Market. The proposed final design amendments include shifting the guideway bulb‐out and southbound station approximately 200 feet northward behind Rocky Mountain Recumbent Bicycles and A Big A Self Storage. Up to .1 acre of additional ROW would be necessary at the 2.3 acre Recumbent Bicycles site. Up to .1 acre would be necessary at the two‐acre storage facility site. The City continues to work with property owners at these sites regarding real estate needs. Appendix B documents the City’s coordination with property owners in the vicinity of Bay Farm Station.

10.5. Summary

The proposed design amendments would require acquisition of up to 1.7 acres of private land and permanent easement, which is approximately 50% less right‐of‐way than preliminary design requirements. These impacts generally are not significant. Consistent with the EA/FONSI, acquisition of property will be accomplished in full compliance with all federal and state requirements, including the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended.

11. Hazardous Materials

A Phase I environmental site assessment was performed in 2003 that identified potentially contaminated sites along the corridor. Approximately 189 sites were identified within one mile of the study area’s centerline as posing a potential hazardous material concern. None of these sites are located directly adjacent to proposed project amendment locations. Furthermore, based on topography and groundwater flow, a majority of the sites of concern are located downgradient from the existing and relocated station areas. The 2008 EA/FONSI identified Markley Motors (3432 McClelland Drive) as having a closed leaking underground storage tank and possibly residual petroleum contaminated soil and groundwater. This site is located northeast of the relocated Horsetooth Station and southeast of the relocated Swallow Station. Additionally, the relocated Harmony Station is adjacent to a BNSF railroad spur which presently is not used and which will be removed in conjunction with MAX BRT construction.

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Residual petroleum contaminated soil and groundwater is potentially present in the vicinity of these sites, which means the study area may be affected by these sites. Encountering suspected contaminated material, including groundwater, is possible at some point during project construction. Consistent with mitigation identified in the 2008 EA/FONSI, soil samples have been analyzed for petroleum and polychlorinated biphenyl contamination along the corridor and near the relocated station areas. The worker health and safety plan for construction will include protocols to address contaminated soil or groundwater that may be encountered during construction. The proposed design amendments are not expected to generate hazardous material impacts. Consistent with the EA/FONSI, the worker health and safety plan for construction will include protocols in case contaminated soil and groundwater are encountered during subsurface excavation.

12. Community Disruption and Environmental Justice

Adverse effects to community facilities are not anticipated to result from relocation of the Harmony, Horsetooth, Swallow, and Bay Station locations. As noted in the 2008 EA/FONSI, residents adjacent to and westward of the stations would experience a slight increase in traffic related impacts. Nevertheless, air emissions would not exceed National Ambient Air Quality Standards, and air quality overall is expected to improve as a result of tightening emissions controls. Noise levels would not exceed the Federal Transit Administration’s noise impact criteria. Similar to PD station locations, FD stations would benefit minority and low‐income residents within the study area and the overall community by improving mobility, safety, and access to housing, employment centers, community facilities, and services. Because the BRT would operate in an existing rail/roadway corridor, minority and low‐income neighborhoods would not be divided or isolated and no minority or low‐income residents would be displaced. Figures 5 and 6 depict the concentrations of minority and low income residents along the Mason Corridor. Higher concentrations of minority residents live south of Swallow Station, east and west of Horsetooth Station, and northeast of Harmony Station. In turn, higher concentrations of low income residents live east of the MAX BRT Corridor. No disproportionately high or adverse impacts to these populations are anticipated with construction of the proposed design amendments. In general the proposed design amendments support enhanced transit accessibility, which is consistent with the EA/FONSI.

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Figure 5: Minority Populations Figure 6: Low Income Populations

Source: US Census Bureau, 2000a Note: Census data indicates the minority population in Fort Collins is 15 percent. Census blocks with minority populations greater than 15 percent were evaluated for disproportionately high and adverse impacts.

Source: US Census Bureau, 2000b and US Department of Health and Human Services, 2010 Note: In 2010 low income refers to an annual income of $22,050 or less. In Fort Collins, 21 percent of households earn less than $22,050 per year. Census block groups in which more than 21 percent of households earn less than $22,050 per year were evaluated for disproportionately high and adverse impacts.

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13. Use of Public Parkland and Recreation Areas

South of Harmony Road, the Mason Trail is located east of the BRT guideway and the PD Harmony Station location. At Harmony Road, the Mason Trail crosses westward of the BRT guideway and extends north along the west side of the BNSF Railway corridor (see Figure 7). A bicycle and pedestrian bridge at the Bay Farm Station will provide connections between the BRT station, the NRRC campus, and the University Mall shopping center. The proposed design amendments would not adversely affect the Mason Trail or other park or recreation facilities.

14. Impacts on Wetlands

Wetlands in the vicinity of Harmony, Horsetooth, Swallow, and Bay Farm Stations and the McClelland Drive tie‐in are associated with constructed irrigation canals and ditches. As shown in Figure 8, no wetland impacts would occur with the Harmony, Horsetooth, and Bay Farm Station relocations or with the McClelland Drive tie‐in shift. The Swallow Station would affect 0.004 acres of jurisdictional wetlands (wetland 5) associated with the Larimer County Canal No. 2. Anticipated impacts from the Swallow Station relocation are less significant than impacts identified and cleared in the 2008 EA/FONSI. When feasible, measures to avoid and minimize wetland impacts have been and will continue to be applied. In total, with the McClelland Drive tie‐in shift and the Swallow Station relocation, the 0.294 acres of wetland impacts (associated with the Larimer County Canal No. 2 and as reported in the 2008 EA/FONSI) is now reduced to 0.004 acres. As stated in the 2008 EA/FONSI, the City anticipates that onsite mitigation of all wetland impacts will conform to the U.S. Army Corps of Engineer’s (USACE) Nationwide Permit 14. Formal approval of this mitigation by the USACE will be established prior to construction. Best management practices (BMPs) will be utilized during construction to minimize or prevent impacts to wetlands, including (but not limited to):

Figure 7: Parks and Recreation Resources


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Figure 8: Wetland Impacts

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A silt fence will be placed in applicable areas to prevent sediment from entering adjacent wetlands and to clearly identify construction site boundaries.

Orange plastic fencing will be used when work is completed in or near wetland areas to minimize impacts to wetlands.

In total, the proposed design amendments reduce wetland impacts by approximately .3 acre. This impact is generally not significant and will be mitigated consistently with the EA/FONSI.

15. Floodplain Impacts

As shown in Figure 9, the Harmony, Horsetooth, and Swallow Stations and the McClelland tie‐in shift are not located near designated 100‐year floodplains. The Bay Farm Station is situated near the special flood hazard area (SFHA) and floodway for Spring Creek, which are regulated by the Federal Emergency Management Agency. SFHA represents the area that has a one percent chance of being inundated during a flood event. Floodway represents the area that must remain free of development to ensure a 100‐year flood can be discharged downstream. The FD Bay Farm Station location is not situated within the FEMA flood boundaries. In addition, none of the design amendments would affect any floodplain s regulated by the City of Fort Collins. No 100‐year floodplain or floodway impacts would occur as a result of the proposed design amendments. BMPs for floodplains will be implemented consistent with the EA/FONSI, especially with construction of Bay Farm Station near Spring Creek.

16. Impacts on Water Quality, Navigable Waterways, and Coastal Zones

As depicted in Figure 10, the New Mercer Ditch with southerly flow, is located west of the corridor near the Harmony and Horsetooth

Figure 9: Floodplains


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Stations. The Sherwood Lateral flows easterly north of the Bay Farm Station. Relocation of these three stations would not affect the ditches. Relocation of Swallow Station and the McClelland tie‐in would actually reduce impacts to the Larimer County Canal No. 2. PD plans along this location called for a four‐sided, 20‐foot wide concrete box culvert and a separate 750‐foot long, 20‐foot wide open concrete channel. Both of these structures would be unnecessary if the proposed design amendments were implemented. The Swallow Station relocation and the McClelland Drive tie‐in shift minimize direct impacts to the canal itself and result in millions of dollars in cost savings for the project. Relocating Harmony, Horsetooth, Swallow, and Bay Farm Stations would not significantly increase permeable surfaces beyond what was reviewed and approved through the 2008 EA/FONSI. Relocation of the McClelland tie‐in would reduce permeable surfaces from levels anticipated during PD. These reductions would occur from BRT travel on an existing roadway, meaning that a parallel concrete guideway would no longer be constructed. Impacts to impaired waters on the 303(d) list are not anticipated as a result of the proposed design amendments. Selenium concentrations are not expected to increase during construction activities. Water quality mitigation will adhere to Municipal Separate Storm Sewer System permit requirements. The City of Fort Collins will develop, implement, and enforce a Stormwater Management Program designed to reduce pollutant discharge. Stormwater detention/water quality ponds would be constructed near the relocated Harmony Station, and mechanical water quality devices are planned near the relocated Horsetooth and Bay Farm Stations. The Swallow Station and McClelland tie‐in shift would not require new

Figure 10: Water Resources


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water quality treatment devices as existing stormwater infrastructure for McClelland Drive would be utilized. The proposed design amendments would reduce impacts to water resources, including the Larimer County Canal No. 2. As a result, adverse impacts to water resources are not anticipated. Consistent with the EA/FONSI, BMPs will be implemented during construction and BRT operation to protect water resources.

17. Impacts on Ecologically‐Sensitive Areas and Endangered Species

17.1. Vegetation

Construction activities could directly result in a slight loss of vegetation in the existing and proposed project ROW. Relocation of the Harmony Station northward of Harmony Road would avoid the need to remove mature cottonwood trees located near the PD station location. With the McClelland Drive tie‐in shift, ground vegetation would no longer be affected between approximately Foothills Parkway and Harvard Street. Removal of two small deciduous trees (with trunks less than 6‐inches in diameter) may be necessary near the northbound Swallow Station platform. When possible removed trees and shrubs will be replaced, and disturbed areas will be revegetated with native vegetation. Construction of station areas would not increase impervious surfaces beyond levels approved in the EA/FONSI. Disturbed areas within the corridor and at relocated station sites will be replanted with drought tolerant, native vegetation as soon as possible following construction.

17.2. Noxious Weeds

Noxious weeds are widespread within FD station areas based on past and present land use practices related to urban and residential development. Continuous soil disturbance and a steady importation of non‐native plants have contributed to dominance of weedy species in the study area. No weed species from the high‐priority list were found within the relocated station areas. Infestations of weed species from the state medium‐priority list, the Larimer County List, and CDOT’s priority list were present within the Mason Corridor. Other noxious weed species that have a later blooming period or that would be identified through a field survey could be present in the station areas. BMPs will be utilized during construction to reduce potential for introduction and spread of noxious weed species.

17.3. Wildlife/Threatened and Endangered Species/Ecologically Sensitive Areas

The presence of ecologically sensitive areas and general wildlife species near the relocated Harmony, Horsetooth, Swallow, and Bay Farm Stations and the McClelland Drive tie‐in is generally limited because of the study area’s urban setting. Nevertheless, red fox den habitat may occur along the study area between Horsetooth Road and Fossil Creek. A survey will be conducted prior to construction at the relocated station areas during den times to ensure no fox are affected by project activities.

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The presence of federal or state threatened or endangered species is unlikely, and no impacts are expected. Anticipated direct construction impacts related to the proposed design amendments are not more significant than impacts identified and cleared in the 2008 EA/FONSI. Overall the proposed design amendments are not expected to affect existing wildlife corridors or general habitat because of their location in an already urbanized area with little resource availability to wildlife species.

17.4. Summary

The proposed design amendments are not expected to significantly affect vegetative resources, wildlife, threatened and endangered species, or ecologically sensitive areas. Mitigation of impacts to these resources will be consistent with the EA/FONSI.

18. Impacts on Safety and Security

As identified in the EA/FONSI, security for station areas will be provided by Fort Collins Police and CSU Police. Officers will ride buses regularly and will travel through station areas on a routine basis. In addition, video surveillance cameras will be included on buses and at station areas. These cameras will be monitored regularly at Transfort’s dispatch center. Other safety measures include enhanced lighting at stations, emergency call phones at stations, and emergency call buttons on buses. Stations will be constructed to maximize individual views around station areas so that patrons can be aware of their surroundings. Proposed railroad safety improvements, including warning time circuitry and lighting, will be implemented at all at‐grade railroad crossings including Harmony, Horsetooth, and Swallow Roads. Signage will also be added for wayfinding and to control pedestrian and bicyclist traffic in the vicinity of BRT stations. Consistent with the EA/FONSI, the proposed design amendments are not expected to adversely affect public safety and security.

19. Impacts Caused by Construction

No additional construction impacts are anticipated beyond those identified in the 2008 EA/FONSI. Construction impacts related to the relocated stations are expected to be short term and would be mitigated through control measures as identified in the 2008 EA/FONSI.

The action described above meets the criteria for FTA’s environmental re‐evaluation and the National Environmental Policy Act.

Applicant's Environmental Reviewer

Jodie A. Snyder, LEED® AP – Environmental Planner 12/15/2010

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20. Impact and Mitigation Summary

For each resource assessed in this environmental re‐evaluation document, Table 2 includes a brief summary of impacts and mitigation associated with the proposed design amendments.

Table 2: Summary of Impacts and Mitigation

Resource Impact Mitigation

Metropolitan Planning and Air Quality Conformity

No adverse effects Consistent with EA/FONSI

Zoning No adverse effects No mitigation required

Traffic

No adverse effects on bicycle and pedestrian facilities, access and loading, or emergency services

Minimal parking, congestion, and accident potential impacts would occur, but these effects generally are not significant

City will install pedestrian signal at Horsetooth Road

City will incorporate additional wayfinding signage and increased sidewalk widths

Bus operators will signal well in advance of stops to notify surrounding motorists of pending maneuvers

Swallow Road/McClelland Drive traffic signal will be updated to include pedestrian countdown capabilities

Consistent with the EA/FONSI, enhanced transit, pedestrian, and bicycle accessibility is anticipated overall

CO Hot Spots No adverse effects No mitigation required

Historic Resources No adverse effects Consistent with EA/FONSI

Noise No adverse effects No mitigation required

Vibration No adverse effects No mitigation required

Acquisitions and Relocations No significant effects No residential or business

relocations Consistent with EA/FONSI

Hazardous Materials No significant effects Consistent with EA/FONSI

Community Disruption and Environmental Justice

No disproportionately high or adverse impacts

No mitigation required

Public Parkland and Recreation Areas No adverse effects No mitigation required

Wetlands Positive effects/impacts include

avoidance and reduction of wetlands effects

Consistent with EA/FONSI

Floodplains No adverse effects Consistent with EA/FONSI

Water Quality, Navigable Waterways, and Coastal Zones

No adverse effects Consistent with EA/FONSI

Ecologically‐Sensitive Areas and Endangered Species

No significant effects Consistent with EA/FONSI

Safety and Security No adverse effects Consistent with EA/FONSI

Construction No significant effects Consistent with EA/FONSI

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21. References

City of Fort Collins. 2007. Historic Resources Survey. City of Fort Collins. 2010. Geographic Information Systems Data. NFRMPO. 2007. The North Front Range 2035 Regional Transportation Plan. December.

http://www.nfrmpo.org/ResourcesDocuments/2035RegTrans.aspx US Census Bureau. 2000a. Summary File 1. Census of Population.

http://factfinder.census.gov/servlet/DatasetMainPageServlet US Census Bureau. 2000b. Summary File 3. Census of Population and Housing.

http://factfinder.census.gov/servlet/DatasetMainPageServlet US Department of Health & Human Services. 2010. Prior HHS Poverty Guidelines

and Federal Register References. http://aspe.hhs.gov/poverty/figures‐fed‐reg.shtml

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Appendix A Design Plans

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Appendix B Public Outreach Summary

– Business and Property Owner Coordination: Page 39

– Business and Property Owner Outreach Meeting: Page 51

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Business and Property Owner Coordination

The following table details outreach to business and property owners that occurred as the City considered the final design amendments and Environmental Re‐evaluation. Input from these stakeholder groups was recorded and incorporated into design. Letters of support are included in the following pages from property owners who would be affected directly by the project. Date Stakeholder Group Details

Spring 2009 Timber River Properties

Coordinated with property owner over proposed design amendments at Harmony Station

Received letter of support for proposed design (Page 40)

Spring 2010 College America Coordinated with business owners over proposed design amendments at Harmony Station

Received verbal support for proposed design

Summer 2009 Bowl Fort Collins LLC and Mason Street Properties LLC

Coordinated with business/property owners over proposed design amendments at Horsetooth Station

Received letter of support for proposed design (Pages 41 and 42)

Summer 2010 Ed Carroll Motors Coordinated with business owner over proposed design amendments along McClelland Drive and at northbound Swallow Stop

Received input about station location on north side of Swallow Road

Summer 2010 Markley Motors Coordinated with business owner over proposed design amendments along McClelland Drive and at northbound Swallow Stop

Received verbal support at meeting on 7/15/10

Summer and Autumn 2010

Dellenbach Motors Coordinated with business owner over proposed design amendments along McClelland Drive and at northbound Swallow Stop

Received letter of support related to proposed design (Pages 43 and 44)

Summer 2010 Spradley Barr Automotive

Coordinated with business owner over proposed design amendments along McClelland Drive and at northbound Swallow Stop


Summer 2010 Realtec Property Management

Coordinated with property manager over proposed design amendments along McClelland Drive and at Swallow Station


Summer and Autumn 2010

Larimer County Canal No. 2 Irrigating Company

Coordinated with company representatives over proposed design amendments along McClelland Drive and at southbound Swallow Stop

Received letter of support for proposed design (Pages 45 through 47 )

Summer 2010 A Big A Self Storage Coordinated with business owner over proposed design amendments at Bay Farm Station

Received letter of understanding related to proposed design (Page 48)

Summer 2010 Bank Center Group, LLC

Coordinated with business owner over proposed design amendments at Bay Farm Station

Received letter of understanding related to proposed design (Page 49)

9/16/2010 from 4:00 to 7:00 PM

Business and Property Owner Open House

Mailed 137 invitations to business and property owners in the vicinity of proposed design changes

Received 8 attendees and 4 public comments

Additional information beginning on Page 51

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Business and Property Owner Open House

Following collaboration with property owners who would be affected directly by the proposed design amendments, the City held a business and property owner open house from 4:00 to 7:00 PM on September 16, 2010. The purpose of the meeting was to highlight the proposed design amendments and results of the environmental re‐evaluation process. To advertise the meeting, the City mailed 137 detailed invitations (Pages 53 and 54) to business and property owners in the vicinity of the proposed design changes. Spanish copies of the invitation were available by request. For the Open House, the City developed three exhibits to highlight:

1. Harmony and Horsetooth Stations 2. Swallow Station and McClelland Drive 3. Bay Farm Station

Each exhibit included a rolling series of informative slides, design plans, and a copy of the environmental re‐evaluation. Meeting attendees were invited to visit the stations and provide comments. City staff and members of the Final Design Team were available to address questions and share about the design and environmental re‐evaluation processes. The City also prepared a hand‐out for meeting attendees to provide background on the proposed design amendments and the environmental re‐evaluation (Pages 55 and 56). The City received eight attendees and four public comments. The City posted information from the meeting on the Mason Corridor website at: http://www.fcgov.com/mason/. This information includes copies of the slides, the environmental re‐evaluation document, a summary of comments received during the session, and responses to comments. A copy of comments and responses is also included on Pages 57 and 58. Availability of this meeting information was advertised in the Mason Corridor e‐newsletter for September. Additional comments continue to be accepted through the Mason Corridor website. These comments are addressed accordingly.

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Invitation

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Invitation

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Hand‐out

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Hand‐out

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Input

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Input