Figure 5 Click to view full-size image

While Scenario 1 provides simple modifications to the existing service, Scenario 2 adds the Mason Corridor. Scenario 3 begins the transition to a productive grid design by providing a more extensive redesign of the system based on longer-term service improvements. The improvements position Transfort for continuing growth in Fort Collins that are consistent with long-range goals. Thus, Scenario 3 is a foundation for the preferred system, Scenario 4, requiring significant budget growth.

Implementation of this alternative continues to improve the quality of Transfort operations as well as increase the production of the Transfort system. Model analysis estimates more than two and a quarter the ridership when compared to existing Transfort service. Figure 5 in this report shows the proposed Scenario 4.

The emphasis of this preferred alternative is on frequency:

• Assumes the functionality of the Mason Street Corridor, including the relocation of the Southside Transit Center to Mason Street, at a yet undetermined location between Horsetooth and Swallow;
• Route 1 would be the backbone service on the Mason Street corridor, with an all-day frequency of every 7.5 minutes. During peak hours during the CSU school year, service along the entire corridor from downtown to Harmony would be every 3-4 minutes;
• Every 30 minutes, buses traveling the Mason Corridor would continue to Loveland. Other Route 1 connections would be made to the east along Harmony Road and to Front Range Community College;
• Efficiencies on Routes 5 and the crosstown grid of Route 2, identified under Scenario 3, would be maintained with greater frequency;
• New routes would provide greater coverage and frequency, with 30-minute service along Timberline, Lemay, Shields and Taft Hill;
• Service along the heavily traveled West Elizabeth corridor would be increased to headways of 7.5 minutes;
• New access points would be developed along Mason Street;
• New developments and offices along Centre and Research are served by frequent north-south service;
• General public dial-a-ride service would be available around the outer edges of the UGA, allowing fixed route resources to be dedicated to higher ridership areas.

Scenario 1 | Scenario 2 | Scenario 3 | Scenario 4

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