The City Transportation Study through the Old North End resulted in a proposal to reduce the capacity of Cascade and Weber by eliminating one travel lane in each direction. On this page, we list concerns of our neighbors. Please let us know your concerns.
- A fundamental restructuring of our neighborhood. The streets of downtown Colorado Springs were planned by General Cameron over 140 years ago, and shortly thereafter later extended into the Old North End. The original configuration, with roughly equal capacity managed by the the three main streets (Cascade, Nevada, and Wahsatch) has been maintained ever since. This equitable distribution in a symmetric grid has sustained Colorado Springs against the typical process of directing all transportation onto a sole artery, which has the destroyed historic heritage of countless other cities. After several generations, our City officials are giving in to the pressure and selling us out. We will be transformed from a historic urban grid to a cluster of two lane streets that is divided by a single four lane thoroughfare.
- City data suggests Cascade is already over capacity at Uintah. The average daily traffic (ADT) on Cascade is well below the rule of thumb threshold for diversion. However, in addition to ADT, diversion depends on the peak hour traffic. The Colorado College Transportation Master Plan (CCTMP) is consistent with the consensus of traffic engineers, stating that diversion will occur when the peak hourly volume is greater than 0.75 times the hourly capacity. The CCTMP also states that the one-lane hourly capacity of Cascade at Uintah is 700 vehicles. In 2013, when the ADT on Cascade was 9,700, the peak hourly volume was 550 vehicles. This is already over the threshold for diversion of 700 x 0.75 = 525. In 2018, City traffic engineering reported that the ADT was considerably higher than in 2013, pushing the peak volume far over the limit. We conclude that there will be immediate diversion, and there is no room on Cascade for future growth through the neighborhood.
- Speeders will have nowhere to go but Nevada. Safety sizing is effective at forcing drivers to reduce speeds, because there is no passing lane. With this restriction on Cascade and Weber, drivers there will be forced to go 30 mph. Meanwhile, on Nevada, there is a passing lane, and no chance of getting stuck behind a slow person. There, drivers may continue to scoff at the speed limit and go 50 mph. If you are an inconsiderate speeder in a hurry, where will you choose to drive?
- Future City Planning Decisions. The Renew North Nevada project planners recommended enhancing the commercial use of Cascade north of Fillmore, in a network structure with Nevada. This makes sense if Cascade south of Fillmore is a vibrant, lively conduit for customers of prospective businesses. But if the disproportionality between Nevada and Cascade is further increased, why would a business owner choose the Cascade side of the development over the Nevada side. We fear there are countless other planning decisions that will be made on the basis of a neighborhood with one main 4 lane thoroughfare and a cluster of 2 lane residential streets.
- Motorcyclists will choose Nevada. There are over 40 motorcycle clubs in the area. When the arrange group rides, the route planners typically choose 4 lane roads through urban areas so that they can cluster together and reduce separation at traffic signals. We have heard Cascade and Weber residents complain about motorcycle groups almost as much as Nevada residents. After their roads are reduced, they will be forces to ride Nevada.
- Other noisy vehicles? We honestly don’t know how truck routes, emergency vehicles, and other noisy traffic choose their routes. But it is reasonable to expect some of them to prefer 4 lanes over 2.