CCAC positions on CU Conference Center and Hotel


The Community Cycles Advocacy Committee has discussed the on-site meeting and reviewed the civil plans for the site. We remain deeply concerned about safety at the Broadway-Grandview intersection, particularly for traffic on the multi-use path. The TIA projects 150 to 175 peak-hour crossings in 2025 (a potential conflict almost every 20 seconds) and a total of 1550 per day, a 22-fold increase.

However, after some deliberation, we feel there are some possibilities that would permit access in and/or out from the site at Grandview and Broadway. Below is a summary of our position, which is fundamentally about ensuring that this new construction does not make the primary route between CU and downtown less safe than it is currently.

Non-viable Options

We will firmly, vigorously, and publicly object to the following three access options:

  • Alternate path alignment through the Andrews Arboretum via 13th or 15th or some sort of winding bridge. 

This is a non-starter; it would be extraordinarily expensive, adds a lengthy process, involves Parks and Rec, BVSD, and TAB; cyclists will just take the sidewalk along Broadway if faced with a detour. This proposal distracts from the fundamental problem that the new development will make existing conditions less safe for cyclists and pedestrians.

    • Uncontrolled left turn from southbound Broadway onto Grandview
      • We consider this to be the most dangerous of the three contemplated movements at this intersection. Left-turning vehicles will be focused on the two lanes of motor vehicle traffic northbound, and are likely not to notice pedestrians and bicycles on the multi-use path, particularly northbound bikes.
      • Instead, we insist that vehicles must turn at University. We recognize that lane reconfiguration may be needed at University & 13th to mitigate any queuing. Note that a sidewalk-level WB bike lane along University could free up space in the curb-to-curb for a left turn pocket on 13th; might need to remove two of the diagonal parking spaces on University.
      • We suggest improvements to the NE corner of University and Broadway, probably using a protected intersection design, to better organize MUP and ped crossing movements, which are chaotic here.
      • If emergency access is required for the left-turn movement at Grandview, the developer should build a mountable curb at Grandview and mountable median along Broadway, together with restrictive signage
  • Simultaneous, uncontrolled Right-In (RI) and Right-Out (RO) movements at Grandview and Broadway 
    • There is no precedent for this along the Broadway path by the University, precisely because it generates too many safety issues. The issues will be only worse with out-of-town drivers and a 5-7% downhill slope.
    • We are particularly concerned that outbound traffic will cross bike path to view around traffic in the deceleration lane

What We Would Support

We would support ONE of the following plans. These are not mix and match. For each option, all mitigation steps must be implemented: 


Right turn in (RI) permitted only into Grandview 

A right turn could be permitted into Grandview with the following safety mitigations: 

  • MUP crossing geometry needs to be softened (larger radius, see precedent at 18th and Broadway). We recognize that this may mean cutting into landscaping planned to preserve an existing evergreen tree, but believe safety should be more important than the tree here.
  • Physical mitigations to slow vehicle traffic as they approach MUP crossing
  • Tighten corner radius (currently a 45-ft radius). The design vehicle should be DL-23 (larger vehicles can use 13th St. or 15th St as entrances because they are too big to access the garage)
  • Maximize the slopes/height for the raised vehicle crossing of the MUP
  • Use a stop sign for vehicles at MUP crossing, as at 27th Way and Baseline.
  • Minimize landscape elements that would block continuous view between cyclists and drivers along the deceleration lane. 
  • Grandview is narrowed to a single (eastbound) lane at Broadway.
  • A bulb out west of the garage entrance is used to prevent RO movements


Right turn out (RO) permitted only out of Grandview

  • Not permitted simultaneously with uncontrolled RI movement; there is no precedent for this anywhere along the Broadway path.
  • Queuing space needed between MUP and Broadway so that a vehicle waiting for a gap in traffic does not block MUP (Broadway and Pleasant precedent). MUP needs to be adjusted eastward, possibly cutting into existing landscaping elements on the NE corner of Grandview/Broadway. 
  • NE corner of Broadway and Grandview is a traditional corner (not a slip lane) with a maximum 15-ft radius.
  • Grandview is narrowed to a single (westbound) lane at Broadway.A bulb out at Broadway prevents RI movements


Signalize all turn movements at Broadway and Grandview with all turn movements protected

Signalized RI, RO and Left: signalize entire intersection per Rayleigh precedent

  • No slip turn/pork chop needed or wanted in this alternative
  • Bike lane continues straight through intersection
  • Left turn from SB Broadway on protected phase only
  • Right turn movements and through movements for MUP traffic in separated phases.
  • Requires CDOT approval for signal?

Other comments /suggestions: 

  • AB1 stop at University in both directions
    • Might need a bus pull-out for luggage loading
    • If no bus pull-out, traffic might have to go around bus and then cross into deceleration lane
    • Provide a bus pass for each visitor; generate a strong PR campaign to visit without a car (part of the Boulder experience); publicize B-Cycle; provide B-Cycle pass or discount 
  • Prohibit through public traffic on the north-south alley west of the parking structure.
  • Make the B-Cycle station larger to accommodate guests–this will be hugely popular
  • We need to explore flipping the pedestrian and bicycle path positions because of the way they separate further down the hill, at the S-turn. Doing it at a newly designed protected intersection at University and Broadway may be better than doing it at Grandview where cycling speeds are higher. Cyclists would be on the east side of the path, it also allows for a larger radius as the cycling path approaches a raised crossing (if RI movements are permitted at Grandview).
  • We suggest improvements to the NE corner of University and Broadway, probably using a protected intersection design, to better organize MUP and ped crossing movements, which are chaotic here
  • RTOR (right turn on red) should be prohibited at all legs of the Broadway-University intersection except for the existing slip turn lane, which should have a stop sign rather than a yield sign.
  • No city funds should be used for any of these measures.