Land Use Composition

The following is a description of each of the detailed land use designations identified for the East Mulberry Corridor study area.

Urban Estate Residential

The Urban Estate Residential designation is intended to be a setting for a predominance of low-density and large-lot housing. The main purpose of this designation is to acknowledge the existing subdivisions that have developed within unincorporated portions of the study area. The Framework Plan does not include any new Urban Estate Residential land use.

Low Density Mixed-Use Neighborhoods

This designation is intended for predominately single-fam-ily residential uses, including supporting land uses that serve a neighborhood. Typically, new low-density neighborhoods are clustered around and integral with an associated neighborhood commercial center and supporting medium density mixed-use neighborhoods. The low-density residential uses identified in the Framework Plan include existing residential uses (predominately south of East Mulberry Street) and new development sites north of East Mulberry Street extending to Vine Drive.

Given the 407-acre size of this study and the layout of the proposed major street pattern, about two major low-density neighborhoods could be established. The development of these neighborhoods should include an internal connected street grid. There should only be minimal intersections with Vine Drive due to the arterial nature of this street and conflicts with the railroad. Major street connections to/from these new neighborhoods will be via Vine Drive, Greenfields Court and Timberline Road. A new neighborhood center will provide services to these neighborhoods. These new neighborhoods will accommodate approximately 1,400 households with a population of 3,200.

Medium Density Mixed-Use Neighborhoods

This designation is intended to accommodate more concentrated housing within easy walking distance of neighborhood commercial areas. A medium density residential area is located adjacent to the neighborhood commercial center. This location is on the north side of SH 14 at a future extension of Greenfields Court, about one mile west of I-25. Approximately 25 acres of new medium density residential is planned, accommodating 200 units and an estimated 450 residents.

A second Medium Density Mixed-Use Neighborhood designation is planned just north and adjacent to the Mulberry and Lemay Crossings shopping center. This designation will provide an additional 18 acres to accommodate approximately 220-320 units and an estimated 400-600 new residents.

Employment

The Employment designation is intended to provide locations for a variety of workplaces, including light industrial uses, offices, and institutions. This designation is also intended to

FRAMEWORK PLAN

accommodate uses that complement or support the primary workplace, such as hotels, restaurants and limited residential. The primary employment use focus for the Framework Plan is located adjacent to and north of the Timberline Road/SH 14 intersection. A second and smaller employment area located at the intersection of SH 14 and Greenfields Court, of approximately 90 acres and 1,000 employees, will create gateway to Fort Collins from I-25.

Introduction

The East Mulberry Corridor Plan’s proposed transportation network consists of vital transportation routes for local, regional and interstate mobility. It incorporates the Framework Plan’s vision with the goals and objectives from local, county, regional, and state transportation plans. This comprehensive planning process examined the area’s existing transportation system as well as the interrelated issues associated with the proposed land uses and area-specific community design elements.

An understanding of the interactions between land use and design is very important in the context of mobility, traffic congestion, environmental degradation, and quality of life issues. While past transportation systems have been planned in reaction to growth, the East Mulberry Corridor Plan realizes the implications of growth and has taken a proactive approach to transportation and land use planning. As a result, this plan attempts to direct appropriate growth to optimal targeted areas.

This chapter will summarize the data collection, analyses and recommendations of the transportation network for the study area. Information on roadway, bicycle, pedestrian and transit facilities, plans and recommendations are included.

Existing Transportation System

The study area currently consists of predominantly a non-urban network of roadways, a few on-street bike lanes, the Poudre River Trail, one transit route, and a few sidewalks. In addition, there is a railroad corridor that defines the northern border of the study area with an active switching yard and rail spur servicing near-by businesses.

Also located within the study area is the Fort Collins Downtown Airport. This airport is a privately-owned facility and does not operate under the guidance of the Federal Aviation Administration. Principal use of this airport is for recreational flying and is not considered a component of the Fort Collins transportation system.

Appendix E - Existing Transportation Conditions Summary for a detailed list of street classifications and approximate roadway widths.

Appendix E, Table 6-3, Road Conditions.

Existing Street Network

Primary arterials currently serving the area are SH 14, (also known as East Mulberry Street,) Timberline Road, Lemay Avenue, and Lincoln Avenue. SH 14 is identified and governed by the Colorado Department of Transportation (CDOT) as a state highway and is subject to State Highway Access Code regulations. The existing US 287/SH 14 Access Management Report outlines necessary improvements for SH 14 in accordance with state regulations. Two separate roadway/access control categories have been assigned to SH 14 and the parallel frontage road system. Between I-25 and Link Lane, CDOT classifies SH 14 as an expressway, while between Riverside Avenue and Link Lane, it’s assigned the non-rural arterial (NR-B) classification. In addition, SH 14 is signed as a truck route and serves as a primary corridor for freight movement into and through the city and region.

There is also a discontinuous network of county collector, local streets, and CDOT frontage roads located throughout the study area. These include industrial, commercial and varying degrees of residential streets.

Existing Road Conditions

Many of the study area’s existing roads are in disrepair and need to be improved to City standards, prior to annexation. The existing conditions range from cracked asphalt and inadequate paving depth, to roads with no curb or gutter that utilize a borrow ditch or swale system for drainage.

Existing Traffic Control

Traffic control within the study area consists of five separate types.

1. Traffic Signal
2. Four-way Stop
3. Two or One-way (‘T’ Intersection) Stop
4. Yield
5. Uncontrolled

Signalized intersections are only along SH 14 and Lemay Avenue, while stop, yield or uncontrolled intersections are scattered throughout the study area.

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Lane Assignment

Existing Traffic Control Measures Map on

page 96 and Existing Lane Assignments Map The assignment of lane usage varies throughout the study

^{on page 97.} area. Typically, most intersections of lower classification streets have only one approach lane with all movements, left or right, being shared from the same lane. As the classification of a street increases, the number of through lanes may increase with left turn or right turn lanes also being added. See the Existing Lane Assignments Map on page 95, for a lane assignment summary of the major classification streets and other locations where additional laneage, such as an auxiliary lane, exist.

Existing Transit Service

Transfort, the City’s transit system, currently provides bus service on Lincoln Avenue and portions of the frontage road along East Mulberry Street. The bus route runs from the Downtown Transit Center at 250 North Mason Street to Centro Way and John Deere Road on the eastern border of the study area. Service is limited to peak hours Monday through Friday and between 12:20 pm and 5:51 pm on Saturdays. There is no Sunday service.

Existing Bicycle Network

Two primary bicycle routes currently serve the study area. They include the on-street bike lanes on Lemay Avenue and Timberline Road. The majority of the existing roadways were built prior to the Larimer County Urban Area Street Standards (LCUASS) which requires on-street bike lanes for roadways classified as commercial local, collector or arterial streets. With development or redevelopment, additional roadway width can be required for on-street bike lanes to accommodate bike traffic within and leading to activity areas. Roadways with on-street bike lanes have been included in recent development in the area, such as 12^th Street, Magnolia Street, and East Mulberry Street, west of Link Lane, near the Wal-Mart Supercenter.

The off-street bikeways or multi-use trail system currently consists of the Poudre River Trail. The trail extends from the western edge of the study area near the Lemay Avenue and East Mulberry Street intersection, eastward to Timberline Road, and then travels southeast outside the study area. There are three grade separated trail crossings: SH 14, Lemay Avenue, and Timberline Road. A newly-constructed bike and pedestrian bridge over the Poudre River runs parallel to

East Mulberry Corridor Plan

Appendix E - Existing Transportation Conditions Summary.

SH 14 connecting the trail and SH 14 bike lanes to Riverside Avenue.

Existing Pedestrian Network

No comprehensive network of sidewalks or pedestrian facilities exists within the study area. Most of the current pedestrian system is composed of private walkways located adjacent to buildings, connecting the building entrance to its parking lot. As a result, much of the study area is not in compliance with the Americans with Disabilities Act.

Existing Railroad Operations

There are two railroad companies with facilities in or near the study area. Burlington Northern Santa Fe (BNSF) maintains a main line to Wyoming along the northern edge of the study area. This line services approximately six to eight trains daily. The Great Western Railroad operations include a switching yard and spur within the study area. The purpose of the spur is to serve adjacent industrial land uses and businesses for freight shipments and to store freight cars. There can be 30 to 50 freight cars parked on the spur at any given time.

Related Plans

US 287/SH 14 Access Management Report

Access to SH 14 is governed by CDOT. Any public street or private access point must meet the requirements of the State Highway Access Code. A joint planning effort was initiated, in year 2000, to reassess access management along SH 14. To implement this report, Larimer County, CDOT, and the City of Fort Collins signed an intergovernmental agreement in 2001. The recommended access improvements along SH 14, between Riverside Avenue and I-25, as well as specifications for locations and types of access, are contained in the report and summarized in Appendix E, along with original report maps, Figures 5-10 through 5-15.

Interstate 25/SH 14 Interchange Area Study

This study documents the results of a transportation analysis for the SH 14 corridor, specifically between Timberline Road and Larimer County Road 5 (LCR 5). Proposed actions consist of modifying the existing I-25/SH 14 interchange to

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The I-25/Harmony Road interchange with its recent landscaping improvements.

improve safety and to increase the interchange capacity, while developing an access plan for SH 14. (Access plan recommendations between Timberline Road and I-25 are included in the US 287/SH 14 Access Management Report.)

Specific improvements at the interchange include:

• Reconstruct the existing cloverleaf interchange to a diamond interchange in several phases.
• Install new traffic signals at the interchange ramp terminals.
• Construct a pedestrian/bike structure over I-25 along the north side of SH 14.
• Relocate the existing frontage road on the east side of I-25 to provide more separation between the frontage road and the northbound exit and entrance ramps.
• Construct a Park-n-Ride facility in the northwest quadrant of the interchange.

Northern Colorado Truck Mobility/ SH 14 Relocation Study

Due to the current language contained in the City of Fort Collins Ballot Issue 2A, the ‘Proposed Citizen-Initiated Ordinance Truck Route Relocation’ (Ordinance No.142,1999), City of Fort Collins staff is prohibited from exploring truck route relocation options within the City’s GMA. Any potential relocation of SH 14 must be a minimum of two miles north of Douglas Road, the current northern boundary of the GMA.

Per the mandates on this ballot, The Northern Colorado Truck Mobility / SH 14 Relocation Study examined three key issues. First, assessment of non-route based strategies to encourage through truck traffic to use the interstate system as opposed to the SH 14/US 287 route. Second, a comprehensive evaluation of alternative routes located at least two miles north of the Fort Collins GMA. Finally, to research for funding mechanisms that could be pursued to fund the study recommendations.

Non-route based strategy recommendations included development of a marketing committee to reinforce selection of the Interstate 25/80 routes for through truck traffic, and con-

Existing Master Street Plan on page 98.

ducting a study to address incident management for all types of travelers, including local and regional truck traffic. This study also recommended continued regulatory enforcement of existing weight and safety regulations.

Three potential alternative route corridors were identified for future consideration when the City of Fort Collins, Larimer County and the Upper Front Range Regional Planning Council agree to move this issue forward. These corridors would be included in the next logical planning step, most likely a National Environmental Policy Act level of analysis. This study noted that given the current and planned industrial and commercial nature of the East Mulberry Street/SH 14 corridor, as well as the proximity to the City’s Central Business District this route would remain a primary route for commercial truck traffic for the foreseeable future.

Other Related Projects

Other projects have been identified in or near the study area through previous planning efforts, or contained within the City’s existing Master Street Plan (MSP). They include, the realignment and grade separated crossing of Lemay Avenue at the BNSF railroad line, the realignment and grade separated crossing of Timberline Road at the BNSF railroad line, and the future interchange at Vine Drive and I-25.

The Lemay Avenue improvements were previously identified and discussed as part of the Mountain Vista Subarea Plan. These improvements consist of a grade separated crossing at the BNSF railroad track and roadway realignment from the Lincoln Avenue intersection northward to Vine Drive. The Timberline Road improvements include a grade separated crossing at the BNSF railroad track and roadway realignment from the intersection at International Boulevard northward to Vine Drive. The potential interchange at Vine Drive and I-25 is part of the City’s existing MSP. Conceptual improvements include realigning the interchange a few hundred feet to the south.

Transportation Modeling Assessment

The transportation modeling process is summarized below.

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Projected Year 2020 Traffic Volumes and Level os Service Map on page 99.

Traffic Forecasting

Traffic projections for the study area are based on the City of Fort Collins Traffic Forecast Model, which forecasts the increases of future automobile trips. Future vehicle traffic projections were generated assuming full build-out of the study area. Each plan alternative was modeled to provide on-going evaluation references for projected land use changes.

During the planning process, the traffic forecast model was revised to reflect the recommended land use and roadway network of the Framework Plan. In addition, several transportation analysis zones were disaggregated to provide a more detailed analysis of the land use variables. A final model run was conducted to extract the projected Year 2020 daily traffic volumes and trip distribution to assure that the proposed roadway network can adequately accommodate the projected travel demand for the preferred land use scenario.

Level of Service

The City of Fort Collins has adopted Level of Service (LOS) standards based on performance for all modes of transportation. These standards are also contained within the County-adopted LCUASS, for areas within the Fort Collins GMA. These standards are applied to automobiles, bicycles, pedestrians, and transit service. Applying LOS standards ensure that roadways, bicycle and pedestrian facilities, are well connected into the surrounding transportation network. For non-auto travel modes, bicycles, pedestrians and public transit, the LOS standards do not require forecasts of user volumes of demand. Instead, they are designed to provide widespread availability of adequate facilities. Evaluations for automobiles require forecasting roadway LOS, for both supply and demand.

Roadway capacity is a key factor in determining roadway LOS. The LOS of a roadway is an assessment of the relationship between total roadway capacity and the volume of vehicles using the roadway at any given time, typically the peak morning and evening rush hours.

Congestion on roadways is measured in terms of LOS A through F, with LOS A representing unconstrained traffic flow and LOS F representing very high congestion, which can be viewed as exceeding the capacity of the roadway. The North Front Range Regional Transportation Plan sets a LOS threshold D, whereas, the Fort Collins Multi-Modal Level of Service Manual presents a threshold range of acceptable LOS C through E.

Table 6-1 Level of Service

LOS A	Free fiow. Users unaffected by other in the traf› c system
LOS B	Stable Flow. Slight decline in the freedom to maneuver from LOS A.
LOS C	Stable fiow. Operation of the vehicle becomes signi›cantly affected by the interaction of others in the traf› c system.
LOS D	Approaching unstable fiow. High volumes of traf›c speeds adversely affected, and freedom to maneuver is severely restricted.
LOS E	Unstable fiow. Operating conditions are at, or very near capacity. All speeds are low and the freedom to maneuver is extremely impaired.
LOS F	Exceeding Capacity. Point at which arrival fiows exceed discharge fiows causing queuing delays. Stoppages may occur for long periods of time because of the downstream congestion. Travel times are also substantially increased.

This study area’s modeling effort projected daily traffic volumes for the year 2020 based on the land use and roadway network data. These volumes and LOS grade, shown on page 97, represent the future demand on the roadway network in the study area. In general, the recommended Framework Plan is projected to adequately accommodate the future travel demands. As new development occurs in and around the study area, however, a more detailed analysis should be done to determine the proposed development’s impact on such issues as, existing and new intersections, signal timing, and the frequency of connecting driveways. Unfortunately, such variables cannot be reliably forecast 20 years into the future.

Model forecasts of future roadway LOS must rely on an approach, which compares predicted volume to predicted capacity. These “volume to capacity” ratios are then used to determine the LOS letter grade rating (A through F). The transportation modeling analysis of the Framework Plan has resulted in the following specific findings:

• The proposed roadway system within the study area would provide a circulation system that meets all accept
• able LOS standards, except for a small segment of Duff Drive that connects Lemay Avenue to International Boulevard. The projected LOS for this segment of roadway is expected to operate at LOS E. The addition of appropriate turn lanes at intersections and high volume driveways, limited access points and a continuous center turn lane would improve this road segment to an acceptable LOS.
• East Mulberry Street is projected to carry daily traffic volumes in the range of 42,000 to 51,500 vehicles per day (vpd). The City’s current MSP shows East Mulberry Street as a 6-lane arterial, which is consistent with the travel demand shown in the model. The projected LOS for East Mulberry Street is LOS C.
• Lemay Avenue is shown as a 4-lane arterial in the City’s current MSP. Forecast modeling shows Lemay Avenue is projected to carry approximately 25,000 - 28,000 vpd through the study area, which can be accommodated by a four-lane facility.
• The City’s current MSP shows Vine Drive as a 4-lane arterial and Timberline Road as a 6-lane arterial by the year 2015. The final model run was conducted as such, in order to be consistent with this street plan. For both Vine Drive and Timberline Road, the resulting year 2020 daily traffic projections do not indicate the need to change these roadway classifications to accommodate the travel demand expected over the next 20 years. In fact, widening Timberline Road to six lanes can be considered a long-term improvement project.
• The projected daily traffic volumes on the 2-lane arterial roadways range from as low as 3,100 vpd on sections of Greenfields Court, to as high as 10,700 vpd on Lincoln Avenue, between Link lane and International Boulevard. This amount of daily traffic can be adequately accommodated by a 2-lane arterial and would operate between LOS A and D.
• The daily traffic volumes on the 2-lane collector roadways within the study area are projected to be in the range of 1,100 vpd to 5,200 vpd. LOS for these roadways is expected to operate between LOS A and C, with the exception of the above mentioned segment of Duff Drive. The projected 1,400 vpd on the proposed northern collector street from Greenfields Court to Timberline Road is classified as a collector because of the east to west and the

north to south connectivity constraints in the area, as well

as the potential for a neighborhood center in the vicinity.

"What if" Scenario

The following scenario is provided as a possible future condition, essentially a "what if" scenario, that revolves around whether or not certain roadway improvements are realized.

Scenario: What happens to the street network if the proposed street improvements and connections aren’t realized – essentially a Null Alternative? For example, if Mulberry Street remains 4 lanes, Lincoln Avenue remains 2 lanes, International Boulevard is not extended, and Donella Court is not connected, but the land uses are fully developed?

The following conclusions can be made with regard to the Null Alternative model run in comparison to the final Framework Plan model run:

• Even with the constrained capacity associated with four lanes, East Mulberry Street is expected to carry daily traffic volumes in the range of 41,000 to 48,000 vpd.. If it is not widened to 6 lanes, and the daily traffic volume projections are realized, East Mulberry Street will be heavily congested for numerous hours of the day. A review of the projected traffic volumes on alternative routes such as Greenfields Court, Timberline Road, Link Lane, Lincoln Avenue and Lemay Avenue would suggest that there is extra capacity available. This extra capacity could potentially accommodate some additional traffic resulting from a “spill-over” affect as a result of not widening East Mulberry Street. In addition, roadway users will opt to find other, less congested routes, thereby increasing demand on other portions of the roadway network.
• Some sections of East Mulberry Street are projected to carry even higher traffic volumes in the Null Alternative than in the Framework Plan, due to the absence of the east to west extension of International Boulevard. The extension of International Boulevard acts to relieve traffic on East Mulberry Street, Vine Drive, and Lincoln Avenue.
• In the Null Alternative, Lincoln Avenue is projected to carry daily traffic volumes as high as 12,000 vpd, generally in the range of 1,300 - 2,500 vpd higher than in the final Framework Plan. A 2-lane arterial can reasonably accommodate both of these volumes.

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Framework Plan Map on page 73.

• Daily traffic volumes along Timberline Road are projected to be significantly higher in the Null Alternative due to the discontinuity in the area’s east-west roadways. For example, to access Lemay Avenue, vehicles are forced to use Timberline Road in combination with East Mulberry Street or Vine Drive rather than the proposed alternative of taking the International Boulevard extension.
• In the Null Alternative, the internal roadways, in general, would function below capacity, with the exception of East Mulberry Street. Plus, the lack of new roads compromises the continuity of the roadway network resulting in circuitous circulation routes.

Proposed Street Network and Classification

See the Proposed Street Classification Map on page 98, for recommended roadway classifications and the number of through lanes for the Framework Plan. This map illustrates the future 6-lane, 4-lane, and 2-lane arterials, and the proposed collector streets for the study area. Only those roadways with a classification of collector or higher are shown. These roadway classifications are based on the street classification system in the City’s MSP. Specifications for its functional street classifications are described in LCUASS (Chapter 7, Street Design and Technical Criteria). Street patterns and connectivity standards are described in the City’s Land Use Code (Article 3, Section 6.3).

The Framework Plan offers numerous street improvements, extensions and recommendations. The recommendations include the following;

• Upgrade the existing conditions of all sub-standard roadways to City standards as outlined in the LCUASS or an agreed upon standard prior to annexation and/or the City assuming full responsibility for the street maintenance.
• Improve and widen East Mulberry Street to a 6-lane highway within 20 years and connect and improve the frontage roads as identified in the US 287/SH 14 Access Management Report, based on the need from the traffic forecasting volumes. Forecasted Timberline Road traffic volumes, however, indicate that the roadway will not require 6–lanes of travel within the 20-year horizon.
• Implement the improvements for East Mulberry Street and the frontage roads as development takes place and funds become available.
• Continue to implement the recommended improvements as outlined in the Interstate 25/SH 14 Interchange Area Study.
• Explore Timberline Road further as a potential enhanced travel corridor as outlined in City Plan.
• Maintain Lemay Avenue, from East Mulberry Street to Vine Drive, as a 4-lane arterial as shown on the City’s current MSP. A grade separated crossing will be built for Lemay Avenue at the BNSF railroad line.
• Restrict turning movements when warranted for public safety concerns, at the Lincoln Avenue and Timberline Road intersection. Restrictions may be limited to either a three-quarter movement or to a right-in/right-out, due to the close proximity of the Timberline Road and East Mulberry Street intersection.
• Connect local streets as necessary to improve connectivity and circulation as new development or redevelopment occurs. This is especially encouraged in the existing industrial area around the Fort Collins Downtown Airport.
• Consistent with the existing CDOT designation, the City recognizes East Mulberry Street/SH 14 (between I-25 and Riverside Drive) as a primary city truck route, connecting to the existing US 287 Laporte bypass northwest of the city. This route currently is signed as a truck route and operates as the primary freight-hauling corridor into and through the northern Fort Collins area.
• With the projected land uses and existing development around Weicker Drive an extension of the street across the Cooper Slough is not critical to the operation of the street network. Without the Weicker Drive extension, the traffic would be diverted to the nearby frontage road or to East Mulberry Street via the John Deere Road intersection. Please refer to Chapter 7, Open Lands and Natural Areas, regarding additional constraints and information regarding the Cooper Slough.

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Master Street Plan Changes

The following comprehensive list identifies specific changes recommended for the City’s MSP as part of this planning effort.

• Reclassify and extend Greenfields Court as a 2-lane north to south arterial between East Mulberry Street and Vine Drive. The proposed alignment will connect to the 2-lane arterial that was identified east of the BNSF railroad line in the Mountain Vista Subarea Plan and currently shown on the MSP.
• Add Delozier Drive as a collector from the East Mulberry frontage road northward to the proposed northern collector.
• Add the above mentioned northern collector located south of the railroad spur extending from Greenfields Court to Timberline Road.
• Extend International Boulevard as a 2-lane arterial that will function as the primary east to west alternative to East Mulberry Street. This roadway will extend from Green-fields Court to Timberline Road, travel northwest around the airport and extend southward, connecting with Lemay Avenue.
• Reclassify Lincoln Avenue from a 4-lane arterial to a 2lane arterial from International Boulevard to Timberline Road.
• Add the I-25 and East Mulberry Street frontage road systems as collector streets, with appropriate turn lanes and development access points.
• Extend Donella Court to the east and west as a collector to allow for future connectivity improvements in the study area. The eastern connection should connect to Greenfields Court and serve the proposed neighborhood commercial center. While the western extension should connect to International Boulevard.
• Add Duff Drive from Link Lane to Lemay Avenue as a collector.
• Extend the collector classification for Link Lane, north.
• Add Airpark Drive as a collector from East Mulberry Street to the south edge of the Fort Collins Downtown Airport.
• Add Industrial Drive as a collector from the future intersection at East Mulberry Street to the new alignment ending at Airway Avenue.
• Fit the design of the roadways into the character of the neighborhood, the projected impact of the proposed travel behavior, and any existing conditions, which will affect the construction of the roadway. Collector streets as proposed are 2-lane roadways with turn lanes as appropriate at intersections with arterials and collectors. The proposed street alignments are shown to indicate approximate locations of collectors. Given the area’s existing constraints and existing roadways, however, many of the proposed alignments have already been approved with a project, or are restricted by the location of existing roadways and development, natural features, and man made constraints

Framework Plan Overlay Map on page 159. such as the airport, ditches, and the railroad line.

In the event the Fort Collins Downtown Airport redevelops, the following additions need to be made to the MSP: the realignment of the Lincoln Avenue/Timberline Road intersection and the connection of several collector streets to International Boulevard. These changes and connections consist of the following:

• Realign the Lincoln Avenue / Timberline Road intersection approximately 600 feet to the north.
• Connect Link Lane to the extension of International Boulevard.
• Connect Airpark Drive to the extension of International Boulevard.
• Connect Industrial Drive to the proposed extension of Donella Court.

Proposed Bikeway Network

^{Proposed Bikeway Network Map on page 102.} At present, there are few facilities dedicated to bicycle travel in the study area. To create a viable bicycle transportation infrastructure, the Proposed Bikeway Network Map is composed of both on-street bike lanes and off-street multi-use trails. To successfully implement a safe and efficient bicycle network,

TRANSPORTATION

it is important for new streets, and for the improvement of existing streets, to include on-street bike lanes. If bicycling is to be a practical transportation mode, it requires the same connectivity and directness of linkages to destinations that automotive modes typically have. For this reason, the Bikeway Network Map has identified numerous bike lanes and multiuse trails that lead to the planned neighborhood commercial and employment centers, parks, residences, and other activity centers in the study area.

The map is also recommending a well connected off-street multi-use trail system to accommodate all user types, skill levels, and riders that are not comfortable using on-street bike lanes. The trails system is planned to be part of the citywide off-street trail system with linkages to the above mention origins and destinations, the proposed on-street bike lanes, as well as other trails and destinations throughout the city. These linkages mean that trails will serve not only a recreational function, but also as a means of bicycle and other non-mo-torized forms of transportation. Inter-modal connections to transit stops and the proposed Park-n-Ride facility are also important to increase bicycle usage as a viable means of transportation.

The bicycle improvements are shown in the Proposed Bikeway Network Map and described below. In some instances constraints such as right-of-way (ROW), topographical features, existing development, natural resources, or utility infrastructure may compromise the map’s goals. In these cases, alternatives need to be designed and implemented to adequately and safely accommodate bike traffic.

On-street Bike Lanes

All streets classified as a collector or arterial on the Proposed Street Network Map will accommodate bike traffic with bike lanes as required by the LCUASS. Proposed improvements include:

• Comply on-street facilities to LCUASS on Timberline Road and Lemay Avenue the entire length of the study area in conjunction with the grade separated and realignment projects.
• Implement the US 287/SH 14 Access Management Report’s recommendation for bike lanes on the East Mulberry Street frontage road system.
• Construct paved bike lanes/shoulders on the I-25 frontage road system for the entire length of the study area.
• Construct bike lanes on both the Greenfields Court connection to the north and the extension of International Boulevard to the east and west in accordance with LCUASS.
• Construct bike lanes on the existing and proposed collector streets in accordance with LCUASS.
• Build the bike/pedestrian bridge over I-25 as recommended in the I-25/SH 14 Interchange Area Study, Phase 6.
• Provide facilities that connect to the transit stops in the study area and to the off-street multi-use trail system from the bike lanes.

Off-Street Multi-Use Trails

• Implement and construct the current multi-use trails as identified in the City of Fort Collins Parks and Recreation Policy Plan Master Plan. This plan includes trails aligned along the western edge of the Cooper Slough, and portions of the Lake Canal northwest of Timberline Road.
• Construct an off-street multi-use trail on the north side of East Mulberry Street from Summit View Drive to Airpark Drive and at the SH 14/Greenfields Court intersection in conjunction with the on-street frontage road bike lanes as recommended in the US 287/SH 14 Access Management Report to improve the corridor’s bike mobility. The East Mulberry Corridor is recognized by the North Front Range Transportation & Air Quality Planning Council as a regionally significant bikeway.
• Construct underpasses for the planned Cooper Slough Trail at East Mulberry Street and at Vine Drive in conjunction with stormwater improvements.
• Continue the planned Lake Canal Trail southward across Timberline Road to East Mulberry Street and connect into the Cooper Slough Trail. This Lake Canal Trail extension will include a path through the realigned frontage road intersection with Greenfields Court, north of East Mulberry Street.
• Construct a parallel trail system along the Dry Creek Channel improvements and the western extension of

International Boulevard in conjunction with stormwater

improvements.

• Create a new multi-use trail that branches off of the Lake Canal Trail and travels directly west to the proposed trail system along the International Boulevard extension around the airport.

Proposed Pedestrian Network

Sidewalks and walkways are the most readily identifiable element of the pedestrian infrastructure. Other factors, however, such as connectivity between origins and destinations, intermodal connections, ease of street crossings, crosswalk design, signalization at intersections, mixed land uses, community design, separation from traffic, and streetscape elements, significantly impact the pedestrian environment and whether or not people choose to travel by foot.

Although several existing neighborhoods in the study area are within walking distance of the services provided in existing or proposed activity areas, the lack of continuous sidewalks, pedestrian signals, crosswalks, and other improvements make walking difficult and unsafe. Recommended pedestrian improvements, in compliance with LCUASS, include new sidewalks and safer crosswalks with pedestrian signals that connect points of origin and destination. Also recommended are improving safety lighting at both street and pedestrian levels, providing parking at the side or rear of businesses with building entrances directly connected to the public sidewalk, and adding site amenities such as benches and street trees.

Retrofitting existing streets with sidewalks presents special challenges, including right-of-way limitations and existing physical barriers, such as homes or existing development. As a result, some new sidewalks may be difficult to construct in compliance with LCUASS.

Proposed Transit Service

Implementing a more efficient transit system in the study area requires an evaluation of the Transfort system as a whole with an emphasis on providing inter-modal connections. As new development occurs in the study area, exact stop locations will need to be identified. For this reason, the study area’s proposed transit service routes will be analyzed in further detail as part of the update to the City’s Transportation Master Plan

Proposed Transit Service Map on page 103.

and future Transfort service planning efforts.

The East Mulberry Corridor Plan recommends new transit routes in addition to improving inter-modal connections to transit stops. For example, making transit stops accessible by bicycle and easy to reach by foot should significantly increase the ridership within the transit service zone (a ¼ mile radius around stops). Also, paramount to collecting transit trips within the transit service zones, is direct sidewalk or walkway connections from adjacent development since most trips include a pedestrian trip at one or both ends. Finally, it is not enough for new development to locate within the transit service zones, instead stops need to be incorporated into the site planning process. Facilities will then be capable of accommodating the riders, when expanded transit service is provided to the study area. Transit supportive development guidelines and standards, as well as transit-oriented development should be followed at major transit stops or transfer centers along all existing or proposed transit routes.

Transfort currently identifies East Mulberry Street as a high frequency route (20-minute service) in the Long-Range Transit System of City Plan. For the study area and continuing east past I-25, this street may become more regionally significant as a transit corridor. In order to keep the transit service timely, effective and efficient, transit stops are proposed to occur on street with the appropriate bus bay design as outlined in LCUASS.

Transfort currently identifies 30-minute service routes along Lincoln Avenue, Lemay Avenue and Timberline Road. Proposed changes include the following:

• Relocate the transit route on Lincoln Avenue to the proposed extension of International Boulevard.
• Increase the frequency of the Timberline Road route to 20- minute service from Prospect Road to Mountain Vista Drive.
• Explore further the concept of upgrading the Timberline Road route to an Enhanced Travel Corridor, consistent with City Plan.
• Create a new 30-minute transit route between the future Mountain Vista community commerical district and the neighborhood commercial center along Greenfields

Court. This proposed route would utilize the Green-

fields Court extension to Mountain Vista Drive and loop

through the commercial center of Mountain Vista Drive

and return via the same route.

• Design and construct efficient pedestrian and bike connections to the existing and future transit stops in the study area. This includes direct pedestrian connections from existing and new developments, sidewalk systems, multi-use trails, and other facilities utilized for transportation.

Multi-modal Facilities

A proposed Park-n-Ride facility is identified in the vicinity of the I-25 and SH 14 interchange, as recommended in the Interstate 25/SH 14 Interchange Study Area. The exact location of the facility has not been determined. It is anticipated that it would contain, at a minimum, surface parking, a drop-off location, secure bicycle storage and bus bays and shelters with information. This facility would be planned and built in conjunction with CDOT. A public/private partnership should also be explored as a potential strategy to create a shared facility while reducing capital costs and necessary land.

 

Existing Traffic Control Measures Map

Existing Lane Assignments Map

Existing Master Street Plan Map

 

Projected Year 2020 Traffic  Volumes and Levels of Service Map

Proposed Street Classification Map

Proposed Street Network Map

Proposed Bikeway Network Map

Proposed Transit Service Map

 

  

104

OPEN AREAS AND NATURAL LANDS

 

Open field in study area.

 

Cooper Slough between SH 14 and East Vine Drive.

Introduction

Within the East Mulberry Corridor study area, exists a substantial existing development pattern. Despite the amount of development, large tracts of agricultural land, wetlands and riparian systems remain. Much of the study area is also back-dropped by scenic views to the foothills and higher mountains, creating an important visual element. The open lands and natural areas also provide natural buffers between the intense development and help define the character of the study area.

The study area is bisected by the Dry Creek, Lake Canal, Cooper Slough, and a small portion by Boxelder Creek drainage areas. The Poudre River flanks the southern boundary of the study area. Each of these drainage areas contributes to the visual character and quality and provides important wildlife habitat. These areas are also complimented by a number of smaller drainage areas, ditches, canals and wetlands. This chapter describes the natural features, waterways, and open lands in the study area that were considered in the development of this plan.

Natural Areas Protection

The study area’s natural areas are not only important visual resources for passing motorists and residents, but provide components of a larger natural system. This natural system provides separation between residential and industrial land and increases the value of surrounding development. These areas contribute to regional stormwater management and reduce air and water pollution. Many people have expressed concerns about the possible encroachment of development into the natural buffers surrounding these resources. The protection of this area’s natural areas and their buffers, including the Poudre River, Cooper Slough and Lake Canal, is an important component of this plan. This plan proposes the preservation, restoration and enhancement of the natural

Chapter 9 - Principals and Policies for specifics relating to the preservation of these features.

areas found in the study area. The result would be a system of interconnected wildlife habitat and movement corridors. These areas should be buffered from future development to further protect sensitive habitats and their associated wildlife species.

Poudre River Corridor

The Poudre River corridor establishes the southern boundary of the study area and is recognized as a significant natural resource within the greater Fort Collins area. The interface between the river and existing businesses along East Mulberry extends from Lemay Avenue to the west and Timberline Road to the east. Between SH 14 and the Poudre River area, the existing zoning is Commercial for both the City and County. Floodplain regulations, however, differ between jurisdictions. The question of developing a consistent, agreed-upon floodplain standard for both jurisdictions will not be resolved as part of this planning process. In addition to the floodplain regulations along the Poudre River, Fort Collins has a 300foot buffer zone standard for natural habitats and features along this portion of the river. Future development of the southern portions of the affected properties will need to address the existing regulations of the jurisdiction in question.

Cooper Slough

The Cooper Slough Drainage Basin encompasses a larger area beyond the study area boundaries from Douglas Road to the north and Poudre River to the south. The actual Cooper Slough wetlands begin just north of Vine Drive and extend to just south of SH 14. The City is in the process of updating the Cooper Slough drainage basin master plan, which should be completed by the end of 2002.

The natural area buffer standards also differ between the City and County. Larimer County has a buffer standard of a 100foot setback from the edge of the wetland boundary. The City standard is a 300-foot setback. Both jurisdictions allow for modifications to the setback requirements based on specific conditions and findings associated with development review. This is another issue where developing a consistent standard between each jurisdiction will not be resolved as part of this planning process.

The US 287/SH 14 Access Management Report recommends the existing Weicker Drive alignment extend westward across

OPEN AREAS AND NATURAL LANDS

Natural Resources Inventory Map on page 113.

Cooper Slough. Based on the travel demand modeling findings and environmental concerns on wetland impacts, the East Mulberry Corridor Plan is not recommending this alignment across the Slough.

Existing City natural habitats and features standards are based on findings from the Colorado Division of Wildlife (CDOW). A future re-evaluation of Cooper Slough conditions by the CDOW and other collaborative scientific analysis would help the City in providing an update to existing regulations.

Lake Canal

The Lake Canal represents a man-made irrigation and drainage canal extending diagonally through the center of the study area. Most of the length of the canal reflects non-natural-ized conditions. Although, a few sections of the canal banks include riparian shrub and tree stands that have grown over time.

Specific environmental assessment information is included in the following sections below.

Other Natural Areas

Two City-owned natural areas exist in the study area: Kingfisher Point and Springer Natural Area. These areas preserve large tracts of the Poudre River corridor. Other City-owned natural areas located in the immediate vicinity, are Riverbend Ponds, Williams, Bignall, and Nix natural areas.

Small pockets of existing wetlands on private lands exist west of Timberline Road, including portions of Dry Creek above the Fort Collins Downtown Airport. Another wetland area exists on the eastside of Timberline Road, encompassing an area of approximately 30 acres on private land. The City has identified this wetland as an important natural feature with a 100-foot buffer setback requirement.

Along portions of existing ditch and canals, native tree and understory vegetation is present. As properties develop adjacent to these waterways, individual ecological impact assessment studies will need to take place to determine appropriate mitigation measures and setback requirements.

Wildlife Habitat

The existing habitat types present in the study area include open water, wetlands, wet meadow, disturbed grassland (i.e., dominated by non-native species), riparian forest, riparian shrubland and “urban” plains forest. See Table 7-1, Existing General Wildlife Habitat Types, below. This assessment of vacant lands (within the study area, as of 2002) encompasses approximately 582 acres. Of these, the most valuable habitats are the riparian complexes (woodland, shrubland, open water and wetlands) associated with the Poudre River, Dry Creek, Lake Canal, Cooper Slough and Boxelder Creek. Riparian habitats normally support a high diversity of plant and animal species, many of which are present here in high abundance. Due to their rarity and recent developments in the study area, the need to protect the species and their habitats is even higher.

Table 7-1 Existing General Wildlife Habitat Types (Vacant Lands)

Habitat	Acres	Percentage
Upland Grassland	364	62.4%
Marsh & Wet Meadow	112	19.3%
Riparian Forest	51	8.7%
Open Water (Aquatic)	40	6.8%
Urban Plains Forest	8	1.3%
Riparian Shrub	7	1.2%
Riparian Grassland	2	0.3%
Total	582	100.0%

Source: City of Fort Collins Natural Areas Inventory

Sensitive Wildlife Habitats

The study area's sensitive wildlife habitats several existing riparian and wetland systems. See Table 7-2, Sensitive Wildlife Habitat Types. Of the 582 acres of existing wildlife habitat, sensitive wildlife habitat acres total approximately 211. Other upland grasslands presently vacant are not targeted for protection and will be impacted by future development (364 acres shown in Table 7-1).

The Framework Plan shows natural area buffers in three areas, the Cooper Slough, existing wetlands (just east of Timberline Road), and lands between the Poudre River and SH 14. These natural area buffers total approximately 240 acres, and implementation strategies should be explored to preserve and protect them.

Table 7-2 Sensitive Wildlife Habitat Types

Habitat	Acres	Percentage
Marsh & Wet Meadow	112	53.1%
Open Water (Aquatic)	40	18.7%
Riparian Forest	51	24.1%
Riparian Shrubland	7	3.3%
Riparian Grassland	2	0.7%
Total	211	100.0%

Source: City of Fort Collins Natural Areas Inventory

Riparian habitats comprise 28% of all sensitive habitats. One of the most productive wildlife habitats is the Poudre River corridor, which forms the southern boundary of the study area. The area west of Riverside Avenue is included as one of the Colorado Natural Heritage Program’s Potential Conservation Areas. According to the CNHP, this riparian corridor consists of native cottonwoods (Populus spp.), non-native willow (crack willow, Salix fragilis) and native willow (coyote willow, Salix exigua). The understory is made of non-native species such as smooth brome (Bromus inermis), reed canary grass (Phlaris arundinacea), leafy spurge (Euphorbia esula) and orchard grass (Dactylus glomeratus). This area provides critical habitat for many plant and wildlife species and is an important wildlife movement corridor. The mosaic of cottonwood groves and riparian shrubland provides an important natural and scenic edge to the study area. Other important riparian habitats in or near the study area include Boxelder Creek, Lake Canal and Dry Creek.

Wetlands account for about 53% of the sensitive wildlife habitats. Key wetland areas include Cooper Slough, which extends from about ½ mile north of Vine Drive south to SH 14. The slough once continued further south, connecting to Boxelder Creek, but has now been channelized south of SH 14. The slough consists of a mosaic of wetland types, including open water, grass and shrubland wetlands systems. According to CDOW, the slough is an important winter concentration area for waterfowl. In winter, waterfowl use it and adjacent agricultural fields as feeding areas. Another important waterfowl concentration area is the wetland located 1,000-feet southeast from the intersection of Summit View Drive and East Mulberry Street, along Summit View Drive. This wetland includes an unusual mix of open water, grass, shrub and forested wetland communities.

Wildlife

The City and County have long recognized the natural resource values inherent within the riparian community along the Poudre River and have acquired numerous natural areas and parks along its course. Many of these same resource values occur, perhaps to a lesser extent, on other drainage areas within the study area, such as Dry Creek, Lake Canal and Cooper Slough. Throughout the year, these riparian communities support high numbers of songbirds, amphibian species and insects. They are also frequently used in the winter by various waterfowl and other waterbirds, including wood duck, goldeneye and snipe. Because of the vegetative cover, food and open water, (typically found in riparian habitats) and because urban development often encroaches on both sides, these corridors are important avenues for wildlife movement. Mammals that use riparian corridors as habitat and for daily/ seasonal movements include raccoon, beaver, muskrat, coyote, red fox, river otter, mule deer and white-tailed deer.

While of lesser importance, there are other habitats in the study area that satisfy important life requirements for a variety of wildlife. Agricultural fields and open water represent feeding and resting sites for waterfowl, both during the breeding season and in winter months. Agricultural fields and “old fields” (disturbed areas dominated by nonnative grasses and forbs) are important foraging areas for many raptor species that visit or breed in Fort Collins, including northern harrier, sharp-shinned hawk, Swainson’s hawk, American kestrel and red-tailed hawk.

Sensitive Wildlife

The following sensitive species are known or suspected to occur in the study area. Any occurrence of these species should be treated as an important natural resource deserving protection with minimal human contact. The occurrence information is based on: 1.) CNHP report of known sensitive species occurrences within the Fort Collins, Horsetooth Reservoir, and Laporte USGS

OPEN AREAS AND NATURAL LANDS

7.5-minute quadrangles (B. Van Dusen, 03-05-01). 2.) CDOW Natural Diversity Information Source web site's species list for Larimer County. 3.) City of Fort Collins Checklists for Amphibians, Reptiles, Birds and Mammals (April 1998 updates). 4.) Cache la Poudre River Natural Areas Management Plan (City of Fort Collins, January 2002).

Plants

See Table 7-3 below for information about the study area's sensitive plants.

Table 7-3 Sensitive Plants

American Black Currant (Ribes americanum)	A Colorado —Imperiled“ plant species, that has been found on the east-side of the Springer Natural Area, located within the study area. It is known to occur on only one other site in Colorado.
	A Colorado —Rare“ plant species that is found in the wet meadow off the Riverbend
Showy Prairie Gentian	Ponds Natural Area parking lot on Summit View Drive. This diminutive plant is found
	only at a few sites in Colorado.
Ute Ladies‘ Tresses (Spiranthes diluvalis)	A federally —Threatened“ species, its habitat includes moist soils near springs, lakes or perennial streams. It may also occur in meadows or near riparian woodlands. This species has not been found in the study area.

Fish and Amphibians

Native species of fish, classified by the State of Colorado to be either “Threatened” or “Species of Special Concern”, known to occupy various waterways within Fort Collins, and could occur within the study area’s drainages, include: common shiner (Notropis cornutus) which is listed as a “Threatened” species and the plains topminnow (Fundulus sciadicus) which is listed as a “Species of Special Concern”. The northern leopard frog (Rana pipiens) is a Colorado “Species of Special Concern” and is known to occupy drainages, wetlands and ponds within the city, including several of the natural areas within the study area.

Mammals

See Table 7-4 below for information about the study area's sensitive mammals.

Table 7-4 Sensitive Mammals

Bald Eagle (Haliaeetus leucocephalus)	Although not known to breed along the portion of Poudre River corridor within the city, this federal and state-listed —Threatened“ species does routinely winter-over and migrate through Fort Collins. They are regularly observed within the study area.
Barrow‘s Goldeneye (Bucephala islandica)	A Colorado —Species of Special Concern“, they have been seen within the study area at the River-bend Ponds Natural Area. Uncommon to Colorado, this species is only likely to winter and migrate through Fort Collins.
Western Burrowing Owl (Athene cunicularia)	A state-listed —Threatened“ species, it is a possibility that burrowing owls could inhabit edges of old ›elds and agricultural ›elds within the study area. These owls, however, tend to nest in areas supporting active prairie dog towns, and none are known to exist within the study area.
Preble‘s Meadow Jumping Mouse (Zapus hudsonius preblei)	A federal and state-listed —Threatened and Endangered“ species, their potential habitat includes brushy riparian growth. The Poudre River and Boxelder Creek are designated by the United States Fish and Wildlife Service (USFWS) as potential mouse habitat, requiring surveys prior to land disturbance. At the time of this plan, City and County trapping efforts have not documented the presence of this species in the atudy area.
River Otter (Lutra canadensis)	This state-listed —Endangered“ species occasionally uses the Poudre River and its tributaries, and could therefore exist within the study area.

Chapter 5 - Framework Plan Chapter 6 - Transportation for more details about parks and trails.

Parks and Trails

Consistent with the City Parks and Recreation Master Plan, one 10-acre neighborhood park, and two 2-acre mini-parks are planned for the study area. All of these park facilities are located to serve new residential development. No existing parks are located within the study area, as the County does not provide these facilities.

Both City Plan and the Larimer County Comprehensive Parks Master Plan identify off-street trails. Trails are planned adjacent to the natural area buffers for Cooper Slough and Lake Canal. The purpose of these regional multi-use trails is to provide linkages between neighborhoods, employment, shopping destinations, recreation opportunities, other regional trail systems, and ultimately, other adjoining communities. As individual development projects are reviewed, a more detailed analysis will need to occur to determine the preferred alignment of these multi-use trails.

 

Natural Resource Inventory Map

OPEN AREAS AND NATURAL LANDS

 

114

URBAN & STREETSCAPE DESIGN

 

 

Example of current urban and streetscape design on the north side of SH 14.

Appendix C - Issues and Options Questionnaire Response Highlights.

Introduction

One of the top 5 issues that emerged from the Issues & Options Questionnaire was the appearance of buildings and landscaping in the East Mulberry Street Corridor. While this questionnaire was not a scientific survey, the responses provided important feedback from people living and working within the study area. Approximately 70% of respondents, the highest response for any questionnaire issue, indicated that a “better overall appearance” was important or very important. It was also reflected in responses that measured level of satisfaction – a 53% majority of respondents, with an opinion, said they were dissatisfied or very dissatisfied with the appearance of outdoor storage. Almost half, or 47%, of the respondents were dissatisfied or very dissatisfied with building and landscape appearance. Clearly, the appearance of the corridor is a concern that should be addressed.

This chapter contains a discussion of the existing conditions followed by design objectives and conceptual plans for the corridor.

Existing Corridor Character and Analysis

The corridor has been divided into 3 different zones: Zone A from I-25 extending west one ½ mile, Zone B from the end of Zone A to Timberline Road, and Zone C from Timberline Road to Riverside Avenue. Overall, there are two recurring elements that are common to all zones:

A proliferation of large pole-mounted signs (including

billboards). A frontage road parallel and in close proximity to SH 14

that is lacking landscaping.

Interstate 25/SH 14 Interchange Area Study

on page 80.

Zone A: I-25 to One-Half Mile West

As the northeastern gateway, the East Mulberry Street Corridor establishes an important first impression of Fort Collins. As travelers enter the corridor from the interstate, the first thing travelers see is the I-25/SH 14 interchange. This interchange should be treated similarly to the one at I-25/ Harmony Road, using sandstone veneer landscape walls and low-maintenance landscaping to create a pleasing entrance. This consistent design makes a subtle statement about the City and County’s commitment to quality, as well as showcasing regionally appropriate and ecologically sensitive designs. Enhanced landscaping should also be incorporated into the Interstate 25/SH 14 Interchange Area Study. This study recommends many improvements, including the conversion of the existing interchange from “cloverleaf ” to a “diamond” layout.

Zone A contains numerous, fairly new buildings and viable businesses. These existing businesses could be maintained in their current site configuration, but need enhancement by incorporating landscaping along both the ROW edge, and the property fronts. Appropriate maintenance of signage, buildings and landscaping should be encouraged. This zone, particularly as one exits or enters the interstate system on the west side of SH 14, is the first opportunity to establish a “gateway” element and/or design feature for the corridor.

Figure 8-1 Zone A - I-25 to One-Half Mile West

 

URBAN & STREETSCAPE DESIGN

Zone B: One Half-Mile from I-25 to Timberline Road.

Zone B includes opportunities for new development and redevelopment along both sides of SH 14, potentially adding to the positive visual appearance of the corridor. Opportunities to provide additional landscaping between the frontage roads and SH 14 will also strengthen the overall visual appearance. Appropriate zoning, design guidelines, and public review of all developments in this zone will help promote a significant new identity for the East Mulberry Street Corridor.

New development located within the triangular pieces of land between the SH 14 and the frontage road should support adjoining commercial and office uses, and not only focus on highway-oriented businesses.

Figure 8-2 Zone B - One-Half Mile West of I-25 to Timberline Road

 

Zone C: Timberline Road to Riverside Avenue

Zone C is the longest stretch of the corridor, providing an opportunity for a major gateway intersection, and the creating of a “smaller” more intimate scale of development given the smaller lots and closer proximity of the buildings to the highway. Several under utilized lots exist that could be redeveloped into more active uses. Again, assuring that adequate zoning and design guidelines are in place will substantially aid in the gradual changes of this zone. As sites redevelop, no parking should be allowed in front of the buildings. This will push the buildings to the highway, creating a more intimate environment that will then transition to the city grid that starts just west of Riverside Avenue. With parking in the rear of the buildings, visitors to any business can still experience the views of the Poudre River.

Parcels south of the highway are impacted by a combination of existing floodplain regulations and natural area buffers. North side parcels are only identified for long term redevelopment, should the airport close at its current location. Therefore, any redevelopment, showing physical improvements along this side of the highway, is not slated in the foreseeable future.

Figure 8-3 Zone C - Timberline Road to Riverside Avenue

 

URBAN & STREETSCAPE DESIGN

 

East Mulberry Street at Lemay Avenue streetscape improvements.
 

Urban Design and Streetscape Objectives

Based on citizen comments, including the questionnaire referenced previously, improving the appearance of the corridor is one of this plan’s primary goals. Specific urban design and streetscape objectives include:

Screen undesirable views while still allowing visibility of ground and building-mounted signage. Focus attention to the river, natural areas and mountains beyond. Unify the corridor’s appearance and reduce visual clutter by developing a coherent streetscape design treatment.

Adopt appropriate zoning or design guidelines for the corridor that promote quality building design and site planning.

Capitalize on opportunities for increasing the amount of landscape area between the highway and the frontage road and/or adjacent development.

Provide landscape areas that enhance the corridor’s appearance and support water conservation Existing pole signage should be phased out over time to be

in compliance with the City’s sign standards. Create a “gateway” to Fort Collins. Enhance the appearance of buildings, site planning, land

scaping, signage and streetscape. Design new development to be attractive and with distinctive architectural character.

A “gateway” is defined in two ways: (1.) a portal or place through which everyone travels, or (2.) a sequence of focal points, experiences, or nodes, connected with a cohesive treatment that can be applied to a longer length. The sequence is then perceived as a recognizable unit, or a gateway.

This plan recommends the second definition is the most appropriate for the East Mulberry Street Corridor.

Urban Design

Physical landscape improvements are only one component of making a place. Each building, collection of buildings, open space, and the combined urban form produced by the interrelationships of these elements, creates a place that, if designed well, can make a corridor memorable. The key to maintaining a memorable place is the integration of design, market realities, ecology, and engineering. Currently, sites adjacent to SH 14 portray a heavy asphalt/concrete face to those traveling along this highway. For some time, the precedent of having the parking facing the frontage road, with little to no care in the landscaping, nor for maintenance of the ‘entryways’ to these businesses, has existed. Also, the eclectic mix of architecture, built of varying heights, from one to four stories, adds to the appearance of disarray along this corridor.

Future decisions, on where redevelopment occurs, how it occurs, and what it looks like, will affect the long-term urban form of the corridor. Policy changes should be considered in order to create the desired place that the leaders and citizens of Fort Collins envision for the future of this gateway corridor. These policy changes, if approved, will then provide a basis for further implementation actions including zoning changes, the creation of an overlay district with associated design guidelines, and the incorporation of a streetscape design strategy. The corridor also needs to consider the following urban design elements:

Create Streets for People - Identify street typologies, incorporate pedestrian zones and provide easily-recogniz-able and appropriately-located signage and wayfinding.

Incorporate History and Architecture - Identify those historic elements that are appropriate to be protected. Further, identify and maintain historic architectural elements.

Land Use Decisions - Land use decisions affect the need for transportation, and visa versa. Transportation can be used as a tool to guide land uses. Future development that occurs through an integrated market, planning and transportation process, will substantially help in the image, sustainability and longevity of the individual businesses/ homes in the area.

Attracting Investment - Transportation, urban design and landscape improvements will all contribute to making the East Mulberry Street Corridor more attractive to redevelopment and new development.

Streetscape Concept Plan

The proposed streetscape design concept for the East Mulberry Street Corridor incorporates several design elements together including buildings, earthen berms, walls, art and landscaping. The vision of the overall appearance of the corridor is to provide an attractive and positive image for this

 

Streetscape Concept Plan Map

URBAN & STREETSCAPE DESIGN

 

primary entryway into Fort Collins. The streetscape elements should be designed to maximize the vision, while maintaining visibility to businesses, using water conservation measures (such as drought tolerant plant material), and incorporating native masonry material.

On the previous page, the Streetscape Concept Plan Map, shows the location of prototypical treatments of the corridor and references more detailed drawings of each. The corridor is divided into 3 sections, A,B and C, to indicate different streetscape treatments. Key focal points are also indicated, with the primary focal point of the streetscape concept occurring at the Timberline Road intersection. At this location are long distance views to the foothills, closer views to natural features associated with Dry Creek and the Poudre River, and adequate land area for walls, landscaping and sculpture.

At strategic locations along the corridor, there are opportunities for focal points. The focal points are important elements of the overall streetscape concept and should be viewed as a sequence of entry features creating a unified theme. If successful, these focal points can form a lasting, positive impression as one enters the city from I-25.

At a minimum, the focal point areas should include new landscaping, berming and site walls. The walls should be of a similar design as the walls at the Harmony/I-25 Interchange. To strengthen these focal areas, utilize the Art in Public Places Program (APP) to include elements such as sculptures, to be placed within these landscaped areas along the corridor. The major piece should be located at the northeast corner of the Timberline Road intersection. Secondary pieces can be located along the corridor, as shown on the Streetscape Concept Plan and in the enlargements of selected areas. Appropriate themes for the sculptures could include local settings, history, prominent people and culture of the City of Fort Collins.

The proposed streetscape concept for East Mulberry Street Corridor is a conceptual design. Implementation of this concept will need to be coordinated with CDOT and would require an NEPA (National Environmental Policy Act) Process environmental assessment prior to determining the final streetscape design. The final design template could be altered through the environmental planning process.

URBAN & STREETSCAPE DESIGN

Section A

Figures 8-4 and 8-5 illustrate the proposed median design at intersections where turn lanes are present. This median should be planted with ornamental trees, shrubs and shade trees in all areas that are at least 7’ wide, as measured from the face of curb. Concrete splash plates are needed to protect the landscaping from road gravel and salts.

Figure 8-4 Section A - Turn Lane Intersections

 

Figure 8-5 Section A - Turn Lane Intersections

 

Section B

Section B applies to the majority of the length of the corridor from I-25 to just east of Link Lane. Similar to what exists today, Figures 8-6 and 8-7 show the recommended depressed median with no vertical obstructions to vehicles. On the outside edges is a shoulder and raised curb, with a landscape area separating the highway from the frontage road. Bike lanes run parallel to either side of the frontage roads; providing good access. Pedestrian walks are proposed on the outside of the frontage roads, at the edge of the ROW and separated from the roadway by a tree lawn. A double row of trees, on either side of the frontage road, will provide a unifying element

 

 

 

 

to the streetscape, while still allowing for views of business

 

signage from under the tree canopies. Additional landscaping should be added behind the walk to screen parking and storage areas according to City standards. The US 287/SH 14 Access Management Report states that no parking will be allowed along this area’s frontage roads.

Other Concept Areas

Proposed concept plans, with more detailed streetscape, have been developed for 3 areas along the highway. Greenfields Court Intersection Plan, Timberline Road Intersection Plan, and Lemay Avenue to Riverside Avenue Plan. In these locations, open areas currently exist and provide opportunities for potential gateway improvements. These areas also provide opportunities for an off-street trail in to connect the frontage road bike lanes through the major intersections.

Greenfields Court Intersection Plan

At Greenfields Court, the frontage road is proposed to be realigned away from East Mulberry Street to allow for stacking distances for turn lanes . The resulting frontage road realignment provides open areas adjacent to East Mulberry Street. Opportunities for expanded streetscape improvements in these areas are shown in Figure 8-10. Development within these areas should be minimized to strengthen the open gateway effect at this intersection. A potential secondary sculpture location, along with additional landscaping is shown at the northeast corner. Signage for development outside of this area should be located near the frontage road intersections and designed in a low monument style to minimize visual impacts on the gateway concept. Potential trail locations are also shown.
 

Buffer Area

Introduction

The East Mulberry Corridor Plan principles and policies provide guidelines that help achieve the vision and goals expressed by the community for the study area. The principles and policies statements described below were developed through an 18-month process that consolidated the values and ideals expressed through public open houses, a community survey, Council and Board work-sessions, a Citizens Advisory Committee and a Technical Advisory Committee.

Prior to developing specific principles and policies, TAC assessed existing policy language within City Plan and the Larimer County Master Plan for general direction, with the intent of developing new statements addressing the study area’s unique conditions and not repeating what already exists.

These principles and policies are an extension of the plan’s vision and Framework Plan, and provide recommendations for implementation.

Principles and Policies

A principle is defined as a general or fundamental rule, doctrine or assumption; a policy is defined as a definite course or method of action, selected to guide and determine present and future decisions. The following pages contain a complete list, with the principals in bold. They are organized into the following categories:

Land Use - EMC.LU Transportation - EMC.T Community Appearance Design - EMC.CAD Housing - EMC.H Open Areas and Natural Lands - EMC.ONL Parks and Trails - EMC.PT Growth and Fiscal Management - EMC.GFM

Introduction

This chapter summarizes potential strategies and funding sources for moving the East Mulberry Corridor Plan toward implementation. Webster’s Dictionary defines implementation as “a means for accomplishing an end” or “an action to put into effect.”

As explained throughout the planning process, no one strategy will accomplish the objectives of this plan, but rather a series of strategies occurring simultaneously over time, which promote excitement and capture the interest of potential strategic partners. Therefore, part of the recommended implementation strategy for the study area is the design of a process that focuses on multiple strategies moving forward over time.

Strategy definition is broad as it applies here – it includes public, private or public-private physical projects, social programs, and educational programs; public relations, goodwill-building programs; and policy reform. Strategically, it is most important to maintain a number and variety of programs that are constantly being introduced and continuously moving forward. This strategy builds community goodwill; enhances quality-of-life; provides opportunities for public participation; allows special-interest groups to have a role in the planning effort; sends a message that the study area is successful and making positive strides; and, creates an increasingly attractive environment for investment and development. Investors, developers and lenders seek out environments with market opportunity and prospects for success, devoid of obstacles and sound in sustainability.

To minimize repetition, please see Chapter 2 for detailed assessments of existing conditions. The first half of this chapter summarizes strategies outlined in the Implementation Action Plan. The second half of the chapter discusses marketing and economic development, funding sources and mechanisms.

Implementation Action Plan Strategies

The Implementation Action Plan summarizes the proposed implementation “actions” for each planning category, identifies public/private entity responsible for leading and/or assisting coordination of actions, and recommends timing of key actions.

Table 10-1 Implementation Action Plan - Part 1

 

Table 10-2 Implementation Action Plan - Part 2

 

Framework Plan Overlay Map on page 159.

1. Land Use

Existing Development

Implementation strategies to address existing challenges and support existing development are: amend City Structure Plan Map, add supplemental regulations to the County’s Land Use Code, establish consistent land use and design standards, and encourage advocacy groups.

The City Structure Plan Map should be amended concurrently with Plan adoption based on land use recommendations of the East Mulberry Corridor Plan “Framework Plan Map” showing existing and future land uses. For properties not eligible for annexation, Larimer County will develop supplemental regulations including design and development standards to be added to the County Land Use Code.

Over time the City and County will work towards developing consistent land use and design standards for development in this area between both jurisdictions. To further implementation of marketing and economic development, advocacy groups should be and encouraged to support growth within the study area.

Future Redevelopment

Implementation strategies to address other future redeveolpment area are similar to previous mentioned strategies for existing deveolpment.

If in the event the existing Fort Collins Downtown Airpark redevelops, a future Framework Plan Overlay Map was developed to help guide land use and transportation decisions when this change occurs. The existing airport was recognized as a significant industrial use representing approximately 120 acres. The Framework Plan Overlay Map shows future street connections through this property, as well as expanded employment land use. It is projected that an additional 53 acres of employment uses will be developed, and approximately 650 new jobs created.

Again, if and when this property sells and redevelops, the plan overlay will be activated and replace this portion of the adopted Framework Plan. The intent, in creating this separate plan overlay map, was to anticipate this change if it occurs as determined by the private market.

IMPLEMENTATION

New Development

Future development within the study area will consist of targeted investment areas identified in the planning process and “new vacant lands”, which reflect opportunities that have not been identified yet.

Implementation strategies designed to encourage development in these targeted areas will focus on “readying the environment” for private investment. Economic and regulatory incentives will be key components of this strategy element.

For development projects within the city limits, other implementation strategies may include amendments to City Structure Plan, zoning, revisions to the Land Use Code development standards and infrastructure improvements. New development not eligible for annexation will be administered under the County’s supplemental regulations of their Land Use Code. The County and property owners through a special improvement district will coordinate infrastructure improvements to streets and storm drainage facilities.

2. Transportation

New Street Network

The Framework Plan recommends a network and configuration of streets that are capable of servicing the area within existing connectivity constraints. Implementation strategies include amending the master street plans for both the County and the City to reflect these new streets, their classification, and conceptual alignments. Once the master street plans are changed, any new development or redevelopment should account for the new street classifications in the site planning. Existing streets will need to be brought up to City standards by the property owners prior to the City assuming maintenance of the streets. One example for property owners to upgrade streets is to create special improvement districts.

There are several means to implement SH 14 to the recommended 6-lane arterial street design. First, the City, County and CDOT should jointly adopt the new SH 14 cross section recommended in this plan. Second, implementation strategies and funding sources identified in the US 287/SH 14 Access Management Report include options such as contributions from new developments or redevelopment by property owners, City, County or CDOT’s Capital Improvement Funds, or by the creation of a special overlay district.

As any development occurs throughout the study area, every effort should be made to provide increased roadway connectivity. Due to the existing natural and man-made constraints, new and existing streets need to be designed and connected to create a street network that provides multiple routes and disperses traffic.

Street Construction and Maintenance

Existing Developments

When an existing development is annexed, and its streets do not conform to the City’s street design standards, there is no requirement that its streets be immediately reconstructed to current design standards. The City will provide the same level of maintenance services as the County provided prior to annexation. This usually includes minor surface maintenance, such as crack sealing and pothole filling, but does not include asphalt overlays, nor total street reconstruction at the City’s expense. In some cases, the streets are privately maintained by designation on the plat of the subdivision and are the responsibility of a homeowner’s association,. In this case the street maintenance will continue to be the responsibility of the association.

The City will test a street’s structural strength to determine if it meets City standards. If the street meets standards and is also safe for bicycles and pedestrians and has proper drainage, then the City would take over all maintenance responsibilities. If it does not meet City standards, the property owners would need to fund the necessary improvements, which could include drainage, safety, and structural improvements, before the City will accept the street for perpetual maintenance. Thus, the City will not upgrade a street in an existing development without participation from affected property owners, usually through the use of a special improvement district.

The City will also review a street for the need for sidewalks, curbs and gutters. Safety for bicyclists and pedestrians is considered on a case-by-case basis. If safety is not an issue and proper water drainage is provided, curbs, gutters and sidewalks can be delayed until they are needed. When these improvements are needed, the property owners are expected to pay for them. There will be ample opportunity for public input and comments before any decisions are made to upgrade streets.

Chapter 6 - Transportation.

As described above, certain infrastructure costs, namely street upgrades to existing subdivisions, are the responsibility of the existing residents or businesses. A Special Improvement District (SID) is a financial mechanism explicitly authorized by Colorado Revised Statutes to fund street and road construction. Formation of a SID may be initiated by a petition filed with the City that has been signed by the owners of property to be assessed for more than 50% of the total costs of the proposed improvements. Prior to or upon annexation, the County could provide assistance for the formation of a SID; alternatively the City could provide assistance at any time after annexation.

Future Development or Redevelopment

According to the Larimer County and City of Fort Collins Intergovernmental Agreement for the Fort Collins Growth Management Area, any new streets built within the GMA boundary prior to annexation must conform to LCUASS, which is consistent with City design standards. This requirement is designed to eliminate the necessity of upgrading streets after an area annexes to the City. These standards include street paving and utility installation requirements, and the provision of curbs, gutters, sidewalks, landscaping and streetlights.

Transit

Specific transit implementation strategies include: amendments to the Transit Development Plan (an element of the Transportation Master Plan), construction of facilities and services improvements, and coordination of agencies.

Pedestrian/Bikeway

Specific pedestrian and bikeway implementation strategies include: amend the bikeways map, identify pedestrian planning and access funds and coordination of agencies to develop pedestrian and bikeway facilities.

3. Natural Areas & Open Lands

Large City-designated natural areas in the study area are Cooper Slough and the Poudre River. Smaller designated areas are Kingfisher Point and Springer Natural Area. Consistent with its vision and goals, this plan recommends a number of these areas for preservation based on the presence of significant natural features.

Implementation Action Plan - pages 140-141.

City and County implementation actions to preserve all the study area’s natural resources include:

	Use a variety of funding mechanisms to purchase land or
	acquire conservation easements to further preserve the
	study areas natural features.
	Coordinate study area planned habitat, transportation and
	stormwater improvements where feasible.
	Conduct plant and wildlife surveys of the study area’s
	sensitive, threatened, and endangered species. A sensitive
	species inventory will be useful in providing management
	guidelines for preservation and enhancement of riparian
	corridors and buffers.

• Enforce existing state and federal regulations focused on the preservation of natural features for floodplains, endangered species, wetlands and important wildlife habitats.

Enhance the connectivity between the various drainage areas, natural areas, wetland systems and the Poudre River through habitat restoration, drainage improvements and land acquisition.

Poudre River Corridor

There are several potential implementation strategies for preserving the river corridor. One is to require and enforce a consistent natural area buffer along the river. Currently it ranges from 25 to 300-feet, depending on the habitat value of the natural feature. More important is to coordinate an interface, between the Poudre River riparian habitat and development along East Mulberry Street, to retain environmental quality, enhance wildlife habitat, increase connectivity to other natural and trail systems, and provide limited recreational use.

Cooper Slough

A primary implementation strategy, to protect Cooper Slough, is to develop a resource management plan, focusing on preservation and enhancement of this important wetland system. In addition, the County and City need to adopt a consistant buffer standard.

4. Public Facilities

Utilities

The City would normally provide public utilities to newly-annexed areas, and would collect the appropriate development and user fees. Within the Fort Collins GMA and the

IMPLEMENTATION

study area, however, the City has negotiated “service area agreements,” with water and sewer service providers, known as Special Districts (not to be confused with Special Improvement Districts). These Special Districts are quasi-municipal corporations created by a vote of residents within the district boundaries. Several Special Districts (e.g. ELCO and BSD) were created in the 1960s to provide water and sewer service to areas outside of Fort Collins. The service area agreements, between the City and these districts, determine which agency can best provide water and sewer service to certain areas, both inside and outside city limits. The exception is stormwater and electrical power, which will be provided by the City to all annexed areas.

Existing development would normally retain existing utility services (except for stormwater and electric power) upon annexation. Services would not change unless the existing service, such as a septic system, failed and created a public health hazard. When a connection is made to City water and sewer utilities (but not electricity) the appropriate connections fees are charged.

Water

ELCO currently serves the study area by connecting to their existing transmission lines.

The City would consider supplying future developments by tapping their 24” transmission line to Anheuser-Busch.. The City recognizes, however, that the study area is serviced by ELCO and would want their concurrence before additional consideration.

Water service improvements for the study area would include:

Installation of transmission lines within future arterial

roadways. Installation of smaller distribution to connect to ELCO’s

transmission lines. Supply of water rights.

Sanitary Sewer

BSD is the wastewater collection and treatment service provider for the study area and adjacent regions to the north, east and south. The BSD wastewater collection and treatment infrastructure already in place, along with the improvements planned for the future, will provide the requisite capacity for

Appendix F - LCUASS Appendix G, "Policy Standards for Maintenance and Improvement of Annexed Infrastructure."

the growth-related needs of the study area.

Collection system expansions will be needed to serve specific properties in the undeveloped areas. BSD has conceptual plans in place for this eventuality. On an as-needed basis, contingent on land use densities and anticipated wastewater flows, BSD may upgrade the collection system.

The study area’s treatment plant capacity consists of a BSD treatment plant with considerable unutilized capacity. The plant can accommodate the growth within the study area and the surrounding areas. BSD intends to address the EPA’s impending Clean Water Act requirements through an upgrade of the existing treatment processes, possibly within the next 4-7 years. The time frame of such upgrades is subject to: the timing of changes in the study area’s urbanization and water quality constraints, and to the assurance that future growth and changed water quality requirements can be readily accommodated.

The proposed sanitary sewer improvements within the study area include:

Installation of an 18” transmission line in an east-west alignment about 0.25 miles north of SH 14, extending north across Vine Drive toward Mountain Vista Drive.

Installation of smaller collection lines within proposed developments to connect to BSD’s major interceptors.

° Once new sanitary sewer lines are in place, existing home and business owners currently on septic systems will have the option to utilize the new sewer system.

Storm Water

Currently there are very few storm water facilities, such as pipes and inlets, within the study area. Required drainage improvements on future roads will most likely consist of:

New street cross sections with curb, gutter and sidewalk, and storm drain piping facilities that would convey flows to the Poudre River

Storm drain piping and channels along major and minor

arterial streets Roadway and area inlets Pipe culverts and box/bridge structures to convey flows

under roadways

When the joint County and City Stormwater Master Plan, encompassing all 12 drainage basins, is completed and the capital projects are identified, these projects will be rated in the citywide stormwater capital improvement rating system. Those rated the highest will be recommended to City Council for funding.

Irrigation Canals

Two irrigation canals cross the study area – the Lake Canal and the Cache la Poudre Irrigation Company Canal. Both canals are active. Future development costs will include:

New bridges required to cross the canals Crossing fees required by the canals to install utilities and/

or roadways

Floodplains

The City of Fort Collins Poudre River floodplain regulations are more restrictive than Larimer County’s FEMA-based regulations. The primary difference is the City’s floodway definition of 0.1 foot rise in floodwater elevation for the 500year product corridor discharge versus the County’s .5 foot rise.

The City also prohibits these improvements within the floodway or product corridor: modifications for development, fill, new development, residential/commercial uses, building additions, remodels, redevelopment of existing developed areas, and any floatable materials. While the County’s two floodway restrictions are: no use can limit or restrict the flow capacity of the floodway or channel of the main stream or a tributary to the main stream, and no storage of materials or equipment.

Other than the Poudre River, the City is remapping all of the floodplains in Fort Collins to reflect the new rainfall standard adopted in 1999. This means that there will be a wider City-designated floodplain for streams that have a FEMA-desig-nated floodplain. At some point, for those floodplains that are currently designated by FEMA, the revised mapping will be submitted to FEMA for adoption.

Light & Power

Conversion from PVREA to City electric utility service is done at no cost to the customer. PVREA rates are lower than City rates due to a Colorado law, the Service Rights Fee Act, which requires former PVREA customers to pay a 25% surcharge on monthly City electric utility bills for a period of ten years.

Natural gas for the study area is provided by Xcel Energy and its current service methods are not immediately affected by annexation or growth.

Police Services

The study area is currently serviced by both the Fort Collins Police and the Larimer County Sheriff ’s Department. The County serves all calls east of 1300 East Mulberry Street and the City west. Additional police facilities are not needed to accommodate growth in the study area.

Staffing, however, will need to be increased. As the City expands its police services to annexed areas, the usual result is a substantial increase in the level of police protection; in the form of improved emergency response times, more frequent patrol service, better crime prevention, home security inspection programs, and traffic enforcement. There are substantial City/County differences in both the amount of resources provided, and the area of law enforcement jurisdiction. The number of law enforcement officers per capita for the County is 0.8 officers per 1,000 people. It is significantly lower than the goal of the City to achieve 1.5 officers per 1,000 people. In addition, the County averages 7 patrol units covering an area of 2,640 square miles versus the City’s 12 patrol units per 47 square miles.

Poudre Fire Authority

The PFA currently has two stations that service the study area. Based on existing coverage areas, no additional stations are planned to accommodate growth in the study area. The PFA does, however, require fire hydrants be placed at 800’ intervals in residential areas and 600’ intervals in commercial areas. Capital costs to adhere to these requirements as well as future staffing increases should be considered.

Civic Services

No implementation strategies are proposed. Existing facilities appear to adequately serve the study area, however, the need for new civic facilities should be evaluated as population density increases. The Mountain Vista Subarea Plan, a plan for the area immediately north of the study area, recommends a branch library, police substation and recreational facility, which could possibly serve the study area’s future needs.

IMPLEMENTATION

Schools

According to PSD, 5 new schools are being planned over the next six years. These include 3 new elementary schools; two are planned for locations south of Harmony Road and a location for the third is yet to be determined. There is one potential elementary school site located adjacent to the study area on Vine Drive. Lastly, a new high school south of Harmony Road is planned for 2004. PSD also has another potential site for a new school north of Vine Drive.

PSD uses population projections to determine the need for new schools. It has not been determined if yet another new school will be needed in the study area.

5. Parks and Trails

The City ‘s Parks and Recreation Policy Plan (PRPP) standard for park provision is 7 acres per 1,000 residents, with 2.5 acres allocated to neighborhood parks and 4.5 acres allocated to community parks. A neighborhood park should generally occur in every square mile and be within 1/3 mile of the residences that they are intended to serve. Proximity or co-loca-tion with a school is preferred.

According to these standards, there is a shortage of neighborhood park space. The PRPP recommends developing 3 parks in the general area – 1 located between SH 14 and Vine Drive (east of Timberline Road), and 2 mini-parks. It also recommends several on-street trails along Lincoln Avenue, East Mulberry Street and Summit View Drive. This will amply serve existing and future residents.

The PRPP and this plan also recommend several on-street trails along Lincoln Avenue, East Mulberry Street and Summit View Drive. Theses on-street trails are intended to connect to the citywide park system’s proposed off-street trail network. Trails are planned along the edge of the natural buffer areas of Cooper Slough, Lake Canal, Dry Creek Channel improvements and along Timberline Road. These trails create an integrated system that will serve residents of the study area as well as other area residents. The off-street trail system provides a connection from local residential and commercial areas to other neighborhoods, the Poudre River Trail, local parks and natural areas and other on-street and off-street trail systems. The proposed parks and trails within the study area are consistent with the PRPP. Currently the City has funding opportunities from a number of sources including impact fees, open space taxes, general fund, GOCO, sales tax and the capital improvement program. The City should explore these sources to implement these plan elements

6. Urban & Streetscape Design

Streetscape Design

Within the public right-of-way, the streetscape should be implemented to improve the overall appearance of the corridor including signage, and other site amenities. Specific strategies include:

Seek ways to implement proposed improvements, including streetscape enhancements along the corridor, special focal point areas, and parks and trails projects through special districts, partnerships, grants, and state and federal funding mechanisms.

Amend County sign codes to be consistant with the City’s.

Develop streetscape design for adoption and funding fo-construction.

Urban Design

The urban design of existing and new development in the East Mulberry Street Corridor should contribute to the plan’s overall vision of an aesthetic entryway into the Fort Collins community. To implement this vision, plan recommendations include:

The principles and policies described in Chapter 9 should be followed, as well the implementation recommendations for land use contained in this chapter.

Conduct NEPA study for SH 14 project.

The current City design standards will be followed for incorporated areas and lands that are eligible for annexation.

Specialized land use and design standards for unincorporated lands within the study area shall be developed and incorporated into the County’s Land Use Code as supplemental regulations for development review of properties not eligible for annexation. The regulations should build upon the design concepts found in Chapter 8, as well as other policies found in this plan.

Improvement Districts & Enterprise Zone Map on page 160.

7. Marketing and Economic Development

Current marketing and economic development efforts for commercial development within the study area are limited to private organizations/entities such as the Northeast Business Association. While these organizations promote business development in the area, there is not a cohesive, comprehensive effort to market the study area. In addition, the study area’s competitive position within the regional market will be greatly enhanced if it can be marketed as a distinct and recognizable area, with a unique image and theme.

For example, the entirety of the study area is contained within the Larimer County Enterprise Zone, designated by the Colorado Office of Economic Development and International Trade to provide tax incentives to new and expanding businesses. This would be an important incentive to market for business attraction, retention and expansion efforts.

Actions to enhance the study area’s economic development potential, then, should focus on the following:

Develop a unique theme or image for the study area Design marketing materials/information around the theme or image Designate liaisons, or key contacts, within the public and private sectors to monitor efforts

Evaluate potential programs, policies, and incentives which would foster economic development within the study area

Encourage public-private cooperation for marketing efforts

As development/redevelopment pressures increase within the study area, there will be the need for a proactive, rather than reactive approach to economic development. Critical to the success of this proactive approach will be the joint cooperation of the public and private sectors. Public/private initiatives that could be pursued to further this approach include the following:

Expand area business associations (e.g., Northeast Busi

ness Association) Encourage/support advocacy groups Develop marketing materials Streamlined development approvals Business retention/expansion program Formulate business incentives packages (enterprise zones) Public financial contribution to economic development Land assembly Development incentives Land banking Urban renewal Expansion of the Downtown Development Authority

district

Funding Sources and Mechanisms

Funding Principles

In evaluating potential funding mechanisms for implementing needed strategies within the study area, the following principles should be considered:

Identify all area “stakeholders” who will benefit from improvements/strategies Calculate the “gap” between traditional funding sources and needs Funding mechanisms to “fill the gap” must be creative, yet practical Match the funding mechanism with the timing or phasing

of the improvement/strategy Funding requires public and private participation Public investment has to leverage private investment

The last principle listed is the most critical in project funding. Since the public sector is likely to be the “lead” entity in implementation, particularly those which involve public improvements, it is important to strategically “leverage” public investment with the expectation that private investment will follow. Truly strategic public investments should “return” a multiplier effect in private investment – a $5: $1 ratio of private to public investment is a good target.

Public and Private Funding Sources

Potential funding sources for needed improvements/strategies could come from public and/or private sources. Public sector funding would include traditional sources such as capital improvement plans, development impact fees, general fund revenues and state/federal funding programs. Funding which would involve both public and private sector sources would include improvement districts, property assessments, and private contributions.

Long-Term Revenue Potential Analysis on page 156. Funding Assessment on page 157. Related Projects Implementation Funding Assessment on page 158.

Improvement Districts & Enterprise Zone Map on page 160.

As noted earlier, funding requires public and private sector participation. In today’s fiscal environment, public sector entities do not have the financial wherewithal to solely fund improvements. Private contributions, either direct (e.g. assessments) or indirect (e.g. tax revenues) are necessary to implement needed improvements/strategies. For example, given the potential level of new development within the study area over the next twenty years, revenues from sales and property taxes could be “captured” for use in funding needed strategies/improvements.

The assessments, at the end this chapter, summarize the following:

Implementation Action Plan – summarizes potential implementation strategies by major planning category, potential implementing entities and timing.

Long-Term Revenue Potential Analysis– summarizes potential tax revenue generation (sales and property tax) from new development within the study area over the next twenty years.

Implementation Funding Assessment – summarizes implementation costs by major planning category, potential sources of funding and funding gaps associated with strategies/ improvements.

Related Projects Implementation Funding Assessment – summarizes implementation costs for related projects (outside of study area) by major planning category, potential sources of funding and funding gaps associated with strategies/improvements.

Existing Special Districts/Enterprise Zone

Two County-designated, local improvement districts exist in the study area. One is the Larimer County Improvement District 1985-1 for road improvements in Sunrise Acres. The second is Larimer County Improvement District 2001-1 for streets and drainage improvements, in compliance with LCUASS standards, in the Fort Collins Industrial Park. At the time of this plan, this district was in the design phase.

The state-designated Larimer County Enterprise Zone, in part of the study area, allows private enterprise to expand or new businesses to locate and be eligible to receive state incentives for job creation and investment. Additional information is available from the local zone administrator located at the Larimer County Workforce Center.

Long-Term Revenue Potential Analysis

Property Tax Revenue		Assumptions/Factors
Total New Development @ Build-Out:
Single Family Housing (units)	2,050
Multifamily Housing (units)	1,100
Commercial (Sq Ft)	640,000
Industrial (Sq Ft)	1,170,000
Of›ce/Employment (Sq Ft)	600,000
Total New Development Market Value:
Single Family Housing (units)	$512,500,000	$250,000 $/Unit Market Value
Multifamily Housing (units)	$110,000,000	$100,000 $/Unit Market Value
Commercial (Sq Ft)	$51,200,000	$80 $/SF Market Value
Industrial (Sq Ft)	$70,200,000	$60 $/SF Market Value
Of›ce/Employment (Sq Ft)	$54,000,000	$90 $/SF Market Value
Total New Development Assessed Value:
Single Family Housing (units)	$51,250,000	10% Assessment Ratio -- Residential
Multifamily Housing (units)	$11,000,000	10% Assessment Ratio -- Residential
Commercial (Sq Ft)	$14,848,000	29% Assessment Ratio -- Commercial
Industrial (Sq Ft)	$20,358,000	29% Assessment Ratio -- Commercial
Of›ce/Employment (Sq Ft)	$15,660,000	29% Assessment Ratio -- Commercial
Total Assessed Value	$113,116,000
Annual Property Tax Revenue	$1,108,197	0.009797% City Property Tax Mill Levy
Sales Tax Revenue
Total New Commercial Development (Sq Ft)	640,000
Total New Annual Retail Sales	$160,000,000	$250 Estimated Sales Per SF
Annual Sales Tax Revenue	$4,800,000	3% City Sales Tax Rate
Total Annual Tax Revenue	$5,908,197

Source: Leland Consulting Group.

IMPLEMENTATION

Implementation Funding Assessment Table

 

* State roadways are not eligible for County Capital Expansion Fees.

** Funded by affected property owners.

Related Projects Implementation Funding Assessment

(outside the of study area)

	Estimated	Developer/	City Capital /	County Capital	Other
Improvement/Project	Total	Property Owner	Expansion	/ Expansion	Funding	Funding Gap
	Cost***	Paid	Fees	Fees*	Source
1. T R A N S P O R T A T I O N
a. Lemay Grade-Separated Crossing/Alignment	$27,000,000	�	Street Oversizing			�
b. Timberline Grade-Separated Crossing/Alignment	$27,000,000	�	Street Oversizing			�
c. SH 14 Access Management Plan	$28,165,000				State Funds
d. I-25 / SH 14 Interchange	$23,400,000				State Funds
e. I-25 / Vine Drive Interchange	$18,660,000				State Funds
2. C I V I C F A C I L I T I E S
a. Branch Library	$3,200,000				Library Funds	�
3. P O L I C E S E R V I C E S
a. Increased Staf›ng	$2,900,000				Police Funds
R E L A T E D P R O J E C T S T O T A L	$130,325,000

* State roadways are not eligible for County Capital Expansion Fees.

** Funded by affected property owners.

*** Estimates done in Year 2000

Source: City of Fort Collins, EDAW Inc, Felsburg Holt and Ullevig, Sear Brown, and Leland Consulting Group.

IMPLEMENTATION

 

 

Framewaor Plan Overlay Map

Improvement Districts and Enterprise Zone