HomeMy WebLinkAboutCOUNCIL - COMPLETE AGENDA - 10/25/2022 - WORK SESSIONNOTICE:
Work Sessions of the City Council are held on the 2nd and 4th Tuesdays of each month in
the Colorado Room of the 222 Building. Meetings are conducted in a hybrid format, however
there is no public participation permitted in a work session.
City Council members may participate in this meeting via electronic means pursuant to
their adopted policies and protocol.
Fort Collins City Council
Work Session Agenda
6:00 p.m. Tuesday, October 25, 2022
Colorado Room, 222 Laporte Ave, Fort Collins, CO 80521
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A solicitud, la Ciudad de Fort Collins proporcionará servicios de acceso a idiomas para
personas que no dominan el idioma inglés, o ayudas y servicios auxiliares para personas
con discapacidad, para que puedan acceder a los servicios, programas y actividades de la
Ciudad. Para asistencia, llame al 970.221.6515 (V/TDD: Marque 711 para Relay Colorado). Por
favor proporcione 48 horas de aviso previo cuando sea posible.
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City of Fort Collins Page 1 of 2
City Council
Work Session Agenda
October 25, 2022 at 6:00 PM
Jeni Arndt, Mayor
Emily Francis, District 6, Mayor Pro Tem
Susan Gutowsky, District 1
Julie Pignataro, District 2
Tricia Canonico, District 3
Shirley Peel, District 4
Kelly Ohlson, District 5
Colorado River Community Room
222 LaPorte Avenue Fort Collins
Cablecast on FCTV
Channel 14 on Connexion
Channel 14 and 881 on Comcast
Carrie Daggett Kelly DiMartino Anissa Hollingshead
City Attorney City Manager City Clerk
CITY COUNCIL WORK SESSION
(immediately following the adjourned meeting)
A) CALL MEETING TO ORDER
B) ITEMS FOR DISCUSSION
1. Overview of Draft Oil and Gas Regulations.
The purpose of this work session is to provide: 1) an adoption schedule for zoning and setback
restrictions for new or modified oil and gas facilities in the Land Use Code; 2) updates regarding
recent developments in regional oil and gas regulations and compliance issues for existing oil and
gas facilities; and 3) recommendations for refinements to reverse setback regulations for new land
development near existing oil and gas facilities.
2. Draft Active Modes Plan.
The purpose of this work session is to present the draft Active Modes Plan to Council for feedback
in advance of December adoption hearings. The Active Modes Plan combines and updates the
2011 Pedestrian Plan and 2014 Bicycle Plan as well as incorporating micromobility devices such
as skateboards and scooters. The plan identifies key opportunities to significantly improve and
expand the city’s active modes networks, support facilities, policies, and programs. The project
team has incorporated feedback received from the community during the July 25 – August 24
public comment period into the draft Active Modes Plan.
City of Fort Collins Page 2 of 2
3. 15-Minute City Analysis.
The purpose of this work session is to get feedback from Councilmembers on the 15-Minute City
Analysis as one of the adopted 2021 – 2023 Council Priorities. The 2022 City Budget funded an
offer to expand the scope of the Active Modes Plan to examine how to achieve a 15-Minute City.
The general concept of a “15-Minute City” is a community where every resident can access daily
needs within 15 minutes via active modes of transportation such as walking and bicycling. The
analysis defines what a “15-Minute City” means for Fort Collins, examines existing conditions,
identifies gaps in active transportation networks and land use patterns that are barriers to creating
a 15-Minute City, and recommends strategies to remove these barriers. The analysis identifies
existing initiatives that are helping to achieve 15-minute access as well as identifying opportunities
for improvement.
C) ANNOUNCEMENTS
D) ADJOURNMENT
Upon request, the City of Fort Collins will provide language access services for individuals who have limited
English proficiency, or auxiliary aids and services for individuals with disabilities, to access City services,
programs and activities. Contact 970.221.6515 (V/TDD: Dial 711 for Relay Colorado) for assistance.
Please provide 48 hours advance notice when possible.
A petición, la Ciudad de Fort Collins proporcionará servicios de acceso a idiomas para personas que no
dominan el idioma inglés, o ayudas y servicios auxiliares para personas con discapacidad, para que
puedan acceder a los servicios, programas y actividades de la Ciudad. Para asistencia, llame al
970.221.6515 (V/TDD: Marque 711 para Relay Colorado). Por favor proporcione 48 horas de aviso previo
cuando sea posible.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 1 of 4
October 25, 2022
WORK SESSION AGENDA
ITEM SUMMARY
City Council
STAFF
Caryn Champine, Planning, Development & Transportation Director
Rebecca Everette, Planning Manager
Cassie Archuleta, Air Quality Program Manager
Brad Yatabe, Legal
SUBJECT FOR DISCUSSION
Overview of Draft Oil and Gas Regulations.
EXECUTIVE SUMMARY
The purpose of this work session is to provide: 1) an adoption schedule for zoning and setback restrictions
for new or modified oil and gas facilities in the Land Use Code; 2) updates regarding recent developments
in regional oil and gas regulations and compliance issues for existing oil and gas facilities; and (3)
recommendations for refinements to reverse setback regulations for new land development near existing
oil and gas facilities.
GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED
1. For operational standards at existing Oil & Gas facilities: Do Councilmembers have any feedback on
current efforts that leverage State and County regulations and resources?
2. For development near existing Oil & Gas facilities: Do Councilmembers have any feedback on
proposed refinements to the Land Use Code regarding reverse setbacks?
BACKGROUND / DISCUSSION
In April 2018, the State of Colorado adopted SB-181, which effectively changed the way oil and gas
development is regulated in Colorado. This both required comprehensive updates to State regulations and
allowed greater local government authority to adopt more stringent regulations. Since 2018, the Colorado
Oil and Gas Conservation Commission (COGCC) and many local jurisdictions, including Larimer County,
subsequently adopted comprehensive regulations along with resources for regulatory compliance
programs.
To respond to this changing regulatory landscape, Council direction, and community feedback, staff has
worked to develop a comprehensive set of regulations for oil and gas development for both new and
existing facilities. At the same time, several regulatory changes have occurred at the State and County
levels that have created opportunities to more efficiently and effectively meet the community’s and
Council’s expectations within the new regulatory framework, and without additional operational regulations
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Item 1.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 2 of 4
at the City level. Summaries and recommendations here are separated into three parts as related to: 1)
new oil and gas facilities; 2) existing oil and gas facilities; and 3) new development near existing wells.
1. Land Use Restrictions for New Wells
Accessing oil and gas mineral resources from surface operations within the City is already limited and will
become increasingly so as the City continues to grow. Per previous Council feedback, staff has d rafted
Land Use Code (LUC) updates that include siting restrictions for new development applications, including
expansion of existing facilities.
Proposed siting restrictions for new development applications include:
2,000-foot setbacks from occupiable buildings, parks, trails or natural areas
Development restricted to Industrial Zone Districts
As summarized previously in March 22, 2022 Work Session materials, these updates effectively would not
leave space within existing City limits and current zoning allocations for future surface use related to oil
and gas development. A draft of proposed code language will be made available in November 2022, and
consideration of adoption of land use restrictions for new wells is currently scheduled for December 6,
2022.
2. Operations at Existing Wells
While new Land Use Code will effectively eliminate impacts from new wells, there remains public concern
about existing operations in an oil field in northeast of Fort Collins which partially extends into City limits.
Relatively speaking, the scale of operations in Fort Collins is smaller than many other local jurisdictions,
as the field has only 10 active wells within City limits.
Following adoption of SB-181, per Council direction, staff initially began developing comprehensive local
regulations related to potential impacts to human health and the environment. Concurrently, with
rulemaking engagement from the City, COGCC regulations began rapidly evolving, and Larimer County
adopted oil and gas regulations for the first time. Key elements of new regulations adopted since 2021 are
listed in Attachment 1. Most recently, regional and local efforts related to current operations have included:
Potential closure of low or non-producing wells. In April 2022, new COGCC Financial Assurance
rules became effective, in part allowing local jurisdictions to request that low or non-producing wells be
ordered plugged and abandoned (reclaimed). These are important considerations for wells within the
Fort Collins field, as some of the wells have not been operational or have been low producing for a
long period of time, and in some cases more than 20 years. Staff are currently working with Larimer
County to prepare a joint application to the COGCC to plug and abandon several wells in and near City
limits that are in close proximity to homes.
State action on compliance issues. In August 2022, the Colorado Department of Public Health and
Environment (CDPHE) ordered operations at a facility in the Fort Collins Field about 5 miles north of
City limits (the “Kraus” facility), cease and desist operations due to ongoing compliance violations.
Additionally, in August 2022, the CDPHE issued a compliance advisory f or a facility that directly abuts
Fort Collins City limits and may consider further compliance action. This site has been subject to
violations of record keeping requirements, leak detections and gas flaring, and was the site of a fire in
May 2022.
Collaboration with Larimer County for inspection and compliance resources. In April 2022,
Council and Larimer Commissioners met jointly and provided direction to establish agreements to share
air quality monitoring and compliance resources. Related to this, Council heard a Resolution for an
Intergovernmental Agreement (IGA) with Larimer County on October 18, 2022 to commit funds towards
Page 4
Item 1.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 3 of 4
the purchase of an Optical Gas Imaging (OGI) camera, which would then be owned, operated and
maintained by Larimer County Department of Public Health. This arrangement effectively adds new
local resources to support odor response leak detections at facilities in and near Fort Collins City limits,
without adding ongoing costs for the City.
Alternative Approaches (e.g., Acquisition of Mineral Interests). Following feedback during the
March 2022 Work Session, staff did preliminary research regarding potential options to lease or
otherwise control mineral rights in for the Fort Collins Field, with the goal of eliminating existing
operations within City limits. Staff determined that the acquisition of mineral rights and oil and gas
leases would be complex and involve substantial time and resources to identify the owners of the
mineral rights and leases, determine the value of rights and leases, and negotiate and complete the
acquisitions. Further exploration remains an option if current efforts do not effectively reduce or
eliminate surface impacts from oil and gas operations in the City.
Given the pending adoption of new LUC that will limit new oil and gas facilities, the small scale of existing
operations, new State regulations, and collaboration with Larimer County to support compliance, staff does
not recommend consideration of additional local regulations and enforcement resources for existing
facilities at this time.
3. Reverse Setbacks – New Development Near Existing Wells
The COGCC regulates permitting and setbacks for new wells near existing buildings but does not regulate
the reverse situation: permitting and setbacks for new development near existing oil and gas facilities.
Since 2013 and most recently updated in 2018, the LUC requires a buffer of at least 500-feet between
existing oil and gas operations and new residential development and 1000-feet for High-Occupancy
Buildings likes playgrounds, parks, recreational fields, or community gathering space. The Code also offers
a 150-feet alternative compliance buffer for Plugged and Abandoned wells that requires site investigation
details, sampling, and monitoring to demonstrate that the well has been properly abandoned and that soil,
air and water quality have not been adversely impacted by oil and gas operations or facilities or other
sources of contamination.
In November 2021, the COGCC adopted a revised 2,000-foot setback from any oil and gas location to
residential buildings, school facilities, and childcare centers. The following minor updates are proposed to
align the new COGCC rulemakings and existing definitions:
Update reverse setback requirements to 2,000-feet setback rule for the following COGCC well status
type:
o Producing (PR); wells where produced oil and/or gas is collected from underground reservoirs
o Injecting (IJ); wells used for the exclusive purpose of injecting fluids for enhanced oil recovery
o Shut-In (SI); wells that are not currently producing, but remain capable of production or injection
Update reverse setback requirements to 150-feet setback for the following COGCC Well status types,
which represent wells that are no longer operational and will not be in the future:
o Plugged and Abandoned (PA);
o Dry and Abandoned (DA);
o Abandoned Location (AL)
Continue to require a site investigation for all abandoned wells entitled to a 150-foot setback, assuring
the well has been accurately located, and there are no soil or soil gas contamination issues
Remove an exclusion for setbacks from roads.
Page 5
Item 1.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 4 of 4
Soil-Gas and Groundwater Monitoring for 150-foot Buffer Zones
The current requirements of the LUC provide a 150-foot alternative compliance buffer distance for Plugged
and Abandoned wells, only. In addition to submitting an alternative compliance buffer plan, development
must submit a plan for five-years of monitoring at the well location. This LUC requirement remains
important for inactive and abandoned wells rather than active wells because the Operator of an active well
is already required to provide ongoing monitoring during the lifecycle of the well per COGCC Rules. Given
the unknown integrity of previously plugged wells (both dry and formerly producing) drilled prior to 1951,
and the evolving standards from the scientific literature; Staff recommend the LUC continue to require
ongoing monitoring for inactive wells (PA and DA wells) for 5 years after development Construction Permit
has been issued.
Impact
Most developable land near existing oil and gas wells has been built out and updated reverse setback
regulations would not have an impact except in one undeveloped areas near two “Shut-In” wells.
Attachment 2 includes a map showing reverse setbacks in place when the “County Club Reserve” area
was approved (350-feet), current setbacks (500-feet), and the proposed revised reverse setbacks (2000-
feet). Note that the future status of these wells is currently unknown, and the City and County are exploring
options to “Plug and Abandon” these active wells with the COGCC.
NEXT STEPS
Ongoing work in oil and gas is expected to include:
1. Consideration of adoption of land use restrictions for new or modified oil and gas facilities, which is
currently scheduled for December 6, 2022.
2. As related to operation of existing oil and gas facilities:
o Purchase of new OGI camera to support leak detections at existing facilities, per Intergovernmental
Agreement (IGA) with Larimer County.
o Submittal of a joint City/County application to the COGCC to consider plugging and abandonment
of low and non-producing wells in the Fort Collins Field, expected to be submitted in Q4 of 2022.
Staff will report back to Council regarding outcomes of COGCC decisions when available.
3. For reverse setbacks, if supported by Council, development of code updates could be brought to
Council for consideration in Q1 of 2023.
ATTACHMENTS
1. List of Regulations
2. Map of Reverse Setbacks
3. Presentation
Page 6
Item 1.
OPERATIONAL STANDARDS OVERVIEW TABLE
NEW AND EXISTING DEVELOPMENT
Item State Requirements Additional City/County Requirements
AIR QUALITY
Leak Detection and
Repair
Requires a leak detection and repair (LDAR)
program, reporting requirements, and
prompt repair of any discovered leaks.
Larimer County requires repairs
completed ASAP but no later than 72
hours after discovery.
For inspection purposes, detection of
leaks requires specialized equipment and
training. The City is planning to purchase
an Optical Gas Imaging (OGI) camera,
and the County will train and deploy field
personnel to support routine inspections
and complaint response.
Odor Complaint
Response
The Colorado Department of Health and
Environment (CDPHE) has odor thresholds,
and odor complaints are navigated by both
the CDPHE and Colorado Oil and Gas
Conservation Commission (COGCC).
Larimer County already enforces odor
limits on behalf of CDPHE, using
specialized odor detection equipment and
trained field personal. New OGI camera
will also be used in response to oil and
gas odor complaints to better detect and
respond to odors.
WATER QUALITY
Water Quality
Protection
The COGCC has strong water quality
protection requirements that address down-
hole well bore integrity. Spill and public
water supply protection must be coordinated
with local governments and public water
suppliers.
For new and existing development, the
County requires the operator to outline
coordination needed to respond to a spill
and when public water supplies may be
threatened.
NUISANCE
Noise Mitigation
Current regulations permit increased noise
during drilling and completion; Continuous
monitoring is required during drilling and
completion within 2,000 feet of building unit.
Existing City noise limits apply.
Additionally, County requires noise
mitigation plans and monitoring for any
new development.
SAFETY
Emergency
Preparedness and
Response
COGCC requires an emergency response
plan but defers entirely to local government
agencies and emergency responders
This is the area where coordination from
the city and emergency responders is
essential, and the City and County will
jointly work with operators and Poudre
Fire Authority (PFA) to update plans that
meet new County standards.
RECLAMATION
Financial
Assurances and
Plugging and
Abandonment
Requirements
COGCC adopted new financial assurance
requirements, including bond requirements
to ensure appropriate plugging and
abandonment, increased bonds for low
producing wells, and the ability for local
governments to request wells to be plugged
that are no longer used or useful.
City and County will explore new authority
to request wells be plugged and
abandoned that are no longer used or
useful.
Page 7
Item 1.
ATTACHMENT 2
Page 8
Item 1.
Oil and Gas Regulations
10-25-2022
Cassie Archuleta
Air Quality Program Manager
Rebecca Everette
Planning Manager
Page 9
Item 1.
2Questions for Council
UPDATE
For new O&G facilities: Staff will bring ordinance to Council for consideration
on December 6.
QUESTIONS
1.For operational standards at existing O&G facilities: Do Councilmembers
have any feedback on current efforts that leverage State and County
regulations and resources?
2.For development near existing O&G facilities: Do Councilmembers have
any feedback on proposed refinements to the Land Development Code
regarding reverse setbacks?
Page 10
Item 1.
2019 2020 2021 2022
3Timeline
OCT 2022
WS and
City/County IGA
JAN 2021
WS –Zoning and
Setbacks
OCT 2019
WS –Initial
Council direction
APR 2019
Senate Bill 19-181
Adopted
APR 2022
COGCC -Financial
Assurance Rules
MAR 2022
WS –Operational
Standards and
Reverse Setbacks
AUG 2022
CDPHE –Compliance
Advisory
Senate Bill 19-181 (April 2019):
•Change in Colorado Oil and Gas Conservation Commission (COGCC) Mission from fostering
responsible, balanced development to regulating in a manner that protects public health, safety &
environment
COGCC = Colorado Oil and Gas Conservation Commission; CDPHE = Colorado Department of Health and Environment
DEC 2022
O&G Code 1st
Reading (New
Wells)
NOV 2020
COGCC Mission
Change Rules
Page 11
Item 1.
4Areas of Focus
New Oil & Gas Facilities
Siting requirements
Approval procedures
Design standards
Operational Standards for Existing Facilities
Emissions controls
Leak detection and repair
Spill detection and response
Reverse Setbacks
Distance for new development from existing wells
Ready for 1st Reading; December 6, 2022 No new code; Leverage State and County regulations Minor code refinements proposed; early 2023
Page 12
Item 1.
Regional Context
Active Wells:
•Colorado: 49,882
•Weld County: 18,353
•Larimer County: 261
•City Growth Management Area:
17
•City of Fort Collins: 10
5
Fort Collins
Well (producing, injecting, shut-in or abandoned)
City Limits
Source:
http://cogcc.state.co.us/maps.html
#/gisonline (3/5/2022)
Page 13
Item 1.
Objectives:
•No new oil and gas development within City limits
•No new oil and gas development in City Natural Areas
Top Concerns:
What we have heard 6
Sub-surface Water Quality
Regional Air Quality
Traffic
Odors and Emissions
Leaks and Spills
Climate Change Impacts
Page 14
Item 1.
7New Oil and Gas Facilities
Objective:
•Limit new oil and gas development
within City limits
Council Feedback/Direction:
•Restrict to Industrial Zone Districts
•Apply 2000’ minimum setbacks
from occupied buildings, trails and
natural areas
Current Status:
•1st Reading scheduled for
December 6, 2022
BEFORE AFTER
•2000’ setbacks (could be
modified by COGCC)
•3% Land Available
•Industrial Zones and 2000’
setbacks
•~0% Land Available
OPEN
SPACE
Page 15
Item 1.
Objective
•Mitigate (or eliminate) impacts from existing wells
Council feedback/direction:
•Explore comprehensive regulations
•Explore alternatives (e.g., acquire mineral rights)
New from the State:
•Comprehensive rulemaking (November 2021)
•Financial assurance requirements (April 2022)
•Restrictions on low-producing wells (April 2022)
•Compliance Advisory (August 2022)
City/County collaboration:
•Joint Council/Commissioner meeting (April 2022)
•City purchase of optical gas imaging (OGI) camera for
leak detection (October 2022)
8What about existing wells?
Operator: Prospect Energy
# Active Wells:10
Page 16
Item 1.
9Case Study #1: Site with Compliance Issues
Description:
•Tank battery (storage) and production
•Outside City limits, within GMA
Status/Concerns:
•CDPHE issued Compliance Advisory
(August 9, 2022)
•Potential issues related to legality of
routinely flaring gas
Next Steps:
•Seek resolution with CDPHE, including
potential “cease and desist” order
•Support County in ongoing inspections and
leak detection
Page 17
Item 1.
10Case Study #2: Low Producing Sites
Description:
•Shut-in (non-producing) and producing
sites
Status/Concerns:
•New homes planned within 350’ (Country
Club Reserve)
•Low producing; <2 barrels/day over
previous 12 months
Next Steps:
•City and County joint application to
COGCC requesting order to plug and
abandon
•Support County in ongoing inspections
and leak detection
Page 18
Item 1.
11Case Study #3: Close to homes
Description:
•Low producing, shut-in and injecting sites
Status/Concerns:
•No current compliance issues or past
spill/response; feeds problematic tank
battery site
•Within 150’ of homes
Next Steps:
•City and County joint application to
COGCC requesting order to plug and
abandon
•Support County in ongoing inspections
and leak detection
Page 19
Item 1.
Determine outcomes of:
•Compliance advisories
•Applications to plug and abandon
Continue partnership with Larimer County to:
•Inspect sites
•Respond to complaints/concerns
•Coordinate emergency response planning
Return to Council with:
•Any remaining regulatory gaps and
opportunities, depending on outcomes
Existing Wells 12
Recommendations –Current Operations
Courtesy of Earthworks, Andrew Klooster
Page 20
Item 1.
Goals:
•Protect health and safety of future residents
•Incentivize plugging and abandonment of
active wells
•Facilitate site investigation and sampling
History:
•First adopted in 2013
•Updated in 2018 –pre-dating SB-181
Results:
•Effective incentive for developers to
plug/abandon wells
•Significantly more data on abandoned wells
•Overall reduction in community impacts
Development Review -Reverse Setbacks 13
Reverse Setbacks for Land
Development
2013
2018
2013
2018
2000'
1000'
500'
350'
Producing Well in Hearthfire Neighborhood
Page 21
Item 1.
Default:
•500’ setback for new residential units;
•1000’ setbacks for new High Occupancy
Buildings; or
•Mirror COGCC standard well setback,
whichever is greater
Alternative compliance:
•150’ buffer if well site is fully reclaimed
•Only for plugged and abandoned wells
•Initial site analysis and 5 years of
monitoring required
*Buffers do not apply to properties separated
by roads
Development Review -Reverse Setbacks 14
Current Standards (updated Sept 2018)
2013
2018
2013
2018
2000'
1000'
500'
350'
Hearthfire Producing and Injecting Wells Page 22
Item 1.
15Reverse Setbacks –Proposed Refinements
Issue Proposed Change
•Buffer applies to only residential and high-
occupancy building units
•Apply buffer to all occupied buildings,
regardless of land use
•Buffer applies equally to active and
abandoned well types
•Not calibrated to actual public health risk
•Allow reduced buffer for abandoned wells in
exchange for site assessment, monitoring and
reclamation
•Require assessment and monitoring for all
abandoned well types
•Buffer does not apply to properties across an
arterial road
•Apply buffers across arterial roads to support
public health
Page 23
Item 1.
16Current Oil and Gas Reverse Setbacks –Impacts
Description:
•Active wells near undeveloped
areas
Status/Concerns:
•Potential proximity of new
homes
Recommendations:
•Update LUC to apply 2000’
setback from active wells
•Update LUC to apply 150’
setback from abandoned wells
•Work with State, County,
developer and operator to
pursue plugging, reclamation
and abandonment
Page 24
Item 1.
17Case Study #4: Inactive Wells
Description:
•Sites no longer in use (abandoned)
Status:
•Location verified
•Confirmed that well site has been fully
reclaimed and/or plugged to current
standards
Next Steps:
•Update code to require assessment and
monitoring for all abandoned well types:
•Plugged & Abandoned
•Dry & Abandoned
•Allow for 150’ setback if location
verification, site assessment and
monitoring requirements are met
Page 25
Item 1.
18Areas of Focus
New Oil & Gas Facilities
Siting requirements
Approval procedures
Design standards
Operational Standards for Existing Facilities
Emissions controls
Leak detection and repair
Spill detection and response
Reverse Setbacks
Distance for new development from existing wells
Ready for 1st Reading; December 6, 2022 No new code; Leverage State and County regulations Minor code refinements proposed; early 2023
Page 26
Item 1.
19Questions for Council
UPDATE
For new O&G facilities: Staff will bring ordinance to Council for consideration
on December 6.
QUESTIONS
1.For operational standards at existing O&G facilities: Do Councilmembers
have any feedback on current efforts that leverage State and County
regulations and resources?
2.For development near existing O&G facilities: Do Councilmembers have
any feedback on proposed refinements to the Land Development Code
regarding reverse setbacks?
Page 27
Item 1.
For More Information, Visit
THANK YOU!
fcgov.com/oilandgas
Page 28
Item 1.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 1 of 8
October 25, 2022
WORK SESSION AGENDA
ITEM SUMMARY
City Council
STAFF
Cortney Geary, Active Modes Manager
Aaron Iverson, Senior Manager, FC Moves
SUBJECT FOR DISCUSSION
Draft Active Modes Plan.
EXECUTIVE SUMMARY
The purpose of this work session is to present the draft Active Modes Plan to Council for feedback in
advance of December adoption hearings. The Active Modes Plan combines and updates the 2011
Pedestrian Plan and 2014 Bicycle Plan as well as incorporating micromobility devices such as
skateboards and scooters. The plan identifies key opportunities to significantly improve and expand the
city’s active modes networks, support facilities, policies, and programs. The project team has incorporated
feedback received from the community during the July 25 – August 24 public comment period into the
draft Active Modes Plan.
GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED
1. Do Councilmembers support the plan vision and goals?
2. Do Councilmembers support the plan recommendations?
3. What feedback do Councilmembers have on the plan implementation strategy?
BACKGROUND / DISCUSSION
The City is developing an Active Modes Plan, which combines and updates the City’s 2011 Pedestrian
Plan and 2014 Bicycle Plan. The plan incorporates not only pedestrians and bicyclists, but also
micromobility devices such as scooters and skateboards. The geographic scope of the plan is the City of
Fort Collins’ Growth Management Area. The recommendations were developed with an eye towards
aligning with key regional connections beyond the city’s jurisdictional boundaries. This update is focused
on identifying key opportunities to significantly improve and expand the City’s existing active modes
networks, support facilities, policies, and programs.
The Active Modes Plan is a joint effort between the City of Fort Collins and Colorado State University and
is funded by both entities. The City funding is derived from bicycle and ped estrian Community Capital
Improvement Program funds. The consulting firm Toole Design Group was selected to support the
development of the plan through a competitive request for proposals process. The project kicked off in
September 2021 and is anticipated for Council adoption in December 2022.
Page 29
Item 2.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 2 of 8
STRATEGIC ALIGNMENT
The Active Modes Plan is strategically aligned with other key plans and initiatives including:
2022 Strategic Plan
o Objective 6.1: Improve safety for all modes and users of the transportation system to ultimately
achieve a system with no fatalities or serious injuries.
o Objective 6.3: Invest in equitable access to, and expansion of, all sustainable modes of travel with
emphasis on growing transit ridership.
City Council 2021 – 2023 Priorities
o Implementation of 15-minute community concept
o Improved air quality
City Plan
o Principles T 6 & 7: Support walking and bicycling as safe, easy, and convenient travel options for
all ages and abilities by building connected networks of facilities.
o Other outcome areas including Environmental Health and Neighborhood Livability & Social Health
Our Climate Future
o Big Move 4: Convenient Transportation Choices
o Big Move 5: Live, Work and Play Nearby
COMMUNITY ENGAGEMENT
Community feedback informed every aspect of the plan. The project team sought broad feedback from the
community, with an emphasis on elevating the voices of historically underrepresented groups. A Technical
Advisory Committee, composed primarily of City staff and partner agencies, and a Community Advisory
Committee, composed of pedestrian and bicycle advocates and community members of diverse
backgrounds, provided feedback at key junctures throughout the plan development. The Bicycle Advisory
Committee, Transportation Board, and other interested City Boards and Commissions were also engaged
and provided input. The project team utilized both traditional engagement methods such as visioning
workshops and focus group meetings as well as non-traditional methods that “meet people where they
are” such as pop-up events along trails and at community events.
Two examples of engagement methods that have focused on reaching historically underrepresented
groups include conducting focus groups with middle school students and contracting with Community
Connectors, a local Latina-owned business which hires mobile home community residents to survey their
neighbors. Thanks to the work of the Community Connectors, 294 Spanish-speaking residents of mobile
home communities in and around Fort Collins participated in the community survey. This represents 38%
of all survey responses received. The Colorado Chapter of the American Planning Association honored
the City with a merit award for Active Modes Plan community engagement.
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The project team estimates that 3,500 people contributed feedback to the plan. Total public participation
in each engagement opportunity is as follows:
Visioning questionnaire = ~350 participants
Community Survey = 771 participants
Mapping activity #1 = 879 participants; 1,376 submissions
Prioritization questionnaire = 1,182 participants
Mapping Activity #2 = 559 participants; 1,449 submissions
Draft plan review = 800 comments
ENVISIONING THE FUTURE
The plan vision and goals serve as an overarching framework guiding recommendations, project
prioritization, and the implementation strategy. The plan is oriented around the year 2032, ten years after
the anticipated adoption date. The plan vision and goals were informed by responses to the visioning
questionnaire and community survey.
Vision
Active transportation is an integral part of daily life and the local cultural experience. Fort Collins is a place
where walking, bicycling, and using other active modes are safe, accessible, convenient, joyful, and
desired by people of all ages and abilities.
Goals
Mode Share: Achieve 50% active modes share of all trips by 2032
The mode share goal was set to align with the 15 minute city concept. Based on the 2022 Residential
Travel Diary Study, 51% of car trips are three miles or less. Most people can travel three miles by bike
or e-micromobility device in 15 minutes. The active modes share goal is based on converting a majority
of short car trips to active modes of transportation.
Achieving 50% active modes share will help the City is expected to result in a 13.5% reduction in
vehicle miles traveled, which would result in a reduction of approximately 7,500 metric tons of CO2 equivalent. This supports the Our Climate Future Goal of reducing greenhouse gas emissions 80%
below 2005 baseline levels.
Vison Zero: Eliminate active modes fatalities and serious injuries by 2032
The Active Modes Plan is focused on projects that improve safety for active modes users. Replacing
vehicular trips with walking and biking trips is also one of the most effective methods to improve the
safety of all road users.
Big Moves & Next Moves
The Active Modes Plan is oriented around five Big Moves and related Next Moves. The Big Moves describe
the intended outcomes of the plan, and the Next Moves are tactics and methods for achieving them. The
Big Moves and Next Moves were also informed by responses to the visioning questionnaire and community
survey.
A Complete and Connected Network
o Provide direct connections.
o Locate and fill network gaps.
o Connect to the trail system.
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o Expand the wayfinding system.
Comprehensive Access to Destinations
o Upgrade facilities to meet ADA standards.
o Connect to mobility hubs.
o Repair sidewalks and bikeways.
o Manage parking and placement of micromobility, bikeshare, and carshare.
o Reevaluate snow removal procedures.
Safe and Comfortable Travel
o Support the implementation of Vision Zero goals.
o Install traffic calming improvements.
o Provide increased street lighting that complies with the City’s Night Sky Initiative.
o Frequently evaluate safety.
A Healthy and Equitable Community
o Create appropriate programming.
o Increase diverse community involvement.
o Improve network equity by using the Health Equity Index.
o Expand multimodal options.
A Supportive and Inclusive Culture
o Advance active transportation culture and coordinate with the Shift Your Ride travel options
program.
o Build active modes awareness.
o Increase active school trips.
POLICY AND PROGRAM RECOMMENDATIONS
Policies and programs, when combined with infrastructure improvements, are key ingredients in achieving
the Active Modes Plan vision and goals. Community responses to the prioritization questionnaire helped
identify the policy and program improvements that have the greatest potential impact. The
recommendations are organized into five categories:
1. Prioritizing Active Modes
a. Adopt the Transportation Hierarchy as the overarching framework for Fort Collins’ transportation
system.
b. Ensure that the percent of transportation funding allocated to active modes aligns with the City’s
strategic outcomes related to mode shift, safety, climate action, and equity.
c. Prioritize the safety and efficiency of Active Modes users by expanding the Neighborhood Traffic
Mitigation Program.
2. Update Land Use Policies to Support Active Modes
a. Evaluate how the active modes network can increase 15-minute communities.
b. Adopt development practices that support active modes.
c. Establish motor vehicle parking policies that encourage and support active modes.
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3. Aligning Standards with Active Modes Goals
a. Update Larimer County Urban Areas Street Standards (LCUASS).
b. Update Multimodal Levels of Service framework.
c. Evaluate opportunities to improve the City’s sidewalk maintenance program and asset
management plan.
d. Revise signal timing and intersection design standards along integral pieces of the active modes
network.
e. Revise standards to support micromobility in Fort Collins.
4. Expanding and Creating Programs that Support Active Modes
a. Build and expand the Safe Routes to School program for high school students.
b. Create a transportation demand management program that provides resources and strategies for
employers and residents in Fort Collins.
5. Engaging Communities Meaningfully Around Active Modes
a. Conduct equitable engagement that meaningfully involves and values participation by historically
underserved groups.
b. Continue to promote and grow Fort Collins’ Open Streets and Asphalt Art programs.
c. Increase the visibility and importance of the role of walking and rolling and access for people with
disabilities in Fort Collins.
d. Take action to move Fort Collins towards being a Vision Zero city.
INFRASTRUCTURE RECOMMENDATIONS
The Active Modes Plan infrastructure recommendations were informed by two community mapping
activities, staff expertise, and data analysis, which identified gaps and barriers that affect walking, bicycling,
and rolling in Fort Collins. The plan recommends two types of improvements:
1. Spot treatments: high-priority intersection and crossing improvements
2. Bicycle network improvements: linear bicycle facilities
The Active Modes Plan does not supersede the:
Pedestrian Needs Assessment which prioritizes sidewalk and ADA improvements, or
Paved Recreational Trail Plan which recommends future paved trails.
The following themes guided network planning and analysis:
1. Adapt to growth,
2. Consider varying travel needs,
3. Unlock active modes for more trips,
4. Design safe streets and intersections, and
5. Plan with context sensitivity.
Recommended spot treatments include:
24 changes to signal operations
19 high-visibility markings and signage
37 signals or beacons
15 median refuge islands, intersection diverters, or offset crossings
49 geometric redesign
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21 new connections or crossings
Recommended bicycle network improvements include:
21 miles of neighborhood bikeways
3 miles of conventional bike lanes
11 miles of buffered bike lanes
64 miles of separated bike lanes
45 miles of sidepaths
IMPLEMENTATION
The implementation strategy translates the Big Moves into an actionable set of projects and phases, as
well as an order of magnitude assessment of what resources are needed to deliver on the plan’s goals.
Prioritization
Infrastructure projects were prioritized and phased based on a two-step process. Outcomes-based criteria
are directly aligned with the Big Moves. Community responses to the prioritization questionnaire helped to
weight the outcomes-based prioritization criteria.
Step 1: Outcomes-based prioritization
o Network Connectivity
Number of connections to existing and planned active modes facilities
Number of priority destinations within ¼ mile
o Access
Number of transit stations or stops within ¼ mile (weighted by service frequency)
o Safety and Comfort
Pedestrian or bicycle high-injury network
Distance to low-stress crossing (pedestrian)
Difference between existing and proposed comfort designation (bicycle)
o Health and Equity
Health-Equity Index score
Step 2: Implementation-based prioritization
o Cost: Planning-level opinion of probable cost
o Readiness: Whether or not additional study or planning is needed, based on implementation action
o Multimodal benefit: Coincides with another modal network plan (e.g. pedestrian, bicycle, or transit)
o Synergy: Overlap with planned or programmed projects (e.g. Transportation Capital Project
Prioritization Study, Street Maintenance Program)
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Phases
Based on the project prioritization and the Active Modes Plan goals for active modes share and safety, the
projects are broken into three phases. In reality, some projects in a later phase may be implemented
sooner if opportunities such as incorporating improvements in a new development or collaborating with
utilities work arise, but when prioritizing locally-controlled funding, the City will focus on implementing
projects according to the following phased approach:
1. Phase 1: High Priority/Readiness - This phase is focused on strengthening the downtown and urban
core network while implementing strategic crossing improvements citywide.
2. Phase 2: Medium Priority/Readiness - This phase is focused on expanding the core network to a
larger geography of the city and includes more complex projects.
3. Phase 3: Low Priority/Readiness - This phase is focused on completing the “full-build” network and
includes transformational projects to complete the citywide network.
Funding
Opinions of probable cost were developed based on the anticipated improvement type and local bid tabs,
with contingencies built in to reflect rising costs for project implementation. Overall, the Active Modes Plan
proposes the following relative funding levels over each phase of the plan:
Phase 1: $30.4 million
Phase 2: $57.1 million
Phase 3: $71.2 million
In addition to the capital costs of implementing new facilities, bicycle and pedestrian infrastructure requires
maintenance and should be incorporated into standard maintenance programs to ensure continued safety
and usefulness. Because bicycles and people walking put less force and wear on roadways, these costs
are overall considerably less than general roadway maintenance.
While the prioritization of projects into phases reflects a strategic roll-out based on the Active Modes Plan
goals, values, and practicality based on current conditions, opportunities may arise that shift the
prioritization over time. This prioritization exists as just the first part of a three-part implementation
approach:
1. Grow funding
a. Extend Community Capital Improvement Program
b. Budgeting for Outcomes
c. State and federal grants
d. Consider bond funding
e. Identify new revenue sources
2. Maximize existing programs
a. Street maintenance program
b. Major capital projects
c. Utilities work
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3. Leverage partnerships and development
a. Colorado State University
b. Larimer County
c. New development and redevelopments
CONCLUSION
While the analysis, action planning, and engagement for developing the Active Modes Plan occurred over
the span of just one year, the plan is the result of many years of dedication and intentional actions towards
improving walking, bicycling, and sustainability outcomes. Through implementation, the Active Modes Plan
will help Fort Collins achieve the vision for the future of active modes and create a place where walking,
bicycling, and rolling are safe, accessible, convenient, joyful, and desired. The plan and its projects,
policies, and programs provide a framework for implementing this citywide vision and enhancing
opportunities for using active modes in Fort Collins. The plan presents a detailed roadmap for how the City
of Fort Collins and its partners can strategically plan for innovations, infrastructure improvements, and
investments in the active transportation network, and create a vibrant, dynamic, and accessible community
for all.
NEXT STEPS
The project team will incorporate feedback from Councilmembers into the Active Modes Plan in preparation
for December adoption hearings. Council is scheduled to consider the Active Modes Plan for adoption,
with first reading on December 8.
ATTACHMENTS
1. Draft Executive Summary
2. Draft Plan
3. Presentation
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ACTIVE MODES PLAN
EXECUTIVE SUMMARY
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Fort Collins Active Mode Plan | Executive Summary
Sitting at the foothills of the Rocky Mountains,
Fort Collins is a northern Colorado city with
a thriving downtown surrounded by unique
residential neighborhoods. While it is just one
of the Country’s hundreds of mid-size cities,
people across the United States most likely
have heard of this unique place.
People may know of Fort Collins because of the City’s
outdoor recreation and open space, like Horsetooth
Reservoir and the Poudre River. They might also be
familiar with Colorado State University and its world-
renowned equine sciences program and research
facilities. Some may be drawn to Fort Collins because
of its many high-quality craft breweries that make up
70 percent of Colorado’s total craft beer production.
While these characteristics have distinguished Fort
Collins, they are not the only things that have helped
get Fort Collins on the map.
The City of Fort Collins has become a trailblazer when
it comes to innovative planning and engineering
work that puts people first and supports active
modes of transportation, such as walking, bicycling,
micromobility use (skateboards and scooters), and
rolling (wheelchair use).
The City consistently tops lists of the best places
in the United States to walk and bike, and it comes
as no surprise. Fort Collins has developed a strong
foundational set of guiding plans, policies, and
programs to build up active transportation and
encourage sustainable transportation practices. The
result is a thriving active transportation network
of 266 miles of on-street bikeways and 97 miles of
impressive off -street trails and pathways.
What is the Active Modes Plan?
The Active Modes Plan (AMP) combines and updates the
City’s 2011 Pedestrian Plan and 2014 Bicycle Plan, and
focuses on how Fort Collins can better accommodate and
improve safety for active modes. The Fort Collins AMP
identifies opportunities for improved access to amenities
and transit options, and provides strategies for focusing
efforts and funding toward building a transportation
network that makes it easy and safe to use all modes.
What are active modes?
Active modes of transportation are any forms of
transportation that require physical movement, such as
walking, bicycling, micromobility use (scooters and
skateboards), and rolling (wheelchair use). It refers to
non-motorized modes of travel a well as small motorized
modes such as e-bicycles and e-scooters. Active modes
does not include vehicles or public transit.
Who is FC Moves?
FC Moves is a department within the City’s Planning,
Development, and Transportation Service Area that
was initiated to dedicate staffing and resources towards
advancing mobility solutions and increasing walking,
bicycling, transit use, and shared and environmentally
sustainable modes. FC Moves is spearheading the Fort
Collins AMP to identify opportunities to improve and
expand the City’s existing active modes network and
facilities.
Why the Time is Right for the
Fort Collins Active Modes Plan
Due to the success of the 2011 Pedestrian Plan and 2014
Bicycle Plan, and societal changes that have taken place
over many years, the time is right to reevaluate strategies
for elevating walking, bicycling, rolling, and micromobility
use to substantially amplify active modes in Fort
Collins. Additionally, an AMP is necessary to establish a
framework for addressing existing citywide climate, safety,
mode shift, and equity goals.
Introducing the Active Modes Plan
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Fort Collins Active Mode Plan | Executive Summary
Envisioning the Future
of Active Modes in Fort
Collins
Kicking off in August 2021, the Fort Collins Active
Modes Plan began gathering insights from residents,
businesses, and community organizations with an
emphasis on creating a bold and imaginative vision
for the future of Fort Collins’ active transportation
environment. The conversation was centered on what
Fort Collins community members value and what is
important to them when it comes to being mobile
and safe using active modes on Fort Collins roads.
The result was a vision statement, goals, and a set
of Big Moves and Next Moves targeted at positively
impacting active transportation in Fort Collins.
Big Moves & Next Moves
Big Moves describe the intended outcomes of this
Plan-what Fort Collins will be like once Fort Collins
AMP goals are achieved.
Next Moves are the tactics and methods for achieving
the transformational outcomes that are the Big
Moves. Each Big Move includes 3-5 related Next
Moves.
BIG MOVE: A Complete and Connected Network (CCN)
Provide direct connections
Locate and fill network gaps
Connect to the trail system
Expand the wayfinding system
BIG MOVE: Comprehensive Access to Destinations
(CAD)
Upgrade facilities to meet ADA (Americans with
Disabilities Act) standards
Connect to mobility hubs
Repair sidewalks and bikeways
Manage parking and placement of micromobility,
bikeshare, and carshare
Reevaluate snow removal procedures
BIG MOVE: Safe and Comfortable Travel (SCT)
Support the implementation of Vision Zero goals
Carry out traffic calming improvements
Provide increased street lighting
Frequently evaluate safety
BIG MOVE: A Healthy and Equitable Community (HEC)
Create appropriate programming
Increase diverse community involvement
Improve network equity by using the Health Equity
Index (HEI)
Expand multimodal options
BIG MOVE: A Supportive and Inclusive Culture (SIC)
Advance active transportation culture and
coordinate with the Transportation Demand
Management (TDM) program
Build active modes awareness
Increase active school trips
Expand recreational active modes opportunities
Vision Statement
Active transportation is an integral
part of daily life and the local cultural
experience. Fort Collins is a place where
walking, bicycling, and using other active
modes are safe, accessible, convenient,
joyful, and desired by people of all ages
and abilities.
The Plan is oriented around the year 2032
and embraces a forward-thinking approach to
active transportation infrastructure, policies,
and programs, aiming to:
Achieve 50% active
mode share by 2032
Eliminate active mode
fatalities and serious
injuries by 2032
AND Next MovesNext MovesNext MovesNext MovesNext MovesPage 39
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Fort Collins Active Mode Plan | Executive Summary
Plan Recommendations
Recommended Policies and Programs
Policies and programs, when combined with on-the-ground infrastructure, are key ingredients in creating a community
where active transportation is safe, comfortable, convenient, encouraged, and celebrated. Policies are exclusively set by
local government and help to shape investment strategies and direct work. Programs, on the other hand, may be led by
external organizations such as advocacy organizations and/or managed by the City of Fort Collins.
Prioritizing Active Modes
Overarching Policy: Fort Collins prioritizes projects,
programs, and funding that support the use,
sustainability, and growth of active modes.
Adopt the Transportation Hierarchy as the overarching
framework for Fort Collins’ transportation system.
Ensure that the percent of transportation funding
allocated to active modes aligns with the City’s
strategic outcomes related to mode shift, safety,
climate action, and equity.
Prioritize the safety and efficiency of Active Modes
users by expanding the Neighborhood Traffic
Mitigation Program (NTMP).
Updating Land Use Policies to Support
Active Modes
Overarching Policy: Fort Collins’ City Plan and land use
policies support the use and growth of the active modes
network.
Evaluate how the active modes network can increase
15-minute communities.
Adopt development practices that support active
modes.
Establish motor vehicle parking policies that
encourage and support active modes.
Aligning Standards with Active
Mode Goals
Overarching Policy: Fort Collins uses standards that
support, encourage, and prioritize active modes when
making infrastructure improvements.
Larimer County Urban Area Street Standards (LCUASS).
Update Multimodal Level of Service framework.
Evaluate opportunities to improve the City’s sidewalk
maintenance program and asset management plan, and
to expand in-house implementation capacity.
Revise signal timing and intersection design standards
along integral pieces of the active modes network.
Expanding and Creating Programs that
Support Active Modes
Overarching Policy: Fort Collins manages and supports
community programming that educates and encourages
residents to use active modes.
Build and expand the Safe Routes to School program.
Create a Transportation Demand Management
program that provides resources and strategies for
employers and residents in Fort Collins.
Engaging Communities Authentically
Around Active Modes
Overarching Policy: Active modes in Fort Collins should
be designed for, used by, and supported by historically
underserved groups.
Conduct equitable engagement that meaningfully
involves and values participation by historically
underserved groups.
Continue to promote and grow Fort Collins’ Open
Streets and Asphalt Art programs.
Increase the visibility and importance of the role of
walking and access for people with disabilities in Fort
Collins.
Take action to move Fort Collins towards being a
Vision Zero city.
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Fort Collins Active Mode Plan | Executive Summary
Recommended Networks
The following themes guided network planning and analysis:
Adapt to growth
Consider varying travel needs
Unlock active modes for more trips
Design safe streets and intersections
Plan with context sensitivity
AMP network recommendations will play a key role in the forthcoming Vision Zero Action Plan
and 15-Minute City Analysis. While the AMP emphasizes connections to Fort Collin’s urban
core, network recommendations attempt to strike a balance between improving connections to
activity centers and providing basic coverage of safety and access throughout the city.
1
2
3
4
5
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Fort Collins Active Mode Plan | Executive Summary
miles of shared-use paths or sidepaths
adjacent to roadways
miles of separated bicycle lanes
miles of buffered bicycle lanes
miles of conventional bicycle lanes
miles of neighborhood bikeways
45
21
3
11
64
Recommended Bicycle Network
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Fort Collins Active Mode Plan | Executive Summary
Locations with changes to Signal Operations
Locations with High-Visibility Markings and Signage
Locations with new Signals, Pedestrian Hybrid Beacons,
or Rectangular Rapid-Flashing Beacons
New Median Refuge Islands, Intersection Diverters, or
Offset Crossings
Intersections where Geometric Redesign is indicated
New Connections or Crossings, which may include
constructing new intersections or short path segments
24
49
15
37
19
21
Recommended Spot Treatments
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Fort Collins Active Mode Plan | Executive Summary
.Implementation
The Implementation Strategy translates the Fort
Collins AMP’s Big Moves into an actionable set of
projects and phases, as well as an order of magnitude
assessment of what resources may be needed to
deliver on the plan’s goals.
Based on project prioritization and the Fort Collins
AMP’s primary goals for active mode share and active
mode safety. The plan offers an implementation
strategy based on three phases:
Phase 1: High Priority/Readiness, which is
anticipated to take place in the first five years
of plan rollout; these projects are generally
concentrated around strengthening the downtown
and urban core network, while providing a basic
citywide level of service for active modes.
Phase 2: Medium Priority/Readiness is
anticipated to roll out in five to ten years; this phase
expands the core network to a larger geography of
the city and includes more complex projects.
Phase 3: Low Priority/Readiness projects
are complete the “full-build” network and include
transformational projects to complete the citywide
network, but may be delivered beyond the ten-year
plan horizon.
Because resources—both funding and time—are limited,
this implementation strategy seeks to maximize the
impact of projects by implementing transformational
(but often small-scale) projects in the near term, and
gathering momentum to implement the larger and more
complex projects strategically over a longer period.
While the prioritization depicted in the map on the
next page reflects a strategic roll-out based on the
AMP’s goals, values, and practicality based on current
conditions, opportunities may arise that shift the
prioritization over time. This prioritization exists as
just the first part of a three-part implementation
approach:
1. Grow funding to prioritize strategic efforts
to increase network connectivity, connect
key destinations, and implementing strategic
crossing improvements citywide. This can include
extending the Community Capital Improvement
Program, requesting expanded support through
Budgeting for Outcomes, and seeking state and
federal grants to implement transformational
projects.
2. Maximizing existing programs, such as the
Street Maintenance Program, subsurface utility
projects, or major capital projects where core
funded programs or grant opportunities can
unlock synergies.
3. Leveraging partnerships and development
to seize opportunities through development
review and partnerships with major stakeholders
such as Larimer County and Colorado State
University to implement network segments.
As the Active Modes Plan becomes more
institutionalized over time, coordination of efforts
across City departments can allow the AMP to
become a critical driver of citywide infrastructure
investments and accelerate plan delivery.
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Fort Collins Active Mode Plan | Executive Summary
Conclusion
While the analysis, action planning, and engagement for developing this AMP occurred over the span of just one year,
the Fort Collins Active Modes Plan is the result of many years of dedication and intentional actions towards improving
walking, bicycling, and sustainability outcomes. Through implementation, the AMP will help Fort Collins achieve the
vision for the future of active modes and create a place where walking, bicycling, rolling, and using micromobility are
safe, accessible, convenient, joyful, and desired.
What’s Next?
The City of Fort Collins and partners in local agencies and community-based organizations all have important roles to
play in supporting initiatives that meet the needs of people using active modes, including the needs identified in this
document. This Fort Collins AMP is designed to be flexible, providing sufficient direction while also encouraging the
City to respond as opportunities arise and conditions change over time. For successful implementation, the City will:
• Continue to meaningfully engage the public, focusing on elevating the voices of historically underrepresented
individuals and groups
• Collaborate with neighboring jurisdictions, regional agencies, and local partners
• Integrate the Fort Collins AMP into citywide databases and processes
• Seek grants and other funding opportunities to advance projects, and making budgeting decisions to support
matching grants
• Evaluated needs and monitor progress over time
The Active Modes Plan and You
It will take everyone working together to increase active modes share to 50% and eliminate active modes fatalities
and serious injuries in the next 10 years. You can help ensure this future by participating in engagement activities and
educational opportunities, spreading the word about the AMP, and being a leader and advocate for active modes in
Fort Collins.
Share the Active Modes Plan story with your friends, families, and communities, and learn how
you can continue to be involved by visiting fcgov.com/fcmoves.
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ACTIVE MODES PLAN
October 2022
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Fort Collins Active Modes Plan
Done right, improving the active modes environment can help
our city become happier, healthier, more sustainable, safer,
and people-first. By 2032, the City of Fort Collins will:
Achieve 50 percent active
mode share for all trips
Eliminate all active modes
traffic fatalities and serious
injuries
The Active Modes Plan prioritizes mode shift and safety
in Fort Collins and serves as a blueprint for realizing these
central goals in the next 10 years.
Information contained in this document is for planning purposes and should not be used for final design of
any project. All results, recommendations, cost opinions, and commentary contained herein are based on
limited data and information and on existing conditions that are subject to change. Further analysis and
engineering design are necessary prior to implementing any of the recommendations contained herein.Page 51
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Fort Collins Active Modes Plan
ACKNOWLEDGEMENTS
City Council
Jeni Arndt, Mayor
Susan Gutowsky, District 1
Julie Pignataro, District 2
Tricia Canonico, District 3
Shirley Peel, District 4
Kelly Ohlson, District 5
Emily Francis, District 6
City Leadership
Kelly DiMartino, City Manager
Tyler Marr, Interim Deputy City Manager
Rupa Venkatesh, Assistant City Manager
Caryn Champine, Director, Planning,
Development & Transportation
Dean Klingner, Deputy Director, Planning,
Development & Transportation
Active Modes Plan Partners
City of Fort Collins
Colorado State University (CSU)
Project Management Team
Cortney Geary, FC Moves
Aaron Iverson, FC Moves
Nick Heimann, formerly FC Moves
Rob Mosbey, Engineering
Tyler Stamey, Traffic Operations
Nicole Hahn, Traffic Operations
Steve Gilchrist, Traffic Operations
Kyle Lambrecht, Park Planning & Development
Aaron Fodge, CSU
Staff Team
Amy Gage
Amanda Mansfield
Brian Kurotsuchi
Lauren Nagle
Melina Dempsey
Nancy Nichols
Rachel Ruhlen
Sara Hull
Seth Lorson
Tracey Lipfert
Communications and Design
Matt Murphy, Communications &
Public Involvement Office
Spanish Translation, Interpretation,
and Engagement
Community Language Co-op
Community Connectors, LLC
Project Consultants
Toole Design Group
City Boards, Commissions, and Committees
Air Quality Advisory Board
Bicycle Advisory Committee
Dial-A-Ride Transit Advisory Committee
Disability Advisory Board
Downtown Development Authority
Land Conservation and Stewardship Board
Natural Resources Advisory Board
Parks and Recreation Board
Planning and Zoning Commission
Senior Advisory Board
Transportation Board
Youth Advisory Board
Project Advisory Groups
Community Advisory Committee
Betsy Turnbull
Christina Rivera
Dave Dixon
Dimitry Volchansky
Jan Iron
Jesus Castro
Kenny Bearden
Kimberley Chambers
Laura MacWaters
Lorye McLeod
Tim Anderson
Technical Advisory Committee
Alex Gordon, North Front Range Metropolitan
Planning Organization
Bryce Reeves, Colorado Department of
Transportation (CDOT)
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Fort Collins Active Modes Plan
Drew Brooks, Transfort
Eric Keselburg, Parking Services
Eric Tracy, Larimer County
Heidi Wagner, formerly Natural Areas
Honore Depew, Environmental Services
Jerry Garrettson, Poudre School District
Mark Connelly, CDOT
Mike Avrech, Police Services
Mike Brunkhardt, Parks
Paul Sizemore, Community Development & Neighbor-
hood Services
Rachel Rogers, Economic Health
Rebecca Everette, City Planning
Sandra Bratlie, Utilities
Todd Dangerfield, Downtown Development Authority
Tom Knostman, Streets
Stakeholder Groups
Colorado State University
Associated Students of Colorado State
University (ASCSU)
Campus Bicycle Advisory Committee (CBAC)
Corridor Committee
Facilities Management
Foothills Campus
Parking and Transportation Services
School of Public Health
Veterinary Teaching Hospital (VTH)
Local Organizations and Businesses
Bike Fort Collins
Brave New Wheel
CARE Housing
Food Bank for Larimer County
Fort Collins Bike Co-op
Fort Collins Running Club
Fort Follies
Fuerza Latina
Gnar Runners
Health District of Northern Larimer County
Launch Skate
New Belgium Brewing
Northern Colorado Equality
Northern Colorado Intertribal Powwow Association
Overland Mountain Bike Association
Partnership for Age Friendly Communities
Poudre School District
SPLASH Youth of Northern Colorado
SummitStone Health Partners
The Arc of Larimer County
UCHealth
Visit Fort Collins
Thank you to the over 3,500 community
members, City staff members, businesses,
organizations, and partners who shared their
feedback and contributed to this Active
Modes Plan!
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Fort Collins Active Modes Plan
CONTENTS
Chapter 1: Introduction ................................2
Celebrating Fort Collins ...................................................................3
Why Fort Collins Needs an Active Modes Plan ......................4
How the Active Modes Plan Came to Be ..................................5
Building Upon Current and Past Plans.......................................7
Engaging with the Community .....................................................9
Chapter 2: Fort Collins Today ...................12
Different Identities Have Different Travel Needs ..................14
Many Current Driving Trips Can Be Made by
Using Active Modes .........................................................................15
Fort Collins has Multiple Distinctive Planning Contexts .....17
Safety Concerns are a Barrier to Active Modes ....................19
Chapter 3: Active Modes Vision ...............24
Vision Statement ..............................................................................26
Chapter 4: Big Moves and Next Moves ...28
A Complete and Connected Network .....................................30
Comprehensive Access to Destinations ...................................31
Safe and Comfortable Travel .......................................................32
A Healthy and Equitable Community .......................................33
A Supportive and Inclusive Culture ..........................................34
Chapter 5: Policy and Program
Recommendations .....................................36
Prioritizing Active Modes ..............................................................37
Updating Land Use Policies to
Support Active Modes ...................................................................39
Aligning Standards with Active Modes Goals ........................41
Expanding and Creating Programs That
Support Active Modes ..................................................................44
Engaging Communities Meaningfully
Around Active Modes .....................................................................45
Chapter 6: Infrastructure
Recommendations .....................................50
Network Development Approach ...............................................51
• Pedestrian Network Development .....................................51
• Bicycle Network Development ...........................................55
Implementation Toolkit ..................................................................56
• Bicycle Facility Tools ..............................................................56
• Spot Treatment Tools .............................................................57
Bicycle and Micromobility Network Recommendations ...59
Spot Treatment Recommendations ...........................................61
Chapter 7: Implementing the Vision .......64
Putting Big Moves into Action ....................................................65
Prioritizing Projects .........................................................................65
• Pedestrian Projects .................................................................66
• Bicycle Projects ........................................................................67
Phases ..................................................................................................68
• High Priority/Readiness Projects .......................................68
• Medium Priority/Readiness Projects ................................72
• Low Priority/Readiness Projects ........................................76
Maintenance Costs .........................................................................80
Delivering the Active Modes Network ......................................81
• Existing and Anticipated Funding ......................................81
• Funding Options ......................................................................82
• From Start-Up Program to
Core Business Practice ..........................................................83
• Prioritizing Access for People
Over Movement of Vehicles .................................................84
Chapter 8: Conclusion ...............................86
The Active Modes Plan and You .................................................87
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Fort Collins Active Modes Plan
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CHAPTER 1:
INTRODUCTION
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Fort Collins Active Modes Plan | Chapter 1: Introduction
For many years, transportation plans across the United States focused narrowly on motor vehicle travel and
mitigating congestion. This approach does not include the many people who travel by walking, bicycling,
rolling, and using micromobility, and ignores the need to improve trip efficiency and mobility for people not
using a personal vehicle. Over the past decade, there has been a shift in focus toward planning for places
that are walkable, bikeable, and more human scale. This is often referred to as active transportation, an
umbrella term for human-powered, active modes of transportation that do not include personal motorized
vehicles-such as cars, trucks, and SUVs-or transit such as bus and train services.
An Active Modes Plan (AMP) focuses on how communities can better accommodate and improve safety for these
smaller, slower, and more vulnerable modes as an integral and welcome part of the overall transportation system. AMPs
consider all types of trips including commuting, utility, school, recreation, or leisure, and use trip purpose information to
identify opportunities for improved access to amenities and transit options. Focusing efforts and funding toward building
a transportation network that makes it easy and safe to use all modes makes communities stronger, more resilient, more
inclusive, and healthier. Supporting active modes in community planning efforts reinforces that these modes are valid
forms of transportation, and not just forms of recreation.
Celebrating Fort Collins
Unlike many parts of the United States that have only
recently begun to shift focus away from planning
exclusively for vehicular travel, the City of Fort Collins
is no stranger to this approach. Fort Collins has a rich
history of intentional planning and investment in critical
grade separations and robust trail system development
that provided an exceptional framework for the existing
pedestrian and bicycle network. The City has spent
decades dedicating time and resources towards shifting
citywide focus to improve active modes use, build a more
human-scale environment, and enhance sustainability
outcomes.
As evidenced by its Silver-Level Walk-Friendly
Community and Platinum-Level Bicycle-Friendly
Community designations, the latter awarded to only four
other communities in the country, the City’s infrastructure,
programs, and policies have prioritized engagement,
safety, access, and equity. The thoughtful, and fundamental
work completed by the City of Fort Collins has helped
make it one of the best places for choosing, using, and
enjoying active modes of transportation.
When the AMP says Rolling
it means Wheelchair Use
When the AMP says Micromobility
it means Scooters and Skateboards
When the AMP says Active Modes User
It means anyone walking, bicycling, rolling,
or using micromobility.
When the AMP says Facility
It means paths and spaces designated
specifically for the movement of pedestrians,
bicyclists, and micromobility users.
When the AMP says Mobility Hub
It means areas similar to transit centers that
include additional infrastructure to support
shared mobility devices, cars, bikes, scooters,
and space for on-demand and microtransit
connections.
When the AMP says Active Modes Network
It means all on- and off-street pedestrian
facilities, bicycle facilities, and facilities
designated for micromobility use, combined
as a single network of routes.
IMPORTANT TERMS TO REMEMBER
WHEN READING THE AMP
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Fort Collins Active Modes Plan | Chapter 1: Introduction
Why Fort Collins Needs an Active Modes Plan
In the past decade, the City has developed plans that put people first including the City Plan Transportation Master Plan,
2014 Bicycle Master Plan, and 2011 Pedestrian Plan. Together, these plans set the stage for creating a better network
of bikeways and pedestrian-friendly streets. The City has made significant strides to implement the recommendations
of those plans by constructing or providing wayfinding and protected bikeways, downtown alleyways, connections to
Colorado State University (CSU), increased micromobility (small human-powered or electric vehicles that travel under
30 mph) options, and the creation and expansion of active modes-focused programs such as the Bicycle Friendly Driver
program and Safe Routes to School (SRTS). Due to the success of these plans and societal changes that have taken
place over many years, it is time to reevaluate strategies for elevating walking, bicycling, rolling, and micromobility use to
substantially amplify active modes in Fort Collins. This 2022 Fort Collins Active Modes Plan (AMP) provides a framework
for addressing citywide goals related to:
CLIMATE Reducing emissions, improving energy efficiency, and achieving zero waste.
SAFETY Reducing crashes and the severity of crashes.
MODE SHIFT Increasing the percentage of trips taken by using active modes.
EQUITY Removing systemic barriers so that persons of all identities can fully participate in and enjoy City services.
AMP actions and strategies will play key roles in achieving these existing goals. Active modes help connect people of all
ages and abilities to their jobs, schools, health care services, recreation, neighbors, and communities without the need
for a personal vehicle. By focusing on expanding and improving inclusive access to active transportation options, the
lives of people throughout Fort Collins can be improved, and significant health, safety, equity, economic, and livability
benefits across the community will be realized.
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Fort Collins Bicycle Program Plan
The Fort Collins Bicycle Program Plan was
created to center all future bicycle-related
projects around engineering, education,
enforcement, and encouragement.
Pedestrian Level of Service
The Pedestrian Level of Service (LOS) booklet
acts as a “user’s guide” to assist in analyzing
Fort Collins existing conditions, and proposed
public and private improvement projects. Fort
Collins was one of the first cities to create a
pedestrian Level of Service (LOS).
Bicycle Safety Education Plan
City Council directs City staff to prepare a
Bicycle Safety Education Plan (BSEP) that
provides programs to improve bicycle safety.
Fort Collins Bike Library (FCBL) Launch
Located in Old Town and offered rentable
bicycles available from one hour rentals up to
multiple day rentals.
SmartTrips TDM Program Funded
SmartTrips Program, creator of Bike to
Work Day and National Bike Month, receives
funding to promote Transportation Demand
Management (TDM) in Fort Collins with an
emphasis on bicycle access.
Pedestrian Plan
The Pedestrian Plan addresses citywide
pedestrian needs, like gaps in the sidewalk,
safer ways to cross, outlines issues, and
proposes strategies for making pedestrian
travel safe, easy, and convenient.
Fort Collins Becomes a Platinum-Level Bicycle
Friendly Community
Awarded by the League of American Bicyclists
for demonstrating commitment to improving
the bicycle environment, Fort Collins became
one of the first communities to achieve this
award.
How the Active Modes Plan Came to Be
With the support of City leadership and staff, Fort Collins has become nationally known
for its advancements in active transportation. Through a number of progressive planning
projects and initiatives over the past three decades, Fort Collins has remained dedicated
to creating a community that is walkable and bikeable for all.
2008
Fort Collins Builds First Bicycle Lanes
The City installs its first bikeway after residents
petition to mitigate traffic and bicycling-
related crashes.
Beginning of the Sidewalk Prioritization Model
To advance pedestrian needs identified by the
2011 Pedestrian Plan, an inventory of existing
sidewalks is created under the Citywide
Pedestrian Access Project. Soon after, the
Sidewalk Prioritization Model is developed to
provide a data-driven approach to prioritizing
pedestrian facilities across the city in need of
repair.
1970
1995
1996
2010
2013
2011
2012
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Zagster “PACE” Bike Share Launch
FCBL is replaced by PACE bike share that offers
a larger fleet of dockless bicycles and bike share
stations accessible through a smartphone app.
Fort Collins becomes a Silver-Level Walk
Friendly Community
Awarded by the Walk Friendly Communities
program for demonstrating commitment to
expanding opportunities for walking.
The Active Modes Plan
Bicycle Master Plan adopted by City Council
The Bicycle Master Plan sets goals for the year
2020 that include reducing bicycle-related
crashes and increasing bicycle mode share. CSU
created their first Bicycle Master Plan as part of
this planning effort.
Moving Toward Vision Zero
Fort Collins is the first public local entity to
join the Colorado Department of
Transportation (CDOT) initiative to eliminate
traffic-related deaths.
Our Climate Future
Our Climate Future is a comprehensive plan to
address climate, energy, and waste goals.
E-Bike and E-Scooter Program Launch
Spin launches e-bike and e-scooter share
program in Fort Collins.
Transportation Master Plan
The Transportation Master Plan establishes
a vision for mobility in Fort Collins, achieved
through a safe and reliable multimodal
transportation network.
Bike Share Business Plan
Presents a model for scaling, phasing,
operations, and funding for a new bike share
program in Fort Collins.
City Plan
Guidance for supporting land use and
transportation over the next two decades as
Fort Collins grows.
Colorado State University (CSU) becomes a
Platinum-Level Bicycle Friendly University
Awarded by the League of American Bicyclists
for demonstrating commitment to optimizing
bicycling on campus and improving bicycle
connections across the campus and to other
parts of the city.
2018
2014
2016
2017
2015
2019
2021
2022
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Fort Collins Active Modes Plan | Chapter 1: Introduction
Building Upon Current and Past Plans
Fort Collins has a strong planning foundation that has informed many of the recommendations contained in the Fort
Collins AMP. Several themes emerged from existing plans, as presented in the following table. These themes influenced
the development of this Plan from the creation of its goals to the development of the project recommendations and
implementation strategy.
Plan Equity Safety Accessibility Mobility Health Education
State
Active Modes Planning
Statewide Bicycle and
Pedestrian Plan (amended
2015)
X X X X X
Regional
Active Modes Planning NFRMPO Regional Active
Transportation Plan (2021)X X X X X
City
Local Comprehensive
Planning 2040 City Plan (2019)X X X X X
Local Action Planning Fort Collins Strategic Plan
(2020)X X X X X
Sustainability Planning Our Climate Future
(amended 2021)X X X X X
Transportation Planning
Transit Master Plan (2019)X X X X
Transportation Master Plan
(2019)X X X X X
Active Modes Planning
Pedestrian Plan (2011)X X X X
Bicycle Master Plan (2014)X X X X X
Toolkit/Guidance
Equity Indicators Report
(2021)X X X
Sidewalk Prioritization
Model X X X X
Sub-Area
Sub-Area Action Plan Downtown Plan (amended
2017)X X X X
Table 1: Past plans and their key themes
How Trails Fit Into the AMP
Fort Collins’ network of trails is a backbone for active modes travel and is one of the many reasons why Fort Collins is
an excellent place to use active modes of transportation. However, this planning effort does not include trails and does
not consider the 2021 ReCreate: Parks & Recreation Master Plan, outside of existing and planned trail extensions. This is
not to say that trails and open space in Fort Collins are not important to improving the safety and accessibility for active
modes users.
The AMP focuses on creating low-stress options for active modes travel to induce demand, improve roadway safety,
and inspire mode shift. Because the trail network is considered low-stress within these criteria, improvements along the
system of trails in Fort Collins is not addressed in the AMP. While the Fort Collins AMP does not address the open space
trail network in Fort Collins (identified as part of the North Front Range Metropolitan Planning Organizations’s Regional
Active Transportation Corridors), it does address and provide recommendations for improving connections to the trail
network, including the regional trail network that Fort Collins is continuing to build out.
X = Key theme of plan
Detailed Local
Strategy
High-Level
Guidance
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Fort Collins Active Modes Plan | Chapter 1: Introduction
In addition to adopted plans and initiatives, this Plan considers information related to active modes-related policies and
programs to inform its recommendations:
Policy/Program Description Infrastructure Operations Development
Land Use Code Establishes zoning rules and districts, including permitted uses, pro-
vision of parking facilities, and guidelines for the built environment X X
Traffic Code Sets traffic laws, vehicle regulations, and provision of traffic control
devices on all public streets in the City X X
Municipal Code Enables all other codes and ordinances, and sets law for the City
including for land use and transportation system X X X
Larimer County
Urban Area Street
Standards (LCUASS)
Adopted engineering design and construction standards for streets
in Growth Management Areas of Larimer County, Fort Collins, and
Loveland
X X X
Transportation
Capital Expansion
Fee Program
Sets fees applied to new development applications to support
infrastructure costs X X
Engineering Permits
Contractors performing work in public right-of-way (ROW) are
required to seek and comply with permits issued by FC Engineering,
including encroachments, placement of signs, driveways, develop-
ments, and outdoor seating
X X X
Work Area Traffic
Control Policies
Policies and procedures for safely managing traffic during
completion of work in the ROW X X
Speed Limit-Setting
Policy
Policy establishing Traffic Operations’ approach to setting posted
speed limits on City roadways X X
Table 2: Existing policies and programs, and key themes involving infrastructure, operations, and development
Program Description Infrastructure Education Encouragement Enforcement
Safe Routes
to School
The City SRTS program leads youth skills classes, hosts
encouragement events, and identifies infrastructure projects
near schools
X X X
Adult Bicycle
Education
Classes taught by Bicycle Ambassadors include Winter
Cycling, Bike-Friendly Driver, Maintenance, and Traffic Skills X
Bicycle
Ambassador
Program
Trained community members who lead classes and outreach
and encourage new riders X X
Bike-Friendly
Driver Program An interactive curriculum on safety and rules of the road X X
Learn-from-
Home Classes
A collection of multi-lingual educational resources about
bicycle commuting, safety, and maintenance X
Ride Smart Drive
Smart outreach
Brochure created by FC Bikes and Police Services to outreach
about laws and safety tips X X X
Bike to Work Day Annual special event to encourage workers to commute by
bicycle X
Open Streets Special event days to close major streets and activate with
community programs X
Shift Your Ride TDM program offering resources for alternative commute
modes X
Bike Parking
Program
Program managing rack requests in public ROW and provid-
ing developer guidance X X
Neighborhood
Traffic Mitigation
Program
Focused on reducing speeding on local streets by
distributing free collateral, enforcement actions, and traffic
calming treatments
X X X
CDOT Moving
Towards Zero
Deaths
Shared goal in partnership with CDOT to reduce traffic
related fatalities through extensive analysis of crash data in
Fort Collins.
X X
Table 3: Existing programs and nd key themes involving infrastructure, education, encouragement, and enforcement strategies
X = Key theme of policy/programPage 64
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Fort Collins Active Modes Plan | Chapter 1: Introduction
Engaging with the
Community
Engaging diverse groups of stakeholders and community
members during the development of the Fort Collins
AMP was crucial to identifying aspirations, needs, and
opportunities for the future of active modes projects,
programs, and policies. Engagement was also important for
understanding community values and locating barriers and
gaps that exist today in the active transportation network
in Fort Collins. The engagement process had four key
objectives for achieving holistic outreach and creating an
AMP that was driven by the entire Fort Collins community:
• Inclusive: Engagement activities should be accessible
and welcoming to people of various ages, abilities,
races, and gender identities.
• Equitable: Outreach strategies must intentionally
elevate the voices of historically underrepresented
people and groups.
• Flexible: Engagement events need to be adaptable to
COVID-related guidelines and public comfort.
• Transparent: Fort Collins AMP’s development must
ensure an open and transparent engagement that
inspires trust in the process.
To achieve these objectives during the development
of the Fort Collins AMP, engagement included
comprehensive and thoughtful strategies for reaching
businesses, employers, employees, individuals, and
community groups, including low-income and BIPOC
populations of Fort Collins, who are most often left out
of important conversations. Fort Collins AMP outreach
activities met people where they already were to have
meaningful conversations and gather input. Engagement
strategies also included hosting focus groups at a number
of Fort Collins schools, meeting with Disability Advisory
Groups, and partnering with local organizations such as
Community Connectors, who surveyed residents living
in mobile homes. Additionally, the engagement strategy
ensured all project materials including surveys were
also available in Spanish and distributed to non-English
speaking community members.
Public and stakeholder engagement informed every
step of the Fort Collins AMP’s development including
the creation of vision and goals, the identification of key
issues and opportunities, the development of project
recommendations, and the framework for scoring and
ranking project recommendations. Outreach activities
included stakeholder meetings, online maps and surveys,
pop-up events and workshops, and focus group interviews
with various departments and interested parties within
the City of Fort Collins and CSU (see Appendix D for
more details about engagement at CSU).
During engagement events, the public shared
fundamental information that helped define active
modes user needs and provided an initial understanding
of existing conditions in Fort Collins. For example, AMP
engagement early-on in the planning process revealed
significant differences in trends found in the survey results
of the Spanish language surveys versus English language
surveys. English-speaking respondents felt that using
active modes is more difficult because of network gaps
and safety of existing infrastructure. Spanish-speaking
respondents felt that using active modes is most difficult
because of the far distances to destinations and an overall
lack of knowing where safe routes exist.
In response to the COVID-19 pandemic and to comply
with public health guidelines, engagement activities
were performed virtually and in person. Key engagement
strategies included:
50
6
29
3
2
3
4
4
6
18
13
2
3
STAKEHOLDER MEETINGS
Visioning workshops
Technical Advisory Committee (TAC) meetings
Community Advisory Committee (CAC) meetings
Transportation Board presentations
Bicycle Advisory Committee presentations
Presentations to other City Boards
and Commissions
Presentations to other community organizations
ONLINE MAPS AND SURVEYS
Public online map exercises (offered in English
and Spanish)
Questionnaires (online and print; offered in
English and Spanish)
POP-UP EVENTS AND INTERCEPT SURVEYS
FOCUS GROUPS
with various organizations, departments, schools, and
interested parties within the City of Fort Collins and CSU
CITY COUNCIL PRESENTATIONS
5
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Survey and mapping input from members of the Fort
Collins community emphasized the following themes:
Northeast and Central Fort Collins were identified as
the areas where most people find it difficult to use active
modes. People would enjoy using active modes to reach
City Park, the South Lemay Walmart Supercenter, and
North College Ave.
Over 70% of people would
like to walk, bike, or roll more
than they currently do.
Many community members who
bike identify as “enthused and
confident” bicyclists.
The majority of survey participants
believe that active modes projects
that advance network connectivity
should be the highest priority.
Top 3 active modes priorities
in Fort Collins:
1. Better connecting and
expanding the pedestrian and
bicycle networks
2. Increasing the available
protected infrastructure,
physically separated from
vehicle traffic
3. Improving the quality
and safety of sidewalks,
intersections, and crossings
Top 3 Challenges
for using active modes
in Fort Collins:
1. Safety concerns with
existing Intersections,
crossings, and bicycling in
mixed traffic
2. Key destinations are too
far away
3. There are gaps or
disconnects in the existing
sidewalk network
Lincoln Middle School AMP Workshop
AMP Visioning Workshop AMP Pop-Up Event
AMP Pop-Up Event
AMP Pop-Up Event
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CHAPTER 2:
FORT COLLINS
TODAY
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Fort Collins Active Modes Plan | Chapter 2: Fort Collins Today
Fort Collins is a nationally recognized leader in active
modes, and was one of the first cities in the nation
to achieve the Platinum Bicycle Friendly Community
designation. Consistent themes emerged during
engagement and visioning activities that provide an
understanding of the starting line for the Fort Collins
AMP.The following primary lessons and themes were
developed based on thoughts from community members
and existing conditions analysis and guided planning and
analysis tasks during the development of the plan:
1. Adapting for Growth
Fort Collins has had rapid population growth over
the last three decades. For people to continue to
move reliably and affordably while meeting the City’s
Climate Action Goals, Fort Collins will require a robust
multimodal transportation system in Fort Collins where
a large share of trips are made using active modes.
2. Different Identities Have Different Travel Needs
Within the population, the residents and workers of
Fort Collins have diverse identities—characteristics
from age to race and gender to family status each
inform how people decide to move. To meet the
City’s goals for an equitable and just Fort Collins,
programming including the City’s Transportation
Demand Management (TDM) program should be
responsible for enabling reliable and accessible
mobility across the transportation system.
3. Many Current Driving Trips Can Be Made by Using
Active Modes
Nearly 70 percent of people in Colorado still choose
to drive when traveling less than 2.5 miles. The City
of Fort Collins is setting aggressive goals for itself to
make using active modes possible and attractive for
more people and more trips.
4. Fort Collins has Multiple Distinctive
Planning Contexts
From downtown to suburban periphery, the city
is made up of multiple distinct land use contexts.
Unlocking active transportation requires context-
sensitive approaches, ranging from managing conflicts
in activity centers to closing network gaps and barriers.
5. Safety Concerns are a Barrier to Active Modes
To increase the number of people using active modes,
the City must reduce or eliminate the number of
traffic crashes resulting in fatalities or serious injuries,
and improve the experience of using active modes to
ensure people feel safe and comfortable.
Adapting to Fort Collins’
Growth
Like many communities along Colorado’s Front Range,
Fort Collins has attracted many new residents in recent
decades. Since 1990, the city’s population has nearly
doubled in size, adding more than 2,700 residents per
year on average over the past thirty years.
Year Population Population Change (10 years)
2020 169,810 +25,824
2010 143,986 +25,334
2000 118,652 +30,894
1990 87,758
Table 4: Population Change, City of Fort Collins (source: Decennial
Census, 1990 – 2020)
While the population growth has been continuous in
the areas around downtown and CSU’s Main Campus,
new development in the northeast and southern areas
of the city have begun to urbanize previously pastoral
landscapes. This population expansion has introduced
new demands for mobility, and with that the challenges of
managing congestion and access.
Additionally, it is notable that the fastest growing age
group by percent change is people over the age of 65:
Year Population Under 18 18-24 25-64 65 & over
2020 166,069 29,804 36,397 81,727 18,141
2010 140,082 28,297 30,678 69,341 11,767
Change 25,987 1,507 5,719 12,386 6,374
% Change 19%5%19%18%54%
Table 5: Population Change by Age Group, City of Fort Collins (source:
Decennial Census, 2020 and 2010)
While the student- and working-age populations have
grown quickly, the proportion of older adults has
jumped quickly, suggesting a population that is aging
and will have changing mobility and access needs in the
coming years, with greater emphasis on access to goods
and services than on commute trips. Additionally, the
population of children has grown, but much more slowly
than other age groups. Active modes infrastructure that
is accessible and comfortable will be key to helping
Fort Collins grow while providing a safe, reliable, and
sustainable transportation system.
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Fort Collins Active Modes Plan | Chapter 2: Fort Collins Today
Different Identities Have
Different Travel Needs
A key lesson from both demographic analysis and the
public engagement conducted for this Fort Collins AMP
is that diverse demographic groups have diverse travel
needs and desires.
Whether by age, race and ethnicity,
or income and poverty status, identity informs how
people move and how the City should develop a
relevant and equitable plan for expanding active modes
use.
To understand Fort Collins’ active transportation
conditions, the city is shown in comparison to two
jurisdictions: Larimer County (the county in which Fort
Collins is located) and Boulder (a comparable Colorado
city with a large public university and a developed active
transportation network).
By age, Fort Collins has a significantly larger population
aged 18 – 24 due to the presence of CSU (Table 6).
Excluding CSU’s student population, Fort Collins has a
slightly larger child and working age population (64 and
under) than surrounding Larimer County and Boulder.
Fort Collins
(city)
Larimer County
(all)Boulder (city)
Population, 2020 169,810 359,066 108,250
Under 18 18%20%12%
18-24 22%14%29%
25-61 49%51%47%
65 & Over 11%16%12%
Table 6: Population by Age Comparison (source: Decennial Census, 2020)
By race and ethnicity, Fort Collins is comparable to
Larimer County and Boulder
Fort Collins Larimer
County Boulder
Population, 2020 169,810 359,066 108,250
White alone 81%82%79%
Asian alone 4%2%6%
Black alone 1%1%1%
American Indian and
Alaska Native alone 0.8%0.8%0.6%
Native Hawaiian and Oth-
er Pacific Islander alone 0.1%0.1%0.1%
Some other race 5%5%5%
Two or more races 10%9%8%
Hispanic / Latino 12%12%10%
Table 7: Population by Race/Ethnicity Comparison (source: Decennial
Census, 2020)
While the large majority of the population identifies as
white alone, there is increased racial diversity in the area
around CSU’s Main Campus (Figure 1).
Race and ethnicity informed the Fort Collins AMP’s
development for both recommendations and prioritization
of infrastructure.
Figure 1: Population Density by Race/Ethnicity (source: ACS 5-Year Estimates 2020, Block Groups)
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Fort Collins Active Modes Plan | Chapter 2: Fort Collins Today
Many Current Driving Trips
Can Be Made by Using
Active Modes
Fort Collins’ residents bicycle to work or school
(“Commute Trips”) at four times the rate of the state of
Colorado overall, and walk to work or school at nearly
twice the rate of the state of Colorado overall (Table 8).
Means of Transportation
to Work Fort Collins Colorado (Statewide)
Walk 4.2%2.8%
Bike 4.9%1.1%
Motor Vehicle 76.4%81.4%
Public Transit 2.0%2.8%
Table 8: Means of Travel for Commute Trips (source: US Census Bureau
2020 5-Year Estimates)
A higher bicycle commute share in Fort Collins is a
testament to the efforts Fort Collins has made to improve
the safety and connectivity for bicycling and walking.
Stakeholders across Fort Collins—residents, businesses, City
leaders—recognize the economic, environmental,
and social benefits of bicycling, and how building a
low-stress bicycle network is critical to achieving larger
citywide goals.
Investments in infrastructure supporting safe and
comfortable mobility for active modes users contributes
significantly to decisions regarding mode of travel.
However, since the adoption of Fort Collins’ 2014
Bicycle Plan, bicycle commuting has fallen slightly
from 6.5 percent to 4.9 percent of commuters (ACS
5-year estimates, 2014 and 2020). Decreases in bicycle
commuting can be attributed in part to the COVID-19
pandemic. Fort Collins has not only seen a decrease in
bicycle commuting, but has also found that fewer people
are commuting by motor vehicle (previously 81.3 percent).
Also, more people are working from home, 11.6 percent
of commuters in 2020 compared to 6.3 percent in 2014.
However, commute trips only tell part of the story.
Shifting Focus from Commute
Trips to Short Trips
Across the state of Colorado, commute trips (i.e., trips
between home and place of work in either direction)
account for just 14 percent of all trips (NHTS, 2017).
Additionally, commute trip distances are generally longer
than other types of trips.
To unlock active modes for more people and more trips,
the City of Fort Collins is focusing its efforts on shifting
short trips—specifically those less than 15 minutes by
any travel mode—to active transportation.
For instance, errands and shopping trips, social or
recreational trips, medical appointments, and other
activities may be within a comfortable distance for
using active modes if the infrastructure provides
comfortable and low-stress conditions. Additionally,
low-stress connections to transit and shared bicycles and
micromobility can further extend trip range and provide
redundant travel options for those not using personal
vehicles.
Means of Transportation for
Commute Trips vs All Trips
(State of Colorado)
% of Commuting
Trips (2017)
% of All Trips
(2017)
Walk 3%12%
Bike 1%3%
Motor Vehicle 91%84%
Public Transit 4%2%
Table 9: State of Colorado Means of Travel for Commute Trips vs All
Trips. Source: National Household Travel Survey (2017) and US Census
Bureau (2017 5-Year Estimates, Commute Trips exclude 8.5 percent who
work from home)
Note to Reader: Available citywide and statewide travel data does not include information on rolling and micromobility. Only walking and bicycling
are included in the remaining discussion of existing data. However, trends and trip characteristics may be similar to those for walking and bicycling.
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Fort Collins Active Modes Plan | Chapter 2: Fort Collins Today
Due to the sample size of the National Household Travel Survey—a large diary-based study conducted every eight
years—this Fort Collins AMP uses the state of Colorado as representative to understand travel patterns for all trips.
The Fort Collins AMP also reviewed the Fort Collins Travel Diary Study (2022) to understand how trip statistics in
Fort Collins compare when looking statewide—which includes both urban and rural contexts (see the next page). In
Colorado, nearly 12 percent of all trips are pedestrian trips, and 3 percent are by bicycle, compared with 3 percent
and 1 percent of commute trips made by walking or bicycling (Table 9). Statewide data indicates that the percentage
of trips made by bicycling increases for shopping activities and the percentage of trips made by walking increases
for social/recreational activities (Figure 3). Moreover, as the distance of trips decreases, the likelihood of using active
modes increases (Table 10).
National Household Travel Survey data at the state level indicates that trips made by walking and bicycling are more
likely for short-range trips. Results of the Fort Collins Travel Diary Study similarly show that Fort Collins residents
are more likely to walk, bicycle, and ride transit for shorter trips on average (Figure 2). Activating greater use of
active modes for those trip types and short distances can be enabled through investments in safe and comfortable
infrastructure for people using active modes.
Average Miles Traveled by Means of
Transportation in Fort Collins (All Trips)
1.1
1.212.3
0.6
Figure 2: Trip Characteristics by Mode (source:
Fort Collins Travel Diary Study, 2022)
Figure 3: State of Colorado Means of Travel by Trip Purpose (source:
National Household Travel Survey, 2017)
Table 10: State of Colorado Means of Travel by Distance (source: National
Household Travel Survey, 2017)
0% 20% 40% 60% 80% 100%
% of all Person Trips
% of Trips < 0.5 miles
% of Trips < 2.5 miles
% of Trips < 3.5 miles
% of Trips ≥3.5 miles
Motor Vehicle
Walk
Bike
Public Transit
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Fort Collins Active Modes Plan | Chapter 2: Fort Collins Today
Fort Collins has Multiple Distinctive Planning Contexts
Downtown
Downtown Fort Collins growth and development is guided by the
Downtown Plan, which sets forth a vision for the city’s core to be
unique, innovative, and inclusive. The Downtown context is a unique
urban setting where historic buildings and the Poudre River corridor
blend seamlessly with new development to create a regional destination
for arts, culture, retail, entertainment, and recreation. It is designed
to provide ample transportation options and streets, buildings, and
places that put pedestrians first. Per the Downtown Plan, “protecting
and enhancing historic character, visual distinctiveness and pedestrian
friendliness is paramount through the entire Downtown as it continues to
evolve.”
Planning for active modes use in the Downtown context is focused on
providing a complete and connected sidewalk network, and multiple
low-stress routes for bicycling and micromobility. The core district, Old
Town Square, is characterized by small-scale brick and stone buildings
featuring inviting storefronts along comfortable sidewalks, with a dense
and walkable street grid, activated alleys and laneways, and vibrant
commerical and social destinations.
Urban Core Neighborhood
Surrounding Downtown are Fort Collins’ urban core neighborhoods,
with tightly woven street grids, a mix of single-family and multi-unit
housing, with some mixed uses interspersed.
Nearly all block faces have sidewalks, though some are narrow or
not fully accessible. Colorado State University’s main campus is
stitched into the urban core, with many active modes connections
and destinations.
Suburban Commercial
Outside of the urban core on streets such as College Avenue
and Shields Street, arterials are multilane with active commercial
development. Block lengths become longer and crossings less
safe for active modes users, transitioning to Fort Collins’ one-mile
arterial street grid.
Key concerns for active modes use include higher vehicle speed
limits (generally between 30 and 40 mph), less comfortable
crossings at major intersections, and decreased ability to
comfortably move within the network to access destinations.
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Fort Collins Active Modes Plan | Chapter 2: Fort Collins Today
As the city’s population grows and diversifies, its land use and urban landscape is becoming denser and more diverse.
City Plan (2019) identifies the following five priority place types for infill and redevelopment over the next 10-20
years:
• Mixed-Neighborhoods
• Neighborhood Mixed Use
• Suburban Mixed-Use
• Urban Mixed Use
• Mixed-Employment
City Plan provides mobility considerations for each of the place types, including traffic circulation, active
transportation infrastructure and amenities, and transit access. These place types inform this Plan’s project
recommendations and priorities.
Suburban Residential
In areas of the city developed in the last five decades, the
neighborhoods are almost exclusively residential and generally
characterized by single-family houses and a curvilinear street
network, requiring longer trips to reach schools, parks, and
commercial destinations. However, non-arterial streets can be made
low-volume and low-speed, allowing for safe and comfortable
active modes use.
Rural Interface
Finally, at the outlying edges of the city, land use transitions from
urban to rural interface, with less developed infrastructure (and
generally little or no sidewalk coverage), and less dense activity.
Many of these areas have existing trails and paths that connect
to the regional active transportation network; however, e-bikes
are the only motorized micromobility devices permitted on most
paved trails. Park and Rides and Mobility Hubs in these areas
should provide equitable access to mode selection as commuters
approach Fort Collins.
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Fort Collins Active Modes Plan | Chapter 2: Fort Collins Today
Safety Concerns are a
Barrier to Active Modes
Despite the investments the City of Fort Collins has
made in paved trails, bike lanes, sidewalks, and crossings,
safety is still a barrier to active modes. Between 2017
and 2021, there were 16,963 total crashes in Fort Collins,
including 746 (4.4 percent) involving people walking and
bicycling. Of the 16,963 crashes, 1,422 resulted in a fatality
or serious injury, also referred to as Killed or Seriously
Injured Crashes (KSI crashes), with 343 of those involving
bicyclists or pedestrians. Despite only accounting for 4
percent of total collisions, 24% of KSI crashes involved
people walking or bicycling.
People using active modes in Fort Collins face
significantly increased risk of death or serious injury
during crashes, indicating a need to focus consideration
on protecting people outside of motor vehicles.
Additionally, a disproportionate share of crashes—
especially serious crashes—take place on a small share
of streets in Fort Collins. Specifically, streets classified as
major and minor arterial streets constitute only 21 percent
of the centerline mileage, but are where 89 percent of the
crashes where people are killed or seriously injured occur.
Because these streets have higher travel speeds and
volumes, where there are conflicts, those conflicts have
greater consequences. However, these conflicts can be
mitigated by well-designed and separated infrastructure.
A Geospatial Crash Analysis was conducted to identify
which street segments have had the greatest share of
pedestrian and bicycle crashes per mile, weighted by
severity. The results of that analysis are illustrated in Map
1 and Map 2. In summary, the following street segments
were identified as having the highest crash risk for active
users:
• Mulberry Street from S Whitcomb Street to Lilac Lane
• S College Avenue from E Stuart Street to Yale Avenue
• Remington Street from E Mountain Avenue to
E Myrtle Street
• Mason Street from Maple Street to W Myrtle Street
• S Shields Street from Mantz Place to W Pitkin Street
• N College Avenue from Jefferson Street to E Vine Drive
• Harmony Road from Hinsdale Drive to S College
Avenue
• S Taft Hill Road from W Elizabeth Street to
W Prospect Road
This analysis, alongside community feedback about
safety and comfort issues, has guided development of the
active modes recommendations, with the goal of making
Fort Collins’ most stressful streets and intersections feel
substantively safer and more inviting for active use.
The Evolution of Shared Micromobility
in Fort Collins and Beyond
Shared micromobility refers to self-service bicycle
or scooter rental programs, which have flourished in
the United States over the past decade. It has proven
that shared micromobility is a viable transportation
alternative that provides people who do not have
access to a personal vehicle and people who do
not desire to own a personal vehicle a means to get
where they need to go efficiently. From 2011 to 2019,
shared micromobility ridership in the United States
increased from 35 million to 136 million.
Many Colorado communities offer innovative shared
micromobility programs including adaptive device
rentals, bike libraries, and dockless bikeshare.
The Fort Collins Bike Library, launched in 2008,
pioneered bike sharing regionally and nationally,
and since 2010, when the City and County of Denver
introduced one of the country’s first station-based
bikesharing programs, shared micromobility has
become commonplace in Colorado.
In July 2021, Fort Collins introduced Spin, an e-bike
and e-scooter program that has been widely used
by residents and visitors. Working with Spin to set
up policies early and clearly has been beneficial for
micromobility operations in Fort Collins and has
set the City up to establish a shared micromobility
program.
What’s Up Next for Shared Micromobility in
Fort Collins?
Fort Collins is well situated to expand micromobility
offerings and build on the success of what is already
available. Next steps for shared micromobility in
Fort Collins will include developing programming
focused on increasing the availability of shared
micromobility, studying how land use can be
leveraged to implement Mobility Hubs that feature
shared micromobility options, and revising policies
to accommodate micromobility.. More information is
needed about micromobility travel patterns, crashes,
and crash risk. Information about micromobility
has not been collected in studies and surveys
and is not consistently reported in police reports.
As micromobility usage increases, the City may
also explore how to ensure safety and network
connectivity for these users just as it does for other
active modes users.Page 75
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Laporte
Elizabeth
Prospect
Drake
Horsetooth
Harmony
Trilby
Mulberry
Vine OVerland TrTaft HillShieldsCollegeLemayTimberlineZieglerCollegeTimberlineTaft HillShieldsLemay20
Map 1: Pedestrian Crash Risk Weighted by Severity
(Geospatial Crash Analysis, 2017-21)
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Fort Collins Active Modes Plan | Chapter 2: Fort Collins Today
Laporte
Elizabeth
Prospect
Drake
Horsetooth
Harmony
Trilby
Mulberry
Vine OVerland TrTaft HillShieldsCollegeLemayTimberlineZieglerCollegeTimberlineTaft HillShieldsLemayMap 2: Bicyclist Crash Risk Weighted by Severity
(Geospatial Crash Analysis, 2017-21)
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THIS PAGE IS INTENTIONALLY LEFT BLANK.
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CHAPTER 3:
ACTIVE MODES
VISION
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Fort Collins Active Modes Plan | Chapter 3: Active Modes Vision
Fort Collins has grown and changed rapidly in the pastfew decades, and the City's challenges and opportunities around
active modes have evolved. The community engagement process included a collaborative visioning workshop that
convened City staff, elected officials, members of the TAC and CAC, and the general public to create a vision for the Fort
Collins AMP that reflects community needs, desires, and values.
The Fort Collins AMP includes an update to pedestrian and bicycle network, policy, and programming goals set in the
2011 Pedestrian Plan and 2014 Bicycle Plan and incorporates new goals for improving micromobility use. However, it also
shifts the approach to achieving goals entirely based on delays in meeting previously stated goals. For example, the
2014 Bicycle Plan presented a 20 percent mode shift goal, which was not met in the specified time frame. The AMP took
lessons learned from this and other previous planning work to determine what needed to change to achieve even loftier
goals.
The Fort Collins AMP demonstrates a systematic approach to intensify community efforts to make Fort Collins a place
where every person can get anywhere in the city using active transportation safely, efficiently, and comfortably. Moreover,
unike past efforts, AMP recommendations emphasize short trips, which are the most bikeable and walkable, elevate mode
shift and safety goals, and addresss all forms of active transportation to achieve wide-spread improvements.
“Active modes should be major, preferred, and common modes of
safe transportation. Routes should feel safe, peaceful, efficient, and
convenient.”
“Fort Collins must address problematic intersections, separate bike lanes
from traffic, and reduce the supremacy of automobiles within the city.”
“The City should provide users an extensive network of safe, well
maintained, paths and lanes that enable access to all parts of town for
recreation, commuting, and access to the city’s infrastructure.”
“Micromobility should be an integral part of the transportation
landscape.”
“I hope using active modes can become the easiest and safest way to
travel around town.”
From the Community: Your Vision
The creation of the vision for the AMP was 100 percent
spearheaded by the community and comments from individual
residents, businesses, and other stakeholders of the plan. In the
following recommendation chapters, “From the Community”
boxes display quotes from the community gathered during
various outreach activities to illustrate how each and every
recommendation was guided by the experiences of Fort Collins
community members. Here are just a few of the many comments
that helped establish Fort Collins’ active modes values.
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Fort Collins Active Modes Plan | Chapter 3: Active Modes Vision
Vision Statement
Active transportation is an integral part of daily life and the local cultural experience.
Fort Collins is a place where walking, bicycling, and using other active modes are
safe, accessible, convenient, joyful, and desired by people of all ages and abilities.
Eliminate active mode
fatalities and serious
injuries by 2032AND
Why is a goal to achieve 50 percent
active modes share needed?
The current active modes trip share in Fort
Collins is 22 percent for all trip purposes.
The AMP focuses on converting trips 3
miles or less to active modes. If 75 percent
of these short trips were shifted to walking,
bicycling, or micromobility, Fort Collins
would achieve a 50 percent active mode
share, and reduce vehicle miles traveled 13.5
percent—and would reduce 7,500 metric
tons of CO2 annually, support Fort Collins’
goals to reduce citywide emissions and
reach its climate goals.
Achieve 50% active
mode share by 2032
Why is a goal to eliminate active
modes fatalities and serious injuries
needed?
Fort Collins is dedicated to making streets
and intersections across the city safe for
all. To support Fort Collins’ commitment
to Vision Zero, a goal aimed at fatal and
serious crashes involving active modes is
necessary. The upcoming Vision Zero Action
Plan will address all roadway fatalities and
serious injuries and the recommendations
presented in the AMP will guide that plan.
The Active Modes Plan is oriented around the year 2032 and embraces a forward-thinking approach to
active transportation infrastructure, policies, and programs, aiming to:
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CHAPTER 4:
BIG MOVES AND
NEXT MOVES
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Fort Collins Active Modes Plan | Chapter 4: Big Moves And Next Moves
The Fort Collins AMP is oriented around five Big Moves and related Next Moves, which reflect the character of Fort
Collins and the desired outcomes of this Plan. So, what are Big Moves and Next Moves?
Just like the AMP vision, the Big Moves were developed with community members and stakeholders during in-person
workshops and through a survey and an online mapping exercise. The outcomes and strategies presented on the following
pages were prominent themes during the engagement process as central to positively impacting active transportation in
Fort Collins.
Together, Big and Next Moves set forth strategies that will guide the City of Fort Collins in reaching Fort Collins AMP and
other City goals.
Recommendations, found in Chapters 5 and 6, were determined by considering what projects might
influence the advancement of the Big Moves and Next Moves. Cost breakdowns for each recommendation, including
construction and maintenance costs, can be found in Appendix F.
Big Moves describe the intended
outcomes of this Plan-what Fort Collins
will be like once Fort Collins AMP goals are
achieved.
Next Moves are the tactics and methods
for achieving the transformational
outcomes that are the Big Moves. Each Big
Move includes 3-5 related Next Moves.
From the Community
“Ubiquitous and embraced as a
beneficial alternative to driving through
increased education, accessibility, and
infrastructure.”
“Easier and safer with more pedestrian
crossings, filled in sidewalk gaps, and
detached sidewalks.”
“Available for all, including for those with
limited mobility, and in all neighborhoods.”
“Fort Collins should be a fully connected
city where every citizen feels comfortable
leaving their home via bicycle.”
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Fort Collins Active Modes Plan | Chapter 4: Big Moves And Next Moves
BIG MOVE
A Complete and Connected Network (CCN)
Create continuous, low-stress active transportation networks.
Next Move
ID Next Moves Description Connections to other Big
Moves
CCN1 Provide direct
connections
Provide direct and visible pedestrian and bicyclist connectivity
between neighborhoods and key destinations to shorten travel
time, minimize out of direction travel, and eliminate user
confusion.
CAD, SCT
CCN2 Locate and fill
network gaps
Fill in missing links where sidewalks are non-existent or feel
unsafe, bicycle facilities end, and crossings on major roads are
missing or feel unsafe. Eliminate gaps by building and maintaining
on- and off-street bicycle and pedestrian facilities that better
connect users to the existing low-stress network from residential
neighborhoods and high classification streets.
CAD, SCT, HEC
CCN3 Connect to the
trail system
Expand the availability of connections to multi-use trails that link
to each other and provide access to natural spaces and adjacent
communities. While this Plan does not focus on building out
trails, it does recognize that trails support bicycle commuting
and recreation by improving safe connections and wayfinding,
and offers recommendations for connecting to local and regional
trails that the City should continue to expand.
CAD
CCN4 Expand the
wayfinding system
Continue expanding and implementing clear and cohesive
wayfinding, through markings and signage, to direct people to
connections and destinations across Fort Collins.
SCT
ccn
PROGRESS TRACKERS
Progress on this Big Move can be tracked in the following ways:
• Land Use Code changes that implement connectivity alongside
development and redevelopment projects
• Average active mode user delay and travel time across Fort Collins
• Distance between marked crossings
• Number of near-term infrastructure projects in progress or completed
• Number of trail connections implemented
• Built out multi-use trails from the 2021 Parks and Recreation Master Plan
• Wayfinding routes implemented from the 2015 Bicycle Wayfinding Network
Master Plan
• Ability of residents to reach community destinations from their homes by
walking, biking, rolling, and using micromobility on continuous facilities
without gaps in available infrastructure (Community Survey)
While the Fort Collins AMP
does not address the open
space trail network in Fort
Collins (identified as part
of the Nort Front Range
Metropolitan Planning
Organizations’s Regional Active
Transportation Corridors), he
City acknowledges that trails
support bicycle commuters and
recreation by improving safe
connections and wayfinding.”
Without it, you are led to
believe trails don’t improve
safety compared with other
infrastructure in this plan.
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BIG MOVE
Comprehensive Access to Destinations (CAD)
Foster a transportation network for all people regardless of skill level, age, economic status, background, or ability.
Next Move
ID Next Move Description Connections to other Big
Moves
CAD1
Upgrade facilities
to meet ADA
standards
Update facilities, especially signals and curb ramps, to meet
or exceed Americans with Disabilities Act (ADA) standards to
accommodate the needs of people with mobility challenges,
visual impairments, and auditory impairments in areas of Fort
Collins where these facilities are most lacking.
CCN, HEC, SCT
CAD2 Connect to
mobility hubs
Mobility hubs are community locations where people can find
available transit services, shared micromobility, carshare, and
more all in one place, which can be used to reach destinations,
replacing the need for a private vehicle. The City can remove
the need to drive to and from transit options, also referred to as
eliminating the first and last mile gap, by expanding pedestrian
and bicycle connections to public transit and providing ample
bicycle parking and shared micromobility at transit stops.
Strategies for improving these connections should be included in
a citywide Mobility Hubs Plan.
CCN, HEC, SIC
CAD3 Repair sidewalks
and bikeways
Protect active mode users by continuing to repair
cracked and uneven pavement surfaces through the Street
Maintenance Program and develop best practice policies for
regular maintenance of infrastructure, including protected
bikeway barriers that separate bicycles from traffic,
recommended in Chapter 6.
CCN, HEC, SCT
CAD4
Manage parking
and placement
of micromobility,
bikeshare, and
carshare
Implement a citywide Mobility Hub Plan to manage the parking
and placement of shared micromobility and carshare, including
providing increased bicycle parking and micromobility share
stations, to help eliminate conflicts between modes and
barriers along sidewalks, and sustainably connect users to key
destinations. Mobility Hubs will support the City’s TDM efforts
HEC, SCT
CAD5
Reevaluate
snow removal
procedures
Revisit the Fort Collins street snow clearing priorities
and review designated emergency routes. Revise snow clearing
prioritization considering active modes facilities along key
connecting corridors that are addressed in this Plan.
SCT
PROGRESS TRACKERS
Progress on this Big Move can be tracked in the following ways:
• Residential proximity to mobility hubs
• Number of first-mile/last-mile connections
• Pavement Quality Index
• Miles of active modes facilities that meet or exceed ADA standards
• Active mode share during winter months
• Availability and quality of supportive bicycle parking and shared micromobility and
proximity of bicycle parking to parks and opens space, retailers, schools, and other
destinations
Fort Collins Active Mode Plan | Chapter 4: Big Moves And Next Moves
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Fort Collins Active Modes Plan | Chapter 4: Big Moves And Next Moves
32
BIG MOVE
Safe and Comfortable Travel (SCT)
Develop and maintain a safe transportation network that prioritizes active transportation users.
Next Move
ID Next Move Description Connections to other Big
Moves
SCT1
Support the
implementation of
Vision Zero goals
Prioritize active transportation projects and programs that will
help reduce and eliminate traffic fatalities and serious injuries
amongst all road users, including motorists. The City of Fort
Collins is developing a Vision Zero Action Plan that will address
additional safety measures such as speed limit reductions.
CCN, CAD, HEC,
SIC
SCT2
Install traffic
calming
improvements
Encourage lower vehicle speeds and eliminate mode
conflicts along high-stress priority corridors by implementing
traffic calming measures and bicycle and pedestrian safety
improvements.
CCN, CAD
SCT3 Provide increased
street lighting
Increase lighting that complies with the City’s Night Sky Initiative,
for security, visual safety, and user comfort on the active modes
network where the City of Fort Collins has the ability and
authority to install such features.
CCN, CAD
SCT4 Frequently
evaluate safety
Perform regular evaluations of safety improvements by
monitoring progress toward improvement goals before and after
a project is implemented.
CCN, CAD
PROGRESS TRACKERS
Progress on this Big Move can be tracked in the following ways:
• Number of serious injuries and fatalities amongst active modes users
caused by traffic collisions
• Pedestrian Level of Traffic Stress (PLTS)
• Percent of bicycle network that is considered low-stress
• 85th percentile speeds on active transportation corridors
• Low-stress network of protected bicycle facilities, detached sidewalks,
and off-road multiuse trails that is also accessible to micromobility users,
including motorized micromobility
The City of Fort Collins
is developing a Vision
Zero Action Plan that
will address additional
safety measures such as
speed limit reductions to
eliminate traffic deaths
amongst all road users,
including motorists.
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Fort Collins Active Modes Plan | Chapter 4: Big Moves And Next Moves
33
BIG MOVE
A Healthy and Equitable Community (HEC)
Provide equitable programs and opportunities for walking, bicycling, and rolling that help increase activity and improve
environmental health throughout the community.
Next Move
ID Next Move Description Connections to other Big
Moves
HEC1
Create
appropriate
programming
Seek input from diverse community members on how active
modes programming can best work for them and tailor programs
as needed in response.
CAD, SIC
HEC2
Increase diverse
community
involvement
Recruit community members who are diverse in race,
ethnicity, age, ability, and socioeconomic status and partner
with community nonprofits to deliver active transportation
programming.
SIC
HEC3
Improve network
equity by using
the HEI
Use the Health Equity Index (HEI) to prioritize access to active
modes facilities for historically overlooked populations to
advance health equity.
CCN, CAD, SCT
HEC4
Expand
multi-modal
options
Prioritize expanding access to bikes, low-cost shared
micromobility, and secure bike parking.CAD
hec
PROGRESS TRACKERS
Progress on this Big Move can be tracked in the following ways:
• Number of people in target populations engaged during
programming efforts
• Number of active modes infratructure projects implemented in
high -priority areas identified by the Health Equity Index
• Demographic breakdown of participants of engagement activities,
community surveys, and programming events related to active
transportation
• Number of people enrolled and number of trips taken in
micromobility discount programs for income-qualified individuals
• Programs that offer rebates for electric bicycles or for bicycle
accessories that make using a bicycle for short-trips, such as
shopping and errands, easier to complete
A Healthy and Equitable
Community (HEC) and
Comprehensive Access to
Destinations (CAD), while closely
related, are fundamentally
different strategies for propelling
transformational change in Fort
Collins. Big Move CAD focuses
on applying infrastructure
improvements to enhance
people’s ability to reach
destinations, while Big Move
HEC speaks to strategies for
implementing programs that
aim to intentionally engage and
provide mobility options for
diverse groups in Fort Collins.
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BIG MOVE
A Supportive and Inclusive Culture (SIC)
Expand upon programs and education to raise awareness of transportation safety and strengthen the culture of respect
and responsibility for all transportation system users.
Next Move
ID Next Move Description Connections to other Big
Moves
SIC1
Advance active
transportation
culture and
coordinate with
the TDM program
Implement active modes-related programs and initiatives by
leveraging the City’s Transportation Demand Management
(TDM) program and strengthening relationships with internal
and external partners including community organizations and
advocates that promote understanding and empathy among
transportation users and can collaborate on developing
innovative and inclusive road safety solutions.
HEC, SCT
SIC2 Build active
modes awareness
Continue developing educational opportunities for all mode users
to improve community understanding of how to share the road
successfully and safely.
HEC, SCT
SIC3 Increase active
school trips
Increase active modes commute trips by advancing Safe Routes
to School across all schools in Fort Collins and designing inclusive
programs that support, educate, and encourage both new and
long-time active transportation users.
CAD, HEC, SCT
SIC4
Expand
recreational
active modes
opportunities
Support Park Planning & Development, Natural Areas, and
community organizations’ efforts to build recreational amenities
like a bike park and unpaved trails. Recreational amenities can
help people, particularly youth, develop skills and confidence and
build a culture of support for active modes.
CCN, CAD, HEC,
PROGRESS TRACKERS
Progress on this Big Move can be tracked in the following ways:
• Number of people engaged through education campaigns
• Number of active modes friendly and supportive businesses and employers who offer
rewards and programs to facilitate active modes commuting
• Percent of Fort Collins students (K-12) using active modes to travel to and from school
and percent of those students and parents who report a positive experience using
active modes to, from, and around school
• Mode share across all trips
• Completed active modes improvements and adopted programs that align with
guidelines from the League of American Bicyclists
• Active modes improvements and adopted programs that align with the Walk Friendly
Community Report Card
Fort Collins Active Mode Plan | Chapter 4: Big Moves And Next Moves
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CHAPTER 5: POLICY
AND PROGRAM
RECOMMENDATIONS
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Policies and programs, when combined with on-the-
ground infrastructure, are key ingredients in creating
a community where active transportation is safe,
comfortable, convenient, encouraged, and celebrated.
Policies are exclusively set by local government and help
to shape investment strategies and direct work. Programs,
on the other hand, may be led by external organizations
such as advocacy organizations and/or managed by the
City of Fort Collins.
The following policy and program recommendations were
created by translating the Fort Collins AMP’s vision and
goals (Chapter 1) into policies and programs that can be
integrated into the City’s existing roles, programs, and
overall functions. The recommendations are organized
into five categories:
1. Prioritizing active modes
2. Updating land use policies to support active modes,
including bicycle parking and mobility hubs
3. Aligning standards with active mode goals
4. Expanding and creating programs that support
active modes
5. Engaging communities around active modes in
thoughtful and intentional ways
Each policy and programmatic category has specific
policy and/or programmatic recommendations,
background on the policy or programmatic
recommendation, and then an associated action essential
to implementing the program or policy recommendation.
The policy and program recommendations presented on
the following pages consist of action steps designed to
directly advance the Big Moves and Next Moves outlined
in Chapter 4.
1. Prioritizing Active Modes
Overarching Policy: Fort Collins prioritizes projects,
programs, and funding that support the use,
sustainability, and growth of active modes.
1a. Adopt the Transportation Hierarchy as the overarching
framework for Fort Collins’ transportation system.
Background
The transportation hierarchy prioritizes transportation
modes according to the following ordered list:
• Walking and rolling
• Bicycling and
micromobility devices
• Transit
• Fleets of electric, fully
automated, multiple
passenger vehicles
• Other shared vehicles
• Low or no occupancy vehicles,
fossil-fueled non-transit vehicles
The Transportation Hierarchy is a functional prioritization
model that helps planners, engineers, and designers
create spaces that serve active modes first. People
walking, rolling, and bicycling are given the highest
priority because both these modes encourage healthy,
lively, and environmentally sound ways of moving. In
addition, people walking, rolling, and bicycling are
most vulnerable because they will bear a greater risk
of injury in crashes with vehicles and therefore need
greater protection against such crashes. Transit is next
in the hierarchy because of its efficiency, both per space
and environmental impacts, as well as its function of
increasing mobility for active mode users, especially
people with disabilities or who are unable to drive.
Commercial vehicles and trucks, including emergency
vehicles, are a higher priority than personal vehicles
because of services they provide to the economy and
safety of the community as a whole. Single occupant
vehicles are at the bottom of the pyramid because of their
significant environmental impact, resource intensiveness,
and high space needs per person served. Additionally,
personal vehicles protect occupants, but pose greater risk
to people outside of vehicles.
The Transportation Master Plan (2019) was developed
using a layered network framework, which focuses on
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how the City’s transportation network can function, as
a system, to meet the needs of all users. The layered
network concept envisions streets as systems; each street
type is designed to create a high-quality experience for
intended users. A layered network approach allows for
certain streets to emphasize specific modes or user types,
while discouraging incompatible uses. The transportation
hierarchy should inform decision making in locations
where these networks overlap and tradeoffs are necessary
to ensure that accomodations for one mode do not
degrade safety or access for other modes, especially
those at the top of the hierarchy.
In Action
The transportation hierarchy should be considered when
reviewing or developing new plans, policies, and strategies
and when designing the public realm, including streets,
sidewalks, and open spaces, especially in areas where
right-of-way tradeoffs need to be made between modes.
When implementing this hierarchy, ensure that:
• The needs and safety of each group of users
are considered
• Improvements of any kind do not make existing
conditions worse for the most vulnerable users higher
on the ordered list.
• Policy-based rationale is provided if modes lower in
the transportation hierarchy are prioritized.
• Update and adopt Complete Street Standards that
codifies this hierarchy
• Hierarchy information is added to the City’s Structure
Plan Map, Master Street Plan, and City Plan Place Type
descriptions.
1. The City has implemented miles of the bike network at relatively low cost through the street maintenance program. While the Pave-
ment Condition Index (PCI) and the International Roughness Index (IRI) ratings are the primary factors used to establish the repav-
ing schedule, coordination with priority active modes improvements should be a secondary factor used to set the repaving schedule.
1b. Ensure that the percent of transportation funding
allocated to active modes aligns with the City’s strategic
outcomes related to mode shift, safety, climate action,
and equity.
Background
When left unchanged, prioritization and allocation
methods that do not proactively expand the active travel
network can result in decreased investments in active
modes. These methods may be fully internal – such as
putting together the city’s Capital Improvement Plan – or
may have an external component, such as deciding on the
project that the City will write a grant for.
In order to meet the goals of the Fort Collins AMP, it is
essential that there are clear and transparent criteria in
project and funding prioritization methods that include
accessibility, multimodal connectivity, reduction of health
inequities, environmental impact, and economic return on
investment – to accurately represent the value that the
City places on active modes.
In Action
Fort Collins has the following major transportation project
prioritization functions under its purview:
• Capital Improvement Plan
• Maintenance Schedule
• Sidewalk Prioritization Model
• Paving Schedule1
• Regional grant applications
• State/federal grant programs
• Transit Master Plan
• Budgeting for Outcomes process
• Paved Recreational Trails Master Plan
• Siting Bicycle Parking and Mobility Hubs
The current criteria for these processes should be reviewed
for the presence of and the weights given to the following
criteria: active transportation infrastructure incorporated
into the project or program; addressing of active modes
safety issue, benefit to underserved communities;
improvement in multimodal access to destinations;
potential to result in increase of active modes/transit
mode share; and filling gaps in the City’s active modes
network and supportive infrastructure.
From the Community
“Updating existing connections is
great. But I hope that long-term, there
is emphasis on a complete, layered
network and investing in active mode
corridors that prioritize those modes.”
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1c. Prioritize the safety and efficiency of Active Modes
users by expanding the Neighborhood Traffic Mitigation
Program (NTMP).
Background
Vehicle speeds play a significant role in the safety and
comfort of active modes users and largely contribute to
the severity and frequency of crashes. Speed reduction
programs can spur roadway design improvements and
marketing, communication, and education efforts that
focus on providing information on the relationship
between safety and speed and focus on protecting
active modes users. Similarly, improving traffic flow and
efficiency for active modes users can have a positive
effect on safety and in decreasing user delays. Fort Collins
Neighborhood Traffic Mitigation Program uses education,
engineering, and enforcement to achieve safer movement
of traffic on two-lane local or collector streets, and aims to
reduce speeds to enhance active modes travel.
In Action
Fort Collins should continue the NTMP and consider
expansion of the program to not only enhance the safety
of active modes users, but also prioritize the safety of
active modes users. While the NTMP focuses on reducing
traffic speeds, there is an opportunity to supplement
the existing program by incorporating offerings to also
improve active modes flow across active transportation
corridors. The City can strengthen the NTMP by:
• Expanding the NTMP to include arterial segments and
crossings that also serve as active mode routes.
• Incorporating NTMP education into all future
outreach activities for transportation-related
infrastructure projects
• Prioritizing active modes corridors for physical
mitigation improvements submitted through the
NTMP, and expanding the engineering toolbox to
include neighborhood traffic circles, curb extensions,
miniature traffic circles, and road closures.
• Reducing speed limits where appropriate and where
engineering improvements are also planned
• Incorporating dedication to improving the efficiency
of active modes into NTMP goals and guidelines and
offering the reconfiguration or removal of stop signs
as an engineering tool under the “Signs and Pavement
Markings Category” and upon completion of a traffic
study, also completed through the NTMP.
2. Updating Land Use
Policies to Support
Active Modes
Overarching policy: Fort Collins’ City Plan and land
use policies support the use and growth of the active
modes network.
2a. Evaluate how the active modes network can increase
15-minute communities.
Background
A 15-minute community is an area in which residents
can access most of their day-to-day needs within a
15-minute walk, bike, or roll of their home. This method of
community building leans towards creating destinations
where people already are instead of expanding to the
outer edges of the City.
In Action
Fort Collins is aiming for residents to be within a 15-minute
walk or bicycle trip of most of their daily needs.
Through development of a 15-Minute Communities
Framework, the City will map the availability of services
such as schools, transit stops or stations, parks or
greenspaces, and grocery stores in Fort Collins to better
understand which areas of the City are lacking and if
any improvements in active modes infrastructure would
improve the prevalence of 15-minute communities. Zoning
will be reviewed after this analysis to identify if there are
any areas where zoning changes could allow additional
uses that would support 15-minute communities where
they currently do not exist.
2b. Adopt development practices that support
active modes.
Background
City code and development review practices shape the
City’s active transportation network based on what
transportation infrastructure is required to be built with
development. Designing, implementing, and enforcing
citywide practices and code that support active mode use
and networks can assist in incrementally improving active
modes as the City continues to develop.
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In Action
Zoning laws should be reviewed to require or favor mixed-
use developments that place destinations within walking,
bicycling, and rolling distance of homes. Additionally,
when reviewing design applications, staff should
evaluate development to ensure that its design creates
walkable frontages (such as those found Downtown,
and identified in the Downtown Plan) and amenities for
people of all ages and abilities walking, bicycling, and
rolling. Developers proposing plans that exceed Fort
Collins standards for integrating and supporting active
modes in new development could receive incentives such
as reduced parking requirements, density bonuses, or
changes to the level of review required.
Identify opportunities within the development code where
active modes infrastructure (such as trails or bike racks)
can co-exist with other right-of-way uses (e.g., detention
basin or swales, or furnishing zone requirements) to grow
the active modes network.
These actions should be further codified with updates to
the following sections of Fort Collins Land Use Code:
• Division 3.2 Site Planning and Design Standards.
Should offer additional details about active modes
circulation standards within developments.
• Division 3.6 Transportation and Circulation. Should
address connectivity standards for active modes
infrastructure, and set bicycle parking minimums
based on occupancy
2c. Establish motor vehicle parking policies that
encourage and support active modes.
Background
Free and widely available parking has been shown to
discourage the use of active modes and incentivizing the
use and storage of private vehicles. Updates to parking
policies allow developers to create places where active
modes are highly valued as well as encourage the use of
active modes over single-occupancy vehicles.
In Action
Fort Collins should consider updating parking
requirements as well as the 2013 Parking Plan, to
potentially include the following components:
• Create a demand mitigation strategy for residential
developments outside of Transit Oriented
Development (TOD) Overlay Zones
• Change from parking minimums to parking maximums
(at least in TOD and bicycle/pedestrian level of
service A areas).
• Require developments with decreased parking to
incentivize more sustainable transportation options
through strategies such as unbundled parking passes,
free bus fare, mobility hubs, and electric vehicle (EV)
car share. Pursue a TDM ordinance for neighborhoods
to manage local demand.
• Continue to evaluate how downtown parking policies
encourage or discourage the use of active modes.
• Consider increasing fines for parking infractions that
impair mobility such as parking that blocks sidewalks,
crosswalks, or bicycle lanes.
• Establish “percentage usage” thresholds for
reallocating on-street parking space to bicycle
and micromobility facilities where observed usage
compels additional bicycle parking spaces
From the Community
“I hope we see Fort Collins build more
raised and painted bicycle paths along
roads, with no parking next to bicycle
paths. A change in focus in Fort
Collins from being car focused to
bicycle, public transportation, and
walking focused.”
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3. Aligning Standards with
Active Modes Goals
Overarching policy: Fort Collins uses standards that
support, encourage, and prioritize active modes when
making infrastructure improvements.
3a. Update the Larimer County Urban Area Street
Standards (LCUASS).
Background
The revised Larimer County Urban Area Street Standards
(LCUASS) were adopted by Larimer County, City of
Loveland, and City of Fort Collins on August 1, 2021.
These Standards set the acceptable design and
construction guidance for the design and construction
of new and reconstructed streets in Fort Collins.
These standards have specific Chapters related to people
walking and bicycling (Chapter 16 and 17, respectively),
which have information and guidance beneficial to
promoting and growing the active modes network in Fort
Collins. However, there are some sections and associated
metrics within the standards that are only vehicle focused
that could be updated to be more supportive of active
mode use including micromobility. Furthermore, the
chapters specific to active modes could be reviewed to be
supportive of micromobility and shared micromobility.
In Action
Review and offer recommendations to the LCUASS
standards, specifically around strengthening active modes
criteria, inclusive design users, and Complete Streets
language, in the following chapters and sections:
• Chapter 4 – Transportation Impact Study
• Types of Study
• Project Impacts (LOS and delay standards)
• Integrate Appendix H, Multi-Modal Level of
Service into Chapter 4
• Chapter 8 – Intersections
• Exclusive right turn lanes
• Design Vehicles
• Roundabouts
• Bicycle Lanes at Intersections
• Pedestrian Requirements
• Chapter 15 – Street Lighting
3b. Update Multimodal Level of Service framework.
Background
Historically, transportation engineers and planners have
designed roadways using the traditional Level of Service
model to maximize vehicular volume throughput and
capacity, which has often come at the expense of safety
and comfort for people walking, bicycling, and rolling.
Fort Collins currently uses a Multimodal Transportation
Level of Service model to integrate people walking, biking,
and using transit when determining whether a roadway
design will retain the desired function. This model
integrates access, connectivity, and continuity functions
into the LOS, as well as differentiates needs based on land
use and roadway functional classification. This model,
while an improvement from the original LOS model, can
continue to be improved to better account for the needs
of and increase the safety and comfort of those using
active modes.
In Action
Update and integrate the City’s Multimodal Level of
Service into Chapter 4 of LCUASS to account for the
growth of active mode use and encourage continued
growth, including:
• Clear identification of active mode prioritization zones
(formally pedestrian prioritization zones).
• Context based requirements that reflect guidance
from guiding plans (such as the Active Modes Plan,
the Downtown Plan, specific corridor plans like
Midtown in Motion, Area Plans, and the various Capital
Improvement Plans).
• Develop methodology to collect improvement fees for
active modes.
3c. Evaluate opportunities to improve the City’s
sidewalk maintenance program and asset management
plan, and to expand in-house implementation capacity.
Background
Currently the City maintains streets on a 20-year cycle.
The City maintains sidewalks in conjunction with the
annual street maintenance program (SMP) including curb,
gutter, and sidewalk repair and correction of pedestrian
curb ramps that do not meet the Americans with
Disabilities Act (ADA) requirements. Typically, the SMP
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only addresses sidewalk issues that are considered safety
hazards and curb and gutter issues that might undermine
the structural integrity of the roadway. The City should
explore opportunities to make other ADA improvements
such as addressing driveway slopes as part of the SMP.
The City also upgrades and constructs new sidewalks
through the Street Maintenance Program. The program
utilizes a documented prioritization model based on
health and equity, safety, and location.
In Action
Update the sidewalk components of the asset
management plan to include at minimum, the following
parts:
• Quick response procedures to address hazards
• Planned sidewalk replacement program
• Funding
• Coordination
• Documentation
• Inventory and inspection procedures and schedule
• ADA accessibility
• Pedestrian levels of service
• Street tree canopy and citywide shade equity
• Key performance indicators
In addition, this evaluation should review the current
Sidewalk Prioritization Model to assess whether the
weight for the various criteria align with AMP goals.
3d. Revise signal timing and intersection design
standards along integral pieces of the active modes
network.
Background
Signal timing is a combination of standards and
calculations that are used to allow users right-of-way at
a signalized intersection for defined time intervals. The
time intervals are often tied to an individual mode – a
pedestrian would need a longer interval to cross a street
than a vehicle.
Signal timing is also an important part of creating a
consistent flow along a street, discouraging high speeds,
and encouraging active modes by creating routes that
allow continuous movement on foot, bike, or transit.
In Action
Evaluate and, if necessary, update signal timing and
intersection design standards to allow more consistent
and convenient flow for active mode users. Continue
to explore opportunities to implement the following
improvements:
• Install accessible and audible pedestrian push buttons,
including in pedestrian refuge islands on streets with
long crossing distances so that slower pedestrians
don’t get trapped in the median.
• Increase pedestrian intervals and/or incorporate
pedestrian leading intervals along pedestrian priority
routes, near schools or other destinations with high
percentages of students and/or older adults.
• Evaluate and strategically consider integrating “all
walk” and “all bike” phases in areas with high amounts
of pedestrian and bicycle traffic, acknowledging that
this strategy has the potential to increase delays for
all users.
• Identify corridors to implement “green wave” signal
timing for bicyclists, to allow a cyclist travelling at 10-
12 mph to move continually along the route.
• Evaluate current transit priority signal routes and, if
necessary, identify others for future implementation.
• Identify where various types of signal timing and
active modes signals should be used.
• Identify tools to minimize delay along key bikeways,
working with traffic to remove stop control where
appropriate. Additionally, evaluate bicycle and
micromobility detection technologies to ensure
reliability and minimize delay for active users.
• Prioritize where signals and intersection design
standards are appropriate based on nearby
destinations (e.g., schools, parks, transit stops, etc.),
and expand application for pro-pedestrian treatments
such as curb extensions that narrow crossing
distances.
From the Community
“We need bicycle friendly driver classes
and the programs in schools to teach
kids that bicycle handling and safety
are important”
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3d. Revise standards and regulations to support
micromobility as a mode of transportation.
Background
The sudden appearance of a bewildering variety of
motorized micromobility devices has left many cities
scrambling to figure out how these fit in: on roads? In
bike lanes? On sidewalks? On paved trails? Legally these
devices, except for bicycles, e-bikes, and e-scooters, are
defined as “toy vehicles”. However, they are no longer
just toys; they are transportation vehicles, and they need
a safe and connected network just as bicyclists and
pedestrians do.
In Fort Collins, e-scooters are allowed on roads, bike
lanes, and sidewalks but prohibited from paved trails,
while non-motorized toy vehicles (such as skateboards
and roller skates) are allowed on sidewalks and paved
trails, and motorized toy vehicles are allowed only on
sidewalks. Thus, toy vehicles like electric skateboards
and one-wheels have a restricted, fragmented network of
sidewalks that were not designed for these vehicles.
People who are using micromobility have a lot in common
with bicyclists. People on both human powered and
motorized micromobility devices like skateboards, one-
wheels, scooters and e-scooters travel at similar speeds,
have a small profile, are agile, and are vulnerable road
users. Micromobility users are generally well served by
networks designed for bicyclists.
In addition to the need for a safe and connected network
for micromobility users, there are concerns about how
people on micromobility devices will affect the experience
and safety of people walking and biking on existing
facilities, the ability to regulate different user groups and
devices with limited Park Ranger and City staff to monitor
the paved trail network, and where these devices will be
parked that won’t interfere with other modes or pose
additional barriers for people with disabilities.
In Action
• Make sure the membership of the City’s Active Modes
Advisory Committee reflects micromobility use.
• Incorporate micromobility into maps featuring bicycle
or walking routes.
• Incorporate micromobility in a traffic safety campaign.
• Expand micromobility education and encouragement
program for adults.
• Identify ordinances and regulations that restrict the
network for micromobility users. Engage stakeholders
to determine what changes to ordinances and
regulations could provide a safe and connected
network for micromobility users.
• Where micromobility users currently share space with
other modes, monitor where conflict points emerge to
prioritize improvements that better accommodate all
users.
• Establish a methodology and baseline to monitor
conflicts with parked shared micromobility so that the
effectiveness of countermeasures can be assessed.
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4. Expanding and Creating
Programs that Support
Active Modes
Overarching policy: Fort Collins manages and supports
community programming that educates and encourages
residents to use active modes.
4a. Build and expand the Safe Routes to School program.
Background
The City's Safe Routes to School program works with
strategic partners such as Poudre School District (PSD)
and Bike Fort Collins to increase the number of students
safely walking, bicycling and taking the bus to school.
The program holds bicycle and pedestrian safety classes,
strategically implements improved sidewalks, crossings,
and bicycle lanes for student use, and enforces school-
zone speed limits and other traffic calming in school areas.
Historically, much of the City’s efforts have focused
on elementary schools. The high school program
includes traditional “Bike PE” curriculum as well as
“Bicycle Friendly Driver” certification but can do more
to encourage active mode use amongst high school
students. Safe Routes to School programming focused
on safe use of the roadway is especially important for
high schoolers as they are beginning to use the roadway
independently using multiple modes.
In Action
• Implement “school streets” where possible, or
temporary closures to motor vehicle traffic during
school drop-off and pick-up times.
• Provide protected signal phases for bikers/walkers at
school-area signalized intersections.
• Consider active modes of transportation in the design
of traffic-circulation plans for school-specific traffic
• Designate remote drop-off and pickup locations near
schools.
• Launch anti-idling strategies, campaigns, or policies in
school areas.
• Provide high-quality, high-capacity bike/scooter/
skateboard storage facilities in convenient locations
for at schools.
• Create waiting platforms and bike boxes with
adequate capacity at signalized intersections near
schools.
• Add ramps in school areas to accommodate bikes/
trailers/wheelchairs/scooters transitioning between
in-street and sidewalk-level facilities.
Create a high school program (prioritizing schools with
deficient infrastructure) that includes the following
components:
• High school curriculum that integrates Safe
Routes to School themes, lessons, and skills into
classroom subjects.
• A student-led high school task force to guide the high
school program, as well as encourage leadership skills
amongst students.
• “Big Events” as one-time encouragement events to
get the word out about Safe Routes to School and
promote active modes.
• Leverage curriculum created by CSU and the City of
Fort Collins under Sustainability grant to support Safe
Routes programming.
• Implement innovative strategies such as a requirement
to take the Bicycle-Friendly Driver class before
receiving a parking pass for high-school parking
lots, and allowing students using active modes to be
dismissed first.
• Create new campaigns to reduce car driving by high-
schoolers, such as an e-bike promotion that would get
students to use active modes instead of cars.
• Work with PSD to change policies such as allowing
students to leave campus for lunch. Such policies
create a massive amount of unnecessary car trips
near high schools. Such policies may actually be the
main reason students drive to school. If they had to
stay on campus for lunch, they might bike, walk or
take the bus instead. Perhaps create an innovative
program of having food trucks on high-school
campus at lunchtime.
• Continuation of existing SRTS programs.
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4b. Create a Transportation Demand Management
program that provides resources and strategies for
employers and residents in Fort Collins.
Background
Transportation Demand Management (TDM) is a set of
strategies aimed at maximizing traveler choices and,
often, lowering barriers for commuters and residents
who want to use active modes through encouragement,
incentives, or education.
In Action
Currently the City has initiated the “Shift Your Ride Travel
Options Program” TDM program that provides residents
with resources about active modes. This program
should be expanded to include trainings, resources, and
encouragement strategies that employers can use to
promote active modes amongst their employees.
In addition, the City should expand its TDM program to
document program goals, objectives, desired outcomes,
potential partners, and prospective users of the program
to ensure consistency and sustainability of the program.
This framework should be accompanied by a workplan
that includes a proposed timeline, funding strategy, and
staff needs. Additional near-term strategies to encourage
active mobility may include:
• Creating a micromobility education and
encouragement programs for adults.
• Sharing information with employers on promoting
active travel with tools such as secure bike parking
and supportive facilities, free or subsidized transit
passes, and shared micromobility access.
• Setting policy and performance measurement tools
for institutionalizing TDM strategies into development
projects.
• Working with the Chamber of Commerce and Visit
Fort Collins to create a walking and micromobility
map for the City. The map should highlight popular
tourist destinations along with routes for residents to
get to desirable destinations.
5. Engaging Communities
Meaningfully Around
Active Modes
Overarching policy: Active modes in Fort Collins should
be designed for, used by, and supported by historically
underserved groups
5a. Conduct equitable engagement that meaningfully
involves and values participation by historically
underserved groups.
Background
Equitable engagement in Fort Collins is a combination
of efforts that support involving historically underserved
residents of the city, specifically youth, low English
proficiency speakers, low-income residents, people of
color, people with disabilities, and the elderly. Equitable
engagement goes beyond the “acts” of engagement
– meetings, newsletter, etc. – and instead focuses on
building strong, trusting, and sustainable relationships and
partnerships.
The first step in making engagement more equitable
is building the capacity and knowledge of Fort Collins
staff to understand the implications of race, culture, and
socio-economic status in decision-making. Once the staff
are trained to update their historic practices, the City can
improve and standardize more inclusive engagement.
Additionally, historically underserved communities should
be genuinely valued -- and should feel valued -- in their
roles providing insight, feedback, and recommendations
to active modes processes and projects. Compensating
community members for their knowledge and
contribution to projects shows that they are valued and
encourages sustainable relationship building.
In Action
The following should be completed to further Fort Collins'
efforts on more equitable engagement:
• City staff that work on active modes projects should
all receive cultural competency training and education.
This training should focus on groups that FC Moves
staff currently interact with regularly, including K-12
youth, the LGBTQIA+ community, adults with limited
English, people with disabilities, people from low-
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income households, seniors, and culturally, racially, and
ethnically diverse people and groups.
• Utilize the Health Equity Index to evaluate the
effectiveness of our active modes public engagement
efforts and ensure outreach to historically
marginalized demographic groups.
• When working on transportation projects and active
modes, staff should put extra emphasis on how a
project may impact people walking or bicycling, and
especially those who use active travel to connect to
transit.
• The City should create procedures, which include
incentivization, to encourage residents and
community-based organizations from historically
underserved groups, to participate in active modes
planning and project processes.
• Create new ways to involve youth in City planning
efforts, guided by University of Colorado Community
Engagement, Design and Research Center, https://
www.colorado.edu/cedar/.
• Create youth-friendly maps of the City, similar to
what Growing Up Boulder has done: https://www.
growingupboulder.org/child-and-teen--friendly-city-
maps.html
• Seek input from diverse community members on how
active modes programming can best work for them
and tailor programs, as needed, in response.
• Transparently prioritize active modes improvements
based on feedback from historically underrepresented
groups.
5b. Continue to promote and grow Fort Collins’ Open
Streets and Asphalt Art programs.
Background
Open Streets events are 1-2 miles of car-free, family-
friendly streets where participants are encouraged to
use active modes and enjoy “Activity Hubs”- temporary
clusters of activity provided by local businesses and
organizations. Historically, Open Streets (sometimes
called “Ciclovia” events) have been used to engage
the public in dialogue about how streets can be
transformed into places for people, and have broadened
the conversation about the economic, social, and public
health functions of streets as public space. Open Streets
routes are generally considered walkable and bikeable,
and they include attractive neighborhood elements such
as parks and other key destinations like churches, schools,
and commercial centers.
The Asphalt Art program is a collaborative program
between the City and Bike Fort Collins that selects
locations and artists to paint sections of the City’s bicycle
and pedestrian networks to improve the users’ experience.
Consider coordinating asphalt art installations with Open
Streets celebrations. Both the Open Streets and Asphalt
Art programs are opportunities for the City to engage
historically underserved groups throughout the City and
engage them in active modes in their neighborhoods.
In Action
Create a 10-year plan for both the Open Streets and
Asphalt Art program that focuses on the programs’
abilities to integrate both placemaking and transportation
functions when designing and managing streets, along
with identifying opportunities to engage historically
underserved groups. This plan should include, at
minimum, the following:
• Program goals, especially strategies for supporting
ambitious street transformations
• Metrics of success, including measures such as local
economic activity during street closures
• Engagement strategies to encourage participation
from historically underrepresented groups
• Implementation strategies
• Funding strategies
• Staffing implications
• Partnership strategies with community-based
organizations
• A framework to pilot projects for artistic and
innovative sidewalk treatments and crosswalk
treatments, and an expanded engineering toolbox
of operational treatments to codify street space for
active travel and placemaking (i.e., “paint-and-post”
implementations)
Asphalt Art Installation
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5c. Increase the visibility and importance of the role of
walking and access for people with disabilities in Fort
Collins.
Background
Everybody is a pedestrian at some point of their trip,
whether they make the trip by foot, bike, scooter, transit,
or vehicle. However, in the world of active modes,
walking often is overshadowed by advocacy around
bicycling, which has historically had more vocal and
organized advocates. More specifically, people with
disabilities—mobility, vision, hearing, speech, cognitive,
etc.—face acute barriers to mobility. Improvements that
center people with disabilities enable independence and
autonomy, and typically improve access for all users. For
instance, curb cuts are a design tool targeted at people
using wheelchairs, but ease travel for all, especially people
pushing strollers or carts and delivery workers.
Fort Collins understands the value of walking and rolling
to the city’s future and recognizes that promoting safe
and comfortable navigation by foot, by wheelchair,
and by other mobility devices is essential to the city’s
future growth and success, especially for historically
underserved groups. As such, the city should take
the initiative to foster the growth of advocacy and
engagement opportunities for pedestrians, especially
those with disabilities, and their advocates to build a
strong foundation in the City.
In Action
Create and identify opportunities to address pedestrian
issues and bring pedestrian-focused stakeholders into
decision making processes through the following efforts:
• Transition the City’s existing Bike Advisory Committee
to an “Active Modes Advisory Committee” and make
sure membership is reflective of mode use, people
with disabilities, and historically underrepresented
groups.
• Continue and accelerate sidewalk infill program with
the Sidewalk Prioritization Model.
• Institutionalize documentation of identified and
needed ADA improvements, and proactively continue
to address ADA needs and compliance.
• Review feedback from the City’s prior Walk Friendly
Community application and use the application
feedback to work towards achieving a “Gold” status.
• Continue to conduct Poudre School District and City
traffic-safety studies around schools, and act on
implementing identified recommendations.
• Create and launch a pedestrian safety campaign
unique to Fort Collins (media announcements,
crosswalk zebras, etc.). Highlight mobility challenges
specific to people with disabilities, such as using a
wheelchair or crossing the street as a blind or low-
vision user, and promote awareness of street users
most vulnerable during traffic crashes.
• Implement district-based pedestrian wayfinding.
Pedestrian Wayfinding Panel (credit: NYC DOT)
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Fort Collins Active Modes Plan | Chapter 5: Policy And Program Recommendations
5d. Take action to move Fort Collins towards being a
Vision Zero city.
Background
In 2016, Fort Collins was the first public local entity to
join the Colorado Department of Transportation (CDOT)
Moving Towards Zero Deaths initiative. The proclamation
reflects the City’s commitment to the vision of zero
traffic-related deaths. This CDOT initiative is related to
the national and international Vision Zero safety project.
To become a Vision Zero community, a city must meet
specific criteria:
• A clear goal to eliminate traffic fatalities and severe
injuries is set.
• The community has adopted a Vision Zero plan or
strategy.
• Key city departments are involved with leading the
effort.
• The Mayor has officially committed to Vision Zero.
While Fort Collins is continually working towards their
Vision Zero goals internally, it is also important to work
with the community to educate them on what Vision
Zero is, why it’s important, and how they can make their
community’s roadways safer for all users, especially for
those using active modes.
In Action
• Create a Vision Zero Action Plan that includes steps
that Fort Collins will take to reach zero deaths and
severe injuries on its roadways, as well as strategies
to educate, involve, and empower the community in
meeting the City’s goals.
• Adopt Complete Street Standards that uphold
Transportation Hierarchy and principles of Vision Zero.
• Develop steps for following national best practices,
such as new techniques for motor-vehicle speed
reduction. Consider a blanket lower speed limit for all
or part of the city, as has been done in other cities.
• Leverage the regional Toward Zero Deaths policy
adopted by the North Front Range Transportation
& Air Quality Planning Council to include Vision Zero
policies, strategies, and goals into future projects
and plans.
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CHAPTER 6:
INFRASTRUCTURE
RECOMMENDATIONS
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Fort Collins Active Mode Plan | Chapter 6: Infrastructure Recommendations
The Fort Collins Active Modes Plan is oriented around the
year 2032 and embraces a forward-thinking approach to
active transportation infrastructure, policies, and programs,
aiming to: achieve 50% active mode share by 2032, and
to eliminate active mode fatalities and serious injuries by
2032. The AMP’s infrastructure recommendations reflect
input received from diverse engagement activities and
are supported by City staff expertise and data analysis,
which identified gaps and barriers that affect walking
and bicycling in Fort Collins. Analysis of the active
transportation networks in Fort Collins considered the
locations of low-stress crossing opportunities, high-
comfort bicycle corridors, and high-priority sidewalk
segments identified by the Fort Collins Sidewalk
Prioritization Model. Additionally, recommendations were
guided and informed by engagement efforts in which
stakeholders and the public identified specific locations in
need of improvements.
The following pages illustrate proposed network
improvements and locations for spot treatments, defined
as improvements, such as building medians, upgrading
crossings, and adding signage at specific locations
within a larger segment of the network. Pedestrian
infrastructure and bicycle infrastructure, which include
other forms of rolling, were analyzed independently and
therefore resulted in separate sets of recommendations.
Recommendations are organized as follows:
1. Pedestrian Infrastructure Locations: Recommendations
for spot treatments at high-priority intersections.
2. Bicycle Infrastructure Projects: Recommendations
for bicycle facility improvements (linear projects) and
recommendations for spot treatments at crossings.
These recommendations seek to fulfill the Fort Collins
AMP’s Big Moves including a Complete and Connected
Network, Comprehensive Access to Destinations,
a Healthy and Equitable Community, and Safe and
Comfortable Travel.
Network Development
Approach
As discussed in Chapter 2, the following themes guided
network planning and analysis:
• Adapt to growth
• Consider varying travel needs
• Unlock active modes for more trips
• Design safe streets and intersections
• Plan with context sensitivity
Pedestrian Network
Development
To make walking a comfortable, convenient, and safe travel
option for people of all ages and abilities, the City of Fort
Collins seeks to provide a comprehensive and accessible
sidewalk network. For many people with disabilities
or using assistive mobility devices, a connected and
accessible sidewalk network is essential for independent
mobility.
In 2013, based on a recommendation from the 2011
Pedestrian Plan, the City completed its first Pedestrian
Needs Assessment, a citywide assessment of sidewalk
conditions and prioritization of street segments for
sidewalk improvement. Using the Pedestrian Needs
Assessment, the City prioritizes, selects, and implements
its annual Sidewalk Program, which aims to complete a
fully connected and ADA-compliant walking and rolling
network in Fort Collins. The City’s Sidewalk Program
installs missing sidewalks and ramps and improves
inadequate sidewalks and ramps, in accordance with the
Public Right-of-Way Accessibility Guidelines (PROWAG)
and ADA standards for sidewalk cross slopes (2%
maximum), running slopes (5% maximum), and sidewalk
width (4 feet minimum). There are currently 221 miles
of missing sidewalk in the city and 217 miles of existing
sidewalks that are not ADA-compliant. Downtown Fort
Collins and many of its residential neighborhoods have
existing sidewalk coverage, but many neighborhood
streets in the southern, western, and northeastern parts
of the city have too narrow and inaccessible sidewalks or
they are missing sidewalks altogether.
To prioritize and close these sidewalk gaps, the Pedestrian
Needs Assessment assigns a score to each sidewalk
segment—one on either side of each block—based on
three criteria: location, safety, and health and equity. The
City uses these criteria each year to select and implement
sidewalk projects, as displayed on Map 3.
The Fort Collins AMP does not supersede the Pedestrian
Needs Assessment. Rather, the Fort Collins AMP identifies
spot improvements to complement the City’s Sidewalk
Program to address access and comfort issues identified
by network analysis and public feedback.
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Fort Collins Active Mode Plan | Chapter 6: Infrastructure Recommendations
Map 3: Pedestrian Needs Assessment, which guides the City’s
Sidewalk Program. This AMP was informed by—but does not
supercede—the Pedestrian Needs Assessment.
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Fort Collins Active Mode Plan | Chapter 6: Infrastructure Recommendations
for spot treatments. Finally, the analysis incorporated
community feedback from engagement maps and
outreach activities to inform the recommendations.
What We Heard
During outreach activities, community members shared
feedback on barriers to mobility in the pedestrian
network and identified locations where they would like
to see pedestrian improvements. Community members
communicated that the largest challenges for walking
in Fort Collins are the long distances they must travel to
reach key destinations and that they often feel unsafe
walking, not knowing how or where to access low-stress
pedestrian routes. Feedback revealed that the community
feels the City’s top priorities should be improving sidewalk
connectivity, intersections and crossings, and sidewalk
widths and quality. Public mapping exercises pointed
to specific regions where walking concerns are most
prevalent in Fort Collins. The northern, downtown region of
Fort Collins was where public mapping participants noted
the majority of issues in the pedestrian infrastructure and
indicates a need to focus on the downtown core. Areas
of concern generally aligned with key destinations in Fort
Collins where the community would most like to be able
to safely and easily walk, including parks, schools and CSU
campus, and commercial districts that offer shopping and
grocery options, mainly located in the northern region.
Feedback reaffirmed existing challenges to connect
people to the pedestrian network via safe and accessible
routes and crosswalks in the southern areas of Fort Collins.
Map 4: Walking Distance to Access an Existing Low-Stress Crossing
This map reflects an analysis of walking
distance to an available low-stress
crossing based on contextual factors
including functional classification, posted
speed, number of travel lanes, vehicle
volume, and traffic control devices. The
analysis findings were compared with
and augmented by location-based public
input to develop recommendations.
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Fort Collins Active Mode Plan | Chapter 6: Infrastructure Recommendations
Key Issues & Opportunities
In addition to supporting the full build-out of the sidewalk
network across the city, the Fort Collins AMP seeks
to identify and close barriers to pedestrian mobility
(especially for people with disabilities for whom walking
and rolling access is essential), chiefly those that prevent
safe and comfortable street crossings. Because Fort
Collins’ arterial streets are laid out in a one-mile grid
and—especially in the urban core neighborhoods—are
multiple lanes wide, the arterial network often has limited
opportunities for people to cross at marked crosswalks
and requires pedestrians to cross long distances. The Fort
Collins AMP focuses on identifying long gaps between
comfortable and low-stress pedestrian crossings, and it
makes recommendations for spot treatments to close
those gaps.
To identify crossing gaps, the Fort Collins AMP set
a quarter-mile crossing distance goal: in typical
circumstances, a person walking or rolling should not
need to travel more than a quarter-mile to reach a low-
stress crossing (or five minutes for someone walking
or rolling at 3 mph, a typical pedestrian speed). In the
downtown area, where pedestrians are placed atop
the modal hierarchy, it is assumed that all crossings
should be low-stress and give pedestrians priority for
circulation.
The technical analysis assessed each crossing in the city
and assigned a high- or low-stress rating based on several
contextual factors, including:
• Functional classification of the street
• Number of travel lanes for pedestrians to cross
• Posted speed limit of the roadway being crossed
• Average daily traffic volume of the roadway being
crossed
• Presence of a signal, beacon, or stop sign
• Presence of a pedestrian median refuge
Once each crossing leg of each intersection was graded,
a geospatial analysis measured each street segment in
the city for distance to a low-stress crossing (illustrated
in Map 4). The segment analysis located opportunities
for pedestrian improvements. Additionally, the Pedestrian
Crash Risk Analysis (described on page 11 and illustrated
on Map 1), which identified street segments and
intersections that saw the most severe pedestrian-involved
crashes from 2017-2021, was used to determine locations
for spot treatments. Finally, the analysis incorporated
community feedback from engagement maps and
outreach activities to inform the recommendations.
What We Heard
During outreach activities, community members shared
feedback on barriers to mobility in the pedestrian
network and identified locations where they would like
to see pedestrian improvements. Community members
communicated that the largest challenges for walking
in Fort Collins are the long distances they must travel to
reach key destinations and that they often feel unsafe
walking, not knowing how or where to access low-stress
pedestrian routes. Feedback revealed that the community
feels the City’s top priorities should be improving sidewalk
connectivity, intersections and crossings, and sidewalk
widths and quality. Public mapping exercises pointed
to specific regions where walking concerns are most
prevalent in Fort Collins. The northern, downtown region of
Fort Collins was where public mapping participants noted
the majority of issues in the pedestrian infrastructure and
indicates a need to focus on the downtown core. Areas
of concern generally aligned with key destinations in Fort
Collins where the community would most like to be able
to safely and easily walk, including parks, schools and CSU
campus, and commercial districts that offer shopping and
grocery options, mainly located in the northern region.
Feedback reaffirmed existing challenges to connect
people to the pedestrian network via safe and accessible
routes and crosswalks in the southern areas of Fort Collins.
Map 4: Walking Distance to Access an Existing Low-Stress Crossing
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Bicycle Network Development
The Fort Collins AMP aims to bring high-comfort
infrastructure for bicycling and rolling within reach of
every person in Fort Collins, regardless of age, ability, or
experience. The city currently has a strong foundational
bicycle network with 266 miles of on-street bikeways and
97 miles of paved off-street trails and pathways available
for bicycling and non-motorized micromobility.
Key Issues & Opportunities
The Fort Collins AMP targets “Interested but Concerned”
bicyclists, i.e., people who are interested in bicycling
and have concerns about personal safety or stress from
riding alongside motor vehicle traffic. As displayed in
Table 11, national surveys suggest that the majority of the
population falls into this category.
What We Heard
During outreach activities, community members shared
feedback on bicycling and rolling comfort in Fort Collins
and where they would like to see bicycle infrastructure
improvements. Community members communicated
that the largest challenges for bicycling and rolling in
Fort Collins are that they do not feel safe bicycling in
mixed traffic and find intersections and unprotected
trail crossings unsafe and dangerous to navigate. Gaps
and disconnects in the bicycle network and wayfinding
network are also significant challenges. Feedback revealed
that the community feels the City’s top priorities should
be expanding the bicycle network and building more
protected bicycle infrastructure. Public mapping exercises
pointed to specific regions where bicycling concerns are
most prevalent in Fort Collins. Online mapping participants
noted the most issues in the bicycling and rolling
infrastructure in the northern region of Fort Collins. Areas
of concern aligned with destinations in Fort Collins where
the community would like to be able to safely and easily
bicycle and roll, including parks, schools, and commercial
districts that offer shopping and grocery options. Southern
Fort Collins, particularly East Harmony Road and to the
south, was also identified as an area that lacks important
bicycling and rolling infrastructure, which impedes access
to important destinations like Edora Park and the Foothills
Shopping Mall.
The City classifies each of its on-
street bicycle facilities into two
categories:
• High Comfort—which are
expected to provide an inviting
riding experience to people
of all ages, abilities, and
capabilities, especially centering
the experiences of Interested
but Concerned riders
• Low Comfort—which can be
useful to those users who are
skilled and confident bicycling
with motor vehicle traffic but
are not expected to be broadly
appealing to all riders.
148 miles of the City’s existing
bicycle network is classified as
“high comfort,” while 121 miles
of the City’s bicycle network are
classified as “low comfort.”
Table 11: Comfort Typology of Bicyclists
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Implementation Toolkit
Recommendations in this plan are divided into two
categories: bicycle network facilities and multimodal spot
treatments.
Bicycle Facility Tools
Bicycle facilities, or linear infrastructure that enables
high-comfort bicycling, scootering, and use of
micromobility devices, were selected based on
contextual appropriateness to provide an inviting active
travel experience for the broadest range of potential
users. Roadway factors considered in facility selection
include motor vehicle speed and volumes, number of
travel lanes, frequency of curb cuts and driveways, and
implementation feasibility. With the goal of creating a
comprehensive and continuous citywide network, street
segments and facilities were evaluated for the most
appropriate facilities to meet the AMP’s goals, and for the
necessary implementation actions to achieve each facility.
Where practical, facilities are recommended to fit within
the existing roadway, either by narrowing excessively
wide travel lanes, reallocating travel lanes where vehicles
volumes exceeded the current number of travel lanes,
or reallocating on-street parking. Where the existing
roadbed was insufficient to accommodate a bicycle
facility, either more involved construction measures are
recommended (such as moving curb lines), or suitable
parallel route was identified to minimize diversion.
Bicycle facilities include:
• Neighborhood Bikeway: Street that has low motorized
traffic volumes and speeds, and prioritizes bicycle
travel through signage, pavement markings, and
traffic calming features.
• Paved Shoulder: Separated space for the operation
of bicycles and micromobility, but are not considered
dedicated travel lanes.
• Conventional Bicycle Lane: Exclusive space for
bicyclists and micromobility users to travel in
designated lane with pavement markings, but is not
separated or buffered from motor vehicle traffic.
• Buffered Bicycle Lane: Separated from motor
vehicle traffic by a dedicated buffer space marked
on the pavement.
• Separated Bicycle Lane: Separated from both motor
vehicles and pedestrian traffic by a physical buffer
such as bollards or constructed curb.
• Sidepath: Facilities completely separated from motor
vehicle traffic, built withing separate right-of way
(ROW), that may be used by most active modes.
Depending on the context, some facilities do not
currently permit electric micromobility devices other
than e-bikes.
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Fort Collins Active Mode Plan | Chapter 6: Infrastructure Recommendations
Spot Treatment Tools
Pedestrian Spot Treatments
While the Pedestrian Needs Assessment and City Sidewalk Program inform which street segments have sidewalks and
accessible curb ramps constructed, the following treatments were considered for the planned spot improvements (see
Map 5). These comprise overarching treatment categories; planners and designers should refer to LCUASS and other
relevant guidance and standards when selecting and designing pedestrian infrastructure.
Treatment Description Typical Application
High-Visibility
Crosswalk
Crosswalk with either
continental or ladder
markings to increase crossing
conspicuity and visibility for
people with low vision
Anywhere the pedestrian route
crosses a street, including higher
volume and higher speed streets.
Pedestrian Hybrid
Beacon or RRFB
Actuated Pedestrian Hybrid
Beacon or Rectangular Rapid
Flash Beacon
Unsignalized intersections or
midblock crossings, especially
on multi-lane roadways; beacons
should be paired with high-visibility
crosswalks and crossing may
optionally be raised
Signal Operations
Change
Leading pedestrian intervals,
protected turn phases, or
exclusive pedestrian phases
Where turning vehicles conflict
with people walking and rolling,
signal operations give pedestrians
priority. Leading intervals may give
pedestrians a 3-7 second head start.
Turn movements across the crosswalk
may also be fully separated and can
lag the pedestrian crossing phase to
reduce pedestrian delay.
Median Refuge or
Diverter
Minimum 6-foot wide refuge
island installed in the median
between travel directions,
which may optionally restrict
vehicle movements
Often suitable on multi-lane roads
to shorten crossing exposure and
add refuge space, as well as to add
visual friction and calm through
and turning speeds. On very wide
streets, median refuges should
include push buttons so that slower
pedestrians don’t get trapped in the
median.
Geometric Redesign
Reconfiguration of the
intersection to mitigate
conflicts, including bulb-outs,
raised crossings, or turn lane
removal
Where wide crossing distances,
large curb radii, or slip lanes
increase pedestrian exposure,
geometric redesign may enhance
safety and comfort.
New Pedestrian
Crossing
New signal installation or
intersection construction
Especially on high-speed or high-
volume roadways, or adjacent to
priority destinations such as schools
or commercial districts.
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Fort Collins Active Mode Plan | Chapter 6: Infrastructure Recommendations
Bicycle Spot Treatment Tools
The proposed bicycle network provides direction for what facilities to place on large segments across Fort Collins. It
is equally important to ensure these new facilities are both well connected and safely connected and that areas where
facilities are not proposed will be comfortable for bicycling and rolling. The following treatments were considered for the
planned spot improvements (see Map 6). Recommended spot projects focus primarily on applying crossing treatments
and widening existing infrastructure. While these comprise overarching treatment categories, planners and designers
should refer to LCUASS and other relevant guidance and standards when selecting and designing bicycle infrastructure.
Treatment Description Typical Application
Signs and Markings Crossing, approach, or conflict
markings and signage
Typically low-volume and
low-speed crossing locations
where increased conspicuity can
improve crossing comfort
Signals
Actuated Hybrid Beacon,
Rectangular Rapid Flash Beacon,
or new signal construction
At existing uncontrolled or
midblock locations where
bicycle demand or conflicts may
necessitate enhanced crossing
infrastructure
Two-Way Sidepath Short bidirectional bikeway to
close short gaps Offset crossings and half signals
Intersection Redesign
Complex redesign of
intersections to increase
separation in space or time for
bicyclists and active users
Generally at signalized locations
where traffic and bicycling
conditions require full design
New Connection
Trail, underpass, or overpass
typically outside of right-of-way
to bridge key network barriers
Rail crossings, surface parking
lots, or informal access paths
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Bicycle and
Micromobility Network
Recommendations
Since the 2014 Bicycle Master Plan’s adoption, Fort Collins
has implemented 53 miles of new bicycle infrastructure.
This Fort Collins Active Modes Plan builds on that
strong foundation of on- and off-street lanes, trails, and
neighborhood bicycling routes, and it aims to enhance
comfort and safety for all types of riders, regardless of
skill level or experience. Using the Fort Collins AMP’s
vision and goals, the following network design principles
guided route and facility selection recommendations:
• The bicycle network should connect people to their
destinations, with a concentrated focus on equitable
access. Schools, commercial districts, job centers,
parks, and recreation facilities are priorities for access.
Where destinations are more densely located, the
bicycle network should also be more dense.
• The bicycle network should foster direct,
understandable routes and minimize diversion to
reduce delay and maximize accessibility for all types
of riders.
• Facility recommendations must match roadway
context and create routes that feel safe and
comfortable for all ages, abilities, and capabilities.
Bicycle facilities should minimize conflicts between
street users who have different travel speeds and
masses; on routes with higher vehicle traffic speeds
and volumes, increase separation in space and time.
• Focus on high-comfort routes and facilities. Consider
likely sources of stress (e.g., wide or busy crossings,
frequent stops) when designating bicycle routes.
The planned network, adds the following facilities:
• 45 miles of shared-use paths or sidepaths
adjacent to roadways
• 64 miles of separated bicycle lanes
• 11 miles of buffered bicycle lanes
• 3 miles of conventional bicycle lanes
• 21 miles of neighborhood bikeways
Map 5: Bicycle Spot Improvement and Facility Recommendations,
Existing Trails, and Planned and Existing Crossings
From the Community
“Crossing the busiest streets in Fort
Collins still feels dangerous. I have had
numerous occasions where drivers are
rushing through traffic lights and nearly
hit me. I have seen multiple bicyclists hit
by cars at busy intersections.”
“Fort Collins has minimal separated and
protected lanes and the south/southeast
side of town where I live doesn’t
contiguously connect to the larger
trail system.”
We should have safe and minimally
complex routes to move around the
city on bicycles. Currently, putting
together a route, especially north-south,
is complex and winding which reduces
options for bicycling instead of driving.”
“Need more bicycle lanes separated
from traffic, like the ones on Mulberry.”
“I would like to see better bicycle and
micromobility connections to the north
side of Fort Collins.”
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Bicycle and
Micromobility Network
Recommendations
Since the 2014 Bicycle Master Plan’s adoption, Fort Collins
has implemented 53 miles of new bicycle infrastructure.
This Fort Collins Active Modes Plan builds on that
strong foundation of on- and off-street lanes, trails, and
neighborhood bicycling routes, and it aims to enhance
comfort and safety for all types of riders, regardless of
skill level or experience. Using the Fort Collins AMP’s
vision and goals, the following network design principles
guided route and facility selection recommendations:
• The bicycle network should connect people to their
destinations, with a concentrated focus on equitable
access. Schools, commercial districts, job centers,
parks, and recreation facilities are priorities for access.
Where destinations are more densely located, the
bicycle network should also be more dense.
• The bicycle network should foster direct,
understandable routes and minimize diversion to
reduce delay and maximize accessibility for all types
of riders.
• Facility recommendations must match roadway
context and create routes that feel safe and
comfortable for all ages, abilities, and capabilities.
Bicycle facilities should minimize conflicts between
street users who have different travel speeds and
masses; on routes with higher vehicle traffic speeds
and volumes, increase separation in space and time.
• Focus on high-comfort routes and facilities. Consider
likely sources of stress (e.g., wide or busy crossings,
frequent stops) when designating bicycle routes.
The planned network, adds the following facilities:
• 45 miles of shared-use paths or sidepaths
adjacent to roadways
• 64 miles of separated bicycle lanes
• 11 miles of buffered bicycle lanes
• 3 miles of conventional bicycle lanes
• 21 miles of neighborhood bikeways
Map 5: Bicycle Spot Improvement and Facility Recommendations,
Existing Trails, and Planned and Existing Crossings
Laporte
Elizabeth
Prospect
Drake
Horsetooth
Harmony
Mulberry
Vine OVerland TrTaft HillShieldsCollegeLemayTimberlineZieglerTurnberryTimberlinePage 116
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Spot Treatment
Recommendations
Between 2016 and 2020, the City Sidewalks Program
constructed more than 250 accessible ramps and
more than 7 miles of new or repaired sidewalk. As this
citywide build-out continues, this Plan seeks to bridge
critical connections in the pedestrian network. The Fort
Collins AMP does not supersede the Pedestrian Needs
Assessment. Rather, the Fort Collins AMP identifies spot
improvements to complement the City’s Sidewalk Program
and address access and comfort issues identified by
network analysis and public feedback.
Using the Fort Collins AMP’s vision and goals, the following
network design principles guided route and facility
selection recommendations:
• The pedestrian network should connect people to their
destinations, with a concentrated focus on equitable
access. Schools, commercial districts, job centers,
parks, and recreation facilities are priorities for access.
• The pedestrian network should provide direct paths
and regular opportunities to cross the street, reducing
delay and maximizing network accessibility.
• The pedestrian network should prioritize
improvements on streets that are less safe and
comfortable for people walking and rolling, and reduce
injury risk especially on major arterial streets.
• Spot recommendations must match roadway context
and existing pedestrian conditions. Pedestrian facilities
should minimize conflict especially with motor vehicles
by providing separation both in space and time. Places
where people walking or using mobility devices must
cross multiple lanes of traffic, must cross unmarked
or uncontrolled intersections, or where safe crossing
distance is greater than a quarter-mile out of direction
will all decrease comfort and potentially increase risk
for pedestrians.
• The recommendations consider segments of roadway
where safety and crash risk issues have been identified,
where large gaps between comfortable crossings
currently exist (a quarter-mile is generally used as a
guideline, though may be more frequent in the urban
core), or where dense activities or trip generators are
expected.
This AMP recommends:
• 24 locations with changes to Signal Operations,
• 19 locations with High-Visibility Markings and Signage,
• 37 locations with new Signals, Pedestrian Hybrid
Beacons, or Rectangular Rapid-Flashing Beacons,
• 15 new Median Refuge Islands, Intersection Diverters,
or Offset Crossings,
• 49 intersections where Geometric Redesign is
indicated, and
• 21 New Connections or Crossings, which may include
constructing new intersections or short path segments.
Map 6: Spot Improvement Recommendations, Existing Trails, and
Planned and Existing Crossings
From the Community
“If you are BIPOC you might not have
sidewalks in your neighborhood. Also
many of the sidewalks are only 36” wide
which is nearly impossible to use with
a wheelchair.”
“Most of the streets are engineered with
only cars in mind and are hazardous to
cross, especially on College, where the
massive big box corporate chains have
moved in.”
“Outside of very specific block faces in
Old Town, almost every intersection or
block has some major missing feature
related to basic pedestrian safety
including painted crosswalks, pedestrian
bulb-outs, etc.”
“There are too many huge residential
intersections that encourage fast driving
and take a long time to cross.”
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Fort Collins Active Mode Plan | Chapter 6: Infrastructure Recommendations
This AMP recommends:
• 24 locations with changes to Signal Operations,
• 19 locations with High-Visibility Markings and Signage,
• 37 locations with new Signals, Pedestrian Hybrid
Beacons, or Rectangular Rapid-Flashing Beacons,
• 15 new Median Refuge Islands, Intersection Diverters,
or Offset Crossings,
• 49 intersections where Geometric Redesign is
indicated, and
• 21 New Connections or Crossings, which may include
constructing new intersections or short path segments.
Map 6: Spot Improvement Recommendations, Existing Trails, and
Planned and Existing Crossings
Laporte
Elizabeth
Prospect
Drake
Horsetooth
Harmony
Mulberry
Vine OVerland TrTaft HillShieldsCollegeLemayTimberlineZieglerTurnberryTimberlinePage 118
Item 2.
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Item 2.
CHAPTER 7:
IMPLEMENTING
THE VISION
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Fort Collins Active Modes Plan | Chapter 7: Implementing The Vision
Putting Big Moves
into Action
The Implementation Strategy translates the Fort Collins
AMP’s Big Moves into an actionable set of projects and
phases, as well as an order of magnitude assessment of
what resources may be needed to deliver on the AMP’s
goals.
• To expand a Complete & Connected Network, this
implementation strategy assesses how effectively
projects bridge connections to existing and
planned active transportation facilities, and priority
destinations (e.g., schools, parks, childcare, senior
living, and commercial districts).
• To nurture a Healthy & Equitable Community by
leveraging the City’s Health-Equity Index score to
guide project selection and prioritization.
• To promote Safe & Comfortable Travel by focusing
efforts on the Bicycle & Walking High-Injury Network
and closing gaps for multimodal users.
• To foster a Supportive and Inclusive Culture by raising
awareness for multimodal transportation through
street design and infrastructure.
This Implementation Strategy is a roadmap to pursue and
achieve the goals set forth in Chapter 3:
• Achieve 50 percent active mode share by 2032.
• Projects are prioritized that focus on capturing and
connecting short trips for bicycling and walking.
• The multimodal network connects people to
destinations.
• The citywide transportation system reduces
barriers to walking and bicycling caused by traffic
stress and discomfort.
• Eliminate active mode fatalities and serious injuries
by 2032.
• Projects aim to address all streets on the High-
Injury Network by 2032.
Prioritizing Projects
The Fort Collins AMP’s prioritization framework is a
data-driven process to determine project impact, i.e.,
what projects will improve the pedestrian and bicycle
networks most effectively. For prioritizing pedestrian and
bicycle projects, the Fort Collins AMP used a two-step
prioritization process: an “outcomes-based” step followed
by an “implementation-based” step.
Based on feedback from the public and commuunity
stakeholders, it is critical that both the projects
themselves and the strategy for delivering those projects
reflect the City’s values and goals while strategically
building momentum and delivering the most benefit
possible. The prioritization process includes four factors
which represent core values of the Fort Collins AMP,
and within those factors are a series of measures to
operationalize the factors.
Multiple Paths to
Implementation
Based on project prioritization and the Fort Collins
AMP’s primary goals for active mode share and active
mode safety. This section offers a project selection and
implementation strategy based on three time horizons:
• High Priority/Readiness, which is anticipated to
take place in the first five years of plan rollout;
these projects are generally concentrated around
strengthening the downtown and urban core network,
while providing a basic citywide level of service for
active modes.
• Medium Priority/Readiness, anticipated to roll out in
five to ten years; this phase expands the core network
to a larger geography of the city and includes more
complex projects.
• Low Priority/Readiness projects are complete the
“full-build” network and include transformational
projects to complete the citywide network, but may
be delivered beyond the ten-year plan horizon.
Because resources—both funding and time—are limited,
this implementation strategy seeks to maximize the
impact of projects based on the Fort Collins AMP’s goals
by implementing transformational (but often small-scale)
“quick-win” projects in the near term and gathering
momentum to implement the larger and more complex
projects strategically over a longer period.
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Fort Collins Active Modes Plan | Chapter 7: Implementing The Vision
While the prioritization list that follows reflects a strategic
roll-out based on the AMP’s goals, values, and practicality
based on current conditions, opportunities may arise that
shift the prioritization over time. This prioritization exists
as the first leg in a three-legged stool of implementation
approaches:
1. Grow funding to prioritize strategic efforts to increase
network connectivity, connect key destinations,
and implementing strategic crossing improvements
citywide. This can include extending the Community
Capital Improvement Program, requesting expanded
support through Budgeting for Outcomes, and
seeking state and federal grants to implement
transformational projects.
2. Maximizing existing programs, such as the Street
Maintenance Program, subsurface utility projects, or
major capital projects where core funded programs or
grant opportunities can unlock synergies.
3. Leveraging partnerships and development to seize
opportunities through development review and
partnerships with major stakeholders such as Larimer
County and Colorado State University to implement
network segments.
As the Active Modes Plan becomes more institutionalized
over time, coordination of efforts across City departments
can allow the AMP to become a critical driver of citywide
infrastructure investments and accelerate plan delivery.
Pedestrian Projects
For pedestrian projects, the outcomes-based step scored
and ranked projects, which were then grouped into
quintiles. Those factors and measures are included below
in Table 12. After the projects were grouped based on
alignment with the outcomes-based factors, projects were
then ranked based on implementation-based factors and
measures (Table 13).
Factor Measure Weight
Network
Connectivity
Number of connections to
existing and planned sidewalks or
trails 40%
Number of priority destinations
within 1/4 mile
Access
Number of transit stations or
stops within 1/4 mile (weighted
by service frequency)
20%
Safety and
Comfort
Pedestrian High-Injury Network
20%
Distance to low-stress crossing
Health and
Equity Health-Equity Index score 20%
Table 12: Outcomes-Based Prioritization for Pedestrian Projects
Factor Measure Weight
Cost Planning-level opinion of
probable cost 25%
Readiness
Whether or not additional study
or planning is needed, based on
implementation action
25%
Multimodal
Benefit
Coincides with another modal
network plan (e.g., bicycle or
transit)
25%
Synergy
Overlap with planned or
programmed projects (e.g.,
Transportation Capital Projects
Prioritization Study, Street
Maintenance Program)
25%
Table 13: Implementation-Based Prioritization for Pedestrian Projects
A complete list of the pedestrian projects, organized by
value-based score and implementation-based score, can
be found in Appendix E: Prioritization Scoring.
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Fort Collins Active Modes Plan | Chapter 7: Implementing The Vision
Bicycle Projects
Similar to the pedestrian projects, the bicycle projects
were scored and ranked using a two-step prioritization
process which included a outcomes-based step and an
implementation-based step. The criteria for the outcomes-
based step are listed below in Table 14.
Factor Measure Weight
Network
Connectivity
Number of connections to
existing and planned bikeways or
trails 40%
Number of priority destinations
within 1/4 mile
Access
Number of transit stations or
stops within 1/4 mile (weighted
by service frequency)
20%
Safety and
Comfort
Bicycle High-Injury Network
20%Difference between existing and
proposed comfort designation
Health and
Equity Health-Equity Index score 20%
Table 14: Outcomes-Based Prioritization for Bicycle Projects
All network projects were geospatially evaluated
and ranked for alignment with the Fort Collins AMP’s
goals and values. Once the outcomes-based step was
completed, projects within each of the ranked groupings
were evaluated for implementation-based criteria (Table
15) to develop the final prioritization and identify the first
projects that could be delivered. The top-ranking projects
are illustrated in Map 7.
Factor Measure Weight
Cost Planning-level opinion of
probable cost 25%
Readiness
Whether or not additional study
or planning is needed, based on
implementation action
25%
Multimodal
Benefit
Coincides with another modal
network plan (e.g., pedestrian or
transit)
25%
Synergy
Overlap with planned or
programmed projects (e.g.,
Transportation Capital Projects
Prioritization Study, Street
Maintenance Program)
25%
Table 15: Implementation-Based Prioritization for Bicycle Projects
Because the Fort Collins AMP’s recommended bicycle
network and spot treatments include a mix of projects
that are either complex capital design projects or small
projects that can be integrated into regular operations
and maintenance, the implementation strategy generally
separates projects by the required action to implement
(simple striping and signage modifications compared to
complex design and construction). The implementation
strategy assumes a mix of projects each period so that the
bicycle network includes both “quick-win” connections
and larger transformational projects that have the greatest
impact on network connectivity and comfort.
A complete list of the bicycle projects, organized by
value-based score and implementation-based score, can
be found in Appendix E: Prioritization Scoring.
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Fort Collins Active Modes Plan | Chapter 7: Implementing The Vision
High Priority/Readiness Projects
In the near term, to achieve the goals of improving safety and increasing mode share, the focus is placed on quick wins—
projects that can be readily implemented and will have immediate impact.
Project
Focus PID Street Cross-Street
or Extents Treatment Length
(mi)
Outcomes
Score
Imple.
Score
Cost Opinion
(2022)
Pedestrian 7 Drake
Timberline Signal Operations Spot
44 8 $ 206,000 Lemay Geometric Redesign Spot
Shields Signal Operations Spot
Shields St Casa Grande Signal Operations Spot
Pedestrian 46 Harmony Rd
Mason Signal Operations Spot
44 8 $ 206,000 Boardwalk Signal Operations Spot
Lemay Signal Operations Spot
Starflower Geometric Redesign Spot
Pedestrian 1 College Ave
Willow Signal Operations Spot
44 7 $ 109,000
Laporte Signal Operations Spot
Mountain Signal Operations Spot
Olive Signal Operations Spot
Magnolia Signal Operations Spot
Pedestrian 4 Mulberry St
College Signal Operations Spot
44 7 $ 453,000
Mason Signal Operations Spot
Loomis Geometric Redesign Spot
Shields Signal Operations Spot
Taft Hill Signal Operations Spot
Whitcomb /
Canyon Geometric Redesign Spot
Pedestrian 11 Willow St Linden High-Visibility
Crosswalk Spot 46 3 $ 50,000
Lincoln Beacon / RRFB Spot
Pedestrian 29 Taft Hill Rd Prospect Signal Operations Spot 40 8 $ 153,000
Valley Forge Geometric Redesign Spot 40 8
Pedestrian 3 College Ave
Monroe Signal Operations Spot
42 6 $ 303,000 Rutgers Geometric Redesign Spot
Columbia Geometric Redesign Spot
Pedestrian 9*
Shields St Plum Geometric Redesign Spot
44 4 $ 600,000 Elizabeth St
Shields Geometric Redesign Spot
Taft Hill Geometric Redesign Spot
Constitution Geometric Redesign Spot
Bicycle 61 Taft Hill Rd Glenmoor Signals Spot 45 2 $ 600,000
Pedestrian 2 College Ave Laurel Signal Operations Spot
44 3 $ 343,000 Prospect Geometric Redesign Spot
Mason Trail Prospect Geometric Redesign Spot
Pedestrian 10 Mason St Mountain Signal Operations Spot 38 7 $ 6,000 Olive Signal Operations Spot
Bicycle 51 W Prospect Rd Sheely Dr Signals Spot 40 5 $ 600,000
Bicycle 33 E Magnolia St Remington St Signs & Markings Spot 40 4 $ 3,000
*Project includes a partner such as Colorado DOT, Larimer County, or Colorado State University
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Fort Collins Active Modes Plan | Chapter 7: Implementing The Vision
Project
Focus PID Street Cross-Street
or Extents Treatment Length
(mi)
Outcomes
Score
Imple.
Score
Cost Opinion
(2022)
Pedestrian 5 Mulberry St
Stover Beacon / RRFB Spot
40 4 $ 1,302,000 Remington Median / Diverter Spot
Peterson New Crossing Spot
Bicycle 30 Mountain Ave,
Lincoln Ave
N Howes St -
Willow St
Buffered Bike Lane,
Separated Bike Lane 0.5 38 6 $ 193,000
Pedestrian 31 Harmony Rd Corbett Geometric Redesign Spot 37 7 $ 200,000 Timberline Signal Operations Spot
Bicycle 52 W Lake St S Shields St - S
Mason St Separated Bike Lane 1.2 39 5 $ 251,000
Bicycle 50 E Vine Dr Jerome St Signals Spot 42 2 $ 600,000
Pedestrian 22 Lemay Ave Prospect Signal Operations Spot 36 7 $ 100,000 Stuart Signal Operations Spot
Bicycle 39 S Shields St W Mulberry St -
Davidson Dr Separated Bike Lane 1.6 38 5 $ 1,489,000
Bicycle 32 Magnolia St S Sherwood St -
Whedbee St Bike Boulevard 0.8 37 5 $ 29,000
Bicycle 41 S Shields St W Lake St Two-Way Sidepath Spot 34 8 $ 29,000
Pedestrian 21 Lemay Mulberry Geometric Redesign Spot 39 3 $ 150,000
Bicycle 2 E Elizabeth St S College Ave Intersection redesign Spot 37 4 $ 585,000
Bicycle 7 S Taft Hill Rd W Elizabeth St -
W Horsetooth Rd Separated Bike Lane 2.5 34 7 $ 707,000
Bicycle 52 City Park Ave W Mulberry St Signals Spot 35 6 $ 600,000
Bicycle 6 S Taft Hill Rd Laporte Ave - W
Elizabeth St Separated Bike Lane 1.1 34 6 $ 279,000
Bicycle 12 Birch St S Shields St Signs & Markings Spot 34 6 $ 3,000
Bicycle 28 Jefferson St N College Ave - E
Mountain Ave Separated Bike Lane 0.5 35 5 $ 116,000
Pedestrian 40 Shields Stuart Geometric Redesign Spot 36 4 $ 150,000
Pedestrian 15 Mason Maple Geometric Redesign Spot 38 2 $ 150,000
Bicycle 35
Birch St,
Crestmore Pl,
Skyline Dr
Orchard Pl - City
Park Ave Bike Boulevard 1.4 32 7 $ 6,000
Bicycle 36 Glenmoor Dr, W
Plum St
S Taft Hill Rd -
Skyline Dr Bike Boulevard 1.1 32 7 $ 3,000
Bicycle 50 Springfield Dr Castlerock Dr - S
Shields St Bike Boulevard 0.6 32 7 $ 6,000
Bicycle 12 S Shields St W Mountain Ave -
W Mulberry St Separated Bike Lane 2.2 31 7 $ 111,000
Pedestrian 67 Horsetooth Platte Median / Diverter Spot 33 6 $ 234,000 Auntie Stone Median / Diverter
Bicycle 47
Castlerock Dr,
Lake St, Skyline
Dr, Clearview Ave
S Taft Hill Rd - W
Elizabeth St Bike Boulevard 3.5 34 5 $ 5,000
Bicycle 58*Gillette Dr Phemister Rd - W
Drake Rd Separated Bike Lane 3.0 34 5 $ 135,000
Bicycle 76 E Horsetooth Rd S Lemay Ave -
Ziegler Rd Separated Bike Lane 0.7 34 5 $ 561,000
Bicycle 11 Conifer St N College Ave Intersection redesign Spot 34 5 $ 585,000
Bicycle 57 Centre Ave S Shields St -
Phemister Rd Separated Bike Lane 1.0 35 4 $ 347,000
Bicycle 40 S Shields St Davidson Dr -
Hilldale Dr Separated Bike Lane 0.1 32 6 $ 777,000
*Project includes a partner such as Colorado DOT, Larimer County, or Colorado State University
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Fort Collins Active Modes Plan | Chapter 7: Implementing The Vision
Project
Focus PID Street Cross-Street
or Extents Treatment Length
(mi)
Outcomes
Score
Imple.
Score
Cost Opinion
(2022)
Bicycle 11 Laporte Ave Fishback Ave - N
Washington Ave Bike Lane 1.7 33 5 $ 61,000
Bicycle 104 Boardwalk Dr JFK - Harmony Buffered Bike Lane 0.3 33 5 $ 51,000
Pedestrian 72 Riverside Ave Prospect Rd Geometric Redesign Spot 33 5 $ 150,000
Bicycle 64 Drake Rd S Taft Hill Rd -
Tulane Dr Separated Bike Lane 0.3 34 3 $ 1,312,000
Bicycle 74 W Horsetooth Rd Richmond Dr - S
Mason St Sidepath (both sides)0.8 34 3 $ 2,594,000
Bicycle 51*W Pitkin St S Shields St - S
College Ave Separated Bike Lane 0.7 33 4 $ 1,314,000
Pedestrian 13 Magnolia
Sherwood Geometric Redesign Spot
33 3 $ 903,000
Loomis Geometric Redesign Spot
Meldrum Geometric Redesign Spot
Washington High-Visibility
Crosswalk Spot
Pedestrian 12 Olive Remington Geometric Redesign Spot 34 2 $ 300,000 Mathews Geometric Redesign Spot
Bicycle 40 N Roosevelt Ave Laporte Ave Signals Spot 30 5 $ 600,000
Pedestrian 60 Ziegler Saber Cat Beacon / RRFB Spot 29 6 $ 32,000
Bicycle 44 Centre Ave W Lake St Intersection redesign Spot 35 0 $ 585,000
Bicycle 59 Booth Rd Tietz Dr - Bay Rd Sidepath (one side)0.5 32 3 $ 130,000
Bicycle 62 S Lemay Ave E Stuart St - E
Horsetooth Rd Sidepath (both sides)0.2 32 3 $ 4,439,000
Bicycle 62 Spring Creek Trail Taft Hill Rd New connection Spot 32 3 $ 320,000
Pedestrian 30 Taft Hill Lake New Crossing Spot 32 2 $ 585,000
Bicycle 7 E Horsetooth Rd Kingsley Dr Signals Spot 27 6 $ 600,000
Bicycle 1 E Prospect St Stover St Two-Way Sidepath Spot 27 6 $ 29,000
Bicycle 48 S Howes St W Laurel St Signs & Markings Spot 29 4 $ 3,000
Bicycle 39 S College Ave Rutgers Ave New connection Spot 32 1 $ 320,000
Bicycle 26 W Stuart St S Taft Hill Rd
(Project #1)Two-Way Sidepath Spot 26 5 $ 29,000
Bicycle 34 Riverside Ave E Mulberry St Intersection redesign Spot 29 2 $ 585,000
Bicycle 46 Jackson Ave W Mulberry St Two-Way Sidepath Spot 23 6 $ 29,000
Pedestrian 48 Cinquefoil Kechter Median / Diverter Spot 21 4 $ 32,000
Bicycle 20 S Timberline Rd E Lincoln Ave Intersection redesign Spot 21 2 $ 585,000
Pedestrian 25 Frey Laporte Geometric Redesign Spot 21 2 $ 150,000
Pedestrian 75 Mason Trail Prospect Rd Beacon / RRFB Spot 18 3 $ 600,000
Pedestrian 34 Timberline Horsetooth Geometric Redesign Spot 17 3 $ 150,000
Bicycle 8 E Horsetooth Rd Caribou Dr Signals Spot 18 2 $ 600,000
High-Priority/Readiness Phase, Opinion of Probable Cost: $30,400,000 over five years (2022 costs)
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Fort Collins Active Modes Plan | Chapter 7: Implementing The Vision
ShieldsMap 1: High Priority/Readiness Projects
Laporte
Elizabeth
Prospect
Drake
Horsetooth
Harmony
Trilby
Mulberry
Vine OVerland TrTaft HillCollegeLemayTimberlineZieglerKechter
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Fort Collins Active Modes Plan | Chapter 7: Implementing The Vision
Medium Priority/Readiness Projects
In the medium priority/readiness phase of implementation, program resources and capacity grow to deliver more and
more complex projects.
Project Type PID Street Cross-Street
or Extents Treatment Length
(mi)
Outcomes
Score
Imple.
Score
Cost Opinion
(2022)
Bicycle 24 Timberline Rd Annabel Ave - E
Prospect Rd Separated Bike Lane 1.8 31 6 $ 605,000
Bicycle 65 E Drake Rd Tulane Dr -
Rigden Pkwy Sidepath (both sides)0.5 34 2 $ 5,817,000
Bicycle 75 E Horsetooth Rd Mitchell Dr - S
Lemay Ave Sidepath (both sides)0.3 34 2 $ 2,941,000
Bicycle 46 Clearview Ave Ponderosa Dr -
Skyline Dr Bike Boulevard 1.0 30 6 $ 4,000
Bicycle 48 W Lake St S Overland Tr -
S Taft Hill Rd Bike Boulevard 1.1 30 6 $ 7,000
Bicycle 69 Worthington Ave W Drake Rd - W
Swallow Rd Bike Boulevard 1.6 30 6 $ 4,000
Pedestrian 19 3rd St Lincoln Beacon / RRFB Spot 30 6 $ 32,000
Pedestrian 20 Riverside Lemay Geometric Redesign Spot 31 5 $ 150,000
Bicycle 67 Water Blossom Ln,
Willow Fern Way
W Drake Rd -
Marshwood Dr Bike Boulevard 1.0 28 7 $ 2,000
Bicycle 56*Rolland Moore Dr,
Phemister Rd
S Shields St -
Bay Rd
Separated Bike Lane,
Bike Lane 1.7 30 5 $ 331,000
Bicycle 85 Harmony Rd S Taft Hill Rd - S
Lemay Ave Separated Bike Lane 2.6 30 5 $ 1,218,000
Bicycle 29 Linden St Walnut St -
Jefferson St Bike Route 1.0 30 5 $ 7,000
Bicycle 80
John F Kennedy
Pkwy, E Troutman
Pkwy
E Horsetooth Rd
- E Harmony Rd
Separated Bike Lane,
Buffered Bike Lane 1.2 26 8 $ 383,000
Bicycle 66 E Drake Rd,
Ziegler Rd"
Rigden Pkwy
- William Neal
Pkwy
Separated Bike Lane 1.4 27 7 $ 195,000
Bicycle 38 Laurel St S Shields St - S
Howes St
Separated Bike Lane,
Buffered Bike Lane 0.2 28 6 $ 371,000
Bicycle 42 Pennock Pl all Bike Boulevard 1.4 28 6 $ 1,000
Pedestrian 65 Center Phemister Beacon / RRFB Spot 28 6 $ 32,000
Bicycle 99 Howes St W Mountain Ave
- W Laurel St Buffered Bike Lane 0.5 30 4 $ 58,000
Bicycle 14 Mcmurry Ave E Harmony Rd Intersection redesign Spot 30 4 $ 585,000
Bicycle 60 East Spring Creek
Trail Lemay Ave Two-Way Sidepath Spot 30 4 $ 29,000
Bicycle 54 E Suniga Rd Jerome St Signs & Markings Spot 31 3 $ 3,000
Bicycle 2 N Shields St W Willox Ln - W
Mountain Ave Separated Bike Lane 0.9 27 6 $ 433,000
Bicycle 26 S Timberline Rd Vermont Dr -
Battlecreek Dr Separated Bike Lane 2.0 27 6 $ 708,000
Bicycle 63 W Drake Rd S Overland Tr -
S Taft Hill Rd Separated Bike Lane 1.1 27 6 $ 299,000
Bicycle 27 Skyline Dr W Prospect Rd Signals Spot 28 5 $ 600,000
Pedestrian 16 College Myrtle Geometric Redesign Spot 30 3 $ 117,000
Pedestrian 43 College Willox Signal Operations Spot 30 3 $ 50,000
*Project includes a partner such as Colorado DOT, Larimer County, or Colorado State University
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Fort Collins Active Modes Plan | Chapter 7: Implementing The Vision
Project Type PID Street Cross-Street
or Extents Treatment Length
(mi)
Outcomes
Score
Imple.
Score
Cost Opinion
(2022)
Bicycle 25 S Timberline Rd E Prospect Rd -
Vermont Dr Separated Bike Lane 0.4 25 7 $ 414,000
Bicycle 10 West St, Maple St N Roosevelt Ave
- N Shields St Bike Boulevard 0.5 26 6 $ 5,000
Bicycle 21 Redwood St,
Linden St
Conifer St -
Linden Center
Dr
Buffered Bike Lane 0.8 26 6 $ 41,000
Bicycle 60
Purdue Rd, Tulane
Dr, Mathews St,
Rutgers Ave
S College Ave -
E Swallow Rd Bike Boulevard 0.6 26 6 $ 9,000
Pedestrian 55 Redwood
Conifer High-Visibility
Crosswalk Spot
27 5 $ 36,000
Suniga High-Visibility
Crosswalk Spot
Bicycle 37 W Elizabeth St
S Overland Tr
- CSU Transit
Center
Separated Bike Lane 6.8 28 4 $ 4,062,000
Bicycle 28 Heatheridge Rd W Prospect Rd Signals Spot 28 4 $ 600,000
Pedestrian 14 Sherwood
Cherry High-Visibility
Crosswalk Spot
30 2 $ 168,000
Maple Geometric Redesign Spot
Bicycle 58 Willox Ln Blue Spruce Signals Spot 31 1 $ 600,000
Pedestrian 41 Timberline Mulberry Geometric Redesign Spot 31 1 $ 150,000
Bicycle 44 S Lemay Ave Riverside Ave -
E Stuart St Separated Bike Lane 1.6 25 6 $ 740,000
Bicycle 45 E Elizabeth St S College Ave -
S Lemay Ave
Buffered Bike Lane,
Bike Lane 1.9 26 5 $ 90,000
Bicycle 98 Loomis Ave Laporte Ave - W
Mulberry St Buffered Bike Lane 0.6 26 5 $ 31,000
Pedestrian 61 Timberline
International New Crossing Spot
26 5 $ 632,000
Sykes Beacon / RRFB Spot
Pedestrian 56 Willox Bramblebush Beacon / RRFB Spot 27 4 $ 32,000
Bicycle 43*Phemister Rd Mason Trail New connection Spot 28 3 $ 320,000
Bicycle 103 E Lincoln Ave Lemay -
Timberline Separated Bike Lane 0.9 30 1 $ 3,019,000
Bicycle 27 N Loomis Ave Cherry St -
Laporte Ave Bike Boulevard 1.0 24 6 $ 2,000
Bicycle 34
Ponderosa
Dr, Fuqua Dr,
Clearview Ave
W Mulberry St -
W Prospect Rd Bike Boulevard 0.6 24 6 $ 8,000
Bicycle 49 Underhill Dr,
Skyline Dr
Springfield Dr -
Westbridge Dr Bike Boulevard 1.4 24 6 $ 3,000
Bicycle 53 Emigh St, McHugh
St, Welch St
E Elizabeth St -
E Prospect Rd Bike Boulevard 1.0 24 6 $ 4,000
Bicycle 61
Brookwood Dr,
Rollingwood Ln,
Silverwood Dr,
Oxborough Ln
E Stuart St -
Centennial Rd Bike Boulevard 3.1 24 6 $ 10,000
Bicycle 89 S Lemay Ave E Harmony Rd -
Carpenter Rd Separated Bike Lane 1.1 25 5 $ 830,000
Bicycle 49*S College Ave W/E Swallow Rd Signs & Markings Spot 25 5 $ 3,000
Bicycle 41*Meridian Ave W Plum St -
Hughes Way Separated Bike Lane 2.5 26 4 $ 682,000
*Project includes a partner such as Colorado DOT, Larimer County, or Colorado State University
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Item 2.
Project Type PID Street Cross-Street
or Extents Treatment Length
(mi)
Outcomes
Score
Imple.
Score
Cost Opinion
(2022)
Pedestrian 53 JFK Monroe Geometric Redesign Spot 26 4 $ 150,000
Pedestrian 74 Troutman Pkwy Boardwalk Geometric Redesign Spot 26 4 $ 150,000
Bicycle 73 W Horsetooth Rd Horsetooth Ct -
Richmond Dr Sidepath (both sides)3.6 28 2 $ 3,599,000
Bicycle 20 Conifer St N College Ave -
N Lemay Ave Buffered Bike Lane 0.4 24 5 $ 97,000
Bicycle 18*Turnberry Rd
Country Club
Rd - Mountain
Vista Dr
Separated Bike Lane 0.9 25 4 $ 1,254,000
Pedestrian 63 Lake West of
Whitcomb Beacon / RRFB Spot 25 4 $ 32,000
Pedestrian 66 Prospect Whedbee New Crossing Spot 25 4 $ 600,000
Bicycle 23 E Vine Dr Linden St - I-25 Sidepath (one side)0.1 27 2 $ 4,447,000
Bicycle 83 S Lemay Ave E Horsetooth Rd
- E Harmony Rd Sidepath (both sides)3.0 27 2 $ 2,689,000
Pedestrian 44*College Ave
Palmer Beacon / RRFB Spot
27 2 $ 1,200,000
Saturn Beacon / RRFB Spot
Bicycle 45 Red St Canal Crossing New connection Spot 28 1 $ 320,000
Bicycle 56 Horsetooth Seneca Signals Spot 24 4 $ 600,000
Pedestrian 69 Mason Boardwalk High-Visibility
Crosswalk Spot 24 4 $ 18,000
Bicycle 81 W County Road
38E
Red Fox Rd - S
Taft Hill Rd Sidepath (both sides)0.4 25 3 $ 1,600,000
Bicycle 97 Overland Trail W Vine Dr - W
Drake Rd Separated Bike Lane 0.3 25 3 $ 7,624,000
Pedestrian 71 JFK Pkwy Pavilion New Crossing Spot 23 4 $ 585,000
Pedestrian 45*College Fossil Creek Geometric Redesign Spot 25 2 $ 190,000
Bicycle 64 Willox Ln Lemay Ave Intersection redesign Spot 26 1 $ 585,000
Pedestrian 62 Shields Laurel Beacon / RRFB Spot 21 5 $ 600,000
Pedestrian 6 Shields Laporte Geometric Redesign Spot 17 8 $ 50,000
Pedestrian 33 Timberline Vermont Geometric Redesign Spot 19 6 $ 117,000
Pedestrian 52 Harmony Silvergate Beacon / RRFB Spot 21 4 $ 117,000
Pedestrian 59 Laporte Impala High-Visibility
Crosswalk Spot 19 5 $ 32,000
Pedestrian 42 Airpark Lincoln New Crossing Spot 20 1 $ 585,000
Pedestrian 27 Overland Trail
Mulberry Beacon / RRFB Spot
16 4 $ 1,185,000
Rampart New Crossing Spot
Pedestrian 35 Miles House Drake New Crossing Spot 11 6 $ 600,000
Pedestrian 49
Lemay
Brittany
New Crossing Spot
17 2 $ 632,000
Trilby Beacon / RRFB Spot
Medium Priority/Readiness Projects, Opinion of Probable Cost: $57,100,000 over five years (2022 costs)
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{MAP}
Laporte
Elizabeth
Prospect
Drake
Horsetooth
Harmony
Trilby
Mulberry
Vine OVerland TrTaft HillShieldsCollegeLemayTimberlineZieglerTurnberryTimberlineMap 2: Medium Priority/Readiness Projects
Kechter
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Low Priority/Readiness Projects
While low priority/readiness projects fall beyond the expected delivery timeline of this AMP, they form the vision network
and may be implemented as opportunities arise.
Project
Type PID Street Cross-Street
or Extents Treatment Length
(mi)
Outcomes
Score
Imple.
Score
Cost Opinion
(2022)
Bicycle 17 Turnberry Rd,
Richards Lake Rd
Serramonte Dr -
Country Club Rd Separated Bike Lane 0.8 23 6 $ 390,000
Bicycle 9
Lyons St, Roosevelt
Ave, Cherry St,
Maple St
W Vine Dr - W
Oak St Bike Boulevard 0.6 22 6 $ 6,000
Bicycle 14 W Magnolia St,
Jackson Ave
W Mulberry St - S
Shields St
Buffered Bike Lane,
Bike Boulevard 2.3 22 6 $ 12,000
Bicycle 72
Red Mountain
Dr, Fieldston
Dr, Kingsley Dr,
Creekstone Dr
Pinecone Cir - E
Horsetooth Rd Bike Boulevard 1.2 22 6 $ 5,000
Pedestrian 57 Taft Hill
Bronson Beacon / RRFB Spot
23 5 $ 1,800,000 Imperial Beacon / RRFB Spot
Brixton Beacon / RRFB Spot
Bicycle 22 William Neal Pkwy Ziegler Rd Intersection redesign Spot 23 5 $ 585,000
Bicycle 31 W Mulberry St S Overland Tr -
Tyler St Separated Bike Lane 0.1 23 5 $ 437,000
Bicycle 86 E Harmony Rd, CR
38
S Lemay Ave -
Weitzel St
Separated Bike Lane,
Sidepath (both sides)2.2 23 5 $ 2,155,000
Bicycle 42 S Overland Trail W Lake St Two-Way Sidepath Spot 21 6 $ 29,000
Bicycle 24 Hampshire Rd W Prospect Rd Two-Way Sidepath Spot 23 4 $ 29,000
Bicycle 4 N Taft Hill Rd Stonecrest Dr -
Laporte Ave Separated Bike Lane 0.7 23 4 $ 3,075,000
Bicycle 25 W Stuart St S Taft Hill Rd
(Project #2)Signals Spot 24 3 $ 600,000
Bicycle 88
Fossil Blvd,
Cameron Dr,
Conejos Rd
W Fairway Ln - S
College Ave Bike Boulevard 1.3 20 6 $ 3,000
Pedestrian 73 Washington Ave Mulberry New Crossing Spot 22 4 $ 585,000
Bicycle 13 Sheldon Dr W Oak St - W
Mulberry St Bike Boulevard 1.0 22 4 $ 20,000
Bicycle 77 Ziegler Rd Percheron Dr -
Rock Park Dr
Separated Bike Lane,
Sidepath (one side),
Bike Lane
0.3 19 6 $ 1,087,000
Bicycle 57 Vine East of
Timberline Signs & Markings Spot 21 4 $ 3,000
Pedestrian 68 Sharp Point March Beacon / RRFB Spot 21 4 $ 32,000
Bicycle 67 Prospect Rd Welch Signals Spot 23 2 $ 600,000
Bicycle 93 Trilby Rd Taft Hill Rd -
Timberline Rd
Sidepath (one side &
both sides)1.5 23 2 $ 8,384,000
Bicycle 33 E Mulberry St S Lemay Ave -
I-25 Sidepath (both sides)3.7 24 1 $ 13,634,000
Bicycle 5 W Vine Dr N Overland Tr -
Lancer Dr Separated Bike Lane 0.4 18 6 $ 315,000
Bicycle 43 Riverside Ave S Lemay Ave - E
Prospect Rd Separated Bike Lane 0.8 18 6 $ 335,000
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Project
Type PID Street Cross-Street
or Extents Treatment Length
(mi)
Outcomes
Score
Imple.
Score
Cost Opinion
(2022)
Bicycle 55 Midpoint Dr
Prospect Park
Way - Sharp
Point Dr
Bike Lane 0.3 18 6 $ 47,000
Pedestrian 50 Cunningham Richmond High-Visibility
Crosswalk Spot 19 5 $ 18,000
Bicycle 70
Moss Creek Dr,
Colony Dr, Tradition
Dr
W Swallow Rd
- W Troutman
Pkwy
Bike Boulevard 0.6 20 4 $ 9,000
Bicycle 79
Troutman
Pkwy (planned
extension)
Seneca St - S
Shields St Bike Lane 0.4 20 4 $ 660,000
Bicycle 87 Fossil Blvd, Fairway
Ln, Palmer Dr
Fossil Blvd -
Hogan Dr Bike Boulevard 2.9 20 4 $ 6,000
Bicycle 95*Kechter Rd, CR 36 Timberline Rd -
CR 5 Separated Bike Lane 0.6 20 4 $ 2,148,000
Bicycle 47 Overland Laporte Signs & Markings Spot 21 3 $ 3,000
Bicycle 30 Skyline Dr Clearview New connection Spot 22 2 $ 320,000
Bicycle 1*
N College Ave,
Bristlecone Dr, Blue
Spruce Dr
Terry Lake Rd -
Willow St
Sidepath (both sides),
Buffered Bicycle Lanes 0.9 22 2 $ 4,785,000
Bicycle 90 Southridge Greens
Blvd
S Lemay Ave -
Center Greens
Blvd
Bike Route 0.6 16 7 $ 5,000
Pedestrian 26 Impala Mulberry Geometric Redesign Spot 17 6 $ 150,000
Pedestrian 17 Grant Mountain Geometric Redesign Spot 20 3 $ 150,000
Bicycle 3 N Shields St US 287 - W
Willox Ln Buffered Bike Lane 2.1 20 3 $ 569,000
Bicycle 54 Prospect Rd Mason Trail -
Sharp Point Dr Sidepath (one side)0.5 20 3 $ 3,282,000
Bicycle 68 Claremont Dr, Hull
St, Hanover Dr
W Drake Rd - W
Swallow Rd Bike Boulevard 5.4 16 6 $ 4,000
Bicycle 78 Westfield Dr,
Capitol Dr
W Horsetooth Rd
- Seneca St Bike Boulevard 2.9 18 4 $ 5,000
Bicycle 82
Harbor Walk Dr,
Breakwater Dr,
Ticonderoga Dr,
McMurry Ave
Boardwalk Dr -
Monte Carlo Dr Bike Boulevard 0.8 18 4 $ 14,000
Bicycle 96 Laporte Ave City Line - N
Overland Tr Buffered Bike Lane 4.2 18 4 $ 92,000
Bicycle 53 Suniga Blue Spruce Signs & Markings Spot 19 3 $ 3,000
Pedestrian 47 Wheaton Harmony New Crossing Spot 20 2 $ 585,000
Pedestrian 51 Wabash Benthaven Geometric Redesign Spot 21 1 $ 150,000
Bicycle 94 Nassau Way S Lemay Ave -
Barbuda Dr Bike Boulevard 3.0 14 7 $ 2,000
Bicycle 6 Trilby Avondale Signals Spot 18 3 $ 600,000
Bicycle 8 S Taft Hill Rd W Horsetooth Rd
- W Trilby Rd
Sidepath (one side),
Separated Bike Lane 1.0 18 3 $ 4,456,000
Bicycle 100 Lemay Ave Country Club Rd
- Lowell Ln Sidepath (one side)0.1 18 3 $ 822,000
Bicycle 65 Canal Access Road
Trail Head /
Waterglen
neighborhoods
New connection Spot 20 1 $ 320,000
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Laporte
Elizabeth
Prospect
Drake
Horsetooth
Harmony
Trilby
Mulberry
Vine OVerland TrTaft HillShieldsCollegeLemayTimberlineZieglerMap 3: Low Priority/Readiness Projects
Kechter
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Project
Type PID Street Cross-Street
or Extents Treatment Length
(mi)
Outcomes
Score
Imple.
Score
Cost Opinion
(2022)
Pedestrian 64 Lake Stover Median Refuge /
Diverter Spot 15 5 $ 117,000
Bicycle 32 Kecther Tilden Two-Way Sidepath Spot 16 4 $ 29,000
Bicycle 71 Vermont Dr Eastbrook Dr - S
Timberline Rd Bike Boulevard 7.1 16 4 $ 1,000
Bicycle 84
Paddington Rd,
Sunstone Dr,
Sunstone Way
Caribou Dr -
Ziegler Rd Bike Boulevard 1.0 16 4 $ 6,000
Bicycle 91 W Skyway Dr,
Constellation Dr
W Trilby Rd - S
College Ave Bike Boulevard 0.7 16 4 $ 7,000
Bicycle 19 Mountain Vista Dr,
Richards Lake Rd
Turnberry Rd -
I-25 Sidepath (both sides)0.8 18 2 $ 10,751,000
Bicycle 92 Zephyr Rd
(Planned)
Red Willow Dr - S
Timberline Rd Bike Lane 1.9 18 2 $ 635,000
Bicycle 16 Country Club Rd,
Terry Lake Rd
N College Ave -
Turnberry Rd Sidepath (one side)0.7 20 0 $ 2,819,000
Pedestrian 32 Ziegler Harmony Geometric Redesign Spot 15 4 $ 150,000
Bicycle 15 Power Trail Caribou Dr New connection Spot 18 1 $ 320,000
Bicycle 9 Dunbar Capitol Two-Way Sidepath Spot 15 3 $ 29,000
Bicycle 4 Horsetooth Lemay Two-Way Sidepath Spot 16 2 $ 29,000
Bicycle 10 Power Trail Nancy Gray New connection Spot 16 2 $ 320,000
Pedestrian 70 Kechter Old Mill Beacon / RRFB Spot 11 6 $ 32,000
Bicycle 13 Ziegler Paddington Signals Spot 13 4 $ 600,000
Bicycle 37 Power Trail Keenland New connection Spot 16 1 $ 320,000
Bicycle 66 Southridge Greens
Blvd Trilby Rd Intersection redesign Spot 16 1 $ 585,000
Bicycle 59 Lemay Ave Ticonderoga Signs & Markings Spot 9 5 $ 3,000
Pedestrian 37 Creekwood Dr north of
Kirkwood
High-Visibility
Crosswalk Spot 12 4 $ 18,000
Bicycle 63 Fossil Creek Trail County Road
38-E New connection Spot 14 1 $ 320,000
Bicycle 5 Lemay Nassau Signals Spot 10 4 $ 600,000
Pedestrian 54 Vine Irish Beacon / RRFB Spot 9 4 $ 32,000
Pedestrian 24 Lancer Vine Geometric Redesign Spot 9 2 $ 150,000
Bicycle 18 Ziegler Lady Moon Signs & Markings Spot 7 2 $ 3,000
Low Priority/Readiness Projects, Opinion of Probable Cost: $71,200,000 (2022 costs)
Overall, the AMP proposes the following relative program levels over each phase:
Plan Phase
Opinion of Probable Cost (2022)
Pedestrian Projects Bicycle Projects Total
High Priority/Readiness $7.6 million $22.8 million $30.4 million
Medium Priority/Readiness $8.2 million $48.9 million $57.1 million
Low Priority/Readiness $4.0 million $67.2 million $71.2 million
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Maintenance Costs
In addition to the capital costs of implementing new facilities, bicycle and pedestrian infrastructure requires maintenance
and should be incorporated into standard maintenance programs to ensure continued safety and usefulness. Because
bicycles and people walking put less force and wear on roadways, paving surface requires considerably less maintenance
but high-visibility conflict zone markings in high-traffic locations require more frequent upkeep and encompass some
specific maintenance items that can be planned for up front.
Phase Facility Type Maintenance Needs
Additional
Maintenance
Cost per Mile
Additional Planned
Mileage
Additional
Annual Cost
High Priority/
Readiness
Phase
Bicycle Boulevards,
Shared Roadways, and
Bicycle Lanes
On-street bicycle facilities can be
swept and snow cleared as a part of
regular street maintenance. Striping
may be refreshed annually to ensure
continued visibility.
$3,000 per
mile annually 5.4 mi $5,000 -
$15,000
Separated Bicycle Lanes
and Shared-Use Paths
Primary and secondary bicycle
streets and paths should be swept
regularly and plowed after snow
events. Sand and salt may be applied
to improve traction, and should
be removed from the street when
conditions permit. A narrow sweeper
vehicle (with plow attachment) can
be purchased to maintain separated
bicycle lanes. As the network
expands, bicycle routes can be
cleared more efficiently.
Light vertical separation materials,
including flexible delineators, may
need to be replaced periodically
(assume 15 percent of flexible
delineators may be replaced
annually).
$15 - 20,000
per mile
annually
23.3 mi
$100,000 -
$250,000,
depending
upon
implementation
cadence
Medium
Priority/
Readiness
Phase
Bicycle Boulevards,
Shared Roadways, and
Bicycle Lanes
Markings may need to be refreshed
on some routes within 10 years.
$10 - 15,000
per mile 9.7 mi $75,000 -
$150,000
Separated Bicycle Lanes
and Shared-Use Paths
As the bicycle network expands,
additional sweep and plow vehicles
may be purchased. Debris and snow
clearance can become more efficient
as more facilities are connected to
one another.
Some striping and vertical separators
may need to be replaced with wear
and tear.
$15 - 20,000
per mile
annually
42.8 mi
$125,000 -
$250,000,
depending
upon
implementation
cadence
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Delivering the Active Modes Network
Currently, the following local programs provide funding and support for Active Modes infrastructure.
Multimodal Funding Source Recent Multimodal Funding
Budgeting for Outcomes (multimodal requests)~ $1 million (annually)
Street Maintenance Program $15 – 18 million for all street maintenance projects
Community Capital Improvement Program (ending 2025)
Sidewalk / ADA Compliance $14 million
Bicycle Infrastructure $5 million
Grade-Separated Crossings $6 million
HSIP ~$400,000 received in 2024 - 2025
Existing and Anticipated Funding
Gathering and leveraging funding for multimodal projects requires strategic selection of project types, alignment
between project purpose and funding strategy, and preparedness for opportunities. Below is a summary of funding
sources available to Fort Collins for implementing the Fort Collins AMP’s recommended projects.
Funding Source
Local Funding
Community Capital Improvement Program: A voter-approved quarter-cent sales tax renewal that includes
dedicated funding for arterial intersection reconstruction, bicycle infrastructure expansion, and other
multimodal improvements.
Budgeting for Outcomes: The City’s budgeting process, Budgeting for Outcomes (BFO), is designed to
prioritize community goals, organized around seven Key Outcome Areas. In the past, this local funding has been
successfully leveraged to either implement multimodal projects or match state and federal sources to extend
program reach.
Street Maintenance Program (SMP): The SMP has successfully implemented a number of bicycling and
pedestrian projects especially through regular maintenance and resurfacing projects, including striping bicycle
lanes, repairing sidewalks and curbs, and reconstructing curb ramps for ADA compliance. Projects that can be
implemented through regular operations and maintenance (e.g., lane diets and small concrete construction)
may be good candidates to program via SMP.
State Funding
FASTER Safety Program: To support construction, reconstruction, or maintenance of projects to enhance the
safety of a state highway, county road, or city street. This program is administered by Colorado Department of
Transportation (CDOT).
Safer Main Street: These grants can be used for safety and economic revitalization projects of state-owned
roadways with dense commercial activities.
FASTER Transit Grants: These grants can be used for bicycle amenities or connections that support transit
projects. These grants are administered by CDOT regional offices.
Federal Funding
Urbanized Area Formula: This funding can be used for transit capital and operating assistance in urbanized
areas and for transportation-related planning. These grants funds can be used to improve active modes access
to transit stations. This grant is administered by the Federal Transit Administration (FTA).
Capital Investment Grant (CIG): This funding can be used for transit capital investments, including heavy rail,
commuter rail, light rail, streetcars, and bus rapid transit. These grants funds can be used to improve active
modes access to transit stations. This grant is administered by the FTA.
USDOT Discretionary Grants: The US Department of Transportation administers several discretionary programs
to fund local projects, such as the RAISE and INFRA grant programs.
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Funding Source
Federal Funding
(cont.)
Highway Safety Improvement Program (HSIP): The goal of this program is to achieve a significant reduction in
traffic fatalities and serious injuries on all public roads. This is a federal program administered by CDOT.
Congestion Mitigation and Air Quality Improvement (CMAQ) Program: This program can fund transportation
projects designed to reduce traffic congestion and improve air quality, particularly in areas of the country that
do not attain national air quality standards. In the Fort Collins region, these funds are provided to CDOT and
distributed through the North Front Range Metropolitan Planning Organization (NFRMPO).
Surface Transportation Block Grant (STBG) Program: This program funds projects that preserve and improve
the conditions and performance on any Federal-aid highway, bridge and tunnel projects on any public road,
pedestrian and bicycle infrastructure, and transit capital projects, including intercity bus terminals. In and
around Larimer County, these funds are provided to CDOT and distributed through NFRMPO.
Safe Routes to School (SRTS): This funding can be allocated to infrastructure improvements, enforcement,
tools, safety education, and incentives to encourage walking and bicycling to school. This grant is a federal
program administered by CDOT.
Transportation Alternatives Program (TAP): TAP provides funding for programs and projects defined as
transportation alternatives, including on- and off-road pedestrian and bicycle facilities, infrastructure projects
for improving non-driver access to public transportation and enhanced mobility, community improvement
activities, and environmental mitigation; recreational trail program projects; and projects for planning,
designing, or constructing boulevards and other roadways largely in the right-of-way of former Interstate
System routes or other divided highways. In and around Larimer County, these funds are provided to CDOT and
distributed through NFRMPO.
Partnerships
Larimer County Capital Improvement Plan: For projects falling outside City Limits but within the Growth
Management Area, the City may partner with Larimer County to include projects in the County’s five-year
Capital Plan.
Colorado State University Campus Projects: The university funds capital construction and maintenance of
streets, sidewalks, and trails on campus, which includes many active modes routes.
Development Review: Private developers provide both direct infrastructure investments and fees that support
management of streets and right of way during the development review process.
Funding Options
This Fort Collins AMP sets an aggressive program and timetable for achieving the City’s goals. In addition to the projects
set out in the AMP, the City estimates that it will cost $150 million to complete the sidewalk network and bring streets and
intersections into compliance with the Americans with Disabilities Act. While Fort Collins has allocated funding to bicycling
and walking programs through Budgeting for Outcomes and the Community Capital Improvement Program (CCIP), as well
as implementing some projects through the SMP, two current primary funding sources are expected to sunset in 2025.
To achieve mode share and safety goals, the City will need to both seek grant and formula funding and develop creative
funding approaches for durable program maintenance.
Potential funding sources may include a renewal
of the CCIP program at adequate funding levels,
as well as the opportunity for bond funding which
may specify a project list. Both of these sources
would require voter approval from City residents.
Finally, the City can seek partnerships to
implement the AMP, including with Larimer County
for projects in the Growth Management Area, with
Colorado State University (which is responsible
for funding projects on CSU-maintained streets),
and with private developers to implement streets
improvements through development projects.
Current Expected & Targeted Funding for Active Modes
2023 2028 2033 2038
$16,000,000
$12,000,000
$8,000,000
$4,000,000
0
Funding Target Current Funding CCIP Extended
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From Start-Up Program to Core Business Practice
Currently, FC Moves is responsible for initiating and planning most active modes work in Fort Collins. However, the
responsibility for delivering the Fort Collins AMP will cut across many divisions and job titles, with shared responsibility
and buy-in being necessary for success. Below is each of the AMP’s Next Moves, and who will be critical collaborators for
making each move.
Next Move ID Next Move Responsible Agencies
A Complete & Connected NetworkCCN1 Provide direct connections FC Moves, Transfort & Parking, Engineering,
Traffic, Streets
CCN2 Locate and fill network gaps FC Moves, Transfort & Parking, Engineering,
Traffic, Streets
CCN3 Connect to the trail system Park Planning & Development, Natural Areas
CCN4 Expand the wayfinding system FC Moves, Traffic
Comprehensive Access to DestinationsCAD1 Upgrade facilities to meet ADA standards FC Moves, Streets, Engineering, Traffic
CAD2 Connect to mobility hubs FC Moves, Transfort & Parking
CAD3 Repair sidewalks and bikeways Engineering, Streets
CAD4 Manage parking and placement of micromobility,
bikeshare, and car share FC Moves, Transfort & Parking
CAD5 Reevaluate snow removal procedures FC Moves, Transfort & Parking, Engineering,
Traffic, Streets
Safe & Comfortable TravelSCT1 Support the implementation of Vision Zero goals
FC Moves, Community Development &
Neighborhood Services, Sustainability Services,
Office of Equity and Inclusion, Police Services,
Streets, Engineering, Traffic
SCT2 Coordinate traffic calming improvements FC Moves, Transfort & Parking, Engineering,
Traffic, Streets
SCT3 Provide increased street lighting Engineering, Light & Power Operations
SCT4 Frequently evaluate safety
FC Moves, Community Development &
Neighborhood Services, Sustainability Services,
Office of Equity and Inclusion, Transfort & Parking,
Streets, Engineering and Traffic, Police Services
A Healthy & Equitable CommunityHEC1 Create appropriate programming
FC Moves, Community Development &
Neighborhood Services, Sustainability Services,
Office of Equity and Inclusion, Police Services
HEC2 Increase diverse community involvement
FC Moves, Community Development &
Neighborhood Services, Sustainability Services,
Office of Equity and Inclusion
HEC3 Improve network equity by using the Health-
Equity Index
FC Moves, Community Development &
Neighborhood Services, Sustainability Services,
Office of Equity and Inclusion
HEC4 Expand multimodal options
FC Moves, Community Development &
Neighborhood Services, Sustainability Services,
Office of Equity and Inclusion, Transfort & Parking,
Streets, Engineering and Traffic
A Supportive & Inclusive CultureSIC1 Advance active transportation culture and
coordinate with the TDM program
FC Moves, Community Development &
Neighborhood Services, Sustainability Services
SIC2 Build active modes awareness FC Moves, Community Development &
Neighborhood Services, Sustainability Services
SIC3 Increase active school trips
FC Moves, Community Development &
Neighborhood Services, Sustainability Services,
Poudre School District
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Prioritizing Access for People over Movement of Vehicles
Finally, this AMP is based on a commitment that transportation is about enabling people to move where they want
reliably and affordably. The transportation industry in North America has historically prioritized movement of private
vehicles over all other modes, resulting in a transportation system that too often constructs barriers to people not
moving in vehicles—with fast-moving traffic, wide and challenging roadways, and circuitous routing required of people
walking, bicycling, and rolling.
This Fort Collins AMP proposes a mobility system for Fort Collins that flips the script—to create urban streets that are
more efficient and promote safe movement, this Plan prioritized small modes: walking, bicycling, scootering, skating, and
rolling. These modes can maximize the spatial efficiency of Fort Collins’ streets, while opening opportunities for more
people to walk, bicycle, and roll for more trips.
However, to achieve these gains, the City needs to adopt key performance indicators that correctly value all movement
and efficient mobility:
• Total person throughput, instead of Average Daily Traffic for vehicles only
• Multimodal Level of Service, rather than just vehicle Level of Service
• Access to 15-Minute Communities, so that residents are able to access the majority of their daily needs via active
mobility
• Systemic Safety and reduction of all traffic fatalities and injuries
While some of these initiatives will be addressed in forthcoming plans (e.g., the 15-Minute City Analysis and Vision Zero
Action Plan), this Plan’s success will hinge on collecting data and communicating progress by centering access for
people over movement of private vehicles.
PRIVATE MOTOR VEHICLES600-1,600/HR
MIXED TRAFFIC WITH FREQUENT BUSES1,000-2,800/HR
TWO-WAY PROTECTED BIKEWAY7,500/HR
DEDICATED TRANSIT LANES4,000-8,000/HR
SIDEWALK9,000/HR
ON-STREET TRANSITWAY, BUS OR RAIL10,000-25,000/HR
Source: NACTO, Transit Street Design Guide (2016).
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CHAPTER 8:
CONCLUSION
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Fort Collins Active Mode Plan | Chapter 8: Conclusion
While the analysis, action planning, and engagement for
developing this AMP occurred over the span of just one
year, the Fort Collins Active Modes Plan is the result of
many years of dedication and intentional actions towards
improving walking, bicycling, and sustainability outcomes.
Through implementation, the AMP will help Fort Collins
achieve the vision for the future of active modes and
create a place where walking, bicycling, rolling, and
using micromobility are safe, accessible, convenient,
joyful, and desired.
This Fort Collins AMP and its projects, policies, and
programs provide a framework for implementing this
citywide vision and enhancing opportunities for using
active modes in Fort Collins. The Fort Collins AMP presents
a detailed roadmap for how the City of Fort Collins
and its partners can strategically plan for innovations,
infrastructure improvements, and investments in the active
transportation network, and create a vibrant, dynamic, and
accessible community for all.
The City of Fort Collins and partners in local agencies and
community-based organizations all have important roles to
play in supporting initiatives that meet the needs of people
using active modes, including the needs identified in this
document. This Fort Collins AMP is designed to be flexible,
providing sufficient direction while also encouraging the
City to respond as opportunities arise and conditions
change over time. For successful implementation, the City
is committed to:
• Continuing to meaningfully engage the public,
focusing on elevating the voices of historically
underrepresented individuals and groups
• Collaborating with neighboring jurisdictions, regional
agencies, and local partners
• Integrating the Fort Collins AMP into citywide
databases and processes
• Seeking grants and other funding opportunities to
advance projects, and making budgeting decisions to
support matching grants
• Evaluating needs and monitoring progress over time
The Fort Collins AMP should be viewed as a “living
document” that is re-revaluated and expanded over time.
A formal review and progress update is recommended
in five years, with a particular focus on updating the
recommended pedestrian and bicycle network and priority
projects and incorporating the needs of micromobility
users. In the short term, the City of Fort Collins should
focus on continuing to build community support and
stewardship for safe and active streets and focus on
funding and implementation to create a functional active
transportation environment.
Finally, to reach a safer, more just, and more sustainable
Fort Collins, the City recognizes that the AMP cannot
alone achieve the goals for mobility set forth in City Plan,
Our Climate Future, and the Transportation Master Plan—
it must lead to other steps that make walking, bicycling,
shared micromobility, and transit more accessible, and
reduce auto-dependency in Fort Collins. The AMP is
intended to catalyze further action that advances systemic
safety, vibrant multimodal communities, and reduced
demand for driving and parking.
The world has changed over the past several years in
many ways, and so has Fort Collins. The City has found
success in strategies aimed at strengthening citywide
active transportation, has adapted to fundamental societal
changes related to the COVID-19 pandemic, and has
prepared to answer calls for social and racial justice. The
entire Fort Collins community is prepared to leverage
this moment in time to refresh the roadmap for active
modes, work together to have different and important
conversations, and focus on the recommendations laid out
in the AMP that will take Fort Collins to the next level.
The Active Modes Plan
and You
This plan is all about your future in Fort Collins and was
made by you and other residents, business owners,
employees, and organizations across Fort Collins.
It will take everyone working together to increase active
modes share to 50% and eliminate active modes fatalities
and serious injuries in the next 10 years.
You can help ensure this future by participating in
engagement activities and educational opportunities,
spreading the word about the AMP, and being a leader and
advocate for active modes in Fort Collins.
Share the Active Modes Plan story with your friends,
families, and communities, and learn how you can continue
to be involved by visiting fcgov.com/fcmoves.
Page 143
Item 2.
88
THIS PAGE IS INTENTIONALLY LEFT BLANK.
Page 144
Item 2.
Page 145
Item 2.
Presented by:
Active Modes Plan
October 25, 2022
Cortney Geary
Active Modes Manager
Page 146
Item 2.
Strategic Alignment 2
Transportation & Mobility
•6.1 Improve safety, achieve
no fatalities or serious injuries
•6.3 Invest in equitable access
to and expansion of all
sustainable modes of travel
•Implementation of 15-minute
community concept
•Improved air quality
•Transportation: T6&7
Support walking and bicycling
as safe, easy and convenient
travel options for all ages and
abilities by building connected
networks
•Environmental Health
•Neighborhood Livability &
Social Health
Strategic Plan City Council Priorities City Plan
Page 147
Item 2.
Do Councilmembers support the plan vision and goals?
Do Councilmembers support the plan recommendations?
What feedback do Councilmembers have on the plan implementation strategy?
3
Key Questions
1
2
3
Page 148
Item 2.
Overview 4
Background
Envisioning the Future
Recommendations
Implementation
1
2
4
3
Page 149
Item 2.
Background
Page 150
Item 2.
6Background
Purpose
•Update and consolidate the 2011 Pedestrian
Plan and 2014 Bicycle Plan
•Incorporate micromobility options such as
scooters and skateboards
•Identify opportunities to improve and expand the
City’s existing active modes networks, support
facilities, policies, and programs
1
2
3
Page 151
Item 2.
7Background
Timeline
•Visioning workshop
•Visioning Surveys
•Active modes target
updates
•Project Survey & Online Map
•Focus Group Sessions
•Community Pop-ups
•Community tour
•Analyses and mapping
•Existing conditions report
•Prioritization framework
•Infrastructure
•Policies and plans
•CSU Corridor Concept Plans
•Online Map
•Community Pop-ups
•Focus Group Sessions
•Prioritization lists
•Cost estimates
•Implementation strategy
•Intersection design training
•Administrative draft
•Public draft
•Online summary
•Final draft
SEPT NOV JAN MAR MAY JULOCTDECFEBAPRJUN AUG
Visioning Existing
Conditions
Prioritization &
Recommendations
Implementation
Strategy
Draft & Final
Plan
1 2 3 4 5
20222021
Page 152
Item 2.
8Background
Community Engagement
~ 3,500 people engaged Page 153
Item 2.
Envisioning the Future
Page 154
Item 2.
Envisioning the Future 10
Vision
Active transportation is an integral part of daily life and
the local cultural experience. Fort Collins is a place where
walking, bicycling, and using other active modes are safe,
accessible, convenient, joyful, and desired by people of
all ages and abilities.
Goals
•50% active modes share of all trips by 2032
•Eliminate active modes fatalities and serious injuries
by 2032, in support of Vision Zero
Page 155
Item 2.
11
Our Climate Future Alignment
Achieving 50% active modes share of all trips is expected to result in:
•~13.5% reduction in vehicle miles traveled
•~7,500 metric tons of CO2 equivalent reduction
Envisioning the Future
Page 156
Item 2.
Goals
•50% active modes share of all trips by 2032
•Eliminate fatalities and serious injuries by 2032
•Complete and Connected Network
•Provide direct connections
•Fill network gaps
•Comprehensive Access to Destinations
•Upgrade facilities to meet ADA standards
•Repair sidewalks and bikeways
•Reevaluate snow removal procedures
•Safe and Comfortable Travel
•Support Vision Zero implementation
•Increase street lighting (that is Dark Sky compliant)
•A Healthy and Equitable Community
•Increase diverse community
involvement
•Improve network equity
•A Supportive and Inclusive Culture
•Coordinate with Shift Your Ride
•Build active modes awareness
Big Moves & Next Moves
12Envisioning the Future
Page 157
Item 2.
Recommendations
Page 158
Item 2.
14Recommendations
Policy & Program Recommendations
1.Prioritizing active modes
•transportation hierarchy
•funding allocation
2.Updating land use policies to support active
modes
•15-minute communities
•development practices
•parking policies
3.Aligning standards with active mode goals
•Larimer County Urban Area Street Standards
•Multimodal Levels of Service framework
•sidewalk maintenance and asset management
•signal timing and intersection design
1
2
3
1.Expanding and creating programs that
support active modes
•Safe Routes to School
•Shift Your Ride travel options
2.Engaging communities authentically
around active modes
•Equitable engagement with historically
underserved groups
•Open Streets and asphalt art
•Increase visibility and importance of
walking
4
5
Page 159
Item 2.
15Recommendations
Infrastructure Recommendations
•Spot Treatments
•High-priority intersection improvements
•Bicycle Network Improvements
•Linear bicycle facilities
The Active Modes Plan does not supersede the:
•Pedestrian Needs Assessment which
prioritizes sidewalk and ADA improvements
•Paved Recreational Trail Plan which
recommends future paved trails
Page 160
Item 2.
16Recommendations
Spot Treatments
•24 changes to Signal Operations
•19 High-Visibility Markings and Signage
•37 Signals or Beacons
•15 Median Refuge Islands, Intersection
Diverters, or Offset Crossings
•49 Geometric Redesign
•21 New Connections or Crossings
Page 161
Item 2.
17Recommendations
Bicycle Network Improvements
21 mi.3 mi.11 mi.64 mi.45 mi.Page 162
Item 2.
Implementation
Page 163
Item 2.
Implementation
1.Grow funding
•Extend Community Capital Improvement Program
•Budgeting for Outcomes
•State and federal grants
•Identify new revenue sources
2.Maximize existing programs
•Street maintenance program
•Major capital projects
•Utilities work
3.Leverage partnerships and development
•Colorado State University
•Larimer County
•New development and redevelopments
Implementation Strategy
19
Page 164
Item 2.
20Recommendations
Project Prioritization
1
STEP
2
STEP
Outcomes-Based Prioritization
Rooted in the Active Modes Plan Big
Moves.
Key prioritization categories:
•Network Connectivity
•Safety and Comfort
•Access
•Health and Equity
Implementation-Based
Prioritization
Further refines highest-scoring
projects based on factors that drive
project implementation.
Page 165
Item 2.
Recommendations
Phase 1: High Priority/Readiness
21
•Focused on strengthening the downtown and
urban core network
•Includes strategic crossing improvements
citywide
•Cost estimate: $30.4 million
Page 166
Item 2.
Recommendations
Phase 2: Medium Priority/Readiness
22
•Focused on expanding the core network to a
larger geography of the city
•Includes more complex projects
•Cost estimate: $57.1 million
Page 167
Item 2.
Phase 3: Low Priority/Readiness
23
•Focused on completing the “full-build” network
•Includes transformational projects to complete
the citywide network
•Cost estimate: $71.2 million
Recommendations Page 168
Item 2.
Do Councilmembers support the plan vision and goals?
Do Councilmembers support the plan recommendations?
What feedback do Councilmembers have related to the plan implementation strategy?
24
Key Questions
1
2
3
Page 169
Item 2.
For Questions or Comments, Please Contact:
cgeary@fcgov.com
Cortney Geary
Page 170
Item 2.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 1 of 6
October 25, 2022
WORK SESSION AGENDA
ITEM SUMMARY
City Council
STAFF
Cortney Geary, Active Modes Manager
Aaron Iverson, Senior Manager, FC Moves
SUBJECT FOR DISCUSSION
15-Minute City Analysis.
EXECUTIVE SUMMARY
The purpose of this work session is to get feedback from Councilmembers on the 15-Minute City Analysis
as one of the adopted 2021 – 2023 Council Priorities. The 2022 City Budget funded an offer to expand
the scope of the Active Modes Plan to examine how to achieve a 15-Minute City. The general concept of
a “15-Minute City” is a community where every resident can access daily needs within 15 minutes via
active modes of transportation such as walking and bicycling. The analysis defines what a “15-Minute
City” means for Fort Collins, examines existing conditions, identifies gaps in active transportation
networks and land use patterns that are barriers to creating a 15-Minute City, and recommends strategies
to remove these barriers. The analysis identifies existing initiatives that are helping to achieve 15-minute
access as well as identifying opportunities for improvement.
GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED
1. Do Councilmembers support the vision and goals?
2. Do Councilmembers support the strategies?
BACKGROUND / DISCUSSION
The 15-Minute City concept is rooted in the idea that cities should be designed to accommodate the needs
of people and enhance opportunities for human-powered transportation rather than being designed
primarily to serve vehicular traffic. This framework for developing communities posits that everyone should
have access to the goods and services needed to thrive, and they can reach these destinations within 15
minutes by active modes of transportation such as walking and biking. The geography of a 15-Minute City
has diverse land uses and a well-connected transportation network of context-sensitive streets and trails.
Commercial and other destinations are designed with the comfort and enjoyment of pedestrians in mind in
a 15-Minute City. These communities must also offer an appealing, aesthetic, high-quality, and safe
walking, biking, and rolling experience that encourages people to travel using active transportation. One
of Council’s adopted 2021–2023 priorities is implementation of the 15-minute concept. The City is
conducting an analysis to define what a “15-Minute City” means for Fort Collins, examine existing
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Item 3.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 2 of 6
conditions, identify gaps in the active transportation networks and land use patterns that are barriers to
creating a 15-Minute City, and recommend strategies to remove these barriers.
VISION AND GOALS
To define what a 15-Minute City means for Fort Collins, the project team established a vision and goals
based on feedback received from the community as part of the Active Modes Plan as well as engagement
with City staff and boards and commissions.
Vision: Fort Collins is a “15-Minute City” where every resident can walk, bike, or roll within 15 minutes
of their home to their daily needs and services.
Goals:
o Strengthen Historically Underserved Communities: Fort Collins will be a socioeconomically
equitable community in which every resident in every neighborhood can access basic needs and
services without an automobile.
o Shift to Active Modes Trips: The need for motorized transportation is minimized, advancing City
climate goals and reducing greenhouse gas emissions, congestion, and parking demand.
o Enhance Resiliency in Fort Collins: The convenient location of services accessible by multiple
modes of human-powered transportation results in a reduced need to travel long distances for daily
needs, saves time, and improves health, well-being, and quality of life.
STRATEGIC ALIGNMENT
Multiple City plans and policies support the 15-Minute City vision and goals:
Strategic Plan
o Neighborhood Livability and Social Health 1.1: Increase housing supply and choice and address
inequities in housing to ensure that everyone has healthy, stable housing they can afford.
o Transportation and Mobility 6.3: Invest in equitable access to, and expansion of, all sustainable
modes of travel with emphasis on growing transit ridership.
City Plan
o Livability and Social Health Principles: Maintain a compact pattern of growth, directing
developments to locations where they can be adequately served by critical public facilities such as
transportation and water/sewer; promote infill and redevelopment, especially in areas served by
high-frequency transit.
o Livability and Social Health Policies: Design neighborhoods with an interconnected network of
streets, sidewalks, and walkway spines; encourage the development of new services and gathering
places in neighborhoods lacking those spaces.
o Safe Community Principle: Provide opportunities for residents to lead healthy and active lifestyles
and improve access to local food.
o Transportation Principles: Support bicycling and walking as a safe, easy, and convenient travel
option for all ages and abilities by building a connected network of facilities; continue the Safe
Routes to School program and ensure that it supports those with disabilities.
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Item 3.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 3 of 6
Our Climate Future
o Big Move 4 Convenient Transportation Choices: It is safe, easy, fast, and affordable to get around
without a car.
o Big Move 5 Live Work and Play Nearby: No matter where we live, we all can meet our basic daily
needs without driving across town.
Land Development Code Updates (under development) to support Priority Place Types
recommended in City Plan, increase housing capacity, and prioritize housing capacity, diversity, and
affordability along transit corridors.
Active Modes Plan (under development) identifies opportunities to update, improve, and expand the
City’s active modes networks, policies, and programs.
Housing Strategic Plan includes strategies to prevent displacement, incentivize the creation of
affordable housing, and promote infill development (such as accessory dwelling units, “ADUs”).
Affordable housing tends to be denser and displacement prevention helps keep people centrally
located, rather than forcing them into areas not well-served by transit.
Nature in the City sets a goal that every resident is within a 10-minute walk to nature from their home
or workplace.
ReCreate: Parks & Recreation Master Plan provides equitable access to parks and recreation
experiences, ensures all existing and future community parks and community centers are connected
to a major paved trail, and includes multiple actions to support trails as commuting routes.
ANALYSIS
Methodology
A Daily Destinations Network Analysis was conducted to determine how connected residents are to daily
destinations via bicycling/rolling or walking. A 15-minute network was defined as 3 miles for those biking
or rolling, and ¾-mile for those walking. The analysis incorporates Level of Traffic Stress data, which
quantifies the bicycling and walking stress level of street networks based on roadway characteristics such
as the number of traffic lanes, number of crossings, traffic speed, and traffic volume. The analysis
compared the number of destinations that can be reached on the low-stress network with the number of
destinations that can be reached on the total network. Areas with no nearby destinations at all receive a
score of zero. Each Census block was assigned a score from 0 to 100 for each destination category, and
then scores were aggregated into an overall score for each Census block. Higher scores indicate that most
or all daily destinations are accessible while lower scores indicate that little to no daily destinations are
accessible. The following destinations were included in the analysis, and those with an asterisk were
weighted higher:
High-frequency bus stops* Community centers
Grocery stores* Employment centers
K-12 schools* Higher education
Parks and natural areas* Bus stops
Recreational trails* Medical
Childcare providers Social services
Civic centers
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City Council Work Session Agenda Item Summary – City of Fort Collins Page 4 of 6
Results
The analysis revealed the following key takeaways:
Neighborhoods in north and central Fort Collins have better access to daily destinations.
Areas on the periphery of the City with natural and agricultural areas have lower levels of access.
K-12 schools, childcare providers, parks, and trails are generally well-distributed across the city.
Employment centers, universities, civic and community centers and not well-distributed across the city.
Grocery stores are primarily located in the north-central parts of the city.
STRATEGIES
The analysis informed the development of core and supporting strategies under seven themes. Many of
the strategies have been recommended in currently adopted plan or are underway as part of existing
initiatives. Examples of strategies under each theme are below:
Core Themes
Increase Housing Capacity in Areas with Strong Connectivity
o Remove barriers to the development of Accessory Dwelling Units (ADUs)
o Remove barriers to allowed capacities through code revisions
o Create additional development incentives for affordable housing and promote the development of
affordable housing in strategic locations
The strategies above have been incorporated into the recommended phase one land development
code updates.
Adopt minimum capacity/intensity requirements in transit-oriented development overlay areas
The strategy above could be incorporated into the phase two land development code updates.
Support Mixed-Use Neighborhoods
o Update the Land Use Code to encourage “complete neighborhoods” that include a variety of
housing options, and access to services and jobs
o Review and update residential zoning districts to allow more neighborhood-serving destinations
and services as permitted land uses
o Encourage city/government facilities and social services to locate along transit and active
transportation facilities
o Strengthen requirements for mixed-use development in transit-oriented development overlay areas
to encourage a mix of uses near transit
The strategies above could be incorporated into the phase two land development code updates.
Expand the Active Transportation Network
o Ensure that the percent of transportation funding allocated to active modes aligns with the City’s
strategic goals as recommended by the Active Modes Plan
o Implement expansion of the active modes network and crossings, as identified in the Active Modes
Plan
o Continue filling sidewalk gaps on an annual basis and upgrading to detached and widened
sidewalks as prioritized by the Pedestrian Needs Assessment
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Item 3.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 5 of 6
o Continue the design and construction of new paved trails throughout the city in accordance with
the Paved Recreational Trail Plan
Supporting Themes
Expand Access to Nature and Parks
o Implement parks and public spaces envisioned in adopted plans such as the Parks and Recreation
Master Plan and Natural Areas Plan
o Continue to expand access to nature in neighborhoods where gaps in access have been identified
through the Nature in the City grant program
Expand Transit Services
o Connect public transit to other modes through strategically located mobility hubs as recommended
in the Transit Master Plan.
Increase Awareness through Education and Outreach
o Expand public awareness of the ability to connect to destinations in less than 15-minutes with
active modes through targeted marketing and trip planning support
The Shift Your Ride travel options program could help implement the strategy above.
Improve Safety Conditions for Vulnerable Road Users
o Take action to move Fort Collins towards being a Vision Zero city
The Vision Zero Action Plan (in progress) will identify priority improvements to achieve the strategy
above.
EQUITY
Several of the strategies listed above can be implemented citywide, but in many cases the City will have
to prioritize where efforts are directed. To ensure that improving access for historically underrepresented
groups is prioritized, the project team conducted an equity analysis. The Larimer County Health Equity
Index was updated with 2020 data to identify concentrations of the following groups:
Youth Households without a vehicle
Older adults Poverty
Racial and ethnic minorities Poor mental health
People with disabilities Low physical activity and high rates of obesity
On a scale of 0 – 100, the higher the health equity score, the greater concentration of the population groups
listed above. Areas that met the following criteria were identified as equity focus areas:
Health Equity Index greater than 60
Affordable housing, senior housing, or mobile home park present
Walking and bicycling scores less than 40
Six equity focus areas were identified based on the analysis. Additional analysis will be needed to further
understand how strategies should be implemented at a street and neighborhood level. Any improvements
involve equitable engagement that meaningfully involves and values participation by historically
underserved groups.
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Item 3.
City Council Work Session Agenda Item Summary – City of Fort Collins Page 6 of 6
NEXT STEPS
The project team will incorporate feedback received from Councilmembers into the summary report for the
15-Minute City analysis. The report will inform corresponding efforts to achieve the 15-Minute City vision
and goals.
ATTACHMENTS
1. Presentation
Page 176
Item 3.
Presented by:
15-Minute City Analysis
October 25, 2022
Cortney Geary
Active Modes Manager
Page 177
Item 3.
Key Questions
•Do Councilmembers support the vison and goals?
•Do Councilmembers support the strategies?
2
1
2
Page 178
Item 3.
Overview
3
•Background
•Vision and Goals
•Results
•Strategies
•Next Steps
1
2
3
4
5
Page 179
Item 3.
Background
Page 180
Item 3.
DEC
5Background
Timeline
Definition
and
Goals
Analysis Strategies Report
MAY JUN JUL AUG SEPT OCT NOV
Page 181
Item 3.
6Background
Strategic Alignment
Land Use
Land Development Code Update
Housing Strategic Plan
Parks & Recreation Plan
Natural Areas Plan
Nature in the City
15-
Minute
City
Transportation
Active Modes Plan
Pedestrian Needs Assessment
Paved Recreational Trail Plan
Shift Your Ride
Transit Master Plan
Vision Zero Action Plan
Overarching
Strategic Plan
City Plan
Our Climate Future
Council Priorities
Page 182
Item 3.
Vision and Goals
Page 183
Item 3.
Fort Collins is a “15-minute city”
where every resident can walk, bike,
or roll within 15 minutes of their
home to their daily needs and
services.
8
Vision
Page 184
Item 3.
Vision and Goals
Goals
9
•Strengthen Historically Underserved Communities
Fort Collins will be a socioeconomically equitable community in which every resident in
every neighborhood can access basic needs and services without an automobile.
•Shift to Active Modes Trips
The need for motorized transportation is minimized, advancing City climate goals and
reducing greenhouse gas emissions, congestion, and parking demand.
•Enhance Resiliency in Fort Collins
The convenient location of services accessible by multiple modes of human-powered
transportation results in a reduced need to travel long distances for daily needs, saves
time, and improves health, well-being, and quality of life.
1
2
3
Page 185
Item 3.
Analysis
Page 186
Item 3.
11Analysis
•Childcare providers
•Civic centers
•Community centers
•Employment centers
•Higher education
•Bus stops
•Medical
•Population on low-stress network
•Social services
Daily Destinations
Destinations weighted higher
•High-frequency bus stops
•Grocery stores
•K-12 schools
•Parks and natural areas
•Recreational trails
Page 187
Item 3.
12
Page 188
Item 3.
Analysis
Methodology
13
Score Range Description of Access and Connectivity
0-20 Very Poor
20-40 Poor
40-60 Fair
60-80 Good
80-100 Very Good
Most or all daily
destinations
accessible
Little to no daily
destinations
accessible
Page 189
Item 3.
Walk
Walking
Score
Harmony Rd
Kechter Rd
Trillby Rd
Horsetooth Rd
Drake Rd
Prospect Rd
Mulberry St
Vine Dr
Mountain Vista Dr
Richards Lake Rd
Carpenter Rd Taft Hill RdShields StCollege AveLemay AveTimberline RdZiegler RdI-125Overland TrlDouglas Rd
14
Page 190
Item 3.
Walk
Bicycling
Score
Harmony Rd
Kechter Rd
Trillby Rd
Horsetooth Rd
Drake Rd
Prospect Rd
Mulberry St
Vine Dr
Mountain Vista Dr
Richards Lake Rd
Carpenter Rd Taft Hill RdShields StCollege AveLemay AveTimberline RdZiegler RdI-125Overland TrlDouglas Rd
15
Page 191
Item 3.
Strategies
Page 192
Item 3.
Strategies
Core Themes
17
Increase housing capacity in areas with strong connectivity
Expand the active transportation network
Support mixed-use neighborhoods
Page 193
Item 3.
Strategies
Increase Housing Capacity
18
in Areas with Strong Connectivity
Strategies include… Connection to other
Plans / Efforts
Remove barriers to the development of Accessory Dwelling Units (ADUs)
•Phase 1 Land
Development Code
Update
•Housing Strategic Plan
•City Plan
Remove barriers to allowed capacities through code revisions
Create additional development incentives for affordable housing and promote
the development of affordable housing in strategic locations
Adopt minimum capacity/intensity requirements in transit-oriented
development overlay areas
•Phase 2 Land
Development Code
Update
•City Plan
Page 194
Item 3.
Strategies
Support Mixed-Use Neighborhoods
19
Strategies include… Connection to other
Plans / Efforts
Update the Land Use Code to encourage “complete neighborhoods” that
include a variety of housing options, and access to services and jobs
•Phase 2 Land
Development
Code Update
•Our Climate
Future
•City Plan
Review and update residential zoning districts to allow more neighborhood-
serving destinations and services as permitted land uses
Encourage city/government facilities and social services to locate along
transit and active transportation facilities
Strengthen requirements for mixed-use development in transit-oriented
development overlay areas to encourage a mix of uses near transit Page 195
Item 3.
Strategies
City Plan
Activity Centers
Harmony Rd
Kechter Rd
Trillby Rd
Horsetooth Rd
Drake Rd
Prospect Rd
Mulberry St
Vine Dr
Mountain Vista Dr
Richards Lake Rd
Carpenter Rd Taft Hill RdShields StCollege AveLemay AveTimberline RdZiegler RdI-125Overland TrlDouglas Rd
20Page 196
Item 3.
Support Mixed-Use Neighborhoods
Mixed-Use Districts
21Page 197
Item 3.
Support Mixed-Use Neighborhoods
How might neighborhood mixed-use districts evolve over time?
22
Modest Retrofit
Moderate Revamping
Significant Infill/
Redevelopment
Page 198
Item 3.
Strategies
Expand Active Transportation
23
Strategies include… Connection to other
Plans / Efforts
Ensure that the percent of transportation funding allocated to active
modes aligns with the City’s strategic goals •Active Modes Plan
Implement expansion of the active modes network and crossings, as
identified in the Active Modes Plan •Active Modes Plan
Continue filling sidewalk gaps on an annual basis and upgrading to
detached and widened sidewalks
•Pedestrian Needs
Assessment
Continue the design and construction of new paved trails throughout
the city
•Paved
Recreational Trail
Plan
Page 199
Item 3.
Strategies
Supporting Themes
24
Expand access to nature and parks
Expand transit services
Increase awareness through education and outreach
Strategies in these categories support and
work in tandem with the core strategies
Improve safety conditions for vulnerable road users
Page 200
Item 3.
Strategies
Supporting Strategies
25
Strategies include…
Implement parks and public spaces envisioned in adopted plans
such as the Parks and Recreation Master Plan.
Continue to expand access to nature through the Nature in the City
grant program.
Connect public transit to other modes through strategically located
mobility hubs as recommended in the Transit Master Plan.
Expand public awareness of the ability to connect to destinations in
less than 15-minutes with active modes through targeted marketing
and trip planning support as part of the Shift Your Ride program.
Take action to move Fort Collins towards being a Vision Zero city
Page 201
Item 3.
Strategies
Equity
26
•Youth
•Older adults
•Racial and ethnic minorities
•People with disabilities
•Households without a vehicle
•Poverty
•Poor mental health
•Low physical activity and high rates of obesity
•Senior housing
•Affordable housing
•Mobile home parks
Groups that will be prioritized:
Metrics from the Larimer
County Health Equity Index
(HEI)
Page 202
Item 3.
Strategies
Equity Focus Areas
27
27
Areas that have:
•Walking or bicycling score less than 40
•Health Equity Index greater than 60
•Affordable housing, senior housing, or
mobile home park present
Harmony Rd
Kechter Rd
Trillby Rd
Horsetooth Rd
Drake Rd
Prospect Rd
Mulberry St
Vine Dr
Mountain Vista Dr
Richards Lake Rd
Carpenter Rd Taft Hill RdShields StCollege AveLemay AveTimberline RdZiegler RdI-125Overland TrlDouglas Rd
Page 203
Item 3.
Next Steps
Page 204
Item 3.
Next Steps
Incorporate Council feedback into the summary report
Use findings to inform corresponding efforts
29
Page 205
Item 3.
Key Questions
•Do Councilmembers support the vison and goals?
•Do Councilmembers support the strategies?
30
1
2
Page 206
Item 3.
For Questions or Comments, Please Contact:
THANK YOU!
Cortney Geary
cgeary@fcgov.com
Page 207
Item 3.