HomeMy WebLinkAboutCOUNCIL - COMPLETE AGENDA - 08/11/2015 - COMPLETE AGENDACity of Fort Collins Page 1
Wade Troxell, Mayor City Council Chambers
Gerry Horak, District 6, Mayor Pro Tem City Hall West
Bob Overbeck, District 1 300 LaPorte Avenue
Ray Martinez, District 2 Fort Collins, Colorado
Gino Campana, District 3
Kristin Stephens, District 4 Cablecast on City Cable Channel 14
Ross Cunniff, District 5 on the Comcast cable system
Carrie Daggett Darin Atteberry Wanda Winkelmann
City Attorney City Manager City Clerk
The City of Fort Collins will make reasonable accommodations for access to City services, programs, and activities
and will make special communication arrangements for persons with disabilities. Please call 221-6515 (TDD 224-
6001) for assistance.
Special Meeting
August 11, 2015
6:00 PM
CALL TO ORDER
ROLL CALL
PLEDGE OF ALLEGIANCE
CITIZEN PARTICIPATION
City of Fort Collins Page 2
Individuals may comment regarding items scheduled on the Consent Calendar and items not
specifically scheduled on the agenda. Comments regarding land use projects for which a development
application has been filed should be submitted in the development review process** and not to the
Council.
Those who wish to speak are asked to sign in at the table in the lobby (for recordkeeping
purposes).
All speakers will be asked by the presiding officer to identify themselves by raising their hand,
and then will be asked to move to one of the two lines of speakers (or to a seat nearby, for
those who are not able to stand while waiting).
The presiding officer will determine and announce the length of time allowed for each speaker.
Each speaker will be asked to state his or her name and general address for the record, and to
keep comments brief. Any written comments or materials intended for the Council should be
provided to the City Clerk.
A timer will buzz once and the timer light will turn yellow to indicate that 30 seconds of
speaking time remain, and will buzz again and turn red when a speaker’s time to speak has
ended.
[**For questions about the development review process or the status of any particular development,
citizens should consult the Development Review Center page on the City’s website at
fcgov.com/developmentreview, or contact the Development Review Center at 221-6750.]
CITIZEN PARTICIPATION FOLLOW-UP
COUNCILMEMBER REPORTS
DISCUSSION ITEMS
1. Council will consider a motion to adjourn into executive session.
OTHER BUSINESS
ADJOURNMENT
City of Fort Collins Page 1
Wade Troxell, Mayor Council Information Center (CIC)
Gerry Horak, District 6, Mayor Pro Tem City Hall West
Bob Overbeck, District 1 300 LaPorte Avenue
Ray Martinez, District 2 Fort Collins, Colorado
Gino Campana, District 3
Kristin Stephens, District 4 Cablecast on City Cable Channel 14
Ross Cunniff, District 5 on the Comcast cable system
Carrie Daggett Darin Atteberry Wanda Winkelmann
City Attorney City Manager City Clerk
The City of Fort Collins will make reasonable accommodations for access to City services, programs, and activities
and will make special communication arrangements for persons with disabilities. Please call 221-6515 (TDD 224-
6001) for assistance.
City Council Work Session
August 11, 2015
After Special Meeting, which begins at 6:00 PM
• CALL TO ORDER.
1. Draft 2015 Railroad Crossing Study for the Riverside Corridor. (staff: Dan Coldiron, Dan
Weinheimer, Laurie Kadrich, Rick Richter; 30 minute staff presentation; 45 minute discussion)
The purpose of this item is to discuss and receive Council feedback on the draft report from the 2015
Railroad Crossing Study for the Riverside Corridor (Union Pacific and Great Western Railway) which
identifies potential solutions to vehicular traffic congestion due to train switching activities. Council
will also receive an update on the City’s Quiet Zone waiver request of the Federal Rail Administration
(FRA), the City’s OpenCity (Hackathon for train-related app) event in which software developers
collaborate on ways to utilize City traffic data to avoid train caused delays and congestion, and
information about the Greeley Connection railroad capital improvement project in Greeley and
LaSalle that may affect switching activities in Fort Collins.
2. Old Town Planning Projects. (staff: Cameron Gloss, Pete Wray, Josh Weinberg; 20 minute staff
presentation; 30 minute discussion)
The purpose of this item is to provide an update on the progress of three long-range planning
projects that are taking place simultaneously in the city’s historic core. Updates will be provided for
the 1989 Downtown Plan, Old Town Neighborhoods Plan, and the Old Town Neighborhood Design
Guidelines & Pattern Book.
• OTHER BUSINESS.
• ADJOURNMENT.
DATE:
STAFF:
August 11, 2015
Erika Keeton, Special Project Engineer
Rick Richter, Director of Infrastructure Services
Dan Coldiron, Chief Information Officer
Dan Weinheimer, Policy & Project Manager
Joe Olson, City Traffic Engineer
WORK SESSION ITEM
City Council
SUBJECT FOR DISCUSSION
Draft 2015 Railroad Crossing Study for the Riverside Corridor.
EXECUTIVE SUMMARY
The purpose of this item is to discuss and receive Council feedback on the draft report from the 2015 Railroad
Crossing Study for the Riverside Corridor (Union Pacific and Great Western Railway) which identifies potential
solutions to vehicular traffic congestion due to train switching activities. Council will also receive an update on the
City’s Quiet Zone waiver request of the Federal Rail Administration (FRA), the City’s OpenCity (Hackathon for
train-related app) event in which software developers collaborate on ways to utilize City traffic data to avoid train
caused delays and congestion, and information about the Greeley Connection railroad capital improvement
project in Greeley and LaSalle that may affect switching activities in Fort Collins.
GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED
1. Does Council have questions about the Draft 2015 Railroad Crossing Study findings and potential solution
strategies?
2. As the draft study report is finalized, are there other areas of concern where staff should focus?
BACKGROUND / DISCUSSION
The length of time railroad crossings are blocked in the Riverside Corridor due to train switching activities has
increased significantly in recent years. Council approved funding for a railroad study in the 2015 budget to identify
potential solutions to vehicular traffic congestion due to train switching activities.
The primary objective of the Railroad Crossing Study for the Riverside Corridor is to identify near and long term
improvements or solutions that may exist to address train and traffic operations at the Mulberry Street, Lemay
Avenue and Prospect Road railroad crossings along the Riverside Corridor. The draft study provides the
following:
Understanding of railroad operations along the corridor
Potential use of variable message boards to reroute motorists around a conflict
Evaluation of the Greeley Connection railroad capital improvement project, a joint undertaking of the
Union Pacific (UP) and the Great Western Railway (GWR), that should improve significantly motor vehicle
/railroad conflicts in Fort Collins
Conceptual level, potential rail and street near and long term infrastructure improvements and other
potential railroad operation solutions
Possible Railroad Operation solutions include:
Near Term (1-2 years)
Move switching from Riverside to North Yard
Seek more accurate blocking of GWR Interchange cars by UP
August 11, 2015 Page 2
Shift time of day that interchange and switching are performed
Encourage adherence to ten minute maximum crossing blockage when switching
Improve Railroad relationships
Long Term (5-20 years)
Greeley Connection Project
Railroad Interchange/Switching Yard Relocation
Possible City infrastructure solutions include:
Near Term (1-2 years)
Traffic signal operational improvements
Variable message signs
Long Term (5-20 years)
Grade separation improvement
In the near term, the study recommends the City should seek to maintain a closer relationship with UP and GWR,
and appoint a “point person” responsible for those relationships who should attempt to maintain a proactive,
friendly relationship with the railroads. This person should share the City’s concerns and work with the railroads
as partners, rather than antagonists, in seeking solutions to delay problems and other issues that may arise. It
suggests the City continue to collect, analyze and archive traffic preemption data like that presented in this report,
and proceed with plans to implement improved clearing of traffic once trains clear a crossing; an initiative of the
Fort Collins Traffic Department. The City should also proceed with planning a Phase 1 Variable Message Sign
pilot installation as proof-of-concept at the Lemay Avenue/Prospect Road intersection.
In the medium to longer term, and assuming completion and implementation of the Greeley Connection, the study
recommends a wait-and-see approach regarding major capital investments such as grade crossing separation
along the Riverside Corridor or funding the construction of a new switching yard. The completion of the
connection should result in a reduction in rail-caused delays along the Riverside Corridor. If the Greeley
Connection is delayed or expected reductions in delays don’t occur, the study recommends the City keep its
options open with respect to grade separation or switching yard relocation by limiting development and
purchasing additional land for future switching yard relocation.
ATTACHMENTS
1. Railroad Crossing Study DRAFT Report, July 30, 2015 (PDF)
2. Railroad Study Area Map (PDF)
3. UP-GWR Greeley Connection LaSalle Expansion (PDF)
4. Powerpoint Presentation (PPTX)
DRAFT REPORT
RIVERSIDE CORRIDOR STUDY
JULY 30, 2015
ATTACHMENT 1
PREPARED BY:
IN ASSOCIATION WITH:
Great Western Railroad and Union Pacific Railroad trains meet at Lemay Avenue in February 2015.
A Great Western Railroad train blocks the crossing at Lincoln Street while switching out a train in February 2015.
A recent picture of severe backup on South Lemay Avenue caused by train activity and switching in the region.
IMAGES ON THE COVER
DRAFT REPORT
RIVERSIDE CORRIDOR STUDY
R.L. Banks & Associates, Inc.
ECONOMICS | ENGINEERING | SERVICE PLANNING
JULY 24, 2015
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE iii DRAFT FINAL REPORT
TABLE OF CONTENTS
INTRODUCTION AND CONCLUSIONS ................................................. 1
TRAFFIC IMPACTS .................................................................................................1
STUDY GOALS .......................................................................................................2
SUMMARY OF CONCLUSIONS ................................................................................2
EXISTING CONDITIONS ..................................................................... 3
FORT COLLINS RAILROADS AND RAIL OPERATIONS ..............................................3
KEY ELEMENTS OF RAIL-CAUSED DELAYS ..............................................................5
UP OPERATIONS ...................................................................................................5
GWR OPERATIONS.................................................................................................6
RAILROAD RULES GOVERNING THE BLOCKING OF CROSSINGS ..............................7
INSIGHTS ..............................................................................................................8
MAGNITUDE OF THE PROBLEM ..............................................................................9
RESIDENT COMPLAINTS AND INQUIRIES AND WEB SURVEY ................................ 14
TRAFFIC IMPACTS WHEN LENGTHY BLOCKAGES OCCUR ...................................... 15
POTENTIAL SOLUTIONS .................................................................. 23
SEEK RAILROAD OPERATIONAL CHANGES IN FORT COLLINS ............................... 23
TRAFFIC SIGNAL OPERATIONAL IMPROVEMENTS BEING CONSIDERED ................ 24
VARIABLE MESSAGE SIGNS ................................................................................. 25
POTENTIAL GRADE-SEPARATION IMPROVEMENTS .............................................. 27
GREELEY CONNECTION PROJECT ........................................................................ 30
RAILROAD INTERCHANGE / SWITCHING YARD RELOCATION ................................ 31
RECOMMENDATIONS ...................................................................... 36
DEFINITIONS .................................................................................. 38
APPENDICES
A. SURVEY FORM AND RESULTS .......................................................................... 39
B. POTENTIAL GRADE SEPARATION COST ESTIMATE ............................................ 48
C. POTENTIAL INTERCHANGE YARD COST ESTIMATES .......................................... 50
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 1 DRAFT FINAL REPORT
INTRODUCTION AND CONCLUSIONS
Fort Collins residents and visitors often encounter frustrating motor vehicle delays resulting from train operations
on the tracks paralleling Riverside Avenue, particularly at Prospect Road, Lemay Avenue and Mulberry
Street (hereinafter the Riverside Corridor). The City of Fort Collins is well aware of the Riverside Corridor
problems. The situation was addressed in the Rail Issues Study Group Report of 2007, which demonstrated clear
understanding of the issue and documented one change made regarding blocking (sequencing of cars) in Union
Pacific (UP) trains. The City Traffic Department regularly monitors railroad crossing blockage. Earlier this year,
the City evaluated the enforceability of certain, current ordinances regulating railroad activities and concluded
that there are significant barriers to enforcement of local regulations of railroad traffic stemming from Federal
regulation of railroads. Most recently, the City commissioned this investigation by R.L. Bank s & Associates, Inc.
(RLBA) and subcontractor, Felsburg Holt & Ullevig (FHU) (the Project Team), of what railroad activities cause the
delays and what feasible near and long term improvements or solutions may exist. The Project Team acknowledges
valuable and timely assistance from City staff.
TRAFFIC IMPACTS
UP and Great Western Railway (GWR) tracks in the Riverside Corridor intersect three major arterial streets:
at Prospect Road, Lemay Avenue and Mulberry Street. All three streets are important parts of the City’s street
network. Recent traffic counts indicate Prospect Road hosted 31,000 vehicles per day (vpd), Mulberry Street
29,000 vpd and Lemay Avenue 24,000 vpd. Since 2007, motorists on these three streets have experienced a perfect
storm of increased traffic and increased duration of delays caused by rail activity. Data incorporating a three-
month period of 2014 included 139 rail-caused delays at Lemay Avenue over ten minutes including 26 over 30
minutes. The primary causes of delays are addressed explicitly in a separate section a few pages below.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 2 DRAFT FINAL REPORT
City residents are understandably upset about train delays and other railroad matters. The Project Team reviewed
complaints and inquiries recorded by the City. In addition, a web survey made available to citizens during the
Study drew over 5,000 responses.
Some resident quotes were:
t “I believe the train traffic and vehicle congestion on Lemay Avenue between Riverside and Vine has
reached a fever pitch. Mobility in the region has come to a standstill. While this is inconvenient and
causes temporary disruption, long term I now believe is stifling economic opportunities, day to day
commerce and property values in these areas.”
t I am once again waiting at Lemay and Riverside with my car turned off while a train moves backwards and
forwards, backwards and forwards. I have been here for 12 minutes as I write.”
t I was 40 minutes late for work this morning…”
STUDY GOALS
The City and the Project Team agreed that the study would:
t Provide near-term understanding of railroad operations which impact street traffic along the Riverside
Corridor;
t Identify near-term actions railroads could take if willing to improve the situation;
t Use city traffic data and minimize costly collection of new data;
t Focus on variable message boards or advanced warning systems to reroute motorists around a conflict;
t Evaluate the proposed Greeley Connection project and
t Consider at a conceptual level rail and street infrastructure projects including rail yard relocation that
could be evaluated in the future should other actions including the Greeley Connection not bring relief to
railroad-caused delay problems.
SUMMARY OF CONCLUSIONS
The Project Team recommendations are summarized here and presented in more detail at the end of this report.
In the short term:
t Pursue a closer, constructive relationship with the railroads with respect to Riverside Corridor delays and
other matters;
t Continue to collect, analyze and archive traffic preemption data like that presented in this report;
t Continue a Traffic Department plan to develop expedited means of clearing traffic once trains depart and
t Develop a pilot Variable Message Sign (VMS) program.
In the medium to longer term, defer pending completion of the Greeley Connection but maintain as future options
major capital investments such as Riverside corridor grade separations and funding the construction of a new
switching yard.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 3 DRAFT FINAL REPORT
EXISTING CONDITIONS
FORT COLLINS RAILROADS AND RAIL OPERATIONS
Fort Collins is served by three railroads: BNSF Railway, UP and GWR. BNSF operates the most trains, including
through trains between Denver and Cheyenne on the Mason Street corridor. Many BNSF trains pass through
the city without stopping but others stop at North Yard along Vine Drive to interchange cars and occasionally
exchange entire trains of sand, oil or wind turbine blades with GWR. BNSF and GWR activities at North Yard do
not directly affect the Riverside Corridor and are outside the study area and scope and therefore are not discussed
in following sections.
Fort Collins is the north end of the former BNSF Greeley Branch now operated by GWR which extends between
Fort Collins and GWR’s operational hub in Windsor. The City also is the norths end of UP’s Fort Collins
Subdivision which extends between the UP main line at LaSalle and the Holcim Cement facility north of Fort
Collins. GWR and UP connect in Fort Collins just south of Lemay Avenue. The interchange and switching
activities at and near that location and the resultant delays to vehicle traffic are the subject of this study.
Understanding rail operations in Fort Collins is enhanced by an understanding of UP and GWR trackage in the
area.
MAP 1
GREELEY & LA SALLE AREA RAIL NETWORK
Source: Union Pacific
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 4 DRAFT FINAL REPORT
Map 1 was distributed by UP at a meeting with the City in April. It depicts the relevant UP and GWR rail lines and
shows key features including:
t The Fort Collins UP-GWR interchange;
t Great Western Industrial Park near Windsor where much of GWR’s traffic originates or terminates;
t La Salle, a UP yard where the UP local train serving Fort Collins is built from cars brought by trains from
Cheyenne and North Platte and
t The new Greeley Connection site, which will be discussed in detail later in this report.
Rail traffic handled on the Riverside corridor consists largely of:
1. Cars being interchanged between UP and GWR, consisting of Anheuser Busch traffic and cars to/from
Windsor and other GWR customers and
2. Cars being exchanged between GWR crews working out of the BNSF North Yard along Vine Drive and
GWR crews based in Windsor. This is mostly traffic:
a) delivered to GWR by BNSF at North Yard and destined for Windsor or other GWR customers and
the corresponding returning cars and
b) Windsor-based traffic delivered by UP along Riverside, switched by GWR along Riverside and
forwarded by (usually) another GWR crew to Windsor.
MAP 2
RIVERSIDE CORRIDOR TRACKS
Source: RLBA
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 5 DRAFT FINAL REPORT
KEY ELEMENTS OF RAIL-CAUSED DELAYS
Based on discussions with GWR and UP, this Project Team concludes that the primary causes of delay, in order of
longest to shortest typical delay, are as follows:
1. Assembling oil or other unit trains by either UP or GWR. When a step on/step off handoff of a unit train
is not made, unit trains usually must be split into two pieces because such trains usually do not fit between
Lemay Avenue and Prospect Road. The trains must be recoupled, continuity established between head
and rear locomotives and a brake test performed. Once the two parts of the train are reassembled, Lemay
Avenue typically is blocked until the air brake test is complete and the train can proceed south;
2. Switching at Lemay Avenue. GWR switches cars received from UP to separate Windsor cars from Fort
Collins cars. While this process does not require constant blockage of Lemay, it can go on for long periods
creating lengthy interference;
3. Switching at Riverside. UP switches and assembles its outbound train at Prospect Road.
4. Conducting a step on/step off handoff from one railroad to the other of a unit train. Because these trains
typically do not fit between Lemay Avenue and Prospect Road, crossing blockage occurs even when the
exchange is expeditiously conducted and
5. Interchanging blocks of cars between GWR and UP without switching individual cars. This causes
relatively short blockages at Lemay Avenue.
UP OPERATIONS
Cheyenne and North Platte both dispatch trains to LaSalle, arriving at night. Both trains contain cars blocked
(grouped) as GWR-Fort Collins and GWR-Windsor. But there are also cars with a classification of GWR where
Fort Collins or Windsor is not known. Accuracy of the blocks may be less than optimal based upon conversation
and observation. UP may have further comment on the blocking issue.
The Fort Collins local with a three person crew reports 6:30 AM Monday through Friday at LaSalle, although
occasional extra trains may be called. The local uses locomotives stationed at LaSalle. The crew gathers its cars
(recently in the range of 20 to 30 cars) and departs, with a general plan is to arrive in Fort Collins around 10:30 to
11:30 am.
The UP local sets off1 cars for GWR in the UP Passing Siding “UP Pass” on Map 2). (GWR already may have
placed some cars for UP on the south end of the UP Pass.) The UP local then proceeds north into the city to serve
Holcim Cement (Tuesday and Thursday at present) or to have lunch. GWR usually comes from North Yard during
that time and may bring additional cars for UP. GWR then picks up the inbound cars from UP and switches out
the Windsor cars from the Fort Collins cars. Windsor cars may be left on GWR’s Greeley Branch or, if the UP local
has made it past the GWR switching at Lemay Avenue en route to Prospect, GWR also might leave the Windsor –
bound cars on a UP track. When a clear UP track is available, the UP locomotives proceed to Prospect Road and
couple to the south end of the outbound UP cars at Prospect Road, the crew performs an air brake test and the
train departs. UP tries to depart Fort Collins by 3:00 pm.
1 - Definitions of railroad terms are found in the final section of this report.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 6 DRAFT FINAL REPORT
In addition to the regular and extra crews handling mixed freight, UP interchanges solid-commodity unit trains
with GWR, including oil, frac sand, wind turbine blades and grain. While standard procedure is that oil trains
are interchanged at Fort Collins and all others are interchanged at Milliken, a temporary bridge outage on GWR
(detailed subsequently) is causing all unit trains to be interchanged at Fort Collins. Unit trains are interchanged at
the same connection south of Lemay Avenue used by UP and GWR to exchange manifest traffic.
UP and GWR try to exchange unit trains at night to minimize interference with vehicle traffic and with the
daytime manifest interchange activities. GWR has a crew that reports at Windsor at 7:00 pm that brings unit trains
to Fort Collins and UP meets them there, or vice-versa. Ideally, UP and GWR crews are coordinated so that one
crew can step on and the other step off, minimizing delays to all concerned. The locomotives remain attached and
no air brake test is needed in that case.
However, at times, the crew of the receiving railroad is not yet in place when the train reaches Lemay Avenue.
Because unit trains are too long to fit in between the crossings at Lemay Avenue and Prospect Road, if the
receiving crew is not in place the train must be cut (uncoupled) into two parts and left standing on both sides of
Lemay Avenue or placed onto the UP Main and UP Pass tracks. When the receiving crew arrives, the train must
be reassembled (blocking Lemay Avenue) and an air brake test must be conducted. The resulting delays to traffic
on Lemay Avenue can be extensive.
GWR OPERATIONS
GWR, which is based in Loveland, Colorado, is a subsidiary of OmniTRAX, which is an affiliate of The Broe
Group, a Denver-based, a private investment and management company with interests in transportation, real estate
and energy. GWR bases one daily crew (the “103 crew”) at North Yard seven days per week with the primary
duties of shuttling railcars to the Anheuser Busch brewery, interchanging cars with Union Pacific along the
Riverside Corridor, interchanging cars with BNSF at North Yard and exchanging cars with other GWR Windsor-
based assignments along the Riverside Corridor or at North Yard. Extra crews are called as needed. Total GWR
traffic currently is in the range of 3,000 cars per month of which about 78 percent is interchanged with UP, or
approximately 2,340 cars per month or roughly 600 per week. (As previously noted, under normal conditions not
all GWR-UP interchange is performed at Fort Collins as many unit trains are interchanged at Milliken.)
A GWR crew brings cars destined for UP from Windsor and places and (“sets”) them on the UP Pass. The GWR
103 crew brings cars destined to UP from North Yard and places them on the UP Pass or the Downtown Track
either before the UP local arrives or while the UP crew is in Fort Collins. The 103 crew pulls the cars delivered by
the UP local from the UP Pass and switches them in order to separate Fort Collins cars from Windsor cars. This
switching can cause prolonged delays on Lemay Avenue and, to a lesser extent, on Mulberry Street, although it is
possible for the 103 crew to clear the crossing occasionally during the switching process. When the switching is
complete, the 103 crew leaves the Windsor cars on the Greeley Branch and takes Fort Collins–bound cars to North
Yard.
The 103 crew also receives cars (mostly destined to BNSF) from the Windsor crew and places cars destined to
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 7 DRAFT FINAL REPORT
Windsor from BNSF on the Greeley Branch so that a Windsor crew can forward them to Windsor.
A temporary event is causing an increase in unit train interchanges and switching along the Riverside Corridor.
The GWR Poudre River Bridge south of Windsor on the Windsor-Kelim line is out of service as a result of this
spring’s rains and flood. This cuts off the south part of the GWR network from its hub at Windsor. Cars from the
UP to GWR customers south of the bridge are mixed into the Windsor blocks which are interchanged from UP to
GWR in Fort Collins. GWR switches these “south” cars into a block and delivers them back to UP along Riverside.
UP then backhauls the cars to Milliken and gives them back to GWR there. This means more switching and more
delays along Riverside. Also, unit trains (sand, blades and grain) usually interchanged at Milliken currently are
being interchanged in Fort Collins along Riverside.
RAILROAD RULES GOVERNING THE BLOCKING OF CROSSINGS
Rail operations of UP and GWR are governed by the General Code of Operating Rules (GCOR). In the Sixth
Edition, Effective April 7, 2010, rule 6.32.6 Blocking Public Crossings reads “When practical, a standing train or
switching movement must avoid blocking a public crossing longer than 10 minutes.” Some rail activities cannot be
conducted within ten minutes but it is also possible that crews could place more emphasis on planning interchange
and switching moves in a way that permits clearing crossings every ten minutes in compliance with the quoted
rule. Doing so may mean shoving cars farther into a track requiring crew members to walk greater distances.
Clearing the crossing more frequently may cause switching to take more time. It also is easier to maintain
occupancy2 of a crossing than to clear and then reestablish occupancy. These are reasons why crews may be
inclined to not observe the ten minute rule.
Discussions with FRA officials confirm that there is no federal standard with respect to railroads blocking
crossings.
INSIGHTS
INEFFICIENT SWITCHING AT LEMAY AVENUE
GWR, by choice or by necessity, uses the three tracks at the GWR/UP connection at Lemay Avenue to switch
individual cars. The Riverside Corridor is an inefficient and undesirable place to conduct switching. Both
railroads said so in interviews. In addition to the grade crossings of major streets, the proximity of those streets
to the switches where tracks join means that any movement of cars from one track to another requires that the
locomotive and the cars to be set over must be pulled onto a grade crossing. This is true at the UP and GWR
switches just south of Lemay Avenue, at both ends of the Downtown Track (affecting Mulberry Street and Lincoln
Avenue) and at the UP switch just north of Prospect Road.
A more efficient track configuration would be one in which the switches were far enough from the road crossings
that a cut of cars could be pulled out from one track and set onto another without blocking a crossing. However,
2 - During field observations, the Team observed one vehicle run the crossing gates at Mulberry Street and received a report of
another vehicle striking and breaking a gate at Lemay Avenue.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 8 DRAFT FINAL REPORT
even if it were physically possible to relocate the switches along the Riverside Corridor to provide sufficient track
length to pull out (called “head room”) without blocking crossings, it would cause the usable track length between
switches to be shortened and cause an unacceptable loss of track capacity.
When GWR is switching using all three tracks, UP is blocked from getting in or out of Fort Collins despite the fact
that UP owns two of the three tracks. Project Team members observed this on at least three occasions.
GWR’s single track Greeley Branch has no tracks upon which to perform switching without using UP tracks and
has no place where locomotives may “run around” (be placed on the opposite end) of a train or a cut of cars. This
causes GWR to make some of its movements from North Yard to Lemay Avenue as shoving movements, with the
locomotives on the rear and the conductor hanging onto the leading freight car. While this is an accepted and
sometimes necessary practice, it has the disadvantage of not having the locomotive (with its horn) leading over
grade crossings and tends to be slower, thus extending crossing blockages and, therefore, delays. The lack of a
runaround track on the Greeley Branch at Lemay Avenue causes operating inefficiencies to be incurred by GWR in
the form of having to operate locomotives “light” (no cars) between Windsor and Fort Collins.
MAGNITUDE OF THE PROBLEM
RAILROAD PREEMPTION DATA
The City of Fort Collins provided railroad preemption data for the Riverside Avenue/Lemay Avenue intersection
for use in understanding the frequency, duration, etc. of intersection blockages. The word “preemption” is used
to describe when a train crossing a street “preempts” the normal operation of an adjacent traffic signal. Hence
preemptions, which the City is able to monitor, are a proxy for train occupancy of the adjacent crossing.
At the Riverside Avenue/Lemay Avenue intersection, when a train crosses Lemay Avenue, it “preempts” the traffic
signal and places it in an operational mode that still allows movements to continue that are not affected by the
train crossing. In this situation, northwest/southeast vehicle movements along Riverside Avenue and northbound
left turns on Lemay Avenue still can occur. The signals provide an alternating sequence of traffic signal phases to
complete these non-conflicting movements while a train is blocking a crossing.
Railroad preemption data was provided by the City of Fort Collins and the following sections summarize
information on preemption frequency, duration, etc. The railroad preemption information was provided over
approximately three-month periods (September to December) and two years (2007 and 2014) to facilitate
comparisons.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 9 DRAFT FINAL REPORT
RAILROAD PREEMPTION FREQUENCY
The total number of railroad preemptions at the Riverside Avenue/Lemay Avenue intersection has remained
relatively constant between 2007 and 2014. As may be seen see on Figure One, the number of occurrences was
about 950 during each of the three-month periods.
FIGURE ONE
TOTAL NUMBER OF PREEMPTIONS
Source: City of Fort Collins
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 10 DRAFT FINAL REPORT
RAILROAD PREEMPTION DURATION
The duration of each railroad preemption also was recorded and it can be seen from the data represented in Figure
Two that the typical duration of railroad preemptions has increased between 2007 and 2014. For example, the
highest number of occurrences in 2007 was in the 30 second to 60 second range, while the highest number of
durations increased to 1 to 3 minutes in 2014. And beginning with the 1 to 3 minute timeframe, each higher time
period had experienced a greater occurrence in 2014 than in 2007.
FIGURE TWO
DURATION OF RAILROAD PREEMPTIONS
Not only is the number of occurrences in these higher ranges of preemption length more frequent, the duration
length also increased. In 2007, all duration periods were 30 minutes or less, but in 2014, the duration periods
extended beyond 30 minutes and occasionally reached two or more hours. As such, it can easily be seen from this
graph that the duration level has increased over the years.
Source: City of Fort Collins
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
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RAILROAD PREEMPTION BY DAY
It is also interesting to understand which days of the week exhibit the higher number of rail preemption
occurrences. Figure Three demonstrates that the greatest number of railroad preemptions occurred on Mondays
and Tuesdays in 2007, while the days of railroad preemption in 2014 were relatively more spread out across
the entire week with Fridays experiencing the highest levels of activity. Even Saturdays and Sundays tallied a
reasonable amount of activity.
FIGURE THREE
NUMBER OF PREEMPTIONS BY DAY OF THE WEEK
Source: City of Fort Collins
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
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RAILROAD PREEMPTION START TIMES
Figure Four summarizes the times of when the railroad preemptions began. As you can see, the highest levels
currently occur primarily during normal daytime work hours between 8:00 am and 4:00 pm, with the greater
number of start times being between 10:00 am and 4:00 pm.
The 2014 pattern is different than the 2007 pattern. While the highest level of activity in 2007 matched the highest
level in 2014 (Noon to 2:00 pm), there was a higher frequency of 2014 activity in the non-traditional work hours,
with significant activity levels from 10:00 pm throughout the night until about 6:00 am.
FIGURE FOUR
RAILROAD PREEMPTION START TIMES
Source: City of Fort Collins
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
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LEMAY AVENUE TRAFFIC BY TIME OF DAY
The City provided data concerning traffic on Riverside Avenue by time of day so the Project Team could compare
peak vehicle activity with the train activity displayed above. Examination of traffic on Lemay Avenue between
Riverside Avenue and Pennock Place in the week commencing May 30, 2012 indicates that traffic peaked between
noon and 6:00 pm with approximately 1,800 or more vehicles per hour as shown in Figure Five. This peak overlaps
the peak of rail activity between 10:00 am and 4:00 pm shown above.
FIGURE FIVE
LEMAY AVENUE TRAFFIC BY TIME OF DAY
Source: City of Fort Collins, RLBA
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 14 DRAFT FINAL REPORT
RESIDENT COMPLAINTS, INQUIRIES AND WEB SURVEY
The City of Fort Collins receives inquiries/questions from city residents and concerned citizens related to a variety
of railroad issues from crossing delays, to train frequency, the material being hauled, noise, etc. A one and one half
year list of these inquiries is summarized below.
INQUIRY LOCATIONS
Not all of the inquiries in the one and one half year period regarded crossings. The inquiries were sometimes
specific to a particular intersection, but sometimes they were general in nature. The following table summarizes
the number of inquiries associated with the three study crossings that were discernible from the correspondence.
Those that were related to crossings outside of the study corridor are summarized as “other locations.”
TABLE A
RAILROAD ISSUE INQUIRY LOCATIONS
INTERSECTION LOCATIONS
Riverside Avenue/
Mulberry Street
Riverside Avenue/ Lemay
Avenue
Prospect Road/
Timberline Road
Other Locations
215115
As can be seen in this table, the majority of inquiries concerned the Riverside Avenue/Lemay Avenue intersection.
INQUIRY ISSUES
Various issues were addressed with the primary issue being the delay experienced by residents. Train noise
during differing hours of the day was also of concern. Being late for appointments, wanting grade-separations
and concern about emergency access also rated high. See Table B for a summary of the differing issues brought
forward.
TABLE B
RAILROAD ISSUE SUMMARY
While some of these issues are self-explanatory, some clarification is needed regarding some of these issues:
t Cargo – More than one inquiry related to the types of materials that are being transported through Fort
Collins, specifically oil products or hazardous materials.
t Clearance Signal Timing – One inquiry related to the traffic signal timing parameters that are used once a
train passes in relation to reducing vehicle queuing as quickly as possible. The City’s Traffic Department
plans to provide better clearance signal timing at intersections adjacent to railroad crossings are detailed
later in this report.
INTERSECTION LOCATIONS
Motorist
Delay
Train
Noise
Emergency/
Hospital
Access
Desire
for Grade
Separation
Late for
Work /
Appt.
Cargo Duration No
Alternate
Route
Frequency Clearance
Signal
Timing
28 12 5 5 5 4 4 3 2 1
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WEB SURVEY
The Project Team and the City developed an on-line survey regarding citizen experiences at the subject grade
crossings and perceptions regarding potential variable message signs. (The survey questionnaire and summary
results are presented in Appendix A.) The City arranged for the survey to be available on line for over two weeks
and publicized it with a press release and on the City’s website. The survey was the subject of two stories in the
Coloradoan with instructions as to how to find it. The results of the survey can be found at: (City to insert web
address) There were over 5,000 response to the survey and some of the salient points of the results are:
t Almost 100% of the respondents have experienced train-caused delays at the railroad crossings on
Mulberry Street, Lemay Avenue or Prospect Road.
t The UP crossing adjacent to the Riverside Avenue/Lemay Avenue intersection is of the greatest concern to
responders, followed by the Riverside Avenue/Mulberry Street intersection.
t Approximately 70% of responders indicated that they have experienced a delay of between 15 and 45
minutes.
t 89% of respondents have been late to work or they have missed an appointment.
t Responders believe that train delays are occurring more frequently that in the past (73%).
t 75% of those surveyed believe that advance messages of track blockages would have value, with the
Riverside Avenue/Lemay Avenue crossing being identified as providing the most benefit (58%).
t A variety of message types were proposed. Responses concentrated on alerting motorists of the upcoming/
existing blockages with an identification of how long the blockage may be or how much blockage time
remains.
t Text alerts, mobile phone applications, emails, and radio broadcasts were a few of the means of potential
alternative communication suggested by the respondents.
t Several study suggestions were provided:
t Construct grad-separations
t Limit blockage times
t Move the switching yard out of the City
t Provide permanent advance warning signs
t Publish train schedules
t Provide advance blockage alerts
t Provide alternate route suggestions
t Change switching times to off-peak hours
TRAFFIC IMPACTS WHEN LENGTHY BLOCKAGES OCCUR
Motorists know by experience that congestion and delays resulting from a lengthy railroad blockage are not limited
to the blocked intersection or the vehicles queued there. Impacts cascade as follows.
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MULBERRY STREET AT RIVERSIDE AVENUE
A train blockage at Mulberry Street primarily affects the Mulberry Street/Riverside Avenue intersection. Alternate
routes that are used typically include Lemay Avenue and/or Lincoln Avenue.
The largest vehicle queue challenge occurs at the Mulberry Street/ Lemay Avenue intersection. If the blockage is
long enough, the westbound left turn lanes become starved (i.e., motorists cannot proceed into the left turn lanes.
The result is a higher level of U-turns occurring along Mulberry Street.
The Mulberry Street/Riverside Avenue intersection is one that gets the most emergency pre-emptions (a lot of
ambulances). Long blockages at this intersection can affect response time.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
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LEMAY AVENUE AT RIVERSIDE AVENUE
Blockages at this intersection tend also to impact the Mulberry Street/Lemay Avenue intersection, as well as the
Prospect Road/Timberline Road intersection. The impact at the Prospect Road/Timberline Road intersection is
large enough that traffic staff will alter signal timing at this location when possible. Longer than normal vehicle
queues are also experienced by westbound left turn movements at the Prospect Road/Lemay Avenue intersection.
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PROSPECT ROAD WEST OF TIMBERLINE ROAD
There are two railroad tracks in this area (referred to as the West and East tracks) and the most frequently used is
the west one of the two (nearest Riverside Avenue).
Both the Prospect Road/Riverside Avenue and Prospect Road/Timberline Road intersections are heavily impacted
by blockages. Northbound and southbound traffic on Timberline Road can continue to function; however, the
southbound traffic often is partially blocked by unaware westbound or northbound left turning motorists that
enter the intersection but cannot leave the intersection due to vehicle queuing in front of them.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
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PROSPECT ROAD WEST OF TIMBERLINE ROAD AND TIMBERLINE ROAD SOUTH OF
PROSPECT ROAD
When the east railroad crossing on Prospect Road is blocked, it also blocks Timberline Road as well. In this
instance, the Prospect Road/Timberline Road intersection is, for the most part, gridlocked. A significant level of
U-turns result.
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PAGE 20 DRAFT FINAL REPORT
TRAFFIC SIGNAL OPERATIONS DURING RAILROAD PREEMPTION
Mulberry Street/Riverside Avenue Intersection
This intersection is not equipped with railroad constant warning time (CWT) circuitry. Upon railroad
preemption, there is a twenty second track clearance period affecting phases 3 and 8 (westbound Mulberry Street
movements). During preemption, the traffic signal cycles between phases 2/6 (Riverside Avenue) and phase 7
(Mulberry Street eastbound left turn). There is no special exit plan (after train clearance); the traffic signal simply
returns to regular control.
Riverside Avenue/Lemay Avenue Intersection
This intersection is not equipped with railroad constant warning time (CWT) circuitry either. Upon railroad
preemption, there is a twenty second track clearance period affecting phases 2 and 5 (southbound Lemay Avenue
movements). During preemption, the traffic signal cycles between phases 4/8 (Riverside Avenue) and phase 1
(Lemay Avenue northbound left turn). There is no special exit plan (after train clearance); the traffic signal returns
to regular control.
Prospect Road West of Timberline Road
All three railroad crossings in the vicinity of Prospect and Timberline Roads (the two crossings to the west of
Timberline Road and the crossing to the south of Prospect Road) are more than 200 feet from the intersection
and therefore not connected to the railroad circuitry. A traffic signal preemption operation does not take place.
Having a connection to the railroad circuitry is something that could be considered so that non-conflicting traffic
signal phases can operate while a train is blocking motorists.
PTZ CAMERA DATA FROM CITY (PHOTOS/PICTURES REPRESENTING TRAIN DURATION
AND QUEUE LENGTHS)TO COME
SUMMARY OF DISCUSSIONS WITH EMERGENCY RESPONDERS
The Project Team held conversations with emergency responders that service the immediate area. Those
responders include the Poudre Valley Fire Department, the Fort Collins Police Department, 911 dispatch and
Poudre Valley Hospital - University of Colorado (UC) Health Emergency Medical Services, the ambulance service
in the area. Following is a summary of those conversations.
Poudre Valley Fire Department
Vehicles dispatched from Fire Station #1, located approximately one-half mile to the west of Riverside Avenue
on Peterson Street, are sometimes delayed by track blockages when responding to fires and other emergencies
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
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to the east of Riverside Avenue. Depending upon the nature of the emergency, other Stations, #6 (located along
Timberline Road to the north of Mulberry Street) or #5 (located on Harmony Road at JFK Parkway) that may have
certain equipment needed to handle a particular emergency, are asked to provide equipment, based on equipment
options at each station.
The biggest issue faced by the Fire Department is not knowing how many crossings may be blocked, the
uncertainty of how long a crossing may be blocked and the extra time it takes to respond to an emergency once
a call is received. Station #1 staff experience train blockages a few times per month and each of those blockages
cause upwards of five to ten minutes of delay, depending on whether only the Mulberry Street crossing is blocked,
or if the Lemay Avenue or Prospect Road crossings are also blocked.
Dispatch staff is sometimes aware of existing track blockages based on input from emergency staffs that are along
the street system on non-emergency duties. As such, dispatch staff can advise Fire Department staff of blockages
as they depart their station(s).
Fort Collins Police Department
The main Fort Collins Police Department station is located along Timberline Road between Prospect and Drake
Roads; this is the location to which all 911 calls are routed and responses thereto are originated. Given that
location’s close proximity to the UP and GWR lines at Prospect Road, the Department is very familiar with the
number and length of blockages occurring in the Riverside Corridor.
Blockages of crossings typically affect Department call response times to the northwest and downtown areas of
Fort Collins when 911 calls are received. Riverside Avenue is the most direct route to downtown or the northwest
areas of the City and, therefore, the primary response route is blocked when police vehicles can’t reach Riverside
Avenue. If the number of blocked crossings is unknown, College Avenue is likely the best alternative route.
The Police Department is typically aware crossings being blocked based on the number of calls received from
disgruntled motorists; they believe that the Fort Collins Police Department can solve the blocked crossing issue.
Motorists sometimes have taken action into their own hands, specifically when railroad gates are down but a
train is not at/near the crossing (possibly due to a gate malfunction). There have been times when motorists have
physically raised a crossing gate, or have tried to rotate the gate horizontally, to let vehicles cross the railroad.
Obviously, this action can cause damage to the gating system. Motorists also have tried to go around downed
gates.
911 Dispatch
The 911 dispatchers are responsible for answering emergency calls and directing police, fire and ambulance
responders to emergency locations. One of the biggest concerns of dispatch staff is being able to direct emergency
responders to the locations prompting 911 calls due to the fluid nature of intersection blockages. While 911
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 22 DRAFT FINAL REPORT
dispatchers are typically aware of train blockages as they are occurring, due to calls received from non-emergency
staff, the routing or rerouting of responders is not an exact science. For example, an emergency vehicle could be
routed along a specific street only to find that a crossing that was thought to be usable at the beginning of the call is
actually blocked when the emergency vehicle reaches the crossing.
To compound the situation, 911 staff is not typically aware of when train blockages have cleared and, as a result,
may direct an emergency vehicle to the wrong crossing. In numerous cases, dispatchers need to send more than
one vehicle on different routes to an emergency location as a potential solution to blocked crossings. This method
is not very efficient and could limit the availability of emergency services at another location.
Emergency response routes are pre-built into the response system. While the response route of most emergencies
have a specific origin, i.e., police and fire stations have exact locations, the response route of ambulances are much
more dynamic since the location of an ambulance is determined based on previous calls or other factors that can
place them almost anywhere in the City. As a result, getting an ambulance to the location of an emergency can be
more difficult when combined with the uncertainty of train locations and subsequent blockages. And the response
time for ambulances can be a large factor in providing emergency care to those in medical need.
Possibly the biggest impediment to providing good emergency response when a crossing is blocked is that
numerous people call 911 to report the blocked crossing or that a police officer or ambulance is stuck in traffic.
With a staff of four dispatchers on duty, the level of train blockage calls can tie-up all of the 911 lines; thereby
making it difficult for true emergency calls to make it through to the dispatcher.
Poudre Valley Hospital - University of Colorado Health Emergency Medical Services
Ambulance service is provided through the Poudre Valley Hospital under the umbrella of the University of
Colorado Health system. A minimum of four ambulances are on duty at any one time, typically overnight, while
eight ambulances are is use in the peak times of activity during daytime periods.
When not responding to emergency calls, the ambulances are positioned within known areas that feature
higher concentrations of past emergency calls; those locations are based on historical call data. By doing so, the
ambulances are nearer to the hotbeds of emergency calls where their services are needed the most. The ambulance
service strives to have vehicles on both sides of the railroad tracks along the Riverside corridor in anticipation of
blocked crossings when a response call is received. While this approach provides benefits in responding to the
location of an emergency call, the return trip to the hospital may be impacted. There have been instances where all
of the crossings along the Riverside corridor, even ones beyond the study area, were blocked. The result of such a
blockage was a doubling of the maximum typical response time.
The number of ambulance calls has doubled over the past several years and a total of 47 instances that involved
train-caused delay occurred over an approximate four to six month period. There have been cases where an
ambulance is at a blocked crossing and is unable to proceed or move due to normal vehicle traffic behind it.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
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POTENTIAL SOLUTIONS
SEEK RAILROAD OPERATIONAL CHANGES IN FORT COLLINS
MOVE SWITCHING FROM RIVERSIDE TO NORTH YARD
North Yard, which is used by GWR, is somewhat better configured to facilitate switching than is the UP-GWR
connection at Lemay Avenue, although North Yard also has major road crossings at both ends. However, GWR
does not believe it practical to move more switching there. GWR was asked, “[C]ould cuts of cars to be switched
be taken from Lemay Avenue to North Yard and switched there instead of being switched at Lemay Avenue?”
GWR replied, “Yes, the cars can be taken to North Yard and switched; however this isn’t always the best option.
The rail leading to North Yard is owned by the BN and we must request permission to be on its tracks. Depending
on the BN traffic flow, we might not be able to gain access to that track. Once in North Yard, there is always the
possibility that once the cars are switched we would not be able to get those Windsor cars back to the Greeley
Branch (because of BN train interference). Because we have such a small window for getting the cars from
interchange to Windsor, the Greeley Branch is the best and fastest location to switch out cars.”
ACCURATE BLOCKING OF GWR INTERCHANGE CARS BY UP
If cars interchanged by UP to GWR along Riverside were blocked accurately, meaning all of the Fort Collins cars in
one or two blocks and all of the Windsor (meaning here all other GWR points other than Fort Collins) cars in one
or two blocks, GWR’s activity at that location would consist of putting the various blocks on the appropriate tracks.
This would be much less time-consuming and delay-producing than the prevailing arrangement, which requires
GWR to perform extensive switching of single or small groups of cars.
The 2007 report stated that UP trains “are now blocked in Cheyenne.” As indicated previously, the completeness
and accuracy of the blocking appears suboptimal. GWR indicates that “Contractually neither party blocks cars
for one another.” UP has been asked for further clarification on the blocking issue, but there is no question that
the blocking could be better and the better the blocking, the less switching would have to be performed at Lemay
Avenue.
Because of the GWR Poudre River bridge outage, GWR currently is switching out cars for Windsor proper from
those destined south of the damaged bridge. Improved UP blocking would not address this problem unless the
two railroads arranged UP to deliver three blocks: 1) Fort Collins; 2) Windsor proper and 3) south of the Poudre.
SHIFT TIME OF DAY THAT INTERCHANGE AND SWITCHING ARE PERFORMED
The UP trains which bring Fort Collins and Windsor cars to La Salle operate at night and the Fort Collins local
operates during the day, advancing the cars to Fort Collins that the night trains brought to La Salle. As described
earlier the UP local and the GWR 103 crew coordinate movement in Fort Collins in order to interchange cars
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 24 DRAFT FINAL REPORT
using the inadequate facilities along Riverside. Significantly shifting the time of day that the switching takes place
along Riverside likely would require rescheduling all of the involved trains. Both railroads report that unit trains
are interchanged along Riverside at night, so rescheduling the manifest train operations might conflict with the
night unit train operations.
Both railroads were asked about the feasibility of rescheduling Riverside switching. UP has not yet responded and
GWR replied “We currently do the majority of switching around the UP interchange area at night, which is less
vehicle traffic.”
ADHERENCE TO TEN MINUTE MAXIMUM CROSSING BLOCKAGE WHEN SWITCHING
Eliciting crew adherence to the ten minute crossing blocking when switching will require ongoing emphasis by
railroad management. The City could maintain ongoing communication with UP and GWR supervisors to urge
maximum adherence to the ten minute standard voluntarily specified in the railroads’ rules. The City may find it
useful to occasionally monitor that adherence. This would require that City staff become knowledgeable enough of
rail operations to understand when it is or is not possible to clear a crossing after ten minutes.
RAILROAD RELATIONSHIPS
There likely are voices that are or will call for the City to “squeeze” the railroads until they take actions to reduce
delays. They might say that the City should use its leverage to make the railroads comply. The consultants
constituting the Project Team believe that attempts to confront railroad managements over riverside Corridor
motor vehicle delays would prove to be unsuccessful and counterproductive. Unsuccessful, because the City has
relatively little leverage over the operations of the railroads and counterproductive in that the City is more likely to
influence the railroads through mutual cooperation and good will.
The railroads believe, with justification, that they are already acting to resolve the problem on their own initiative
and at great expense to themselves in the form of the Greeley Connection (to be discussed later). Approaching
them on the basis of “we are glad to hear of the Greeley project, now let’s talk about what we can do in the interim”
is more likely to yield results than being confrontational.
TRAFFIC SIGNAL OPERATIONAL IMPROVEMENTS BEING CONSIDERED
The City of Fort Collins Traffic Department is working on a traffic responsive system that can be utilized at the
most heavily impacted intersections to clear traffic more efficiently once a train has passed. The design utilizes
system devices placed to detect vehicle queues on the intersection approaches to the railroad tracks. When a
certain queue threshold is reached, the signals will run with special, predetermined plans intended to clear traffic
more quickly than the normal time-of-day operating plans.
The first planned implementation is expected to be at the Lemay Avenue/Riverside Avenue intersection. The
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 25 DRAFT FINAL REPORT
devices will detect vehicle queues on Lemay Avenue as far as one-quarter mile from the UP crossing, and
once the train has cleared, provide additional northbound/southbound “green time” to clear stopped traffic.
Implementation is not planned until completion of the Mulberry Bridge project when traffic patterns return to
normal.
VARIABLE MESSAGE SIGNS
A potential improvement to assist motorists in reducing their delays would be the installation of variable
message signs (VMS’s) that can alert drivers to blocked crossings in time to choose another route to reach their
destinations. VMS’s can display differing message types and they can be of differing shapes and sizes; including
ones that can be tailored to fit within an urban environmental without being obtrusive.
VMS could be activated by City Traffic Operations staff based on any of three triggering events including: 1) an
observed preemption greater than some specified number of minutes; 2) notification by railroad personnel to
the Emergency Services Dispatch that the railroad anticipates a delay exceeding a specified threshold minutes
or 3) observation and report of a blockage causing backups by City employees (likely Police Services officers but
potentially including Engineering and Transfort staff as well).
The City’s traffic signal system can
communicate with a VMS when
railroad preemption occurs so that
messages can be placed on these
signs which can be installed at
varying locations when approaching
a blocked crossing. Following is
additional information relative to the
potential use of a VMS system.
Locations
Within the context of this project,
several locations were identified as
being appropriate for the installation
of a VMS and those locations are
shown on Figure Six. As can be seen
on this figure, these locations include
the following intersections, ones
which surround the main railroad
crossings within the study area:
t Lemay Avenue/ Lincoln
Avenue;
FIGURE SIX
VMS LOCATIONS
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PAGE 26 DRAFT FINAL REPORT
t Mulberry Street/ Timberline Road;
t Lemay Avenue/ Prospect Road;
t Summit View Drive/Prospect Road;
t Lemay Avenue/ Drake Road and
t Drake Road/ Timberline Road.
VMS’s can be placed on one or several of the approaches to each of these intersections and the number and
orientation at each location can vary. For example, when traveling west on Prospect Road from I-25, a VMS could
be placed in advance of the Summit View Drive intersection so that motorists could travel northward to Mulberry
Street instead. Other intersections may require more than one VMS when there is more than one approach to a
railroad crossing.
MESSAGES
The biggest advantage of a VMS sign is that it can present
varying messages to the traveling public (within certain
parameters related to sign/text size). As an example, a
simple message could be “Prospect Road Crossing Blocked,”
“Use Alternate Route.” This message conveys the blocked
crossing intent without specifying which alternative route
motorists should use, which may be the best solution since
more than one crossing could be blocked or be blocked
after motorists are directed to a different crossing.
If the installation of a VMS system proves beneficial to
the City, other messages could be tried, i.e., ones that may correspond to a certain route, length of disruption,
etc. Each added message type will likely require a higher level of functionality and intelligence to work properly,
however, given the uncertainty of the railroad operations, the duration of blockage, etc. The VMS’s can also be
used for non-railroad oriented messages, such as for special events, amber alerts, etc. so that the City maximizes
the use of its capital investment.
PILOT PROGRAM
A VMS system should be evaluated for its usefulness and value on a small scale. As such, the City should
consider installing a VMS sign at one of the subject intersections to verify that the communication of the railroad
preemption occurs properly and that the correct VMS message is being displayed. Discussions amongst City staff
indicate that the Lemay Avenue/Prospect Road intersection would be a good candidate for a pilot installation.
A pilot installation would need the following basic elements:
t VMS sign (size to be determined by the City);
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PAGE 27 DRAFT FINAL REPORT
t Support system and mounting hardware (on an existing structure, new pole, or sign posts for example);
t Communication (conduit and wiring between the traffic signal controller and the VMS);
t Power supply (potentially solar) and
t Cabinet for communication hardware and wiring.
The cost of a pilot installation can vary considerably depending upon the City’s sign and sign mounting
preferences. It is estimated that it could cost about $40,000 to $60,000 plus City staff time to install, test, trouble-
shoot, and manage the project.
The message-triggering mechanism(s) employed could be used to generate notice to emergency responders
concerning blocked crossings and expected duration if conveyed by a railroad.
Once the VMS pilot program is up and running, the City’s Information Technology Department could evaluate
using the same message-triggering mechanism to generate text or e-mail messages or other real-time alerts to
motorists.
POTENTIAL GRADE-SEPARATIONS
The City of Fort Collins has had many conversations over the years relative to the installation of grade-separations
to improve traffic flow across the several rail lines in the City. In fact, a total of seven grade-separations over the
BNSF or UPRR tracks were summarized and presented to City Council in April of this year. None of those seven
locations are along the UP or GW lines within the project study area, however.
Of course, a new grade-separation would improve the delays experienced by Fort Collins motorists at any of the
subject crossings. But the installation of a new grade-separation should not be taken lightly since it has a great
impact to the City related to construction cost, right-of-way impacts, business disruptions, etc. Regardless, a
conceptual design of a grade-separation (over the UP line) at the Riverside Avenue/Lemay Avenue intersection has
been developed and an approximate cost range has been determined. Figure x is a representation of a potential
Riverside Avenue/Lemay Avenue grade-separation and it has been conceptually designed to the City’s arterial
street standards.
Figure Seven is a representation of a potential Riverside Avenue/Lemay Avenue grade-separation. Given the close
spacing of the Riverside Avenue/Lemay Avenue intersection to the UPRR railroad, it will be necessary to elevate
the entire Riverside Avenue/Lemay Avenue intersection above its existing grade so that the north segment of
Lemay Avenue can cross over the UP tracks.
Crossing over a rail line requires a 23’ clearance above the tracks. When also considering the depth of a new
bridge structure, the grade of Lemay Avenue will likely be in excess of 30’ above the grade of the existing street at
the UP tracks. Given the existing profile grade line of Lemay Avenue as it proceeds towards the Cache la Poudre
river (decreasing towards the river), the distance required to meet the existing grade of Lemay Avenue is such that
the bridge over the river would need to be replaced. A significant amount of retaining wall will be necessary also
to reduce right-of-way impacts and/or purchases (assumed along almost all roadways edges in Figure Seven). And
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 28 DRAFT FINAL REPORT
several access points along Riverside and Lemay Avenues would need to be elevated above their current levels
which may be sufficiently detrimental such that a property purchase may be required (Smart Shred driveways
along Riverside Avenue).
CONCEPTUAL COST ESTIMATE – RIVERSIDE AVENUE/LEMAY AVENUE INTERSECTION
A conceptual level estimate of potential construction costs was prepared to understand the magnitude of
constructing a new grade-separation (overpass) at the Riverside Avenue/Lemay Avenue intersection. Construction
elements such as new bridges, retaining walls, curb & gutter/sidewalk, earthwork, and asphalt pavement were
quantified to the extent possible, while percentage add-ons were included to account for items that are unknown
at this time such as drainage, utility relocations, landscaping, signing/striping, lighting, traffic control, etc.
Additionally, estimated costs for design and construction engineering are also included.
The conceptual estimate of probable construction costs is almost $30 million and it does not include any right-of-
way or easement costs. This estimate is relatively comparable to grade-separation cost estimates that were included
in the information provided to City Council in April, 2015 ($15-$20 million for the Vine Drive/Timberline Road
grade-separation and $25 million for the Vine Drive/Lemay Avenue grade-separation for example). Appendix B
presents a table summarizing the conceptual level estimate.
FIGURE SEVEN
CONCEPTUAL GRADE SEPARATION
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 29 DRAFT FINAL REPORT
EMERGENCY VEHICLE GRADE-SEPARATION
The potential to construct a grade-separation exclusively for emergency vehicles has been proposed on more than
one occasion. While this idea would improve emergency access for critical City services, there are some issues
related to having a grade-separation that is permitted for use only by emergency vehicles:
t Structure Composition – Using the Lemay Avenue crossing of the UP line as an example, an emergency
vehicle-only grade-separation would be required to cross not only the UP tracks, but also Riverside
Avenue. This results in a bridge structure of about 300’. As noted previously, the grade (roadway surface)
of the structure will need to be elevated about 30’ above the UP tracks which also requires about this same
amount of height over Riverside Avenue. As a result, a significant level of retaining walls is needed as is
also required for a grade-separation that serves all vehicles.
t Physical Location/Access – If the intent of an emergency vehicle-only grade-separation at this location
would be to provide dependable access to the Poudre Valley Hospital for emergencies that originate to the
northeast of the UP tracks, the grade-separation should be oriented for southbound movements across the
tracks and Riverside Avenue, i.e., located along the west side of Lemay Avenue. How emergency vehicles
access the grade-separation is critical to understand. An “exit/entrance ramp” concept could be designed
such that emergency vehicles would access the new grade-separation from the outside vehicle lane.
t Directionality – The structure could be designed and constructed as a one-lane bridge, but with some extra
width to the side walls. This concept essentially creates a one-way facility. If the intent would be to have
facilities that allow movements in both directions along Lemay Avenue, two options exist:
1. Separate structures could be constructed, one on either side of Lemay Avenue, or
2. A two-way facility could be constructed in the center of Lemay Avenue with access to it being
from the inside travel lane. This option would result in a longer grade-separation, however, since
the beginning and end points would need to be beyond the needed length of left turn lanes on
Lemay Avenue.
t Access Restriction – To assure that these structures are truly used only by emergency vehicles, a gate
system, similar to what is use along the Mason BRT corridor, would be needed to that regular motorists
do not use the grade-separation. Emergency vehicles would need to be equipped with devices to open the
gates when needed.
t Cost – A design for an emergency-only grade-separation has not been completed. It is estimated, however,
that depending on whether the facility would be designed for one or two-way operations, and upon their
physical location(s), the cost of such a facility could range from $10 to $20 million. As such, the cost for
an exclusive grade-separation for only emergency vehicles could be upwards of 50% or more of the cost for
a grade-separation that serves all motorists.
t Perception – With the construction of an emergency vehicle-only structure, motorists waiting at a blocked
UP crossing would likely become frustrated when looking at a gated, potentially unused structure, while
they are setting idle within a queue of other motorists.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 30 DRAFT FINAL REPORT
GREELEY CONNECTION PROJECT
UP and GWR have announced a project which has the potential to greatly reduce switching and resultant delays
along the Riverside Corridor. UP and GWR discussed the project in a meeting with City staff in April. The project
previously was made public in a story entitled “Railway plans fewer trains from Fort Collins to Windsor” in the
January 23, 2015 Coloradoan, which stated, “[T]he Great Western Railway of Colorado is undertaking a $14
million project that will reduce train traffic from Fort Collins to Windsor, according to Matt Despos, the company’s
divisional manager. Work on the railroad project will begin in February and be complete before the end of the
year, Despos said Monday during a Town Board work session in Windsor.”
The possibility of reinstalling the connection that formerly existed in Greeley between the UP and what is now
GWR was noted in the 2007 Study. It is a logical project because it restores and improves a connection that once
existed. The Project Team speculates that when the rail lines were owned by two rival railroads that had little
desire to share traffic, the connection became commercially redundant and was removed. Now that UP and GWR
are friendly connections and energy and other traffic is booming, the connection makes good commercial and
operational sense (see Figure Eight).
This Union Pacific Graphic shows the proposed Greeley Connection plan.
FIGURE EIGHT
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 31 DRAFT FINAL REPORT
The project is a joint undertaking of GWR and UP. As part of the project, GWR currently is rebuilding eight miles
of inactive track between Windsor and Greeley and has constructed a new interchange yard west of 35th Avenue
between Greeley and Windsor. In Greeley, UP will construct a “wye” connection between its main line and that
of GWR. The UP connection will feature power-operated switches and will be operated by a centralized traffic
control (CTC) signal system. UP reports that its target is to have the Greeley Connection in place by the end of the
year.
The project will enable UP trains to move between the UP main line and the GWR main track without stopping
the trains so that train crews can operate switches. Traffic will be exchanged between UP and GWR on the GWR
main track or on two newly constructed yard tracks which are 3,800 and 4,580 feet in length. Material furnished
by UP touts the following “Benefits:
t Capacity to handle increased business volumes
t Enables interchange traffic (unit trains & manifest) to by-pass La Salle Yard & Ft. Collins Interchange
t 40 miles shorter route to GWR Windsor Industrial Park …”
Project Team discussions with operating officers of UP and GWR indicate that exact plans as to how the carriers
will use the new connection are still fluid. Both companies expect unit trains to be exchanged via the connection.
This also means that the unit trains of oil tank cars which create the longest blockages along the Riverside
Corridor no longer would operate to Fort Collins at all. Also shifted to the new connection would be sand, grain
and wind turbine blade unit trains which now normally are exchanged at Milliken but which as of this writing
are being exchanged in Fort Collins due to a bridge outage on GWR. Both companies indicate that most or all
manifest (mixed merchandise) freight currently interchanged at Fort Collins probably would be shifted to the new
connection. If this were the case, the switching conducted by GWR at Lemay which frustrates motorists could be
expected to decline proportionately
Both companies stress that there some interchange activity still may take place in Fort Collins even if the
connection is built and operational. A temporary return to the current delay-causing railroad operating pattern
would be an option if some sort of outage or problems occurred at the new connection or at another critical
location. Despite protecting their future option to exchange traffic in Fort Collins, both UP and GWR tout this
project as the solution to most of the rail-caused delays along the Riverside Corridor. The Project Team believes
that it is in the economic and operational self-interest of both railroads to make maximum use of the Greeley
Connection. Further, the reported $14 million that the two companies are spending on the project represents an
investment that would not be made unless they expected to make substantial use of the new route.
RAILROAD INTERCHANGE/SWITCHING YARD RELOCATION
The 2007 study recognized that one means of reducing delay in Fort Collins would be to construct a new
switching/interchange yard at a more favorable location from the prospective of less impacts on motor vehicle
traffic. One option noted in the report was a connection in Greeley, as is currently under construction. If
that connection were not already under way, it would be examined in this section as a follow-on to the 2007
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 32 DRAFT FINAL REPORT
examination and a logical improvement.
Should the Greeley Connection not come to fruition or if, despite its completion, rail-caused the traffic delays
persist or grow, the City may have to evaluate the option of funding construction of a new interchange yard in or
near Fort Collins to relocate the interchange activity which currently takes place along Riverside Avenue. The
Project Team identified three candidate sites.
A new interchange yard should have room for at least two long interchange tracks of about 6,000 feet of usable
length with no road crossings. (See space requirements below). Ideally, at least one end of the yard would connect
with approximately 6,000 feet of mainline with no grade crossings. This “lead track” would permit blocks of cars to
be moved to/from yard tracks without interfering with street traffic. However, it may be difficult to find a location
that features that length of uninterrupted lead track and that ideal condition may not be met.
TABLE C
INTERCHANGE YARD LENGTH REQUIREMENTS
COMPONENT LENGTH (FT)
Usable length of tracks 6,000
Turnouts, clearance and derails: 300 feet each end 600
Total 6,600
Acquiring a parcel 110 feet wide by 6,600 feet long would allow for future expansion of yard capacity. Such a parcel
would be about seventeen acres. There could be additional needs such as access to the yard site from existing
roads, so land requirements likely would range from seventeen to twenty acres. The cost of land acquisition is not
included in any of the three cost estimates.
If a new interchange yard moves into the design phase, the sponsor, in concert with the involved railroads,
should revisit the question of track lengths and consider building even longer tracks based upon then-current
requirements and site capacity.
The Project Team sought sites that would not require UP and GWR to change their method of operation
significantly. Three potential sites meeting that criterion were identified where an interchange yard could be
constructed. Of course, future developments on or near the sites could affect their availability and suitability. Note
that the City already owns much of the land required at Site 1. Also note that especially if a yard were constructed
at either of the locations in/near Fort Collins (Sites 1 and 3), there might be an attendant opportunity to develop an
industrial park oriented to rail-served industries.
In a discussion of the concept of constructing a new switching yard FRA officials urged that the City investigate
Railroad Rehabilitation & Improvement Financing (RRIF) or other FRA funding programs. It was indicated that a
joint City-railroad could be a strong contended for funding.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 33 DRAFT FINAL REPORT
SITE 1. CITY OF FORT COLLINS PROPERTY BETWEEN COUNTY ROAD 9 (NEAR ZIEGLER
ROAD) AND THE POUDRE RIVER NEAR I-25
The City owns land alongside the GWR between a point southeast of CR 9 and the Cache la Poudre River. (See
Map 3.) The parcel south of the GWR tracks is a potential site of a new interchange facility. It is possible that
the City might acquire the remaining land between what it already owns and County Road 9. The side of the
presently-owned parcel which parallels GWR is approximately 5,500 feet which is too short to host an optimal
facility. If the parcel northwest of the City
property extending to CR 9 were added, the total
length would be approximately 7,200 feet, which
should be sufficient to host a new yard. A related
improvement would be construction of a new
crossover connecting UP and GWR as far south
as possible of the existing connection near Lemay
Avenue. This would reduce the length of train
that would have to be pulled across Lemay and
Mulberry when UP trains would move between
UP and GWR tracks in going to/from the new
interchange yard. If the new crossover could be
constructed far enough south of the existing one,
this would be a useful improvement at modest
cost.
Advantages:
t Most of the property required is already
owned by the City and
t Distance from existing UP-GWR
connection near Lemay Avenue to the
site is only about 14,000 feet (2.6 miles)
so operational impacts would be modest.
Disadvantages:
t UP trains delivering cars to the new yard
would have to shove across Prospect,
Timberline and CR 9 and
t Trains moving long blocks of cars
between tracks at the southeast end of the yard could obstruct CR 5 (Main Street in Timnath).
Site 1 Cost
The cost to construct a new interchange yard at Site 1 is estimated at $10.5 million plus the cost of any additional
land which might need to be acquired. Details of the cost estimate are presented in Appendix B.
MAP 3
POTENTIAL INTERCHANGE SITE 1
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 34 DRAFT FINAL REPORT
SITE 2. EXISTING UP-GWR INTERCHANGE AT MILLIKEN
UP and GWR currently interchange sand and wind generator blade unit trains at Milliken. BNSF, owner of the
track that GWR operates, does not permit interchange of oil or manifest trains at Milliken because much of the
GWR trackage that accesses Milliken from Windsor is FRA Excepted Track, i.e., it does not meet FRA minimum
Class One safety standards. UP and GWR connect at Milliken via a wye connection and there are no interchange
tracks, so trains must be exchanged on the main track and only one train/block of cars may be exchanged at a time.
To upgrade the Milliken interchange to add the interchange functions performed along Riverside Avenue, two new
interchange tracks would need to be constructed. They would be located between Johnstown, to the east, and Little
Beeline Ditch (near SR 257) to the west. In addition, the GWR main track between Windsor and Milliken would
have to be upgraded to meet FRA Class One safety
standards.
Advantages:
t UP and GWR already interchange at this
location;
t UP interchange train trips would be
shortened as Milliken is about twenty miles
closer than Fort Collins to the UP main line
and yard at La Salle and
t GWR interchange trips would not be greatly
impacted as the distance between Milliken
and Windsor is less than four miles greater
than between Windsor and Fort Collins.
Disadvantages:
t Land acquisition would be necessary;
t Trains moving blocks of cars at the west
end would obstruct entrances to several
businesses in Johnstown and CR 48 ½;
t Trains moving blocks of cars at the east end
would obstruct either SR 60 (Broad Street in
Milliken) and Alice Avenue or SR 257;
t GWR track between Windsor and Milliken
(about 16.3 miles) would have to be upgraded to meet FRA Class One safety standards and
t Modifications may be necessary at what appears to be a small waste water treatment plant.
Site 2 Cost
The cost to construct a new interchange yard at Site 2 and to upgrade the GWR line connecting the site with
Windsor is estimated at $34.6 million excluding land. Details of the cost estimate are presented in Appendix B.
MAP 4
POTENTIAL INTERCHANGE SITE 2
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 35 DRAFT FINAL REPORT
SITE 3. PARALLELING UP BETWEEN US 287 AND CR 56 NORTH OF FORT COLLINS
Along UP tracks north of Fort Collins between existing industrial/agricultural buildings north of US 287 and the
crossing of CR 56 is approximately 9,600 linear feet of farm land with no intermediate road crossings. It may be
possible to develop a new interchange facility at this location. The site contains three existing bridges over streams.
The new yard would incorporate at least one of those
stream crossings, perhaps more, depending upon
final design. It may be necessary to slightly realign
UP’s main track through the site and use property
on both sides of the existing alignment to develop an
optimal yard design.
The UP train from La Salle uses this line segment
about twice a week to serve Holcim Cement. If
the new interchange yard were constructed, all
northbound UP trains from La Salle would continue
through Fort Collins without stopping and proceed
to the new yard. Upon completion of work there,
the trains could proceed south through Fort Collins
without stopping. GWR trains from/to Windsor
would operate in a similar manner.
Advantages:
t Simple operational concept and
t No shoving movements required except
during actual interchange switching.
Disadvantages:
t The UP line to/through the possible site is the far north end of the Fort Collins Subdivision. Only one
active customer is located north of Fort Collins on the line, Holcim Cement. UP’s long term decisions
with respect to maintaining, operating and retaining the portion of the line north of Fort Collins could be
affected by a change in the use of UP by the existing customer;
t Interchange traffic will have to be hauled approximately six miles farther north from the existing UP-GWR
connection near Lemay. This will entail using existing crossings of College Avenue/US 287, Willox Street
and the intersection of US 287 and Shields Street, creating new conflicts at these locations;
t At least one stream crossing would be required and perhaps one or two more and
t Switching activities at the north end of the yard would block CR 56 at times.
Site 3 Cost
The cost to construct a new interchange yard at Site 3 is estimated at $11.7 million excluding land. Details of the
cost estimate are presented in Appendix B.
MAP 5
POTENTIAL INTERCHANGE SITE 3
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 36 DRAFT FINAL REPORT
RECOMMENDATIONS
Unfortunately, but not surprisingly, there is no miracle cure that will instantly end rail-caused delays along the
Riverside Corridor. The Greeley Connection is the City’s best hope in that regard. GWR is well along with the
construction of its portion of the improvements and UP intends to complete work by the end of the year.
The Project Team has several near-term recommendations. The City should:
1. Seek to maintain a closer relationship with UP and GWR and appoint a “point person” responsible for
those relationships. That staff member should be identified as the first person that railroads go to in any
matter involving the City. He/she should attempt to maintain a proactive, friendly relationship with the
railroads. Regular in-person meetings are recommended and railroad personnel should be introduced to
or meet with City staff other than the contact person when specific issues are discussed. The City should
work to make the railroads partners rather than antagonists in seeking solutions to The City should work
to make the railroads partners rather than antagonists in seeking solutions to delay problems and other
issues that may arise. While the railroads have responded to the following issues, generally identifying
little that could be done (although UP may have further comments), ongoing monitoring and dialog with
the railroads could cover:
t Adherence to the ten-minute crossing blocking standard. The Project Team believes there is room
for improvement in this area and that constant attention is needed;
t Amount of switching performed along the Riverside Corridor;
t Time of day that switching is performed and
t Improved blocking by UP.
Review above after final UP comments or reference still outstanding UP reply
The Project Team also recommends that the City and the railroads work together to keep the public informed as to
awareness that the City and the railroads recognize the public frustration with Riverside Corridor delays;
2. Continue to collect, analyze and archive traffic preemption data like that presented early in this report.
This will provide a statistical basis by which to track railroad performance and with which to document
any requested improvements in discussions with the railroads;
3. Proceed with plans to implement improved clearing of traffic once trains clear a crossing. This is an
initiative of the Fort Collins Traffic Department for which the Project Team claims no credit. But it is an
important plan relevant to the issue of rail-caused delays and is important to reference here.
4. Proceed with planning of a Phase 1 VMS pilot installation as proof-of-concept. The City should consider
installing a VMS sign at the Lemay Avenue/Prospect Road intersection to verify that the communication
of the railroad preemption occurs properly and that the proper VMS message is being displayed. Once
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 37 DRAFT FINAL REPORT
the VMS pilot program is up and running, the City’s Information Technology Department could evaluate
using the same message-triggering mechanism to generate text or e-mail messages or other real-time alerts
to motorists.
In the medium to longer term, pending completion and implementation of the Greeley Connection, the Team
recommends a wait-and-see approach regarding major capital investments such as grade crossing separation along
the Riverside Corridor or funding the construction of a new switching yard. If the connection is completed and if
it is used as anticipated, and as is in the self-interest of UP and GWR, there should be a large reduction in rail-
caused delays along the Riverside Corridor once the Greeley Connection is operational.
Recognizing the possibility that the Greeley Connection project could be derailed or the expected reduction in
delays might not occur or that, over time, the reduction in benefits could erode, it is recommended that the City
keep its options open with respect to grade separation or switching yard relocation. In particular, it should: 1)
resist any new development at the Lemay Avenue/Riverside Avenue intersection that would make it even more
difficult to accomplish a grade separation there and 2) consider proceeding with acquisition of the additional
parcel at Yard Site 1 and avoid competing land use on enough of the land adjacent to GWR at that location to
permit future switch yard construction, if desired.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 38 DRAFT FINAL REPORT
DEFINITIONS
Block: A group of freight cars destined to the same facility on the current railroad or on a different railroad after
interchange.
Cut: A group of freight cars.
Cut off: Uncouple (cars) and leave in a track.
Excepted track: Track which does not meet FRA Class 1 safety standards but which may be used under certain
restrictions.
FRA: Federal Railroad Administration, a U.S. Department of Transportation Agency which regulates railroad
operations.
Head room: Space to pull a cut of cars past a switch in order to then shove back into another track.
Interchange: Exchange of freight cars between railroads at a designated location.
Lead track (or “lead”): A track from which yard or side tracks diverged. Used for head room.
Light: Locomotives operating with no cars are operating light.
Manifest train: Train made up of mixed rail cars (boxcars, tank cars, piggyback cars, etc.).
Picking up: Adding cars to a train.
Run around: Uncouple locomotives from one end of a cut of cars, run the locomotives through another track to
the other end of the cut of cars and couple onto that end of the cut.
Setting over: Moving a cut of cars from one track to another track.
Setting off: Removing cars from a train and placing them on another track.
Shove: Movement with the locomotive on the rear end shoving.
Step on/step off interchange: Crew of the second railroad assumes control of the train directly from the crew of
the first railroad with no intervening time.
Unit train: Dedicated train set comprised of cars and locomotives that cycle continuously between origin(s) and
destination(s) carrying a single commodity.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 39 DRAFT FINAL REPORT
APPENDIX A
SURVEY FORM AND RESULTS
Railroad Delays Public Input Survey
Study Goals and Area
The study will examine train and traffic operations and impacts at the Mulberry Street, Lemay
Avenue and Prospect Road railroad crossings along the Riverside Corridor and consider the
announced restored Greeley Connection between Union Pacific and Great Western (learn more).
The study will:
x provide near-term understanding of railroad operations that impact street traffic along the
Riverside Corridor
x identify near-term actions the railroads could take, if any, to improve the situation
x summarize traffic impacts at the railroad crossings and at nearby intersections to
dimension the problem
x identify the location for variable message boards or advanced warning systems that can
inform motorists of railroad activity
x identify conceptual rail and street infrastructure changes that may be considered in the
future as warranted by need and funding
x develop order of magnitude cost information for potential new grade-separations or
railroad infrastructure
Railroad Map
1. Have you experienced train-caused delays at the railroad crossings at Mulberry, Lemay or
Prospect along Riverside Avenue?
x Yes
x No
2. Which crossing(s) typically are of your greatest concern?
x Prospect near Timberline
x Lemay at Riverside
x Mulberry at Riverside
3. What is the greatest train-caused delay that you have experienced at any of these crossings?
x Less than 15 minutes
x 15-30 minutes
x 31-45 minutes
x 46-60 minutes
x More than 60 minutes
4. Have train-caused delays caused you to miss appointments, be late for work and perhaps be
docked pay or otherwise significantly impacted your plans?
x Yes
x No
5. Please elaborate
6. In your opinion, are major delays occurring (choose one)...
x Less frequently than in the past?
x About the same as in the past?
x More frequently than in the past?
The study will investigate the use of Variable Message Boards which potentially could be placed
along major streets well in advance of the railroad crossings so motorists can learn of train
activity and consider other options.
7. Do you see value in having advanced messages so that you can possibly alter your travel
route?
x Yes
x No
8. For which crossing do you think Variable Message Boards would provide the most benefit?
x Prospect near Timberline
x Lemay at Riverside
x Mulberry at Riverside
9. What message(s) would you find most helpful?
10. What other real time communication methods do you think would be useful?
11. Do you have any suggestions for the study or suggestions as to remedies to train-caused
delays?
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RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 48 DRAFT FINAL REPORT
APPENDIX B
POTENTIAL GRADE SEPARATION COST ESTIMATE
OPINIONOFPROBABLECOST DATEPREPARED July22,2015
ITEM DESCRIPTION UNIT QUANTITY UNITCOST TOTALCOST
1 EarthworkandRemovals CY 72828 $ 20 $ 1,456,552
2 Surfacing SY 15606 $ 65 $ 1,014,384
3 CurbandGutter LF 5180 $ 22 $ 113,960
4 Sidewalk SY 2108 $ 45 $ 94,840
SUBTOTAL(A) $ 2,679,736
5 StructuresͲBridge SF 29853.8 $ 150 $ 4,478,070
6 StructuresͲWall(w/Aesthetics) SF 82780 $ 80 $ 6,622,400
7 UPRRCoordination&Flaggin LS 1 $ 75,000 $ 75,000
8 TrafficͲSigning/Striping %of(A) 5% $ 2,679,736 $ 133,987
9 TrafficControl %of(A) 15% $ 2,679,736 $ 401,960
10 UtilityRelocations %of(A) 7% $ 2,679,736 $ 187,582
11 ErosionControl/Environmental %of(A) 20% $ 2,679,736 $ 535,947
12 Landscaping %of(A) 5% $ 2,679,736 $ 133,987
13 Lighting %of(A) 5% $ 2,679,736 $ 133,987
14 DrainageͲNew %of(A) 5% $ 2,679,736 $ 133,987
15 DrainageͲModification %of(A) 15% $ 2,679,736 $ 401,960
SUBTOTAL(B) $ 13,238,867
16 TrafficͲSignals(New) EACH 1 $ 275,000 $ 275,000
17 Mobilization %of(A)+(B) 10% $ 15,918,603 $ 1,591,860
18 ForceAccountItems %of(A)+(B) 10% $ 15,918,603 $ 1,591,860
19 Contingency %of(A)+(B) 30% $ 15,918,603 $ 4,775,581
SUBTOTAL(C) $ 8,234,301
CONSTRUCTIONTOTAL(D) (A)+(B)+(C) $ 24,152,904
20 DesignEngineering %of(D) 8% $ 24,152,904 $ 1,932,232
21 ConstructionEngineering %of(D) 12% $ 24,152,904 $ 2,898,348
PROJECTTOTAL(E) Ψ Ϯϵ͕ϬϬϬ͕ϬϬϬ
In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or
the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs
provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU
makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs.
RAILROAD CROSSING STUDY FOR RIVERSIDE CORRIDOR
PAGE 50 DRAFT FINAL REPORT
APPENDIX C
POTENTIAL INTERCHANGE YARD COST ESTIMATES
Site 1. New Interchange Yard in/near Fort Collins
Yard Number Tk Feet Tot units Unit price Cost
Construct new yard tracks 2 6,000 12,000 230 $ 2,760,000
Upgrade main track in yard 1 6,000 6,000 183 1,098,000
Construct new # 10 switches 4 4 200000 800,000
Drainage - culverts 5 - 9300 46,500
Earthwork - per mile 2 860000 1,954,545
Subtotal 6,659,045
Track Connecting to Yard Number Tk Feet Tot units Unit price Cost
Upgrade main track connecting to yard
Upgrade road crossings - -
Upgrade bridges -
New Crossover
Construct new # 10 switches 2 200000 400,000
New track 500 230 115,000
Earthwork per mile 500 860000 81,439
Drainage per culvert 1 9300 9,300
Subtotal 605,739
Construction Cost 7,264,785
15% 1,089,718
30% 2,179,435
Total Cost $ 10,533,938
Engineering/Mobilization/Demobilization/Construction Management (% of Construction
Contingencies (% of Construction)
Site 2. New Interchange Yard in/near Fort Collins
Yard Number Tk Feet Tot units Unit price Cost
Construct new yard tracks 2 6,000 12,000 230 $ 2,760,000
Upgrade main track in yard 1 6,000 6,000 183 1,098,000
Construct new # 10 switches 4 4 200000 800,000
Drainage - culverts 5 5 9300 46,500
Earthwork - per mile 2 860000 1,954,545
Subtotal 6,659,045
Track Connecting to Yard Number Tk Feet Tot units Unit price Cost
Upgrade main track connecting to yard
Upgrade road crossings
Upgrade bridges
Main Line Upgrade
Upgrade 16.3 mile of track 86064 183 15,749,712
Replace panels at grade crossings 24 11250 270,000
Upgrade switches 6 200000 1,200,000
Railroad bridge upgrade
Construct new railroad bridge
Subtotal 17,219,712
Construction Cost 23,878,757
15% 3,581,814
30% 7,163,627
Total Cost $ 34,624,198
Engineering/Mobilization/Demobilization/Construction Management (% of Construction)
Contingencies (% of Construction)
Site 3 - 16 July 2015 further revised draft
Site 3. New Interchange Yard in/near Fort Collins
Yard Number Tk Feet Tot units Unit price Cost
Construct new yard tracks 2 6,000 12,000 230 $ 2,760,000
Upgrade main track in yard 1 6,000 6,000 183 1,098,000
Construct new # 10 switches 4 4 200000 800,000
Drainage - culverts 5 - 9300 46,500
Earthwork - per mile 2 860000 1,954,545
Construct four new 50-foot railroad bridges 200 200 7085 1,417,000
Subtotal 8,076,045
Track Connecting to Yard Number Tk Feet Tot units Unit price Cost
Upgrade main track connecting to yard
Upgrade road crossings - -
Upgrade bridges -
Subtotal -
Construction Cost 8,076,045
15% 1,211,407
30% 2,422,814
Total Cost $ 11,710,266
Engineering/Mobilization/Demobilization/Construction Management (% of Construction
Contingencies (% of Construction)
BNSF RAILROAD
UNION PACIFIC RAILROAD
GREAT WESTERN RAILROAD
UNION PACIFIC RAILROAD
E VINE DR
E PROSPECT RD
E LINCOLN AVE
RIVERSIDE AVE
S LEMAY AVE
WHEDBEE ST
SMITH ST
STOVER ST
PETERSON ST
REMINGTON ST
S TIMBERLINE RD
S COLLEGE AVE
S MASON ST
E PITKIN ST
E MULBERRY ST
MATHEWS ST
FRONTAGE RD
E ELIZABETH ST
LOCUST ST
E MYRTLE ST
LINDEN ST
12TH ST
N COLLEGE AVE
EAST DR
E PLUM ST
9TH ST
S HOWES ST
E OLIVE ST
EMIGH ST
E OAK ST
E LAKE ST
N TIMBERLINE RD
N LINK LN
BUCKINGHAM ST
EDWARDS ST
S LINK LN
AIRPARK DR
WILLOW ST
E SUNIGA RD
1ST ST
GARFIELD ST
AIRWAY AVE
HEATH PKWY
MAX GUIDEWAY
3RD ST
2ND ST
ZURICH DR
MORGAN ST
JAY DR
GREEN ST
WELCH ST
MAPLE ST
CAJETAN ST
W LAKE ST
10TH ST
COWAN ST
ATTACHMENT 3
2015 Draft Railroad Crossing Study
Riverside Corridor
August 11, 2015
Photo courtesy Fort Collins Coloradoan
2
Railroad Work Session Items
• Quiet Zone Update
• Train-related app contest
• Draft Report
– Riverside Corridor Study
• Union Pacific and Great
Western Railroads
– Greeley/Windsor
Improvements
Quiet Zone Waiver
• City requested Federal
Railroad Administration waive
requirements for gates and
flashers at every intersection
in Downtown for a Quiet
Zone
• Waiver is under review by
FRA safety board; decision
expected in August
• Will affect City’s future
application for a Quiet Zone
3
Train-Related App Contest
Open Source App Design Event
(“Hackathon”)
• February 2016
• Apps to avoid trains and
congestion
• Part of larger, community
Open City event
• Attract/engage community
software developers
4
2015 Draft Railroad Crossing Study
Riverside Corridor
Direction Sought from Council
• What feedback does
Council have
regarding the Draft
2015 Railroad
Crossing Study
findings and potential
solutions/strategies?
• As the draft study is
finalized, are there
other areas of concern
where staff should
focus?
6
Photo courtesy Fort Collins Coloradoan
Near Term Study Goals
• Understand railroad operations
impacting traffic along the
Riverside Corridor
• Identify near-term actions
railroads could take to improve
the situation
• Focus on advanced warning
systems to reroute motorists
around a conflict
7
Long Term Study Goals
• Evaluate the proposed
GW/UP Greeley Connection
project
• Conceptual consideration of
rail and street infrastructure
projects
8
9
Riverside Corridor Tracks
N
Rail-Caused Delays
10
• Assembling oil or other unit
trains
• Switching at Lemay or
Prospect
• Conducting a handoff of a train
from one railroad to the other.
• Interchanging blocks of cars
between GWR and UP
Riverside/Lemay Intersection
Number of Crossing Preemptions
11
• Relatively consistent
level between 2007
and 2014
• Average of ~10
crossing preemptions
daily
Duration of Railroad Preemptions
12
• Duration of
blockage has
increased
- 2007 (30-60s)
- 2014 (1-3 min)
Daily Distribution
13
• 2007 – Monday
and Tuesday
• 2014 – Tuesday
thru Friday
• Higher Sunday
use
Preemption Start Times
14
• Highest
concentration still
Noon to 2 pm
• Higher levels
overnight in 2014
Preemption Impacts
15
• Motorists try other
routes
• Increased U-turns
• Causes
congestion at
other intersections
• Vehicle queues
grow
Preemption Impacts:
Emergency Responders
16
• No advance warning
• No knowledge of blockage duration
• Requires routing flexibility by 911
dispatch
• Congests 911 lines due to public
notifications
• Response time impacts
- More than one vehicle needed
- Both trip directions
• Motorists take actions into their own
hands
Near Term Railroad Solutions
• Move switching from Riverside to
North Yard
• Seek more accurate grouping of GWR
interchange cars by UP
• Shift time of day that interchange and
switching are performed
• Encourage ten minute maximum
crossing blockage when switching
Near Term Traffic Solutions
• Traffic Signal Operational
Improvements
• Variable Message Signs
17
Near Term Solutions
Variable Message Signs
18
• Strategically placed
• Message flexibility
• Pilot implementation
• $40,000 to $60,000
Long Term Potential Solutions
Long Term Railroad Solutions
• Greeley Connection Project
• Railroad Interchange/Switching
Yard Relocation
Long Term Traffic Solutions
• Grade Separated Crossings
19
Grade Separated Crossings
20
Riverside /Lemay Example:
- Significant reconstruction limits
• Track clearance needs
- Requires new structures & retaining walls
- Impacts adjacent property owners
• Visibility and access
- Costly
• $30 million or more
• Maintain a proactive relationship with UP and GWR; assign a
“point person” responsible for those relationships
• Continue to collect, analyze, and archive traffic preemption data
• Implement plans to improve clearing of traffic once trains clear a
crossing (Traffic Operations)
• Proceed with Variable Message Sign pilot installation at the Lemay
Avenue/Prospect Road intersection.
21
Recommendations - Near Term
Recommendations - Long Term
Wait-and-see approach regarding major capital investments
• Greeley Connection should result in a large reduction in rail-caused
delays along the Riverside Corridor.
If the Greeley Connection is delayed or ineffective:
• Reevaluate grade separated crossing options at the Lemay/Riverside
intersection
• Consider acquiring the additional parcel at Yard Site 1 and avoiding
competing land use to permit future switch yard construction
22
Railroad Capital Improvements
Union Pacific Railroad
– Sara Thompson Cassidy, Public Affairs Director
Great Western Railway
– Matt Despos, Omnitrax Division
General Manager
23
Railroad Capital Improvements
24
25
Greeley Connection Project
Direction Sought from Council
• What feedback does
Council have
regarding the Draft
2015 Railroad
Crossing Study
findings and potential
solutions/strategies?
• As the draft study is
finalized, are there
other areas of concern
where staff should
focus?
26
Photo courtesy Fort Collins Coloradoan
2015 Draft Railroad Crossing Study
Riverside Corridor
August 11, 2015
DATE:
STAFF:
August 11, 2015
Seth Lorson, City Planner
Cameron Gloss, Planning Manager
Josh Weinberg, City Planner
Pete Wray, Senior City Planner
WORK SESSION ITEM
City Council
SUBJECT FOR DISCUSSION
Old Town Planning Projects.
EXECUTIVE SUMMARY
The purpose of this item is to provide an update on the progress of three long-range planning projects that are
taking place simultaneously in the city’s historic core. Updates will be provided for the 1989 Downtown Plan, Old
Town Neighborhoods Plan, and the Old Town Neighborhood Design Guidelines & Pattern Book.
GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED
1. Is the approach being taken appropriate?
2. Is the level of public engagement appropriate?
3. Are the emerging priorities for these projects consistent with Council’s expectations?
BACKGROUND / DISCUSSION
DOWNTOWN PLAN
Background
The Downtown Plan will replace the successful 1989 Downtown Plan, with a new plan for the next 10-20 years.
The ‘89 plan has guided budgets, projects, investments, regulations, and other actions for 25 years. Its mission
has been achieved and its recommendations largely fulfilled. Downtown’s r evitalization results from countless
decisions on several hundred million dollars’ worth of investments and actions by the public and private sectors
meeting constant challenges and risks within a unifying vision and framework.
Project Management
Working Groups
The purpose of the Working Groups is to guide the development of the Downtown Plan. The Working Groups
consist of technical specialists, City staff, and key stakeholders relevant to each topic area. The groups will be led
by a City Staff member and facilitated by a member of the Downtown Plan core team. The following topic areas
will be addressed by the Working Groups:
Arts and Culture
Downtown Management
Energy and Environment
Market and Economy
Transportation and Parking
Urban Design
August 11, 2015 Page 2
Consultant Assistance
For an effort of this scope, the Downtown Plan has a modest budget of $200,000. Thus, City Staff is managing
the project and conducting the majority of the public outreach. The consultant team is providing expert input on
market conditions, transportation, parking, sustainability, urban design and plan implementation. We have a
$150,000 contract for services with principal consultant Progressive Urban Management Associates (P.U.M.A.) of
Denver and sub-consultants Russell + Mills Studio (Fort Collins), Aller-Lingle-Massey (Fort Collins), Kimley-Horn
Associates (Denver), and Brendle Group (Fort Collins).
Timeline
Public Engagement
Throughout the first phase (Issue Identification) and the second phase (Visioning) kick-off event, we have spoken
with approximately three thousand people. The following is an overview of our engagement efforts:
Public Events: 20
Online Survey Respondents: 469
Textizen Survey Respondents: 100
Intercept Survey Respondents: 126
Stakeholder Interviews: 30+
Visioning Event Attendance: 115
Community Groups: 4
City Boards and Commissions: 13
Working Group Members: 86
Working Group Meetings: 8
Email Lists:
DDA: 11
DBA: 265
Downtown Plan: 520
The numbers above reflect the beginning of the plan process. Please find attached the Public Engagement Plan
for further information. (Attachment 2)
Summary of Phase 1: Project Initiation and Issue Identification
August 11, 2015 Page 3
Based on the feedback to date, priorities are emerging as follows:
Arts and Culture
Create a culture of support for artists and creative people to maintain vibrancy downtown
Explore opportunities to incorporate more local art into downtown properties and businesses
Make it easier for creative businesses to thrive downtown
Improve affordability of live/ work and studio space for artists and creative people
Explore ways to support arts and culture with facilities, infrastructure, events, and funding
Downtown Management
Increase maintenance capabilities to keep up with growth
Address problematic behavior and maintain a sense of safety for all to be comfortable downtown
Work to address the needs of homeless population & improve understanding about issues
Balance the number and scale of events, activities, and promotions; avoid ‘large event fatigue’
Maintain and improve pedestrian space to emphasize walkability and pedestrian priority
Improve overall communications and messaging about downtown
Energy and Environment
Harness and preserve the Poudre River Corridor and other unique natural resources
Pursue and support innovative energy and environmental projects
Incorporate nature and opportunities to escape the urban environment into new development
Enhance downtown’s capacity to manage stormwater and flooding
Develop a concentrated district to showcase environmental innovation and stewardship
Market and Economy
Develop financial and other incentives to create public-private partnerships for investment downtown
Develop strategies to ensure available, accessible, and adequate parking
Encourage affordability of housing and commercial space; both rent and purchase
Help independent, local, and small businesses survive downtown
Maintain emphasis on high-quality development while making approval process easier
Transportation and Parking
Develop strategies to ensure adequate parking downtown
Examine opportunities to improve convenience of MAX, buses and other transit service
Continue to improve conditions for walking and biking
Create better connections for all modes of travel throughout the downtown area
Investigate innovative ways to reduce parking demand
Urban Design
Identify and preserve design elements that contribute to the character and authenticity of downtown
Implement design guidelines and/ or policies to provide a smooth transition from downtown edges into
surrounding neighborhoods
Promote integration of diverse architectural styles while maintaining compatibility with existing context
Enhance the gateways into downtown
Investigate the potential for new or expanded facilities for outdoor markets, performances, and other
community gatherings
OLD TOWN NEIGHBORHOODS PLAN
August 11, 2015 Page 4
Background
The Old Town Neighborhoods Plan is a combined update of the 1986 East Side Neighborhood Plan and the 1989
West Side Neighborhood Plan. The Old Town Neighborhoods generally encompass the predominantly residential
neighborhoods to the west and southeast of Downtown.
The Old Town Neighborhoods Plan will cover a broad range of topics including land use and zoning, urban
design, historic preservation, and transportation and mobility that have not been explored at a neighborhood scale
in these areas since the original plans were adopted in the 1980’s.
The plan will also investigate conditions along the Mulberry and North Shields arterial corridors. The plan will
evaluate opportunities and conceptual designs for these streets that could better accommodate all modes of
travel based on stakeholder input and recommendations from recently-adopted community plans such as the
Bicycle Master Plan, Pedestrian Master Plan, and Climate Action Plan Framework. Concurrent with this process,
a new Old Town Neighborhoods Design Guidelines and Pattern Book project will also be developed, reflecting
early plan implementation (see next section for more detail).
Project Management
Technical Advisory Committee
A staff team was formed representing all relevant service areas, community partners, and project consultants to
meet periodically throughout the planning process to review work program information and provide feedback to
guide plan development.
Neighborhood Stakeholder Groups
In tandem with the Technical Advisory Committee, two neighborhood stakeholder groups representing the
Eastside and Westside Neighborhoods will provide ongoing and consistent citizen feedback to help guide
development of the Old Town Neighborhoods Plan.
Consultant Assistance
The Old Town Neighborhoods Plan includes a budget of $150,000. City staff is managing the project and
conducting the majority of the public outreach. The consultant team is providing expert input on market conditions,
transportation, parking, sustainability, urban design and plan implementation. The Consultant team is led by MIG,
Inc. (Boulder), and sub-consultants Fox Tuttle Fernandez Transportation Group (Boulder), Economic & Planning
Systems, Inc. (Denver), and Brendle Group (Fort Collins).
Timeline
Public Engagement
August 11, 2015 Page 5
Outreach for the Old Town Neighborhoods Plan & the Old Town Neighborhoods Design Guidelines & Pattern
Book have been targeted primarily to stakeholders living and working within the two neighborhoods. The following
list provides an overview of engagement events and activities to date for the planning process:
Public Events: 19
Online Survey Respondents: 367
Online Wiki-Map Respondents: 125
Open Houses Attendance: 86
Listening Sessions Attendance: 92
Visioning Event Attendance: 58
Stakeholder & Focus Group Members: 39
Community Group Presentations: 3
Neighborhood Walking/Bike Tours: 8
City Boards & Commissions: 12
Postcard Mailings (Addresses): 5,448
Email List Signups: 222
A detailed account of activities and events may be found in the attached Old Town Neighborhoods Plan Public
Engagement Plan.
Summary of Phase 1: Existing Conditions & Issues + Opportunities
Based on the feedback to date, priorities are emerging as follows:
Neighborhood Character & Compatibility
Developing or promoting incentives for compatible development (new design guidelines)
Recognizing & celebrating historic resources & districts
Maintaining neighborhood diversity
Protecting & enhancing neighborhood landscaping & tree canopy
Land Use and Transitions
Protecting the integrity of the single-family neighborhoods
Education of neighborhood standards for homeowners, builders & realtors
Aligning the Downtown Plan and Old Town Neighborhoods Plan vision and strategies to support improved
compatibility and buffers in the transition areas
Circulation and Mobility
Improving safety & convenience for all travel modes
Better connections and access to nearby natural areas & trails
Flexible & comprehensive strategies to address spillover parking
Increase neighborhood connectivity with enhanced arterial crossings
OLD TOWN NEIGHBORHOODS DESIGN GUIDELINES & PATTERN BOOK
Background
The Design Guidelines for the Old Town Neighborhoods is both an implementation component of the concurrent
Old Town Neighborhoods Plan and an update of the existing Neighborhood Character Design Guidelines for the
Eastside and Westside Neighborhoods adopted in 1996. The creation of updated design guidelines was also an
adopted strategy option of the 2013 Eastside and Westside Character Study.
August 11, 2015 Page 6
Aspects of two of the Old Town Neighborhoods Plan planning objectives - Land Use & Transitions and
Neighborhood Character & Compatibility – dovetail with the goals of this Design Guidelines project. Feedback
garnered on those planning objectives will be implemented through inclusion in the Design Guidelines.
Project Goals
The new design guidelines focus on the predominantly single-family zone districts of the Old Town
Neighborhoods Plan area (NCL and NCM Zone Districts). The new design guidelines are designed as an
educational tool and adherence to its recommendations are intended to be voluntary. The project has four primary
focus areas:
1. To be used as a tool illustrating projects that comply with all standards and regulations within respective
zone districts and are deemed compatible with the surrounding context.
2. Identify predominant property types and architectural styles in the project area. The design guidelines
recognize sustainability features that are inherent in traditional building methods and contemporary
approaches to incorporate sustainability methods into older buildings.
3. Utilizing the Character Areas concept developed in the 2013 Eastside and Westside Character Study to
define context and provide a context-specific approach for designing alterations and new construction
within the area.
4. Provide increased predictability to the historic review process through highlighting acceptable methods for
altering historic buildings and focusing on best practices for new infill within predominantly historic
neighborhoods.
Project Management
Same approach used for the Old Town Neighborhoods Plan.
Consultant Assistance
The Old Town Neighborhoods Design Guidelines and Pattern Book include a budget of $60,000. City Staff is
managing the project and conducting the public outreach. The consultant team is providing graphic design,
custom architectural drawings and modeling, expertise in historic neighborhood compatibility, zoning standards,
urban design, and implementation strategies. The consultant team is led by Winter and Company (Boulder), and
sub-consultants Pel-Ona Architects & Urbanists (Boulder).
Timeline
Same approach used for the Old Town Neighborhoods Plan.
Public Engagement
Public engagement for this project has been combined with the Old Town Neighborhoods Plan. As an
implementation component of the Old Town Neighborhoods Plan, concepts of the Old Town Neighborhoods
Design Guidelines were presented for discussion at the same meetings and events as the Plan, detailed above.
In addition, staff has attended three work sessions with the Landmark Preservation Commission, on March 25,
2015, April 22, 2015, and June 24, 2015. The draft document is also posted on the project website with an
invitation for public comment.
August 11, 2015 Page 7
ATTACHMENTS
1. Downtown Plan - Phase 1 Summary (PDF)
2. Downtown Plan Public Engagement Plan_forAIS (PDF)
3. Old Town Neighborhoods Plan - Phase 1 Summary (PDF)
4. Old Town Neighborhoods Plan - Public Engagement Plan (PDF)
5. Old Town Neighborhoods Draft Design Guidelines & Pattern Book (PDF)
6. Old Town Planning Projects Work Session Presentation (PDF)
Downtown The Fort Collins Plan
Issues + Priorities July 2015
ATTACHMENT 1
1 The Downtown Plan Phase 1 Summary 2
The Fort Collins Downtown Plan serves as a guide
and inspiration for budgets, projects, programs,
investments, regulations and other efforts focused in
the downtown area. Adopted by City Council in 1989,
the previous plan helped shaped the downtown as it
exists today. The new Downtown Plan will update the
vision, policy direction, and action items for the next
10-20 years. In addition, the new Downtown Plan will
incorporate recently completed planning efforts and
studies (e.g., the Poudre River Downtown Master Plan,
the citywide Pedestrian Plan, and the Bicycle Master
Plan) into a comprehensive plan for Downtown Fort
Collins. When adopted, the Downtown Plan will serve
as the overarching policy document guiding private
development and public investment in the downtown
area.
The Downtown Plan Topic Areas
The content of the Downtown Plan is organized into six
topic areas. Each topic area can be examined individually
and can also influence and overlap with other topic
areas. The topic areas are:
Arts + Culture
Energy + Environment
Downtown Management
Market + Economy
Transportation + Parking
Urban Design
Mountain Ave
Laporte Ave
Cherry St
Laurel St
Mulberry St
Vine Dr
Lemay Ave
Meldrum St
College Ave
Mason St
Downtown Plan Area
1989 and 2015
The Downtown Plan boundary has been updated to
incorporate additional commercial areas in the city’s
core while reducing overlap with other subarea plans.
2015 Boundary
1989 Boundary
Process and Timeline
The process of developing the Downtown Plan consists
of five interrelated phases, each with its own purpose
and objectives. The Downtown Plan will be closely
coordinated with the Old Town Neighborhoods Plan,
which covers the residential areas to the west and south
of downtown.
Phase 1:
Issues Identification
(Jan-May 2015)
Phase 2:
A New Vision
(Jun-Aug 2015)
Phase 3:
Choices & Strategies
3 The Downtown Plan Phase 1 Summary 4
Phase 1 of the Fort Collins Downtown Plan began in
January 2015 and concluded in May 2015. The
purpose of this initial phase was to engage working
groups, residents, visitors, business owners, downtown
employees, and other stakeholders in the task of
examining current conditions and identifying issues that
need to be addressed in the new Downtown Plan. The
issues that were identified in Phase 1 will inform and
guide the development of a new vision for downtown in
Phase 2 of the planning process.
Existing Conditions
City staff compiled existing conditions data specific
to each topic area to help guide the conversation on
issue identification. Previous planning efforts were also
assessed and summarized in order to avoid unnecessary
overlap or contradictions with past plans.
Outreach
The Downtown Plan process to date has engaged hundreds
of residents and stakeholders at public presentations and
events, through more than 30 stakeholder interviews, at
working group meetings, and in presentations to Boards
and Commissions. Over 460 people also responded
to the Downtown Plan online survey. This intensive
public engagement effort will continue throughout the
development of the Downtown Plan. Translation services
for Spanish and other languages were available on an
as-needed basis.
Working Groups
Six working groups were created at the outset of Phase
1 to guide each topic area through the development of
the Downtown Plan. The working groups are comprised
of technical specialists, City staff, and key stakeholders
relevant to each topic area.
Phase 1: Existing Conditions +
Issues Identification
Working group members conducting a “SWOT” analysis at round-table event
• Stakeholder interviews
• Working Group
Meetings
• Presentations to City
Boards & Commissions
• Presentations to
DDA, DBA, and other
community groups
Stakeholder
Engagement
Public Events
Online & Mobile
Activities Broadcast Outreach
• Community Issues
Forum
• Open house event at
the Opera Galleria
• Farmers’ Market booth
• Booth at FoCo Future
Forums
• First Friday event in
Old Town Square
• Citywide Planning and
5 The Downtown Plan Phase 1 Summary 6
Topic Areas
The following sections synthesize the feedback received
from working groups, stakeholder interviews, public
engagement events, and surveys to date by topic area.
Each topic area includes three subsections: Emerging
Priorities; Strengths, Weaknesses, Opportunities, and
Threats; and Survey Results.
Emerging Priorities
The Downtown Plan core team and working groups for
each topic area reviewed data about existing conditions,
existing policy guidance, preliminary survey results,
and feedback from public engagement events to begin
identifying possible priorities for the Downtown Plan.
Survey Results
Several surveys were administered in Phase 1 to gather
information from stakeholders about key issues including
downtown management, transportation and parking,
business mix, and general impressions of downtown:
• Downtown Plan Online Survey (469 respondents)
• Transportation and Parking survey (70 respondents)
• Downtown Management survey (56 respondents)
• Working Group Keypad Polling (53 respondents)
• Community Issues Forum Keypad Polling (25 respondents)
Strengths, Weaknesses, Opportunities & Threats
A SWOT analysis was used to build an understanding
of the characteristics and forces shaping downtown
– currently and looking to the future. The following
definitions were used for guidance:
Online Survey Results
An online survey for the Downtown Plan was conducted
during April and May 2015 to gather community
knowledge and opinions about downtown. The survey
asked respondents to think about downtown’s current
use and identity, and the possibilities for changes and
improvements in the next 10-20 years. Over 460 people
participated in the survey.
Downtown’s Assets
When asked, “What do you love most about downtown?”
participants most frequently commented about
restaurants/coffee shops, retail shops, and downtown’s
atmosphere and character. Open-ended comments
suggested that local business ownership, diversity,
and independence were important qualities in
restaurant, coffee shop and retail destinations. Arts and
entertainment, often in the form of a well-advertised
singular event or series, were also frequently mentioned
in respondents’ comments. Design and the historic
preservation of downtown buildings was an additional
area of focus for many respondents. Comments often
drew associations across categories, suggesting that
the success of businesses, public spaces, events, and
design are deeply interdependent.
Downtown’s Needs
Whereas restaurants and retail stores ranked highly
among downtown’s assets, participants expressed a
desire for additional types of spaces downtown. Some
respondents called for a “public spaces where people
can meet… without spending money” and for additional
cultural institutions like galleries and event venues.
7 The Downtown Plan Phase 1 Summary 8
Emerging Priorities
Support artists and creative people and maintain
vibrancy through an art ecosystem
A healthy ecosystem adapts as contributing forces
change and evolve. How can we expand on what has
been successful, while staying flexible and resilient?
Explore opportunities to incorporate more local
art into downtown properties and businesses
Are there opportunities to include art as part of
development requirements? Examples include
sculptures, murals, and artwork displays.
Make it easier to do business
Artists are sometimes hesitant about government or
organizational involvement due to concerns about
‘red tape’ suppressing creativity. How can Fort Collins
create a workable structure, help creative people think
professionally, and still ensure creative freedom? What
resources might be necessary? Examples include an Arts
Council or Arts Liaison, independent from the City of
Fort Collins.
Improve affordability for artists and creative
people
Artists can work here, but many can’t afford to live and
create here. How can we find creative ways to fund and
support artist live/work spaces, arts venues, and studio
spaces?
Explore ways to support Arts and Culture with
facilities, infrastructure, events, and funding
Arts and Culture are integral to the diversity and vibrancy
of downtown. Are there City-owned spaces that could be
dedicated to creative uses? How can the City collaborate
with outside organizations to strengthen Arts and Culture
in Fort Collins? Should the implementation of a Creative
District be considered as a way to provide sustainable
funding?
Arts and Culture
In 2012, Arts and Culture had an estimated $19.2
million impact on the Fort Collins economy. Hundreds
of thousands of people visit downtown each year for
performances at the Lincoln Center, exploration at the
Museum of Discovery, and live entertainment at Bohemian
Nights and other Downtown Business Association events.
In addition, downtown’s galleries, public art, cultural
institutions, breweries, and creative entrepreneurs create
a thriving Arts and Culture scene downtown.
“There is a lot going on amidst the museums, the-
aters, restaurants, and shops, and these together
create a unique and creative culture to the town.”
– survey respondent
• Large population of talented artists, musicians, and creative people
• Downtown is a vibrant hub for art in public places (pianos, alleys, transformer boxes) and live music
• Many downtown events (FoCoMX, NewWestFest, First Friday) that celebrate Arts and Culture
• Lincoln Center, museums, other art and music venues
• Lack of organizational support for Arts and Culture (i.e. an Arts Council)
• Tension between events, bars/breweries, and other downtown businesses
• Underemployment of artists
• Community reluctant to pay for arts/culture events
• Lack of cultural diversity
• More public art downtown – interactive, unique, playful, edgy
9 The Downtown Plan Phase 1 Summary 10
Emerging Priorities
Continue to emphasize beautification and cleanliness
Residents, business owners, and visitors often consider
the flowers, winter holiday lights, landscaping, and
general cleanliness of downtown to be some of its
greatest strengths. Are there challenges or barriers
to continuing these programs? Can this focus on the
physical environment be expanded to other parts of the
Downtown Plan area?
Work to address the needs of the homeless population
There are several groups and organizations in and around
downtown who work to provide services and resources
to Fort Collins’ homeless population. Are there needs
of the homeless population that are not currently being
addressed? How can services, resources, and shelters be
more coordinated?
Investigate ways to reduce or mitigate negative
behaviors
Though downtown has many strengths, there are
also concerns that excessive drinking, panhandling,
smoking, and other negative behaviors may lead to
decreased visitation to downtown. How can downtown
remain inclusive and welcoming of all visitors while
discouraging negative behaviors?
Balance the number and scale of downtown
events; avoid “event fatigue” while encouraging
opportunities for the community to gather
Having events downtown brings people into the central
business and activity core of Fort Collins, encourages
economic activity, and creates a vibrant downtown
atmosphere. However, street closures and large crowds
can also cause frustration and deter people from visiting
downtown. What is the most effective way to balance
the frequency and scale of events with the needs of
downtown residents and business owners?
Maintain a sense of safety and family friendliness at
all times of day
Downtown Fort Collins should provide a safe, comfortable
environment for residents, visitors, employees, business
owners, and others at all times. What adjustments could
be made to improve safety and family friendliness,
particularly in the late evening and early morning hours?
Downtown Management
The ongoing management of downtown is a shared
responsibility among many city departments, the
Downtown Development Association (DDA), the
Downtown Business Association (DBA), partner
organizations, and business groups. Ensuring that
downtown offers a safe, clean, inviting environment
for residents and visitors is a critical component of the
Downtown Plan.
• Walkable, high foot traffic and inexpensive parking
• Atmosphere: family-friendly, vibrant, charming, and feels like the “heartbeat of the city”
• The flowers, landscaping, alley improvements, holiday lights, and other beautification efforts create a
sense of place and a pleasant experience
• Full of destinations and attractions, including the food and brewery scene, kid-friendly spaces, Old
Town, entertainment venues, and downtown events
• Overall level of cleanliness and safety is high
• Behavior at events and late at night (after 9pm) – too much drinking, smoking, vandalism
11 The Downtown Plan Phase 1 Summary 12
Energy and Environment
Fort Collins has adopted some of the most aggressive
climate action goals of any city in the United States. By
2020, the city aims to reduce greenhouse gas emissions
to 30% below 2005 levels. By 2030, that reduction
increases to 80% below 2005 levels, with the ultimate
goal of becoming a carbon neutral city by 2050. The
Downtown Plan will emphasize Energy and Environment
to align with these goals and others as outlined in the
Climate Action Plan, the Poudre River Downtown Master
Plan, Nature in the City, City Plan, and other guiding
documents.
Emerging Priorities
Harness and preserve the Poudre River Corridor
and other unique natural resources
As Fort Collins grows, downtown should protect the
assets that make it so desirable, including a healthy
river corridor, access to parks and natural areas within
the urban setting, scenic views, and the “funkiness,”
buildings, and experiences that bring people downtown.
How can connections to natural spaces (especially the
Poudre River) be preserved and enhanced?
Pursue and support innovative energy and
environmental projects
As a center of activity and density, downtown is
uniquely positioned to “pilot” innovative projects.
What opportunities exist to explore alternative energy
production, storage, and distribution? Can waste to energy
conversion help downtown achieve waste reduction
goals? How can urban agriculture be incorporated within
the downtown area?
Incorporate nature and opportunities to escape
the urban environment into new development
People visit, live, and play downtown in part because of
its welcoming social environment and accessible public
spaces. How can downtown continue to provide public
spaces that feel special, are safe, and accommodate
a wide range of uses? Where are the opportunities to
increase green space and access to nature?
Enhance downtown’s capacity to manage
stormwater and flooding
New development and redevelopment will have impacts
on downtown’s ability to manage stormwater runoff;
in addition, much of the downtown area is within an
identified floodway or floodplain. How can we best
mitigate drainage and stormwater runoff for new and
existing developments? How can we position the
downtown to respond to severe weather events?
Develop a concentrated district to showcase
environmental innovation and stewardship
Downtown is distinct from all other areas of the city.
The presence of the Poudre River, the number of
forward-thinking businesses, and it proximity to CSU
offer unique opportunities to pilot innovative energy
and environmentally-focused projects. For example,
buildings can be constructed or remodeled to incorporate
renewable energy, improve energy efficiency, and reduce
greenhouse gas emissions. There are opportunities to
explore new ways to connect with nature in an urban
13 The Downtown Plan Phase 1 Summary 14
Emerging Priorities
Incentivize public-private partnerships
Expanding the scope of funding tools beyond the
Downtown Development Authority (DDA) and the City
of Fort Collins could improve the feasibility of large
projects and prioritize spending downtown. Projects
like public parking structures and housing could benefit
from more diverse funding sources. How can public-
private partnerships be incentivized to leverage public
investment?
Develop strategies to ensure available,
accessible, and adequate parking
Parking is a key amenity for businesses that want to
locate and thrive in downtown Fort Collins. Where and
how can parking be added downtown? How else can
parking demand be managed at peak use times? How
can the impacts of large events and spillover parking
into neighborhoods be most effectively managed?
Encourage affordability of housing and
commercial space; both rent and purchase
Affordability can be improved with higher density, site-
specific solutions, and thoughtful design. As downtown
rates for housing and commercial space continue to
rise, how can the cost of development and rents in
existing buildings be managed so that downtown is more
affordable for a wide range of residents and businesses?
Help independent, local, and small retail
businesses survive downtown
One of the strengths of downtown Fort Collins is its
eclectic, unique mix of independent retail businesses.
Over the next 10-20 years, how can Fort Collins help
independent retailers start, grow, and succeed in
downtown? How can we identify and encourage an
appropriate mix of businesses downtown (retail, office,
restaurant, bar, services)? What is the role of regional
and/or national chains?
Maintain emphasis on high-quality development
while making process easier
There are many overlapping regulatory policies
and processes that can sometimes impede private
development downtown (e.g., floodplain encumbrances,
design guidelines). How can private investment be
encouraged, and how can barriers to development be
reduced while ensuring that new development and
redevelopment projects are still of high quality?
Market and Economy
Downtown Fort Collins enjoys a thriving economy.
Residential and commercial vacancies are at all-time
lows (1% and 2.5% respectively), and major projects like
the Woodward campus and the Downtown Hotel continue
to develop downtown’s reputation as a shopping, tourism,
and employment destination. Maintaining an appropriate
mix of employment opportunities and continuing to
invest in infill and redevelopment will keep downtown
vibrant for decades to come.
• Small, local, unique shops; locally owned and operated businesses
• Variety - mix of uses and stores, mix of activities, mix of people
• Strong and collaborative local business community
• Great buildings, streets, and amenities
15 The Downtown Plan Phase 1 Summary 16
Emerging Priorities
Develop strategies to ensure adequate parking
downtown
The economic vitality of downtown depends in part
on the availability of adequate parking for visitors,
employees, and residents. As Fort Collins grows over the
next 10-20 years, what are the most effective ways to
ensure adequate parking availability for cars and bikes?
Where and in what types of structures should additional
parking be built? Should on-street parking remain a free
amenity, or should drivers pay to park downtown? How
can parking be better managed for special events?
Examine opportunities to improve the convenience
of MAX, buses, and other transit service
An efficient, convenient public transit system can
encourage more people to leave their cars behind when
traveling to Downtown Fort Collins. Can the frequency of
bus service be increased? How can the connectivity of
the existing public transit system be improved? Are there
new forms of transit, such as a downtown circulator, that
could be introduced?
Continue to improve conditions for walking and
biking
Even people who drive or use transit to get downtown
become pedestrians when they arrive downtown. Many
people in Fort Collins walk or bike as one of their main
modes of transportation as well. How can the needs of
cyclists and pedestrians be better served downtown?
Where can additional bicycle and pedestrian
infrastructure be added?
Create better connections throughout the
downtown area
There are several barriers to access in the downtown
area, in particular the train tracks and busy highways/
arterial roads. How can people get into and around
downtown more easily and comfortably?
Investigate innovative ways to reduce parking
demand and traffic
In addition to creating more parking, better pedestrian
and cycling infrastructure, and increased transit
availability, downtown should also pilot innovative
strategies for reducing parking demand and traffic.
Where can strategies like ride share (e.g., Uber/Lyft),
car share (e.g., ZipCar), bike share, shuttle systems, and
carpooling be integrated into the existing transportation
system?
Transportation and
Parking
A truly accessible downtown provides many easy ways
to get around for all modes of travel. Whether residents
and visitors drive, walk, cycle, use mobility devices,
or take public transit, connections to destinations and
other types of transportation should be readily available.
Continuing to improve transportation infrastructure for
all travel modes will help downtown remain connected
and accessible as the city’s population grows.
• MAX is great for transit accessibility and circulation throughout downtown
• Bicycle-friendly – visible bike culture, good infrastructure for cyclists, bike parking
• Free on-street parking
17 The Downtown Plan Phase 1 Summary 18
Emerging Priorities
Identify and preserve critical design elements
that contribute to the character and authenticity
of downtown
Many people visit downtown because they like the “feel”
and “atmosphere.” Which elements of urban design
contribute to the character of downtown (e.g., street
character, street-level engagement)? As Fort Collins
grows over the next 10-20 years, how can downtown
continue to feel charming and authentic to residents
and visitors alike?
Implement design guidelines and/or policies
to provide a smooth transition from downtown
“edges” into surrounding neighborhoods
In particular, how should the height impact of taller,
denser buildings be mitigated?
Promote integration of diverse architectural
styles while maintaining compatibility with
existing context
The existing mix of architectural styles in downtown
Fort Collins creates an interesting, eclectic urban fabric.
How can diverse and innovative design approaches best
integrate with the historic “feel” of downtown? How
can energy retrofits be done in a way that is sensitive to
historic character?
Enhance the gateways into downtown
There are many opportunities to better connect downtown
to surrounding areas at key gateway points. How can
the design of gateways develop connectivity, create a
sense of place, and indicate arrival into downtown from
all directions?
Investigate the potential for new or expanded
facilities for outdoor markets, performances, and
other community gathering spaces
Residents and visitors have expressed a desire for more
community-focused spaces downtown, including outdoor
markets, performance venues, and parks/outdoor event
venues. Where could these kinds of facilities be located?
Urban Design
The varied architectural styles and well-preserved historic
structures in downtown Fort Collins are distinctive
features that attract tourism, generate economic activity,
create a sense of identity and place, and facilitate
community interaction. Thoughtfully integrating new
development into downtown’s existing urban fabric will
help preserve the “small-town feel” and character that
makes Fort Collins so unique.
• Downtown’s character is vibrant, authentic, and unique
• The variety of architecture, in particular the historic buildings in Old Town
• Small-town feel, historic scale (lower heights)
• Great spaces, including streets, alleys, sidewalks, plazas, and paths
• Compact downtown that is walkable and bikeable
• Impressions when entering downtown (gateways) are underwhelming, unattractive
• Some new construction lacking “charm,” not of high quality, poor design
• Too much red tape and regulation, high cost of development
• Lack of affordable housing
• Rising costs of commercial space and development
• Connect gateways to downtown with wayfinding, signage, banner system
• Preserve character of Old Town through design standards for new development
fcgov.com/downtown
Downtown Plan 7/23/15
Public Engagement Plan
PUBLIC ENGAGEMENT SUMMARY
PROJECT TITLE: Downtown Plan
OVERALL PUBLIC INVOLVEMENT LEVEL: C - Collaborate
BOTTOM LINE QUESTION: What is the community’s vision for the next 20 years in Downtown Fort
Collins, and what policy guidance and action items are needed to realize the vision?
KEY STAKEHOLDERS/AUDIENCES: Downtown business owners; property owners; downtown residents
and adjacent residential neighbors; employees; local patrons; out-of-town visitors; non-profit
organizations (social justice, environmental, health, arts and culture); Downtown Development Authority
(DDA); Downtown Business Association (DBA); Visit Fort Collins; Bohemian Foundation; Larimer County;
major employers: Woodward Governor, Odell Brewery, New Belgium Brewery, Otterbox/Blue Ocean;
CSU students, faculty, staff, and parents; City boards and commissions; City Council; City of Fort Collins
departments; and other interested organizations and members of the public.
OBJECTIVES:
• Explain project goals, scope, process, and purpose
• Provide information regarding existing conditions, policies, and new topics/issues
• Confirm existing policies’ relevance
• Gather new topic/issue ideas
• Garner guidance on vision and direction for future
• Develop new policies and recommendations to achieve the vision, based on community feedback
PUBLIC ENGAGEMENT STRATEGIES & TOOLS:
A broad range of approaches and techniques will be used to engage members of the public and key
stakeholder groups in the Downtown Plan process – including public events, small-group meetings, online
and mobile engagement, participation in community events, and broadcast notification and outreach. We
are committed to engaging a diverse range of stakeholders in the planning process, including those with
limited English proficiency or who speak Spanish as a primary language. Outreach materials will include
instructions in Spanish for contacting the City for translation support or more information on the project. If
needed, materials can be fully translated, on an interpreter can be provided at public events.
Stakeholder
Engagement
•Stakeholder interviews
•Topic-specific focus
groups/workshops
•Working Groups
•Boards, Commissions
& City Council Work
Sessions
•Roadshow
Presentations
Public Events
•Speakers/panel
presentations
•Open houses
•Community Issues
Forum
•Facilitated workshops
•Booths at downtown
events and around the
city
•Walk 'n' Talks
•Kiosk downtown
•Educational programs
•Contests/competitions
Online & Mobile
Activities
•Website
•Facebook, Twitter,
YouTube, Nextdoor,
Instagram
Downtown Plan 7/23/15
Public Engagement Plan
TIMELINE:
Downtown Plan 7/23/15
Public Engagement Plan
WORKING GROUPS:
Technical Working Groups for specific topic areas will be formed to guide the development of the
Downtown Plan. The Working Groups will consist of technical specialists, City staff, and key stakeholders
relevant to each topic area. The groups will be led and facilitated by a member of the Downtown Plan
core team. The following topic areas will be addressed by the Working Groups:
• Market & Economy
• Urban Design
• Parking & Transportation
• Arts & Culture
• Energy & Environment
• Downtown Management
At the beginning of each planning
phase, a roundtable will bring the
members of all Working Groups
together to review the work
completed to-date and discuss the
tasks and direction for the next phase.
The roundtables will be followed by
individual Working Group meetings to
identify issues, opportunities, policies,
and recommendations for each topic
area.
Each Working Group will be
responsible for evaluating data,
public comment, and potential
opportunities relevant to their topic
area. The groups will produce meeting
summaries, memos, or other work
products as needed throughout the
planning process. These groups will
also play a critical role in reviewing
the draft Downtown Plan during Phase
5.
Downtown Plan 7/23/15
Public Engagement Plan
Downtown Plan - Meetings and Events Log
Activity/Event Date Purpose Attendees
Planning & Zoning Board Work Session 11/7/14
Public Involvement Committee 12/4/14 Public Engagement Plan ~10
Chamber of Commerce LLAC 3/13/15 Overview of project
Planning & Zoning Board Work Session 4/3/15
Parking Advisory Board 4/13/15
Community Issues Forum 4/15/15 Issue Identification &
Keypad Polling 22
Stakeholder Interviews April 2015 Issue Identification 34+
Working Groups Roundtable #1 4/23/15 Issue Identification 58
PDT Open House 5/6/15 Issue Identification 20
Parking Advisory Board 5/7/15
Planning & Zoning Board Work Session 5/8/15
FoCo Future Forum #2 5/27/15 Issue Identification
Farmers Market Outreach 5/30/15 Issue Identification
Transportation & Parking Working Group
Meeting #2 5/27/15 Priorities
Urban Design Working Group Meeting #2 6/2/15 Priorities
Market & Economy Working Group Meeting #2 6/3/15 Priorities
Downtown Management Working Group
Meeting #2
6/4/15
Priorities
Energy & Environment Working Group Meeting
#2
6/4/15
Priorities
Arts & Culture Working Group Meeting #2 6/4/15 Priorities
First Friday Event 6/5/15 Issue Identification
FoCo Future Forum #3 6/10/15 Issue Identification
Parking Advisory Board 6/8/15
DBA Membership Meeting 6/18/15
FoCo Future Forum #4 6/24/15 Visioning
Noontime Notes Concerts
June/July
2015
Issue Identification,
Visioning
Urban Land Institute Event 6/25/15 Best Practices/Visioning
Brewer’s Festival 6/27-28 Visioning
Planning & Zoning Board Work Session 6/30/15 Visioning
Commercial Real Estate Brokers 7/16/15 Visioning
DBA Board Meeting 7/8/15 Visioning
Senior Advisory Board 7/8/15 Visioning
Walking Tour #1 – Canyon Ave. District 7/9/15 Visioning ~17
Walking Tour #2 – Historic City Center 7/9/15 Visioning ~25
Planning & Zoning Board Work Session 7/9/15 Visioning
Walking Tour #3 – Mason North & Civic Districts 7/10/15 Visioning ~15
Walking Tour #4 – Campus North District 7/10/15 Visioning ~10
Walking Tour #5 – Innovation, Oxbow, & River
Districts 7/10/15 Visioning ~20
Downtown Plan 7/23/15
Public Engagement Plan
Activity/Event Date Purpose Attendees
Visioning Event 7/13/15 Visioning 115
Landmark Preservation Commission 7/22/15 Visioning
Electrify Your Summer
Bicycle Advisory Committee
7/25/15
7/27/15
Visioning
Visioning
Farmers’ Market Outreach
Water Board
8/1/15
8/6/15
Visioning
Visioning
Planning & Zoning Board Work Session 8/7/15 Visioning
City Council Work Session 8/11/15 Project Update
New West Fest 8/15-16 Visioning/Choices
Air Quality Advisory Board 8/17/15 Visioning/Choices
Art in Public Places Board 8/19/15 Visioning/Choices
Parks and Recreation Board 8/26/15 Visioning/Choices
Affordable Housing Board 9/3/15 Choices & Strategies
Planning & Zoning Board Work Session 9/4/15 Choices & Strategies
DDA Meeting 9/10/15 Choices & Strategies
Natural Resources Advisory Board 9/16/15 Choices & Strategies
Transportation Board 9/16/15 Choices & Strategies
Landmark Preservation Commission 9/23/15 Choices & Strategies
Planning & Zoning Board Work Session 10/2/15 Choices & Strategies
Landmark Preservation Commission 10/21/15 Choices & Strategies
Planning & Zoning Board Work Session 11/6/15 Choices & Strategies
DDA Meeting 11/12/15 Choices & Strategies
Planning & Zoning Board Work Session 12/4/15 Choices & Strategies
TOTAL # OF CONTACTS
Key:
Boards & Commissions
Working Groups (WG)
Community Presentations
City Council
Public Events
Other
TOTAL # REACHED THRU SURVEYS:
• Online Survey #1: 469
• Textizen Survey #1: 100
• Downtown Management Intercept Survey: 56
• Transportation + Parking Intercept Survey: 70
• Online Survey #2: TBD
• Textizen Survey #2: TBD
TOTAL # REACHED THRU DIRECT NOTIFICATION:
• Email List: 520 subscribers
ATTACHMENT 3
Old Town Neighborhoods Plan
PUBLIC ENGAGEMENT PLAN
PROJECT TITLE: Old Town Neighborhoods Plan
OVERALL PUBLIC INVOLVEMENT LEVEL: C - Collaborate
BOTTOM LINE QUESTION: What is the vision for the Old Town Neighborhoods and the Mulberry/North
Shields arterial corridors? What policies and implementation items will support the vision?
KEY STAKEHOLDERS: Neighborhood residents & neighborhood groups; property owners; neighborhood
businesses and employees; design & development interests; Poudre School District; CSU students, faculty, and
staff; Mulberry & Shields Street users (all travel modes); City boards and commissions; City Council; City of Fort
Collins departments; community organizations; and other interested members of the public.
PLAN OBJECTIVES & GOALS:
Describe project purpose, process, and goals
Explore neighborhood conditions, issues, trends, and opportunities
Identify existing policies and goals relevant to the neighborhoods and arterial corridors
Solicit feedback to develop or reconfirm a neighborhood-supported vision for the future
Coordinate closely with the Downtown Plan, especially in the Downtown/neighborhood transition areas
Articulate new policies and strategies to achieve the neighborhoods’ vision
ENGAGEMENT STRATEGY & TOOLS:
A variety of outreach strategies, techniques, and events will be used to engage project stakeholders throughout
the Old Town Neighborhoods Plan process. A mix of formal public meetings, online activities, and intercept-style
events (e.g. City Park food truck rally) are planned to engage with stakeholders in a diverse mix of settings and at
convenient meeting times. As a neighborhood plan, a majority of engagement and activities will be directed at
residents, property owners, and businesses within the neighborhoods, however; there is also great opportunity
to engage with the wider community, especially users of Mulberry & Shields Streets.
BOARDS & COMMISSIONS: Staff is committed to providing project updates and soliciting input from all
appropriate Fort Collins Boards & Commissions throughout the planning process. To date, presentations have
been made to the Building Review Board, Landmark Preservation Commission, Planning & Zoning Board, and the
Affordable Housing Board.
Project website
fcgov.com spotlights
Project email list &
newsletter
Press releases
News articles
City News (utility
mailers)
Postcard mailings
CSU mailings/lists
Social media
Listening Sessions
Open Houses
Workshops
Remington Open
Streets Event
Intercept events
Neighborhood
walking/bike tours
Requested meetings
& presentations
Project website
Online Surveys
Wiki-Map
Photo Contest
Street Design
Brainstorming
(StreetMix)
Keypad polling
Neighborhood
Stakeholder Groups
Focus groups &
Old Town Neighborhoods Plan
PROJECT TIMELINE & PHASES:
The Old Town Neighborhoods Plan publicly launched in February 2015 and is anticipated as a 12-14 month
planning process. The project will be split into the following five phases:
PHASE ONE - Evaluate Existing & Future Conditions
Discovery: Where are we now? Existing conditions analysis of each neighborhood’s character, context,
transition areas, transportation, and sustainability
PHASE TWO – Visioning
Dialogue: Where do we want to go? Develop or reconfirm a vision for the neighborhoods and
the Mulberry/Shields arterial corridors
PHASE THREE – Neighborhood Framework & Corridor Options
Design: What is our overarching framework? Utilizing the neighborhood and corridor visions,
develop a supporting framework for the neighborhoods and explore corridor alternatives
PHASE FOUR – Develop Policies & Strategies
Development: How are we going to get there? Develop and evaluate potential strategies,
policies and design solutions
PHASE FIVE – Implementation & Adoption
Delivery: What are our priorities? Finalize plan and create actionable implementation items and
systems to support the neighborhood and corridor visions
Old Town Neighborhoods Plan
NEIGHBORHOOD STAKEHOLDER GROUPS:
An important component of outreach and engagement for the Old Town Neighborhoods Plan will come from
the formation of neighborhood stakeholder groups. Stakeholder group members will be comprised of a diverse
set of neighborhood residents, property owners, and business interests in the Old Town Neighborhoods.
Members will represent and share their unique viewpoints and experiences.
Although the Eastside and Westside Neighborhoods share many similarities, two stakeholder groups will be
formed, one for each neighborhood, to capture feedback that may be specific to each individual area.
Staff and consultants will meet formally with the groups at important milestones throughout the process to
garner feedback and ideas. At each stage of the process, the stakeholder groups will help staff:
Phase 1: Review and prioritize key issues and
opportunities heard from public outreach activities
and events;
Phase 2: Provide ideas, direction and language to
establish or reconfirm a neighborhood vision;
Phase 3: Evaluate potential policies, strategies, and
trade-offs that support the neighborhood vision
using the Sustainability Assessment Tool
framework;
Phases 4 & 5: Help identify potential
implementation tools to support the neighborhood
vision and review draft plan language.
ADDITIONAL FOCUS & STAKEHOLDER GROUPS:
Beyond the scheduled neighborhood stakeholder groups, a series of focus groups and specialized meetings with
community organizations, building and design professionals, and businesses will be utilized to solicit additional
feedback and ideas.
Although the Old Town Neighborhoods Plan is a predominantly residential area, many organizations and
businesses located outside but operating within the neighborhoods have requested an opportunity to keep up-
to-date and provide feedback as the plan progresses. These groups may also offer a broader, community-wide
perspective and solutions to the issues and opportunities the neighborhood identifies.
Stakeholder members on a neighborhood walking tour
Old Town Neighborhoods Plan
PUBLIC ENGAGEMENT PLAN – PHASE SUMMARIES
A summary of each phase of the Old Town Neighborhoods Plan, including phase objectives, messaging, and an
account of outreach and engagement activities is detailed below. Events and activities are combined outreach
and engagement for both the Old Town Neighborhoods Plan and the Design Guidelines & Pattern Book.
PHASE 1: EVALUATE EXISTING CONDTIONS + ISSUES & OPPORTUNITIES
Timeframe: January 2015 – June 2015
Messages & Priorities:
Highlight project goals, objectives, and process; clarify the relationship between this plan and prior or
ongoing efforts (e.g. Neighborhood Character Study & Downtown Plan).
Study existing neighborhood and arterial corridor conditions and trends.
Work with stakeholders to identify and prioritize key issues and opportunities
Activity / Event Primary Tasks Dates Status
Launch project webpage Dec 2014 Complete
Define stakeholder group strategy Jan Complete
Create project email/newsletter list Feb Complete
Advertise & broadcast plan Ongoing
Develop project FAQ Jan Complete
Develop community engagement plan framework Jan-Feb Complete
Form TAC participation list Jan-Feb Complete
Confirm new members as needed Ongoing
Hold meetings 2/5/15, 4/16/15 Complete
Prepare & distribute meeting summaries Complete
Send postcards to study area Feb Complete
Advertise & broadcast event Feb-Mar Complete
Solicit stakeholder group applications Feb-Mar Complete
Westside Listening Session event date 3/9/15 Complete
Eastside Listening Session event date 3/11/15 Complete
Summarize comments & post online Complete
Promote stakeholder groups & online survey Feb-Mar Complete
Advertise & broadcast event Mar Complete
Open House event date 3/30/15 Complete
Summarize comments & post online Complete
Define stakeholder group selection criteria Feb-Mar Complete
Advertise stakeholder group & application process Jan-Mar Complete
Collect applications Jan-Mar Complete
Select stakeholder group members & confirm
appointments Apr Complete
Select stakeholder group meeting dates/times Apr Complete
Stakeholder group meeting dates 5/26/15, 5/28/15 Complete
One-on-one interviews with members May-Jun Complete
Summarize comments & post online Complete
Neighborhood
Stakeholder Groups
Project Initiation
Technical Advisory
Committee (TAC)
Neighborhood
Listening Sessions
Phase 1 Project
Open House
Old Town Neighborhoods Plan
Phase 1 Continued
Activity / Event Primary Tasks Dates Status
Create walking-tour sign-up webpage Apr Complete
Advertise walking tours Apr-May Complete
Define potential routes & locations to visit May Complete
Hold Westside Neighborhood Tours (4 total) May-Jun Complete
Hold Eastside Neighborhood Tours (3 total) May-Jun Complete
Summarize comments Complete
Old Town Neighborhoods Plan booth 5/6/15 Complete
Launch wiki-map page Mar Complete
Promote & advertise wiki-map Mar-May Complete
Targeted outreach to CSU students/faculty/staff May Complete
Summarize results Complete
Develop survey materials & questions Feb-Mar Complete
Launch online survey Mar Complete
Promote & advertise online survey Mar-May Complete
Summarize Results May Complete
City Park / Westside Neighorhood Group Meeting 3/26/15 Complete
Chamber of Commerce - LLAC 4/14/15 Complete
Board of Realtors - Government Affairs 3/13/15 Complete
Planning & Zoning Board 2/6/15 Complete
Building Review Board 2/26/15 Complete
Planning & Zoning Board 3/13/15 Complete
Landmark Preservation Commission 3/25/15 Complete
Affordable Housing Board 4/2/15 Complete
Planning & Zoning Board 4/3/15 Complete
Planning & Zoning Board 5/8/15 Complete
Planning & Zoning Board 6/5/15 Complete
Planning & Zoning Board 6/30/15 Complete
Summarize emerging issues & opportunities Jun-Jul Complete
Send Council memo & advertise work session 7.2.15 Complete
Council Update
Project Wiki-Map
Online Survey
Project
Presentations
Boards &
Commissions
Neighborhood
Walking Tours
PDT Open House
Old Town Neighborhoods Plan
PHASE 2: VISIONING
Timeframe: July 2015 - Sept 2015
Messages & Priorities:
Work with neighbors and stakeholders to identify the positive and unique elements of the Old
Town Neighborhoods
Develop or reconfirm a neighborhood vision for the neighborhoods, the Mulberry/Shields
corridors, and the transition areas near Downtown & CSU
Share & develop neighborhood character areas and design guidelines for homes in the single-family
zone districts
Activity / Event Primary Tasks Dates Status
Confirm new members on as-needed basis Ongoing
Summer Meeting #1 Pre-Visioning 7.2.15 Complete
Summer Meeting #2 Midpoint Visioning Results Aug Planned
Fall Meeting #1 Visioning/Sustainibility Assessment Oct Planned
Prepare & distribute meeting summaries Planned
Group communications Jul-Oct Ongoing
Summer Meeting #1 Pre-Visioning 7.2.15 Complete
Summer Meeting #2 Midpoint Visioning Results Sep Planned
Fall Meeting #1 Visioning/Sustainibility Assessment Oct Planned
Prepare materials & discussions Jun-Jul Complete
Conduct meeting 7.2.15 Complete
Summarize input & comments Complete
Schedule additional focus group meetings Aug-Oct Planned?
Send postcards to study area 6.24.15 Complete
General event advertising & broadcast Jun-Jul Complete
Advertise & promote companion online survey Jun-Jul Complete
Prepare keypad polling questions Jun-Jul Complete
Hold event 7.8.15 Complete
Summarize comments & keypad polling Complete
Old Town Neighborhoods Plan booth 7.13.15 Complete
Summarize comments Complete
Advertise ongoing neighborhood tours/interviews Jul-Oct Ongoing
Mantz Neighborhood Walking Tour 7.30.15 Complete
Summarize comments Complete
Prepare survey questions & materials Jul Complete
Launch survey sections: Jul Complete
Part 1 - Transportation & Mobility 7.7.15 Complete
Part 2 - Land Use & Transition Areas 7.7.15 Complete
Part 3 - Neighborhood Character & Compatibility 7.17.15 Complete
Advertise & promote online survey Jul-Sep Ongoing
Close survey Sep ? Planned
Summarize results & comments Planned
Walking Tour /
Neighborhood
Interview
Downtown Plan
Visioning Event
Online Visioning
Survey
Community /
Business Focus
Group
Technical Advisory
Committee (TAC)
Neighborhood
Stakeholder Groups
Neighborhood
Visioning Event
Old Town Neighborhoods Plan
Phase 2 continued
Activity / Event Primary Tasks Dates Status
Reserve/seed Instagram & Twitter hashtag
(#oldtownfavorites)
Jun-Jul Complete
Advertise & promote photo contest Jul-Aug Ongoing
Close contest Aug 30 Planned
Select winners (utilize stakeholder group) Sep Planned
Summarize & promote winners/themes Sep Planned
Prepare materials & handouts Jul-Aug Planned
Promote plan update & survey at event 8.4.15 Planned
Summarize input/comments Planned
Prepare materials / activities Aug Planned
Co-locate with Downtown Plan activity; focus on
transition area with Downtown
8.15.15 & 8.16.15 Planned
Summarinze input & comments Planned
Prepare materials / activities Aug Ongoing
Intercept Events Aug-Oct Planned
City Park Food Truck Rally Aug-Sep Planned
Afternoons @ Library Park Aug-Sep Planned
CSU Community Welcome? 8.26.15 Planned
Summarize input & comments Planned
Board of Realtors - Government Affairs 8.11.15 Planned
Schedule additional presentations Aug-Oct Ongoing
Planning & Zoning Board Jul Complete
Landmark Preservation Commission Jul Complete
Planning & Zoning Board Aug Scheduled
Transportation Board Sep Scheduled
Schedule additional board & commission updates Sep-Oct Planned
Complete AIS & attachments Jul Complete
Work session 8.11.15 Planned
Work session summary / responses 8.14.15 Planned
Project
Presentations
Boards &
Commissions
City Council Work
Session
Photo Contest
Neighborhood Night
Out
New West Fest
Intercept &
Roadshow Activities
OLD TOWN FORT COLLINS NEIGHBORHOOD
PATTERN
BOOK
DESIGN
GUIDELINES
Draft #2: July 15, 2015
ATTACHMENT 5
Credits
Old Town Neighborhood Design Guidelines and Pattern Book
1. Introduction To the Old Town Neighborhood Design Guidelines and Pattern Book 3
Design Guidelines and Pattern Book format 3
Design Review Tracks 4
Design Review System 4
Which Chapters Apply? 5
Design guidelines Format 6
2. Context and Character Areas 7
Character Areas 9
Character Area Summary 12
Architectural Styles 29
3. Historic Preservation 31
Architectural Details 35
Materials and Finishes 38
Windows 40
Doors and Entries 44
Porches 45
Historic Roofs 47
Exposed Historic Foundations 48
Paint 49
Color 49
Accessory buildings and Carriage Houses 50
Existing Additions 50
Planning for Energy Efficiency 51
Maintaining Energy Efficiency 53
Using Energy Generating Technologies 54
4. Site Design 57
Building Location 59
Parking 60
Vehicular Access 60
Landscape and Site Features 61
Urban Gardens 63
Service Areas 64
5. Building Design 65
Designing in Context 67
Building Design 68
Building Mass and Scale 70
Building Articulation 72
Porches and Entry Features 74
Doors and Windows 76
Materials 78
Eaves 79
Additions 81
Connectors 85
Accessory Buildings and Carriage Houses 86
Sustainability 88
Green Building and the Climate Action Plan 88
Appendix: Glossary 93
1
INTRODUCTION
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 3
Overview
INTRODUCTION TO THE OLD TOWN
NEIGHBORHOOD DESIGN GUIDELINES
AND PATTERN BOOK
The Old Town Neighborhood is one of the most
cherished parts of Fort Collins. Extending east and
west of the downtown, it supports a high quality of
life with walkable streets and buildings that convey
a character and scale that is consistent with the
design traditions of the community.
Many homes date from the early years of the city
and are recognized for their historic significance.
Some of these are contained within an area des-
ignated in the National Register of historic places
as a historic district. Some individual buildings also
are listed as landmarks under the city’s preserva-
tion ordinance, and others are identified in cultural
resources surveys as being eligible for listing in the
National Register.
Other residences lack historic significance but
still contribute to the sense of continuity in scale,
character, form and materials that exists in the
neighborhood. These structures, along with those
of historic character define the context for build-
ing in the Old Town Neighborhood.
In recent years, residents have voiced their goals
for maintaining the traditional character of the
Old Town Neighborhood while encouraging
renovation of existing buildings and accommodat-
ing compatible new construction. City Council
updated the zoning code for this area in 2013, in
which certain standards related to mass and scale
were adopted to promote compatibility. Recent
neighborhood planning efforts also have identified
objectives for encouraging compatible infill. While
change continues to occur, retaining heritage and
embracing sustainability remain primary goals for
the neighborhood.
This document provides design guidelines and
patterns for rehabilitating existing buildings and
for new “infill” construction. They build on the
policies established in other planning work and
provide more detail about responding to context.
DESIGN GUIDELINES AND PATTERN
BOOK FORMAT
This document is formatted as a user-friendly
handbook. Illustrations provide multiple options
of appropriate and/or inappropriate designs to
help convey the intent of the design guidelines.
HOW THIS DOCUMENT IS USED
This document is primarily for voluntary use.
Residents, property owners and designers are
encouraged to draw upon the principles set forth
here when planning improvements in the neigh-
borhood. They also may be applied by the city
in some special review and permitting situations.
For example, changes to properties located in the
Laurel School Historic District, or properties that
are eligible for listing as being historically signifi-
4 Introduction
Design Guidelines Organization
DESIGN REVIEW TRACKS
The design guidelines are grouped into three
“tracks” to aid in identifying which chapters apply
to a specific project. (See the chart on the follow-
ing page.) These are:
› Preservation Track
› New Construction Track (including altera-
tions to non-historic structures)
› Other Improvements Track (including site
work)
Follow these steps to get started:
Step 1: What Type of Improvement?
Determine the nature of the improvements that
are planned. There are three categories:
Existing Property
If improvements are planned to an existing build-
ing, determine if it is historic or not. This will
influence which review track(s) applies “preserva-
tion and/or new construction.” For example, if it
is determined your building is historic then the
“preservation track” will apply; if you are provid-
ing a new addition to the historic building the “new
construction track” will also apply.
New Construction
Will the planned improvements include construc-
tion of a new building, new addition or accessory
building? If so, then the “New Construction Track”
applies.
Site Work
Site work including the placement of a new build-
ing on the lot, driveways, landscape, fences and
other miscellaneous project improvements follow
this third track.
Step 2: What Type of Existing Building?
Historic Property
A “historic” property is one that is older than fifty
years old and that possesses sufficient integrity to
convey its history, or is capable of yielding impor-
tant information about a significant historic period
in the city.
Note that some properties may have experienced
some degree of alteration from their historic
designs. These alterations may include window
replacement, cornice removal, a porch enclosure
or covering of a building’s historic materials.
Nonetheless, these altered properties may retain
sufficient building fabric to still be considered his-
torically significant. For all historic properties, the
Preservation Track should be considered when
planning improvements.
Nonhistoric
The classification of “nonhistoric” applies to exist-
ing buildings that are less than fifty years old, or do
not possess sufficient significance and/or exterior
integrity necessary for historic designation. The
New Construction Track applies to these proper-
ties.
DESIGN REVIEW SYSTEM
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 5
WHICH CHAPTERS APPLY?
Use this chart to determine which chapters of the document can best guide
improvements to your property. Some projects may include work in more
than one track; in this case a combination of chapters should be reviewed.
TYPE OF WORK
Preservation
Track
Rehabilitate
a Historic
Property
(+)
New
Construction
Track
Improve a
nonhistoric
property
(+)
Construct a
new building or
addition
Other
Track
Site Work
(+) Guidelines could apply to some projects in this category.
CHAPTER TO USE:
1. Introduction
3. Context and Character
Areas
4. Site Design: Guidelines for
New Construction
5. Building Design: Guidelines
for New Construction
2. Design Guidelines for
the Treatment of Historic
Resources
WHAT IS THE BEST APPROACH?
The document is organized into chapters that represent “tracks”
for different types of improvements. This chart defines the track
that would apply to a specific project type.
Existing
Property
Step 1 Step 2
Site
Work
Historic
Property
Site Work
Track
Step 3
New
Construction
Nonhistoric
Preservation
Track
New
Construction
Track
6 Introduction
Permitted and Prohibited
Solutions
In many cases, images and
diagrams in the historic pres-
ervation standards are marked
to indicate whether they rep-
resent permitted or prohibited
solutions
A check mark
indicates permitted
solutions.
A check mark
indicates an
appropriate solu-
tion; however, an
element may not be
appropriate.
An X mark indi-
cates solutions that
are prohibited.
DESIGN GUIDELINES FORMAT
The design guidelines are presented in a standardized format as illustrated below.
A ADDITIONS
B
For many properties, an addition to the rear or side of the
historic building is the best approach to gain additional living
area. A compatible addition maintains the general appear-
ance of a historic building especially from key public vantage
points, minimizes damage to the original building by pre-
serving character-defining features and ensures the addition
relates to the fundamental characteristics of the block while
also appearing as new construction.
C
1.1 Locate an addition to be subordinate to the
original structure.
D
› Place an addition to the rear of the original structure
whenever possible.
› Design an addition to have minimal visual impact to the
existing structure.
› Consider a compatible side addition if a rear addition is
not possible.
E
Sidebars
These provide additional infor-
mation that will be helpful in
understanding the standard. In
some cases, a sidebar includes
links that direct the user to
additional material; this may
be technical information about
a rehabilitation procedure or
other helpful information.
Key
A Design Topic Heading
B
Intent Statement: This ex-
plains the desired outcome for
the specific design element and
CONTEXT AND CHARACTER AREAS
2
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 9
Context and Character Areas
The Old Town Neighborhood is diverse, with a
range of existing character and contexts. These
conditions help shape development and may influ-
ence its perceived compatibility. Understanding
neighborhood characteristics, including physical
conditions and dynamic aspects such as past and
future changes, is important.
This chapter identifies existing conditions in the
neighborhood. It begins with a summary of fea-
tures identified by participants through public pro-
cess, followed by a statistical description of overall
development patterns and unique subareas, or
“character areas” within the neighborhood.
COMMUNITY IDENTIFIED FEATURES
The Eastside and Westside Neighborhood
(renamed Old Town Neighborhood 2015) Strat-
egy Report (2012) had an extensive community
engagement process. As a part of the process
,members of the community were asked to iden-
tify and describe a series of features which make
the neighborhood unique and desirable to live in.
Feedback from residents was largely consistent
and included both physical and social character-
istics. The most common traits they described
include friendly neighbors, diversity in people and
buildings, and walkability. The following sections
summarize the most commonly identified qualita-
tive and physical neighborhood features of value
to residents.
Valued qualitative aspects of neighborhood char-
acter include:
› Old charm and character of houses
› Friendly/neighborly sense of community
› Family/kid-friendly
› Modest homes
› Socioeconomic diversity
› Evident pride of ownership
› Diversity in ownership patterns
› One of a limited number of neighborhoods
in town that does not have an HOA
Valued physical aspects of neighborhood character
include:
› Walkability and bikability
› Proximity to amenities (including parks,
schools, playgrounds, Old Town, trolley,
CSU, etc.)
› Historic character and homes
› Integrity within blocks
› Wide streets
› Detached sidewalks
› Variety in lot types
› Alleys
› Front porches
› Views through lots
› Not all fenced
› Trees
› Relative low density
› Diversity of house style, age and scale
10Areas Context and Character
S
K
Y
L
I
N
E
D
R
HOMER CT
CRESTMORE PL
COOK DR
S
B
R
Y
A
N
A
V
E
LAYLAND CT
FISHBACK AVE
W MULBERRY ST
W OAK ST
S MCKINLEY AVE
HANNA ST
WAGNER DR
SCOTT AVE
PEARL ST
HANNA ST
S SHIELDS ST
N MACK ST
W VINE DR
ARMSTRON
G
A
V
E
CHERRY ST
N WHITCOMB ST
LAPO
E
L
M
S
T
LYONS ST
W VINE DR
SYLVAN CT
W OLIVE ST
W
COY DR
JAMITH PL
SUNSET AVE
N SHIELDS ST
W OA
K
ST
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 11
R
EMINGTON ST
MATHE
WS
S
T
E PROSPECT RD
E MYRTLE ST
WHEDBEE ST
PL
SMITH ST
EASTDALE DR
COWAN ST
E ELIZABETH ST
L
A
K
E
P
L E
PENNOCK PL
S COLLEGE AVE
MONTEZUMA FULLER ALLEY
REMINGTON ST
GARFIELD ST
E PLUM ST
E MAGNOLIA ST
PETERSON ST
SMITH ST
KENROY CT
O
N
S
T
.
WILL
I
A
M
S
ST
LESSER DR
LORY ST
RO
B
E
R
T
S
O
N
S
T
MATHEWS ST
LOCUST ST
PETERSON ST
N
E
W
12Areas Context and Character
Distribution of Properties Within Character
Areas
This line in the chart indicates that Character
Areas 2 and 4 contain relatively high numbers of
properties out of the total for Old Town, that
Character Areas 1 and 6 each have a moderate
amount and finally that Character Areas 3 and 5
have fewer than the others. This may be useful to
consider when evaluating the potential impact a
project will have on its surroundings.
Lot Size
This table presents lot sizes in 1,000 square foot
increments for each Character Area. It illustrates
that some areas tend to have a concentration of
lots in the higher size categories, while others
have concentrations in the smaller sizes. Still oth-
ers have a focus on middle lot sizes. This should
be considered when anticipating the impact that
building mass and scale for a new project may have.
It also may indicate areas where a wider diversity
of house size correlates with a wider range of lot
size.
CHARACTER AREA SUMMARY
Character
Area 1
Character
Area 2
Character
Area 3
Character
Area 4
Character
Area 5
Character
Area 6
Distribution of Properties Within Character Areas
Total
Properties 11% 24% 4% 36% 5% 19%
Lot Size
Typical
Range Varies Varies
4,000 -
5,999 sf Varies
4,000 -
6,999 sf
6,000 -
6,999 sf
4,000 sf
or less 7% 6% 5% 6% 4% 1%
4,000-
4,999 sf 9% 10% 26% 7% 12% 1%
5,000-
5,999 sf 8% 20% 12% 12% 24% 8%
6,000-
6,999 sf 15% 13% 5% 12% 17% 43%
7,000-
7,999 sf 12% 14% 3% 13% 10% 14%
8,000-
8,999 sf 10% 6% 0% 15% 11% 10%
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 13
CHARACTER AREA SUMMARY
Character
Area 1
Character
Area 2
Character
Area 3
Character
Area 4
Character
Area 5
Character
Area 6
Lot Width
Typical
Range
26-75' 26-75' 26-50' 26-75' 26-75' 51-75'
25' or less 2% 15 3% 3% 2% 1%
26'-50' 52% 61% 75% 45% 36% 13%
51'-75' 33% 28% 17% 35% 45% 68%
76-100' 3% 6% 1% 11% 11% 14%
101' + 7% 3% 5% 6% 6% 4%
Average 57 feet 53 feet 48 feet 60 feet 60 feet 65 feet
Lot Coverage
Typical
Range
11-40% 11-40% 11-30% 11-30% 11-30% 21-30%
0-10% 1% 3% 3% 7% 7% 2%
11-20% 23% 22% 28% 31% 28% 22%
21-30% 45% 45% 53% 41% 49% 58%
31-40% 21% 23% 12% 17% 15% 16%
40% + 10% 7% 4% 5% 4% 2%
Average 27% 27% 24% 24% 25% 25%
Lot Width
The portion of the size of a house front to the
width of the lot impacts the perception of build-
ing mass. The concentration of similarly sized lot
widths is a key indicator in each of the Character
Areas that differentiates one from another.
Lot Coverage
The percentage of the lot that is covered with
building footprints is an indicator of the relative
perception of intensity of development. Character
Area 6, for example, has a relative low lot cover-
age, with more than half of its properties in the
middle range.
14Areas Context and Character
CHARACTER AREA SUMMARY
Character
Area 1
Character
Area 2
Character
Area 3
Character
Area 4
Character
Area 5
Character
Area 6
Year Built
Typical
Range 1882-1920 1901-1920 1881-1920 1901-1960 1941-1960 1941-1960
Average 1912 1916 1914 1934 1951 1956
Year Remodeled
Typical
Range 2000-2009 2000-2009 1980-2009 2000-2009 1990-2009 1970-2009
Percent
Remodeled 51% 39% 45% 34% 30% 24%
Building Size
Typical
Range
500 -
2,499 sf
500 -
1,499 sf 500 - 999 sf
500 -
1,499 sf
500 -
1,499 sf
1,000 - 1,499
sf
999 sf
or less 14% 37% 69% 40% 43% 26%
1,000 -
1,499 sf 35% 40% 27% 34% 40% 56%
1,500 -
1,999 sf 23% 16% 3% 13% 14% 14%
2,000 -
2,499 sf 18% 5% 1% 9% 2% 3%
2,500 sf
or
greater
10% 1% - 3% %3 4%
Year Built
A range of typical building years is shown for each
Character Area. Some have relatively narrow time
spans, such as Character Area 1 for example. This
suggests that a higher degree of consistency in
building scale and character may be found there.
Year Remodeled
The percentage of properties that have been
remodeled may help predict the degree of con-
sistency or diversity that exists in each Character
Area. Those with a higher percentage of remod-
eled buildings are likely to exhibit more variety in
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 15
CHARACTER AREA SUMMARY
Character
Area 1
Character
Area 2
Character
Area 3
Character
Area 4
Character
Area 5
Character
Area 6
Average 1,670 sf 1,220 sf 895 sf 1,280 sf 1,148 sf 1,225 sf
Building Height
Typical
Range 1-2 stories 1-1.5 stories 1 story 1-2 stories 1 story 1 story
1 story 48% 79% 93% 78% 90% 91%
1.5 story 25% 13% 4% 10% 5% 1%
2 story 25% 9% 2% 12% 5% 8%
2.5 story 1% - - 0% - -
Floor Area Ratio (FAR)
Typical
Range
0.4 or less
0.3 or less 0.11-0.2 0.3 or less 0.3 or less 0.11-0.2
0.0-0.11 8% 12% 13% 11% 11% 8%
0.11-0.2 42% 56% 72% 54% 63% 78%
0.21-0.3 32% 24% 11% 20% 24% 13%
0.31-0.4 14% 6% 5% 5% 1% 1%
0.4 + 5% 2% - 1% 1% -
Average 0.22 0.19 0.16 0.17 0.17 0.16
Building Height
Those areas with buildings that are predominantly
one story appear in this chart. Character Areas 3,
5 and 6 are noteworthy in this respect. Maintain-
ing this sense of scale will be important. Other
Character Areas have buildings that include a mix
of one and two story homes. Some areas exhibit a
high degree of similarity in height, while others are
more diverse. This may be a factor in considering
the compatibility of new construction.
Floor Area Ratio
The percentage of building square footage to lot
size is a ratio that can suggest relative intensity of
development. Some of the Character Areas have
notably low ratios and with a high degree of consis-
tency (Character Area 6 for example). Others have
a wider range of FAR (such as Character Area 1).
16Areas Context and Character
CHARACTER AREA 1
This character area includes portions of the
neighborhood with richly-detailed homes that
are somewhat larger in scale than those found
in other parts of the Old Town Neighborhood.
Much of the portion of Mountain Avenue that is
close to Old Town is an example.
Site Plan Features
In many of these areas, building fronts align with
uniform front yard setbacks. This establishes a
prominent street wall. Lawns are predominant.
Fences or site walls occur infrequently, and are
relatively low in scale. Lot sizes vary between
blocks, but are more consistent within an indi-
vidual block face.
Figure 1: Old Town Character Area Map - West of
College Avenue.
S
K
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L
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N
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D
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HOMER CT
CRESTMORE PL
COOK DR
S
B
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Y
A
N
A
V
E
LAYLAND CT
FISHBACK AVE
W MULBERRY ST
W OAK ST
S MCKINLEY AVE
WAGNER DR
SCOTT AVE
PEARL ST
HANNA ST
S SHIELDS ST
N MACK ST
W VINE DR
ARMSTRON
G
A
V
E
CHERRY ST
N WHITCOMB ST
LAPO
E
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 17
Building Scale Features
Just less than half of homes are one story. Many
primary structures are also one-and-a-half stories
with the upper floors expressed with dormer win-
dows, or are a full two stories. A typical house has
a substantial, one-story front porch, which when
aligned with others along the block, establishes a
consistent sense of scale, even when the overall
building heights vary. Building sizes vary widely.
Architectural Features
› Most homes have sloping roof forms, in a
mix of gable and hip shapes.
› A combination of brick and wood siding.
Many homes include both materials.
› Front entries are defined with porches, and
these are relatively large and in proportion
to the building.
› Trim details with contrasting colors add a
sense of scale and provide visual interest.
› As some of the earliest parts of the
neighborhood, a general consistency exists in
building age (typically before 1920).
Figure 4: Character Area 1 Classic Cottage. Figure 5: Character Area 1 Queen Anne.
Figure 6: Character Area 1 Vernacular with
an altered porch and Craftsman detailing at
the eave.
Figure 7: Character Area 1 Queen Anne.
Figure 8: Character Area 1 Queen Anne with
Italianate detailing and addition. In this case, it
would have been more appropriate to set back
the addition form the front facade.
18Areas Context and Character
CHARACTER AREA 2
Most of the homes in this character area were built
prior to 1940, and their sizes are in a “middle” range
with respect to the Old Town Neighborhood as a
whole. Homes exhibit a moderate to high degree
of architectural details, which contribute to a
sense of scale. Building and lot characteristics can
vary within each area. However, individual blocks
are more consistent. Some larger-scale homes are
located on corner lots in these areas.
Character Area 2 is similar to Character Area 4,
but with a greater level of consistency in building
styles and lot and building sizes.
Site Plan Features
In many of these areas, building fronts align, with
uniform front yard setbacks; this establishes a
prominent street wall. Lawns are predominant.
Fences or site walls occur infrequently, and are
relatively low in scale. Lot sizes and widths are in
a “middle” range, with respect to the Old Town
Neighborhood as a whole.
CHARACTER AREA 2:
KEY FEATURES
› Homes typically date from 1901-1920.
› Home have a moderate to high degree of
architectural details.
› Building scale and style are typically consis-
tent within individual blocks.
› Front entries are defined with large
porches.
› Home and lot sizes are in a “middle” range,
with respect to the neighborhood as a
whole.
› 1-1.5 story homes typical
Figure 9: Old Town Character Area Map - West of
College Avenue.
S
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D
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HOMER CT
CRESTMORE PL
COOK DR
S
B
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Y
A
N
A
V
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LAYLAND CT
FISHBACK AVE
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 19
Building Scale Features
Many primary structures are one- to one-and-a-
half stories with the upper floors expressed with
dormer windows. A small percentage are a full
two stories. A typical house has a substantial one-
story front porch, which when aligned with others
along the block, establishes a consistent sense of
scale, even when the overall building heights vary.
Architectural Features
› Most homes have sloping roof forms, in a
mix of gable and hip shapes.
› A combination of brick and wood siding.
Many homes include both materials.
› Front entries are defined with porches, and
these are relatively large and in proportion
to the building.
› A general consistency exists in building age
before 1940. (Many are between 1901 and
1920.)
Figure 12: Character Area 2 a variety of roof forms occur along the street.
Figure 13: Character Area 2 a variety of building heights occur along the street.
20Areas Context and Character
CHARACTER AREA 3
This character area includes homes with the
lowest typical building scale. These are generally
small pockets of development with very distinct
character. Architectural details are more limited
than in other areas, though they still help establish
a sense of human scale. Homes appear consistent
in character and size across one or more block
faces. The majority of homes in these areas are
predominantly one story, with a limited number of
one-and-a-half and two-story structures.
Site Plan Features
In many of these areas, front yards are similar
in depth and building fronts generally align. This
establishes a prominent street wall. Lawns are
predominant. Fences or site walls occur infre-
quently, and are relatively low in scale. Lot sizes
are small relative to the Old Town Neighborhood
as a whole.
Figure 14: Old Town Character Area Map - West of
College Avenue.
S
K
Y
L
I
N
E
D
R
HOMER CT
CRESTMORE PL
COOK DR
S
B
R
Y
A
N
A
V
E
LAYLAND CT
FISHBACK AVE
W MULBERRY ST
W OAK ST
S MCKINLEY AVE
WAGNER DR
SCOTT AVE
PEARL ST
HANNA ST
S SHIELDS ST
N MACK ST
W VINE DR
ARMSTRON
G
A
V
E
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 21
Building Scale Features
Many primary structures are one story. A limited
number are one-and-a-half stories with the upper
floors expressed with dormer windows. A typical
house has a moderate, one-story front porch,
which when aligned with others along the block,
establishes a consistent sense of scale. Home size
is small relative to the Old Town Neighborhood
as a whole.
Architectural Features
› Most homes have sloping roof forms, in a
mix of gable and hip shapes.
› A combination of brick and wood siding.
Many homes include both materials.
› Front entries are defined with moderate
porches in proportion to the building front.
› Building age is varied within a narrow range
(1881-1920).
› There have been few remodels in this
area; architectural character is consistent
throughout.
Figure 17: Character Area 3 Minimal Traditional. Figure 18: Character Area 3 Classic Cottage. Figure 19: Character Area 3 Vernacular - L Cottage..
Figure 20: Character Area 3 modified Minimal Traditional. Figure 21: Character Area 3 with hints of Tudor building form.
22Areas Context and Character
CHARACTER AREA 4
In these areas there is no dominant style, rather
the full variety of development in the neighbor-
hood is represented. Homes date from early
development of the neighborhood through to the
mid-twentieth century. There is a large variety in
building style and form across individual blocks
in these areas. However, the homes are all of a
similar scale with a moderate level of detailing.
These areas have a greater degree of diversity, in
terms of building age, scale and architectural styles
and character that others. This character area
category includes large portions of the Old Town
Neighborhood.
These areas are similar in scale to those of Char-
acter Area 2, but with a much greater diversity in
lot and building characteristics and house styles.
CHARACTER AREA 4:
KEY FEATURES
› Homes typically date from 1901-1960.
› Homes have a moderate to high degree of
architectural details.
› Front entries are defined with moderate
porches
› Building scale is typically consistent within
individual blocks.
› Building style varies widely within individual
blocks.
› Home and lot sizes are small with respect to
the neighborhood as a whole.
› One-story homes predominate, 1.5 and 2
story homes are also typical
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Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 23
Site Plan Features
In many of these areas, building fronts align, with
uniform front yard setbacks. This establishes a
prominent street wall. Lawns are predominant.
Fences or site walls occur infrequently, and are
relatively low in scale.
Building Scale Features
The majority of homes are one story. A small per-
centage of primary structures are also one-and-a-
half stories, with the upper floors expressed with
dormer windows, or they are a full two stories.
Building sizes are in a “middle” range, with respect
to the Old Town Neighborhood as a whole.
Architectural Features
› Most homes have sloping roof forms, in a
mix of gable and hip shapes.
› Primarily frame construction.
› Front entries are defined with porches in
proportion to the building.
› More diversity in character; built throughout
1901-1960.
Figure 25: Character Area 4 variety of one-story buildings with
generous side yard setbacks.
Figure 26: Character Area 4 Minimal Traditional.
Figure 27: Character Area 4 variety of altered one-story
buildings, the building on the right has been altered
inappropriately with the addition of a deck and the removal of
the porch.
Figure 28: Character Area 4 Craftsman, the addition and
some of the modifications on the building to the right are
inappropriate.
Figure 29: Character Area 4 Craftsman in the foreground has been appropriately rehabilitated, note the retention of building fabric
and detailing.
24Areas Context and Character
CHARACTER AREA 5
This character area represents the post-war home
styles built in areas with older lot and block pat-
terns. Homes are typically one story, with minimal
detailing. Due to older lot shapes being narrow
and deep, homes tend to be rectangular with
street-facing front-gable roofs. These areas exhibit
a relatively high degree of consistency in overall
development patterns and building characteristics.
These are small, distinct enclaves.
These areas are similar in to scale to Areas 2 and
4, but have distinct building patterns and styles
unique to the time period they were built.
Figure 30: Old Town Character Area Map - West of
College Avenue.
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Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 25
Site Plan Features
In many of these areas, building fronts align, with
uniform front yard setbacks. This establishes a
prominent street wall. Lawns are predominant.
Fences or site walls occur infrequently, and are
relatively low in scale.
Building Scale Features
Most primary structures are one story. A typical
house has a moderate one-story front porch or
stoop. Building fronts align with others along the
block, establishing a consistent sense of scale.
Architectural Features
› Most homes have low sloping roof forms, in
a mix of gable and hip shapes.
› A combination of brick and wood siding.
Many homes include both materials.
› Front entries are defined with porches or
landings which are relatively small in propor-
tion to the building.
› A high level of consistency exists in building
age (predominantly between 1941 and 1960).
Figure 33: Character Area 5 Minimal Traditional with low sloping
roof.
Figure 34: Character Area 5 modified Minimal Traditional. Low
site wall feature.
Figure 35: Character Area 5 modified Minimal Traditional.
26Areas Context and Character
CHARACTER AREA 6
This character area includes the mid-century
modern subdivisions. Ranch style homes predomi-
nate, typically with limited, simple detailing, and
rectangular forms with shallow roofs running par-
allel to the street. Houses are predominately one
story in height, with a few split-level homes, and
are low to medium scale. Street patterns include
cul-de-sacs and curvilinear layouts, with no alleys
and wide, shallow lots.
Site Plan Features
In many of these areas, building fronts align, with
uniform front yard setbacks. This establishes a
prominent street wall. Lawns are predominant.
Fences or site walls occur infrequently, and are
relatively low in scale.
Figure 36: Old Town Character Area Map - West of
College Avenue.
CHARACTER AREA 6:
KEY FEATURES
› Homes typically date from 1941-1960.
› Architectural details are limited.
› Building scale is typically consistent within
individual blocks.
› Front entries are defined with small landings.
› Home and lot sizes are in a “middle” range,
with respect to the neighborhood as a
whole.
› Lot widths are largest relative to the
neighborhood as a whole.
› One-story homes predominate
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Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 27
Building Scale Features
Many primary structures are one story, others
are split-level or a full two-story height. A typical
house has a moderate stoop but typically does
not have a porch. Building fronts align with others
along the block, establishing a consistent sense
of scale. Many buildings in these areas have been
remodeled.
Architectural Features:
› Most homes have low sloping roof forms, in
a mix of gable and hip shapes.
› A combination of brick and wood siding.
Many homes include both materials.
› Front entries are defined with landings, and
these are relatively small in proportion to
the building.
› Very consistent in building age (typically
between 1950 and 1970).
Figure 39: Character Area 6 Ranch with porch front addition. Figure 40: Character Area 6 Ranch with low sloping roof and
attached garage.
Figure 41: Character Area 6 modified Ranch with low sloping hip
roof.
Figure 42: Character Area 6 Minimal Traditional.
Figure 43: Character Area 6 Ranch with wide building fronts.
28Areas Context and Character
Architectural Styles
Vernacular - with
perpendicular gable
Queen Anne
CraftsmanFoursquare - 2-story Craftsman - Bungalow Craftsman - Bungalow
Ranch
Vernacular - with horizontal
gable
Vernacular - L cottage
MinimalCottage Traditional Classic
Figure 44: Common architectural styles found in the Old Town Neighborhood.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 29
ARCHITECTURAL STYLES
This section provides a brief overview of various
historic styles found in the Old Town Neighbor-
hood Character Areas. Use the styles section
to determine the building style and features.
Ultimately, this will aid in choosing an appropriate
design solution for any proposed work.
Queen Anne (c. 1880-1910)
Queen Anne is perhaps the most ornate style of
the Victorian period evident in Colorado. The
style varies from the highly decorative to a more
restrained version found throughout the neigh-
borhood.
Characteristics
» vertical orientation
» asymmetrical massing
» corner towers and bays
» prominent decorative porches
» projecting gables
» contrasting materials, particularly brick and
wood
» turned spindles
» bargeboard
Vernacular (c.1885-1910)
Sometimes referred to as “other,” no style” or
“folk houses,” vernacular residential types strive
only to be functional. The houses are constructed
of simple designs, some of which remained com-
mon for decades. Elements from other styles may
appear on the vernacular but are undistinguishable
due to their simplicity.
Characteristics
» gable and hipped roofs
» front facing open porch,
» simple columns
» wood, double-hung windows
» clapboard wood siding, or shingles
» simple detailing
Craftsman (c.1905-1930)
The Craftsman style structure emerged from
the Arts and Crafts movement, a philosophy
which stressed comfort and utility through the
use of natural materials and a lack of pretention.
Elements such as low-pitched, gabled roofs, wide
eaves, exposed roof rafters and porches with
tapered columns were common.
Characteristics
» exposed rafter ends
» clipped gable
» false half-timbering
» knee braces at eaves
» divided upper window lights
» large porch columns
» overhanging eaves
Classic Cottage (c. 1910-1930)
The Classic Cottage is basically a one-story ver-
sion of the Foursquare. It features an elongated
hipped roof with central dormer, and front porch,
often full-width, with thick porch posts or simpli-
30Areas Context and Character
Minimal Traditional (c. 1938-1940s)
The minimal tradition was more of a building type
than a styles. These modest properties emerged
as a transition from craftsman and bungalows to
ranch style buildings.
Characteristics
» rectangular with some examples of projecting
gables
» one-story
» low or modest pitched roof
» modest overhanging eaves
» minimal front porch
» asbestos, wood and aluminum siding
» some use of shutters
Ranch (c. 1930-1960s)
Drawing on elements from Spanish Colonial
precedents and the Craftsman and Prairie styles,
this building type originated in California. It gained
popularity in the 1940s and dominated American
domestic construction well into the 1960s. The
low horizontal silhouette and rambling floor plan
reflected the fascination with the informal lifestyle
of the West Coast.
Characteristics
» elongated, asymmetrical facade
» low, horizontal orientation
» one-story
» low-pitched roof
» wide overhanging eaves
» minimal front porch
» integral, attached garage
» rear porch or patio
3
HISTORIC PRESERVATION
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 33
Design Guidelines for the Treatment of Historic Resources
The City seeks to preserve the historic integrity
of properties of historic significance in the Old
Town Neighborhood. This means employing best
practices in property stewardship to maintain the
key character-defining features of individual his-
toric resources, as well as maintaining the context
in which they exist.
This section provides guidelines for the treatment
of historic properties in the Old Town Neighbor-
hood. It focuses on the rehabilitation and main-
tenance of character-defining features of each
historic property. The design guidelines in this
section do not apply to new construction.
The design guidelines translate the general prin-
ciples for historic preservation for the treatment
of individual building and site features that are
typically found in the neighborhood.
The following design principles should be con-
sidered when making improvements to historic
properties.
3.1 Respect the historic character of a
property.
› The basic form and materials of a building, as
well as architectural details, are a part of the
historic character.
For More Information
See web link to Preservation Brief 17: Architec-
tural Character - Identifying the Visual Aspects
of Historic Buildings as an Aid to Preserving
Character.
http://www.nps.gov/tps/how-to-preserve/
briefs/17-architectural-character.htm
Figure 45: Queen Anne with wrap
around front porch.
Figure 46: Two-story Four Square with
Italianate detailing.
Figure 47: Queen Anne with attic living
space.
Figure 48: One-and-a-half story gable
front Vernacular.
Figure 49: Queen Anne with jigsaw
detailing at porch.
Figure 50: Queen Anne with palladian
window.
Figure 51: One-and-a-half story
Queen Anne ashlar stone masonry with
quoins and keystone detailing. A steeply
pitched, flared, hip roof is also a signa-
ture element on this building.
Figure 52: Two-story Queen Anne with
Italianate detailing and wrap around
front porch.
Figure 53: Two-story Craftsman with
exposed rafters tails.
34Resources Historic
Figure 54: Retain and treat exterior
stylistic features and examples of skilled
craftsmanship with sensitivity. Important
features include turned columns, upper
porch spindles and zipper brick corners.
Figure 55: Maintain significant archi-
tectural details, including: projecting cor-
nices, decorative moldings and brackets
and dentils and shingle siding at dormer.
3.2 Seek uses that are compatible
with the historic character of the
property.
› Converting a building to a new use different
from the historic use is considered to be
an “adaptive reuse,” and is a sound strategy
for keeping an old building in service. For
example, converting a residential structure
to offices is an adaptive use. A good adaptive
use project retains the historic character
of the building while accommodating a new
function.
› Every effort should be made to provide a
compatible use for the building that will
require minimal alteration to the building and
its site.
› Changes in use requiring the least alteration
to significant elements are preferred. In most
cases designs can be developed that respect
the historic integrity of the building while
also accommodating new functions.
3.3 Protect and maintain significant
features and stylistic elements.
› Distinctive stylistic features and other
examples of skilled craftsmanship should be
preserved. The best preservation procedure
is to maintain historic features from the
outset to prevent the need for repair later.
Appropriate maintenance includes rust
removal, caulking and repainting.
› These features should not be removed.
Maintaining Historic Materials
Primary historic build-
ing materials include
masonry (brick, mortar,
stone, and concrete),
wood and metal. These
should be preserved and
repaired.
Appropriate treatments to protect specific
materials from deterioration include:
Masonry
› Maintain the natural water-protective
layer (patina).
› Do not paint, unless it was painted
historically (this can seal in moisture,
which may cause extensive damage over
time).
› Re-point deteriorated masonry mortar
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 35
Historic Architectural Details
Typical historic architectural details to pre-
serve include:
› Eaves
› Windows and doors and surrounds
› Surface ornamentation
› Columns
› Porches
› Please see the Architectural Styles
section that identifies key features.
ARCHITECTURAL DETAILS
Architectural details help convey the historic and
architectural significance of historic properties,
and should be preserved. The method of pres-
ervation that requires the least intervention is
expected.
3.4 Maintain significant architectural
details.
› Retain and treat exterior stylistic features
and examples of skilled craftsmanship with
sensitivity.
› Employ preventive maintenance measures
such as caulking and repainting.
For More Information
See web link to Preservation
Brief 47: Maintaining the Exte-
rior of Small and Medium Size
Historic Buildings
http://www.nps.gov/tps/
how-to-preserve/briefs/47-
maintaining-exteriors.htm
Figure 56: This palladian window with
wood tracery is a significant stylistic fea-
ture that help to convey the architectural
style and should be preserved.
Figure 57: This pedimented porch, em-
bellished with festoon detailing, helps to
convey the architectural style and should
be preserved.
Figure 58: The corbeling, keystone detail-
ing at windows and splayed roof eaves
are significant stylistic features that help
to convey the architectural style of the
Avery House and should be preserved.
Figure 59: The bay window with decora-
tive brackets and molding details is a
significant stylistic feature that adorns this
mostly simple vernacular building.
36Resources Historic
3.5 Repair , rather than replace,
significant architectural details if
they are damaged.
› Do not remove or alter distinctive
architectural details that are in good
condition or that can be repaired.
› Document the location of a historic feature
that must be removed to be repaired so it
may be repositioned accurately.
› Patch, piece-in, splice, consolidate or
otherwise upgrade deteriorated features
using recognized preservation methods.
› When necessary, upgrade existing materials,
using recognized preservation methods.
If disassembly is necessary for repair or
restoration, use methods that minimize
damage to historic materials and facilitate
reassembly.
› Protect significant features that are adjacent
to the area being worked on.
Figure 60: Do not remove damaged ma-
terials that can be repaired. In this case,
loose shingles may be re-secured while
missing ones may be replaced.
Figure 61: Document the location of a
historic feature that must be removed
and repaired so it may be repositioned
accurately.
Figure 62: Before: A deteriorated railing
should be repaired not replaced when
feasible.
Figure 63: After: Railing has been re-
paired and the base of the post has been
replaced in-kind. This is an appropriate
approach.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 37
3.6 Reconstruct an architectural feature
accurately if it cannot be repaired.
› Use a design that is substantiated by physical
or pictorial evidence to avoid creating a
misrepresentation of the building’s history.
› Use the same kind of material as the historic
detail. However, an alternative material may
be considered if it:
› Has proven durability
› Has a size, shape, texture and finish that
conveys the visual appearance of the
historic feature.
› Is located in a place that is remote from
view or direct physical contact
› Do not add architectural details that were
not part of the historic structure. For
example, decorative millwork shall not be
added to a building if it was not a historic
feature as doing so would convey a false
history.
Figure 64: Replace missing original details in kind.
Figure 65: When reconstruction of an element is impossible,
develop a new design that is a simplified interpretation of it, as
this detail is.
Figure 66: Do not add architectural details that were not part
of the historic structure. For example, decorative millwork shall
not be added to a building if it was not a historic feature as do-
ing so would convey a false history.
38Resources Historic
MATERIALS AND FINISHES
Historic materials should be preserved in place. If
the material is damaged, limited replacement to
match the historic material should be considered.
Historic building materials should never be cov-
ered or subjected to harsh cleaning treatments.
Preserving historic building materials and limiting
replacement to only pieces which are deteriorated
beyond repair also reduces the demand for, and
environmental impacts from, the production of
new materials and therefore supports the city’s
sustainability objectives.
3.7 Maintain historic building materials.
› Protect historic building materials from
deterioration.
› Do not remove historic materials that are in
good condition.
› Use a low pressure water wash if cleaning
is permitted. Chemical cleaning may be
considered if a test patch does not have a
negative effect on the historic fabric (test
patch should be reviewed by City preserva-
tion department).
› Do not use harsh cleaning methods, which
can inhibit the function and/or appearance
of the historic material, (such as sand-
blasting, which can damage its protective
coating).
For More Information
See web link to Preservation Brief
1: Assessing Cleaning and Water-
Repellent Treatments for Historic
Masonry Buildings
http://www.nps.gov/tps/how-
to-preserve/briefs/1-cleaning-
water-repellent.htm
See web link to Preservation Brief
2: Repointing Mortar Joints in His-
toric Masonry Buildings
http://www.nps.gov/tps/how-
to-preserve/briefs/2-repoint-
mortar-joints.htm
Figure 67: Re-point mortar joints where there
is evidence of deterioration. This shall match
the historic design.
Figure 68: Do not use harsh cleaning methods,
such as sandblasting, which can damage
historic materials.
Alternative Window Material
If it is not possible to match the
historic design and materials of
a window, then an alternative
design may be appropriate in the
following locations:
› On a non-primary façade,
accessory building or
addition
› On a primary façade if no
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 39
For More Information
See web link to Preservation Brief 16: The Use of
Substitute Materials on Historic Building Exteriors.
http://www.nps.gov/tps/how-to-preserve/
briefs/16-substitute-materials.htm
3.8 Repair historic building materials
when needed.
› Repair deteriorated building materials by
patching, piecing-in, consolidating, or other-
wise reinforcing the material.
› Replace only those materials that are
deteriorated, and beyond reasonable repair.
3.9 Replace historic building materials
in kind.
› Use the same material as the historic mate-
rial to replace damaged building materials.
› Also use historic materials to replace
damaged building materials on a non-primary
façade.
› Replace only the amount of material that is
beyond repair.
› Use only replacement materials that are
similar in scale, finish and character to the
historic material.
› Use only replacement materials with proven
durability.
› Do not replace building materials, such as
masonry and wood siding, with alternative or
imitation materials, unless no other option is
available.
3.10 Preser ve the visibility of historic
materials.
› Consider removing later covering materials
that have not achieved historic significance.
› Once a non-historic material is removed,
repair the historic, underlying material.
› Do not cover or obscure historic building
materials.
› Do not add another layer of new material if a
property already has a non-historic building
material covering the historic material.
Figure 69: Consider removing later
covering materials that have not achieved
historic significance.
Figure 70: When necessary, upgrade
existing materials, using recognized pres-
ervation methods.
Figure 71: Patch, piece-in, splice, consoli-
date or otherwise upgrade deteriorated
features using recognized preservation
methods.
40Resources Historic
WINDOWS
Historic windows help convey the significance
of historic structures, and should be preserved.
They can be repaired by re-glazing and patching
and splicing elements such as muntins, the frame,
sill and casing. Repair and weatherization also is
often more energy efficient, and less expensive,
than replacement. If a historic window cannot be
repaired, a new replacement window should be in
character with the historic building.
3.11 Maintain and repair historic
windows.
› Preserve historic window features including
the frame, sash, muntins, mullions, glazing,
sills, heads, jambs, moldings, operation and
groupings of windows.
› Repair and maintain windows regularly,
including trim, glazing putty and glass panes.
› Repair, rather than replace, frames and
sashes.
› Restore altered window openings to their
historic configuration.
Figure 72: Repair and weatheriza-
tion is often more energy efficient,
Figure 73: Preserve historic window
features including the frame, sash,
muntins, mullions, moldings, glazing,
sills, heads, jambs, and groupings.
Figure 74: Historic windows help
convey the significance of historic
structures, and should be preserved.
Figure 75: Restore altered window
openings to their historic configura-
tion.
Figure 76: The windows and siding
have both been inappropriately
replaced with vinyl.
Figure 77: Repair and maintain
windows regularly. Continuous
maintenance such as a reapplication
of paint may have avoided the rot in
this window.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 41
3.12 Replace a historic window with a
matching design i f r e p a i r i s not
possible.
› Replace with the same material.
› Match the appearance of the historic
window design (i.e., if the historic is double-
hung, use a double-hung replacement
window).
› Maintain the historic size, shape and number
of panes.
› Match the profile of the sash, muntin and
its components to the historic window,
including the depth of the sash, which may
step back to the plane of the glass in several
increments.
› Use clear window glazing that conveys the
visual appearance of historic glazing (trans-
parent low-e glass is preferred).
› The use of vinyl and unfinished metals as
window replacement materials is inappropri-
ate.
› The use of metallic or reflective window
glazing is inappropriate.
› To reduce a historic opening to accom-
modate a smaller window or increase it to
accommodate a larger window is inappropri-
ate.
For More Information
See web link to Preservation Brief 9: The Repair
of Historic Wooden Windows
http://www.nps.gov/tps/how-to-preserve/
briefs/9-wooden-windows.htm
See web link to Preservation Brief 13: The Repair
and Thermal Upgrading of Historic Steel Windows
http://www.nps.gov/tps/how-to-preserve/
briefs/13-steel-windows.htm
See web link to window retrofit article from
the National Trust for Historic Preservation web
site
http://www.preservationnation.org/who-we-
are/press-center/press-releases/2012/new-
windows-study.html
Web link to window treatments National
Park Service Tech Notes. Scroll down page to
window to secure links
http://www.nps.gov/tps/how-to-preserve/
tech-notes.htm
Figure 78: Double-hung window
Upper Sash
Glazing
Muntin
Lower
Sash
Sill
Trim
Figure 79: Preserve the size and proportion of a historic window
opening.
1x
42Resources Historic
3.13 Use special care when replacing a
window on a primary façade.
› Give special attention to matching the
historic design and materials of windows
located on the primary or secondary façade.
3.14 Design a storm window to minimize
its visual impacts.
› If a window did not historically have a storm
window, place a new storm window inter-
nally to avoid exterior visual impacts.
› Use storm windows designed to match the
historic window frame if placed externally.
› Place a storm window internally to avoid
the impact upon external appearance.
› Use insect screens with painted wooden
frames where wood windows exist.
3.15 Restore a historic window opening
that has been altered.
› Restore a historic window opening that
previously existed.
› Place a new window to fit within the historic
opening.
Figure 80: Use storm windows designed
to match the historic window frame if
placed externally.
Figure 81: Place storm windows
internally to avoid exterior visual im-
pacts (right). Use storm window inserts
designed to match the historic frame if
placed externally (left).
Figure 82: The storm windows match
the opening; however, it would be more
appropriate if the frames matched the
historic window sash similar to the image
shown above.
Figure 83: The storm windows match
the opening; however, it would be more
appropriate if they were wood frames to
match the original material.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 43
3.16 When necessary, locate and design
a new window opening to preserve
the overall rhythm and arrangement
of windows on a secondary building
wall.
› Locate a new window opening to match the
general arrangement of historic windows in a
building wall.
› Design a new window opening to match
historic window proportions on the same
façade.
3.17 Enhance the energy efficiency of
historic windows and doors.
› Make the best use of historic windows;
keep them in good repair and seal all the
leaks.
› Maintain the glazing compound regularly.
Remove old putty with care.
Figure 84: Design a new window opening to match historic window proportions on the same façade. The im-
age above illustrates the historic building. The image below shows an appropriate location for a new window in
the historic building and an appropriate addition.
Historic building
Historic building with new window and addition
44Resources Historic
DOORS AND ENTRIES
The design, materials and location of historic
doors and entries help establish the significance
of a historic structure and should be preserved.
When a new door is needed, it should be in char-
acter with the building.
3.18 Maintain a historic primary
entrance.
› Preserve historic and decorative features,
including door frames, sills, heads, jambs,
moldings, detailing, transoms and flanking
sidelights.
› Do not alter the historic size and shape of a
historic door opening.
› Do not change the historic locations of door
openings on primary façades.
› Do not add a new door opening on a
primary façade.
3.19 Repair or replace a damaged door
to maintain its general historic
appearance.
› Use materials that are similar to that of the
historic door.
› When replacing a historic door on a primary
façade, use a design that is similar to the
historic door.
› When replacing a historic door on a
non-primary façade, use a design that is in
character.
3.20 Locate and design a new door and
entry to preserve the historic
composition.
› Locate a new door to be consistent with the
historic architectural style of the structure.
› Design a new door or entry to match
historic door proportions.
Figure 85: When necessary, a
simple wood half glazed door
with paneling below is an ap-
propriate replacement door for
many of the modest historic
styles.
Figure 86: Simple wood
screen doors are appropriate
additions.
Figure 87: Simple wood
screen doors are appropriate
additions.
Figure 88: This three-pane
replacement door is not typical
for most of the historic styles
Figure 89: This simple door
design complements the
minimal traditional building
form.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 45
PORCHES
Preserve a porch in its original condition and form.
A porch is one of the most important character-
defining features of a facade. A porch provides
visual interest to a building and shelter from the
elements. It also defines building scale and estab-
lishes social hierarchy of space from the street to
the house interior.
3.21 Preserve an original porch or stoop.
› Preserve the existing height, location, shape,
details and posts of the porch.
› Do not remove an original porch from a
building.
› Avoid enclosing a historic porch, particularly
on a highly-visible façade.
3.22 If necessary , repair or replace
damaged porch features.
› Replace missing features and repair damaged
features to match existing historic features.
› Maintain the overall composition when
replacing porch features (i.e., when replacing
balusters, match the original proportions and
spacing).
3.23 When porch replacement is
n e c e s s a r y , i t s h a l l b e s i m i l a r
in character, design, scale and
materials to those seen traditionally.
› Design a replacement porch or stoop to be
appropriate to relate to the overall scale of
the primary structure.
Figure 90: Typical porch features.
Balustrade Bottom Rail
Newel Post
Pilaster Post/
Column
Skirting
Top Rail
Brackets
Decking
Eave
Base Post
Balustrade Bottom Rail
Newel Post
Pilaster Post/
Column
Skirting
Top Rail
Brackets
Decking
Eave
Base Post
Stringer
Figure 91: Consider providing
a smaller historic railing above
a shorter historic railing when
a greater overall railing height
is required by code.
Figure 92: Preserve a porch in its
original condition and form. A porch is
46Resources Historic
Figure 98: Existing Altered Condition: A vernacular style
house with the original porch enclosed.
Figure 99: Preferred Approach, when historic docu-
mentation is available: A Craftsman style house with
a replacement porch designed similar to that seen
historically.
Figure 100: Acceptable Approach, when historic docu-
mentation is not available: A Craftsman style house with
a simplified interpretation of a traditional porch design.
Figure 95: Existing Altered Condition: A vernacular style
house with the original porch removed.
Figure 96: Preferred Approach, when historic documen-
tation is available: A vernacular style house with a re-
placement porch designed similar to that seen historically.
Figure 97: Acceptable Approach, when historic docu-
mentation is not available: A vernacular style house with
a simplified interpretation of a traditional porch design.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 47
HISTORIC ROOFS
Many roofs in the Old Town Neighborhood are hip
and gable roofs. These provide a visual continuity
created by a pattern of similar roof forms along a
block. The form, size, shape, pitch and materials of a
historic roof help define the character of the building
as it is perceived from the public way and should be
preserved.
3.24 Preserve the form, materials and
features of an original historic roof.
› Maintain the perceived line and orientation
of the roof as seen from the street.
› Maintain roof overhangs because they
contribute to the perception of the building’s
historic scale.
› Preserve functional and decorative roof
features, including original dormers, chim-
neys, and eaves, especially when they are
character-defining features of the structure.
› Avoid altering the angle of a historic roof.
› Do not cut back exposed roof rafters and
soffits.
Figure 101: Gable roof with splayed
edge. The porch wall has been inappro-
priately altered.
Figure 102: Gable roof with dormers. Figure 103: Hip roof with gable front
and side accents and inappropriate front
picture window replacement.
Figure 104: Hip roof with inappropri-
ately enclosed front porch.
Figure 105: Hip roof with boxed eave
and brackets tops the primary form, and
a hip roof tops the porch.
Figure 106: Gable roof with shallow eave
over the primary form and a splayed
gable roof form tops the one-story pro-
jecting entry feature.
Figure 107: Hip roof with gable front and
side accents, also shallow hip roof over
porch.
Figure 108: Shallow gable roof with gable
roof over porch stoop.
Figure 109: Steeply sloped splayed hip
roofs over primary building form and
dormers.
48Resources Historic
EXPOSED HISTORIC FOUNDATIONS
A historic building foundation contributes to the
character of a historic structure and should be
preserved.
Altering or replacing historic foundation walls is
discouraged. However, it may be necessary to
replace historic foundation walls with compatible
new materials where the historic foundation is
deteriorated beyond repair.
3.27 Maintain and repair a historic
foundation.
› Re-point historic masonry foundations to
match the historic design.
› Design landscaping and other site features to
keep water from collecting near the founda-
tion.
› Do not cover a historic foundation with
newer siding material.
› Do not install windows, window wells or an
access door on the front façade of a historic
foundation.
3.28 Replace a foundation wall using new
material that is similar in character
to the historic foundation.
› For example, if a stone foundation must be
replaced, a material that conveys the scale
and texture of the historic fabric may be
considered.
› Use materials and details that resemble
those used in foundations on similar nearby
historic properties.
3.25 Repair original roof materials and
features, and replace only when
necessary.
› Check roof flashing for open seams and look
for breaks or holes in the roof surface.
› Retain and repair roof detailing, including
gutters and downspouts.
› If replacement is necessary, use materials
similar in color and texture to the original.
Low profile asphalt shingles, for example, are
appropriate replacements for wood shingles.
3.26 Minimize the visual impacts of
rooftop alterations.
› Do not visually overwhelm the original
roof, particularly street-facing elevations, by
altering the rooftop.
› Do not remove or alter sizes of historic
dormers on street-facing elevations.
› Do not install a dormer or skylight on a
front-facing roof plane.
› Do not install a bubble skylight, or other
form that does not have a low profile.
Figure 110: Do not install a dormer or skylight on a front-facing
roof plane.
Figure 111: Maintain and repair a historic foundation.
Figure 112: Re-point historic masonry foundations to match the
historic design.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 49
Maintenance Tips:
› Look for breaks or holes in the roof
surface and check the flashing for open
seams.
› Watch for vegetation, such as moss and
grass, which indicates accumulated dirt
and retained moisture.
› Patch and replace areas with damaged
roof material (often, repairing a roof can
be much less expensive than complete
replacement).
PAINT
Historically, most wood surfaces on the exterior
of a building were painted to protect them from
weathering. Stucco structures also were some-
times painted.
3.29 Plan repainting carefully.
› Seek professional advice and properly
prepare surfaces before painting.
› Do not paint unpainted masonry.
› Do not use destructive paint removal
methods such as various torches, sandblast-
ing or water blasting which can irreversibly
damage historic materials.
COLOR
Choosing the right combination of colors for a
historic rehabilitation project can unify building
elements with the façade and highlight important
architectural detailing. Paint color selection should
be appropriate to the architectural style and
complement the building and its surroundings. Us-
ing the historic color scheme is an option, but new
schemes that are compatible are also permitted.
3.30 Retain historic colors.
› Retain the historic or early color and texture
of masonry surfaces.
3.31 Use a color scheme that is compatible
with the historic character of the
structure.
› Repaint with colors that relate to the period
of historic significance of the building.
› Use color schemes that are simple in charac-
ter (generally one to three accent colors for
trim elements).
Figure 113: When designing a color
scheme, consider the entire composition:
The back plane of the main facade is a
major surface for which a scheme should
be devised. A color scheme for the front
plane, composed of a porch in this case,
should also be designed.
Figure 114: Apply a base color to the
main plane of the facade (A). Apply a
primary trim color to window and door
frames, and edge boards (B).
B
Figure 115: Apply a color to the front
porch plane of the facade; if a solid
porch wall is provided instead of balus-
50Resources Historic
ACCESSORY BUILDINGS AND CARRIAGE
HOUSES
The Old Town Neighborhood has alleys that
provide automobile and service access to many of
the residential properties. As a result, most ac-
cessory buildings and carriage houses are located
to the rear of the property, along the alley. While
buildings in the rear generally have little impact on
the character of the street, they do contribute to
the character of the alley context and should be
preserved.
3.32 Preserve original accessory buildings
and carriage houses when feasible.
› Keep historic accessory buildings and
carriage houses in good repair, similar to the
primary building on the lot.
› Avoid removing a historically-significant
accessory building or carriage house.
› When additional space is needed, consider
constructing a modest addition, or adding
another accessory building or carriage house
(when allowed by code), rather than remov-
ing the historic one.
› Preserve character-defining features of a
historic accessory building and carriage
house.
EXISTING ADDITIONS
Some existing additions may have become his-
torically significant in their own right. Unless the
building is being accurately restored to an earlier
period of significance, additions that have taken on
significance should be preserved. However, more
recent additions may detract from the character
of the building and could be considered for modi-
fication or removal.
3.33 Preserve an older addition that has
achieved historic significance in its
own right .
› Respect character-defining building features
of a historically-significant addition.
› Do not demolish a historically-significant
addition.
3.34 Consider removing an addition that
is not historically significant.
› Ensure that the historic fabric of the primary
structure is not damaged when removing
these features.
Figure 116: Accessory buildings have
little impact on the character of the
street; however, they do contribute to the
character of the alley context and should
be preserved.
Figure 117: This one-and-a-half-story
carriage house is oriented with the roof
plane parallel to the alley. This building
has been appropriately preserved.
Figure 118: Keep historic accessory build-
ings and carriage houses in good repair,
similar to the primary building on the lot.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 51
Planning for Energy Efficiency
PLANNING FOR ENERGY EFFICIENCY
These standards address maintaining and improv-
ing resource and energy efficiency in a historic
building, as well as methods for approaching en-
ergy conservation and generation technologies.
The standards in this section apply to projects
involving historic buildings. Other sustainability
standards throughout this document will also ap-
ply.
Objectives for historic preservation and commu-
nity sustainability are often in alignment. Follow
these basic steps when considering a rehabilitation
project for energy efficiency:
Step 1: Establish Project Goals.
Develop an overall strategy and project goals for
energy efficiency to maximize the effectiveness of
a project. This will establish a broad view that can
help place individual actions into context. Focus
on minimizing use of resources and energy, mini-
mizing negative environmental impacts, and retain-
ing the historic integrity of a property. Strategies
should maximize the inherent value of the historic
resource prior to considering alterations or ret-
rofitting with new energy generation technology.
Step 2: Maintain Building Components in
Sound Condition.
Maintaining existing building fabric reduces nega-
tive environmental impacts. Re-using a building
preserves the energy and resources invested in its
construction, and removes the need for producing
new construction materials.
Step 3: Maximize Inherent Sustainable
Qualities.
Typically, historic buildings in the Old Town
Neighborhood were built with resources and
energy efficiency in mind. Construction methods
focused on durability and maintenance, resulting
in individual building features that can be repaired
if damaged, thus minimizing the use of materials
throughout the building’s life cycle.
Buildings were also built to respond to local
climate conditions, integrating passive and active
strategies for year-round interior climate control,
which increase energy efficiency. Passive strategies
include building features such as roof overhangs
and windows to provide both natural day lighting
as well as management of solar heat gain. Active
strategies typically include operable building fea-
tures such as double-hung windows.
Identify a building’s inherent sustainable features
and operating systems and maintain them in good
operating condition. In some cases these features
may be covered, damaged or missing; repair or
restore them where necessary.
Step 4: Enhance Building Performance.
A historic building’s inherent energy efficiency
should be augmented using techniques which
improve energy efficiency without negatively
52Resources Historic
A
B
C
E D
F
G
Attic & Walls
› Insulate internally
Awnings & Porches
› Restore porches and awnings
Doors
› Maintain original doors
› Weatherstrip
› Install a storm door
A
B
C
Roof Material
› Retain & repair
Solar Panels
› Set back from primary facade
to minimize visibility from
street
Chimney
› Install draft stopper
D
E
F
Windows
› Repair & retain original or
early windows
› Retain original glass
› Enhance thermal & acoustic
efficiency with storm win-
dows (preferably interior)
› Weatherstrip
G
Figure 119: This diagram summarizes a general strategy for energy conservation on a traditional residential building. These measures can en-
hance energy efficiency while retaining the integrity of the historic structure.
: Quick simple fixes that will increase the energy efficiency of a historic building.
Historic Residential Building Energy Efficiency Strategy
A
B
C
E D
F
G
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 53
ENHANCING ENERGY PERFORMANCE
Improvements to enhance energy efficiency should
complement the historic building. The structure,
form and materials should be sensitively improved
in energy efficiency terms to preserve the build-
ing’s character.
3.35 Use noninvasive strategies
when applying weatherization
improvements.
› Use cost-effective weather-stripping, insula-
tion and storm windows to improve energy
efficiency while preserving historic character.
› Install additional insulation in an attic,
basement or crawl space as a simple method
to make a significant difference in a building’s
energy efficiency.
› Provide sufficient ventilation to prevent
moisture build-up in the wall cavity.
› Install weatherization strategies in a way that
does not alter or damage significant materi-
als and their finishes.
› Use materials which are environmentally
friendly and that will not interact negatively
with historic building materials.
› Maintain historic windows; keep them in
good repair and seal all leaks.
› Use operable systems such as storm
windows, insulated coverings, curtains and
awnings to enhance performance of historic
windows.
MAINTAINING ENERGY EFFICIENCY
The historic sustainable building features and
systems of a historic building shall be maintained
in good operating condition.
3.36 Preserve the inherent energy
efficient features of the historic
building in operable condition.
› Identify a building’s inherent sustainable
features and operating systems and maintain
them in good condition.
Figure 120: Consider using a
storm window to enhance the
energy efficiency of an exist-
ing historic window, rather
than replacing it.
Figure 121: Double-hung win-
dows found in many historic
structures allow for transfer-
ring cool air in and warm
air out during the summer
months.
54Resources Historic
Energy Audit
To inform an energy efficiency project strat-
egy, conduct an energy audit. Energy audits
can give a comprehensive view of how energy
is currently managed, in the daily and seasonal
cycles of use, and can also provide perspective
on the payback of investment for potential
work on the building. For example, an energy
audit, when examined based on an overall
strategy, may demonstrate that priorities shall
be on increasing insulation in walls, ceilings and
foundations, rather than replacing windows.
USING ENERGY GENERATING
TECHNOLOGIES
Integrate modern energy technology into a histor-
ic structure while maintaining its historic integrity.
Use of energy-generating technologies should be
the final option considered in an efficiency reha-
bilitation project. Utilize strategies to reduce en-
ergy consumption prior to undertaking an energy
generation project. Consider the overall project
goals and energy strategies when determining if a
specific technology is right for the project.
As new technologies are tried and tested, it is
important that they leave no permanent negative
impacts to historic structures. The reversibility
(returning the building fabric to its historic condi-
tion) of their application is an important consid-
eration.
3.37 Locate energy-generating
technology to minimize impacts to
the historic character of the site
and structure.
› Locate technology where it will not damage,
obscure or cause removal of significant
features or materials.
› Maintain the historic character of the
building.
› Install technology in such a way that it can be
readily removed and the historic character
easily restored.
› Use materials which are environmentally
friendly and that will not interact negatively
with historic building materials.
Figure 122: Install collectors on an addition or accessory building.
3.38 Install solar collectors to minimize
potential adverse effects on the
character of a historic property.
› Place collectors to avoid obscuring significant
features or adversely affecting the perception
of the overall character of the property.
› Size collector arrays to remain subordinate
to the historic structure.
› Install collectors on an addition or accessory
building.
› Minimize visual impacts by locating collectors
back from the front façade on the primary
building.
› Ensure that exposed hardware, frames and
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 55
Locating Solar Panels on Historic Buildings
Existing Building
» Gable facing street, side is south
facing
Preferred Location When should I use this
approach?
» Panels are set back from the
front facade.
» Panels are flush with the roof.
» The building is highly significant.
» The context has many intact his-
toric buildings.
» The roof is highly visible.
Acceptable Location When should I use this
approach?
» Panels are set back from the
eave, but closer to the front
facade.
» Panels are flush with the roof.
» The building is a contributor to a
district.
» Site constraints restrict solar
access.
» The roof is not highly visible.
56Resources Historic
SITE DESIGN
4
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 59
Site Design: Design Guidelines for New Construction
BUILDING LOCATION
It is important to site and orient new residential
construction to be compatible with historic devel-
opment patterns. This will retain the character of
the neighborhood.
4.1 Locate a new building to f it within
the established setback (front and
side) and yard patterns seen in the
neighborhood.
› Locate a structure to maintain the side yard
spacing pattern on the block as seen from
the street.
› Where front yard setbacks are uniform,
place a new structure in alignment with its
neighbors.
› Where front yard setbacks for historic
buildings vary, place a new structure within
the established range of front yard setbacks
on the block.
4.2 Preserve the traditional orientation
of buildings along the street.
› Orient a new building front to face the
street.
Figure 123: Locate a new building to fit within the established setback (front
and side) and yard patterns seen in the neighborhood. The sketch above shows
appropriate placement, while the one below is placed inappropriately.
Figure 124: A variety of spacing occurs between
buildings throughout the neighborhood. Locate
a structure to maintain the side yard spacing
pattern on the block as seen from the street.
Figure 125: The historic neighborhood context
is apparent in this image. Note the alignment
and progression of the sidewalk, walkways,
front yards and porches that appear along the
street.
60Design Site
PARKING
In order to enhance the pedestrian-orientation
of the neighborhood, the visual impacts of cars
should be minimized. On-site parking should be
subordinate to other uses and the front yard
should not appear to be a “parking lot.”
4.3 Parking areas should not be visually
obtrusive.
› Parking areas should be located to the rear
of the property, when physical conditions
permit.
› Parking should not be located in the front
yard except in the driveway, if it exists.
› The front of a garage should be set back a
minimum of ten feet from the primary front
of a building.
VEHICULAR ACCESS
Traditionally, most parking was accessed from alleys
in the neighborhood. As a result, many blocks have
very few curb cuts. This approach is preferred. In
more recent subdivisions, however, access is some-
times provided from the street. In all cases, the
visual impacts of driveways and curb cuts should be
minimized.
4.4 Minimizing the visual impacts of curb
cuts is encouraged.
› If allowed through other city regulations, only
one curb cut should be provided on a lot.
› The width of a curb cut should be from 10 to
12 feet on a historic lot when accessed from
the street.
4.5 Minimizing the visual appearance of
driveways and other paved surfaces
is encouraged.
› Provide auto access from an alley when physical
conditions permit.
› Use a single lane driveway when physical
conditions permit.
› Locating a driveway to the side is also accept-
able.
Figure 126: Parking areas should be located to the rear of
the property, when physical conditions permit.
Alley
Alley
Street
Street
Figure 127: Minimizing the visual appearance of driveways and
other paved surfaces is encouraged. When access to the alley
isn’t available, consider a small drive to the side of the house.
Figure 128: Traditionally, most parking was accessed from alleys
in the neighborhood; however, Character Area 6 reflects a
development pattern where much of the parking access is off of
the street leading to an attached garage.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 61
LANDSCAPE AND SITE FEATURES
Site features and landscapes are an important part
of the Old Town Neighborhood. Proper treat-
ment of these features helps retain the unique
qualities that make the neighborhood special and
assists with the preservation and interpretation
of historic buildings. It is important to preserve
historic site features that support the character-
defining features of historic properties and districts
and to ensure that new site features maintain and
enhance historic character. It is also important to
maintain a strong relationship between buildings
and the street through sensitive site design.
4.6 Retain and restore historic site and
landscape features.
› Preserve original landscape and features,
such as walkways, fences, site walls, street
trees, historic stairways and special plant-
ings or ornamental site features that are
character-defining features of the property.
› Retain original open space patterns at the
sides and rear of a structure, whenever
possible.
› Sites should reflect the traditional topog-
raphy on the block. Significant berms, fills
and/or low entry swales in the front are
inappropriate.
4.7 Preserve established trees
› Preserve established and specimen trees in
the front yard area.
4.8 Plan new site and landscape features
to respect the character-defining
features of the neighborhood.
› Landscape the street-facing portion of a
lot to be consistent with historic landscape
patterns on the street.
› When introducing a new site feature, such
as a stairway, fence or retaining wall, respect
historical patterns in terms of placement,
proportions and design compatibility with
surrounding historic context.
› When designing a new sidewalk or path, use
colors, styles and finishes similar to those
seen in nearby historic sidewalks.
› Avoid introducing new site features that
convey a false sense of history, such as faux
historic street lights.
4.9 Maintain front yard landscape areas.
› Reserve most of the front yard as open
lawn, and/or designed xeriscape that uses
low-water plantings. Urban gardens are also
appropriate when they maintain the appear-
ance of a traditional landscaped front yard.
Figure 129: Preserve original
landscape and features.
Figure 130: It Landscape the
street-facing portion of a lot
to be consistent with historic
landscape patterns on the
62Design Site
ensure that the pickets face to the exterior
and the framing faces to the inside.
› Locate a rear yard fence along traditional
lot lines; however, smaller fenced in areas
are also appropriate for dogs runs, gardens,
chicken coops, etc.
4.12 Locate and design a new retaining
wall to minimize impacts on the
historic context.
› Use a low wall to help stabilize the yard
while maintaining most of the historic slope.
› Design a new retaining wall to minimize
visual impacts on the character-defining
features of the historic property and
context.
› Use materials that are common to the
historic context or that relate to the historic
property. For example, if a stone wall is a
part of the design tradition, the wall should
be stone, or stone-faced. CMU and railroad
ties are inappropriate in the front yard.
› Avoid using terraced retaining walls.
› Do not completely replace the slope with a
tall retaining wall.
4.10 Design a new front yard fence to
minimize impacts on the historic
context.
› Design a new front yard fence to be simple,
open and low.
› Use historic fence and wall materials present
in the surrounding historic context. Do not
use vinyl, chain link or other nontraditional
fence materials.
› Do not install opaque fencing along the
street. A fence should typically be at least
50% open.
4.11 Design a new rear yard fence that
is compatible with the surrounding
neighborhood.
› Locate a rear yard fence to have minimal
visibility from public view.
› Situate a rear or side yard fence back from
the front façade.
› Use a rear yard fence type and materials
traditionally found in the historic context,
such as simple iron, wood, or open picket
fence. When installing a wooden fence,
Figure 133: Use materials that are
common to the historic context or that
relate to the historic property.
Figure 134: Opaque fencing is
appropriate along the alley; however, it is
inappropriate along the street.
Figure 135: Use materials that are
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 63
URBAN GARDENS
Urban gardens are encouraged on traditional
family lots to promote sustainability. However,
the landscape plan should consider the traditional
context of the neighborhood. Front yards are
typically planted with larger/higher plant materials
located closer to the house, and often end in low
scale plant materials such as grass and/or ground
cover at the sidewalk edge.
4.13 Locate and design urban gardens
to complement traditional planting
patterns.
› Traditional front yard planting patterns are
encouraged.
› Large plant boxes should be located in the
rear of the yard.
› Frame front yard vegetable gardens with
flowering plants or low shrubs to buffer the
maturing plants over the season.
› Consider a permaculture environment when
planning a garden.
Figure 137: Locate and design urban gardens to complement traditional planting patterns.
64Design Site
SERVICE AREAS
Service areas include locations for trash contain-
ers, transformers, electrical equipment, and
other mechanical equipment that may require an
exterior facility. In all cases, these features should
remain visually unobtrusive from the street.
4.14 Minimizing the unpleasant visual
appearance of service areas is
encouraged.
› Locating dumpsters and other service equip-
ment to the rear of the lot, when physical
conditions permit, is encouraged.
› Service areas should be screened from the
street with fences, walls, and plantings, or a
combination of these elements.
Figure 138: Service areas should be screened from the street
with fences, walls, and plantings, or a combination of these
elements.
BUILDING DESIGN
5
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 67
General Design Guidelines for New Construction
DESIGNING IN CONTEXT
The Old Town Neighborhood is not frozen in time.
It continues to evolve while maintaining its essen-
tial historic character. A new building in a historic
context should be compatible with the surround-
ing historic fabric, but also express its true age. A
key objective is to retain the overall character of
the neighborhood while accommodating creative,
yet compatible, new buildings. It is important to
understand how new construction will affect the
ability to perceive the historic sense of time and
place. Ideally, a new building will contribute to an
understanding of the area, or at least incorporate
a neutral design that has little impact.
Relationship to Zoning
The Fort Collins Land Use Code sets forth the funda-
mental requirements that apply to new construction
throughout the city. New construction projects must
also meet base standards for the applicable district. For
the Old Town Neighborhood this includes the N-C-L
and N-C-M districts. Design standards that apply
include: minimum setbacks, maximum height, maxi-
mum floor area, maximum height and articulation, for
example.
Overall Compatibility
Considerations
To achieve compatibility, a new build-
ing should:
» Relate to the character-defining
features of the neighborhood,
including setback and open space
patterns, mass and form, entries
and porches, materials and other
features.
» Relate to features in the surround-
ing historic context and on adjacent
properties, including setbacks,
foundation, porch and window
heights, the proportions of win-
dows and architectural features, as
well as roof forms.
» Express its true age, rather than
directly imitating a historic style, or
using faux historic treatments, to
avoid confusing historic interpreta-
tion of the context.
Figure 139: Design a building to be compatible with the context of the Old Town Neighborhood. Consider how the building will convey similar design attributes of a
historic building and appear in scale, while expressing its true age.
Surrounding
Context/
Block
Adjacent
Properties
acent
perties
Historic Neighborhood (Example)
68Design Building
Balancing the Design Variables with the Surrounding
Historic Context
The design guidelines promote use of similar forms, materials and details
to those used historically. However, this does not mean that total unifor-
mity with the historic context is the objective. Rather, compatibility is
achieved when a new building has a sufficient number of design variables
which are similar in execution (but not necessarily identical) to typical
design variables in the surrounding historic context. For example:
A new building with a form, height, roof, windows, materials
and details that are identical to buildings in the surrounding his-
toric context may be difficult to differentiate from its historic
neighbors, and thus confuse the history of the neighborhood.
A new building with a form, height, roof and windows, or place-
ment on the lot/setbacks, that are different from buildings in
the surrounding historic context will contrast too much and
impede interpretation of the historic context.
A new building with a similar form, height and roof, but that
incorporates new (but similarly-proportioned and located)
window designs and contemporary materials is more likely to
achieve a successful balance between relating to design vari-
ables in the surrounding historic context and expressing its
true age with simplified or contemporary features.
There are many other combinations of these variables that may be used
to accommodate new, creative designs while also achieving compatibility
with the historic context.
BUILDING DESIGN
Design a building to be compatible with the context
of the Old Town Neighborhood. Consider how
the building will convey similar design attributes
of a historic building and appear in scale, while
expressing its true age.
5.1 Design a new building to be
recognized as current construction,
while respecting key features of the
historic neighborhood as well as the
surrounding block.
› Use a simplified interpretation of historic
designs found in the neighborhood, or use a
contemporary design that is compatible with
historic siting, massing, and forms found in the
neighborhood. At a minimum, an acceptable
design should be neutral and not detract from
the historic context.
› Include features that relate to the surround-
ing block, such as front porches.
› Use contemporary details, such as window
moldings and door surrounds, to create
interest and convey the period in which the
structure was built.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 69
Figure 140: Design a building to be
compatible with the context. A gable roof
form and front porch are appropriate
features; however, the porch should be
raised similar to others in the context.
Figure 141: Design a building to be
compatible with the context. A hip roof,
simple building form and raised porch are
appropriate features on this building.
Figure 142: Design a building to be
compatible with the context. Providing a
gable roof and one-story elements that
step down to the street are appropriate
features on this building.
Figure 143: This building is not compat-
ible with the Old Town Neighborhood. It
is too large and too wide. The building
does not employ any articulation with the
exception of the porch which is not in
proportion with historic porches.
Figure 144: Design a building to be com-
patible with the context of the Old Town
Neighborhood. Consider how the building
will convey similar design attributes of
a historic building and appear in scale,
while expressing its true age.
Figure 145: This building is not compat-
ible with the Old Town Neighborhood
context. The flat roof is inappropriate,
however, the scale would be appropriate
in several contexts.
Figure 146: This two-story building is
compatible in several contexts. It has a
similar roof form, window pattern and
porch proportion to historic buildings in
the neighborhood.
Figure 147: This building is not compat-
ible with the Old Town Neighborhood. Its
windows and entry features are out of
proportion with others in the context. It
is also too wide.
70Design Building
BUILDING MASS AND SCALE
Each historic residential building exhibits distinct
characteristics of mass, height and a degree of wall
articulation that contributes to its sense of scale.
As groupings, these buildings establish a definitive
sense of scale. A new building or addition shall
express these traditions of mass and scale, and it
shall be compatible in height, mass and scale with
its context.
5.2 Design a new residential building to
incorporate heights and proportions
that reference those on historic
buildings in the surrounding context.
› Design a new building to be within the range
of historic heights in the surrounding context.
› Locate and proportion building features to
reference similar features on historic build-
ings. For example, match window heights,
door height, porch height, foundation height,
floor-to-floor heights, and other vertical pro-
portions to those on nearby historic buildings.
› Design a new façade to respect the propor-
tions of height to width in the surrounding
historic context.
One-and-a-half story building steps down to one
story
The massing of this new infill building is compatible with
the existing context. It reflects similar form, height, wall
lengths and massing as historic buildings in the context.
Note the simple primary and secondary volumes; the sec-
ondary volume appropriately steps down to the back yard.
Two-story building steps down to one-and-a-half
story
The massing of this new infill building is compatible with
the existing one and two story context. It reflects similar
form, height, wall lengths and massing as historic buildings
in the context.
Note the simple primary and secondary volumes; the sec-
ondary volume appropriately steps down to the back yard.
One-and-a-half story building steps up to two-story
The massing of this new infill building is compatible with
the existing context. It reflects similar form, height, wall
lengths and massing as historic buildings in the context.
Note this building form is comprised of a central primary
mass with secondary volumes stepping down to the street
and back yard. This is an appropriate form for many one
and two story contexts.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 71
5.3 Use residential building forms
that are compatible with the mass
and scale of surrounding historic
buildings.
› Use simple building and roof forms that ap-
pear similar to historic buildings in the sur-
rounding context.
› Avoid “busy and complex” building forms.
› Subdivide the mass of a larger building into
a simple primary volume with additional sec-
ondary volumes, similar to historic buildings
in the surrounding context.
› For buildings with more than two units, de-
fine individual units in modules that express
typical historic dimensions.
› Avoid using boxy building forms when they
are not typical of the surrounding historic
context.
Figure 148: Avoid using boxy building
forms when they are not typical of the
surrounding historic context..
Figure 149: Use simple building and
roof forms that appear similar to historic
buildings in the surrounding context. This
form is appropriate in a majority of the
contexts.
Figure 150: Subdivide the mass of a
larger building into a simple primary
volume with additional secondary vol-
umes, similar to historic buildings in the
surrounding context.
Figure 151: Use façade articulation tech-
niques to help a building fit within the
scale of the surrounding historic context.
Figure 152: Use façade articulation tech-
niques to help a building fit within the
scale of the surrounding historic context.
Figure 153: Avoid “busy and complex”
building forms.
72Design Building
BUILDING ARTICULATION
Providing articulation in the building mass will
minimize impacts on the neighborhood context
and neighboring buildings. For example, creating
offsets in long walls and stepping down height on
all building facades are good design choices.
5.4 Use façade articulation techniques
to help a building fit within the scale
of the surrounding historic context.
› Use vertical and horizontal wall offsets
(changes in the wall plane) to reduce the
overall scale of a building as viewed from the
street.
› Use vertical and horizontal wall offsets to re-
duce the visual impact of long side wall areas
on neighboring properties and the street.
Figure 154: Use façade articulation techniques
to help a building fit within the scale of the
surrounding historic context. This contemporary
building applies appropriate vertical and hori-
zontal articulation techniques along the front
and side wall planes.
Figure 155: Use façade articulation techniques to help a building
fit within the scale of the surrounding historic context.
Figure 156: This building wall is inappropriate; it is too long and
does not have any wall offsets.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 73
One-and-a-half story building with vertical and
horizontal articulation
This new one-and-a-half story building reflects a similar
mass and scale to historic building forms located in the
neighborhood. To help break up the mass the wall plane
is offset and the height steps down to a one-story mass.
There is also some modest articulation at the dormer
that breaks up the roof plane.
One-and-a-half story building with vertical and
horizontal articulation
This new one-and-a-half story building reflects a similar
mass and scale to historic building forms located in the
neighborhood. To help break up the mass the wall plane
is offset and the height steps down at the midpoint of
the building mass.
Two-story with vertical and horizontal
articulation
This new two-story building reflects a similar mass and
scale to historic building forms located in the neighbor-
hood. To help break up the mass the wall plane is offset
and a one-and-a-half story building mass projects from
the front wall plane and a one-story mass projects from
the rear wall plane.
74Design Building
PORCHES AND ENTRY FEATURES
Entries, including porches and stoops, are impor-
tant character-defining features. When oriented
to the street, a front entry helps to establish a
connection with the neighborhood and a sense
of scale at the building front. An entry should
be designed to be in scale with the building and
compatible with the context.
5. 5 Use a front porch to provide a visual
and functional connection between
the building and the street.
› Use a front porch to define the entry.
› Orient a front porch towards the street and
sidewalk.
5.6 Design a porch to be compatible
with the historic context.
› Proportion a front porch and its key features
to be compatible in size, height and scale with
the building and surrounding historic context.
› Locate a front porch similar to those seen in
the neighboring context.
› Using materials and detailing similar to those
seen historically with some contemporary
interpretation is appropriate. Wood balus-
trades and porch posts were common on
many styles.
Figure 157: Character-defining
features of a historic porch in-
clude height alignment along the
street, balustrades and column to
roof proportions. The proportions
in this contemporary porch are
inappropriate for most contexts
with historic front porches since
the porch is too tall, the porch
floor is too close to grade and a
balustrade is not provided.
Figure 158: Use similar porch
components to those seen histori-
cally with some contemporary
interpretation.
Figure 159: Proportion a front
porch and its key features to be
compatible in size, height and
scale with the building and sur-
rounding historic context.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 75
Figure 160: Use a front porch to provide a
visual and functional connection between
the building and the street.
Figure 161: Use a front porch to define the
entry. This porch uses traditional detailing;
however, providing a contemporary balus-
trade would be more appropriate.
Figure 162: On a simple vernacular building
the addition of a trellis on a porch stoop is
appropriate.
Figure 163: This porch is not in proportion
with the historic context since the porch
columns are oversized.
Figure 164: Orient a front porch towards the
street and sidewalk.
Figure 165: The addition of a trellis on a
simple vernacular building at the porch
stoop is appropriate.
76Design Building
DOORS AND WINDOWS
Windows and doors are important character-
defining features of buildings in the Old Town
Neighborhood. They provide a sense of scale and
visual interest to the composition of a facade. They
should be designed to be compatible with the sur-
rounding context and their materials should be
durable.
5.7 Design windows, doors and other
features to be compatible with the
historic context.
› Incorporate windows, doors and other open-
ings at a ratio similar to those found on nearby
historic buildings, especially those with public
visibility.
› When using contemporary window patterns
and designs, ensure they respect the charac-
ter, alignments and proportions of windows in
the surrounding historic context.
› Use window and door widths, heights and
materials that are similar to doors on historic
buildings in the surrounding historic context.
› Use simplified configurations of historic doors
rather than replicating a historic door exactly.
› Use clear or near clear low-e glass in windows.
› Set back a window or door from the outside
wall plane so a reveal is evident, resulting in a
shadow line around the opening. The window
or door should not appear flush with the
outside wall plane.
Figure 166: Design windows,
doors and other features to be
compatible with the historic
context.
Figure 167: When using
contemporary window pat-
terns and designs, ensure
they respect the character,
alignments and proportions
of windows in the surrounding
historic context.
Figure 168: A window should
not appear flush with the
outside wall plane.
Figure 169: Use window and
door widths, heights and
materials that are similar to
doors on historic buildings
in the surrounding historic
context
Figure 170: Use durable
window materials.
5.8 Use durable window materials.
› Permitted window materials include metal
and wood frame.
› Inappropriate window materials include
synthetic materials that do not have a proven
durability, such as plastic snap-in muntins.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 77
Figure 171: Design windows, doors and other features to be compatible with the historic context. This can be achieved by using window and door sizes similar to
those found on historic buildings. The pattern of window and door styles shown here illustrate appropriate proportions.
78Design Building
MATERIALS
Historic primary building materials in the neigh-
borhood include masonry (mostly brick), wood
lap siding and board and batten siding. Metal and
asphalt are used as roofing materials. There is
also some use of stone, mostly at the foundation.
Today, these materials are key to the character of
the neighborhood.
New building material should reflect the range of
textures, modularity and finish of those employed
historically. They also should contribute to the vi-
sual continuity of the area. They should be durable
in their application.
5.9 Use building materials that appear
similar in scale, color, texture and/
or finish to those seen historically
in the context.
› Use materials that are proven to be durable in
the local climate. For example, all wood siding
should have a weather-protective finish.
› Use historic materials, including wood and
brick. Stucco may also be considered; how-
ever, it should be applied in a similar manner
as it was historically employing a similar
texture and finish.
› Use masonry with a modular dimension simi-
lar to typical masonry materials.
› Imitation or synthetic materials, such as
aluminium or vinyl siding, imitation brick or
stone and plastic are inappropriate.
New Historic
Addition Building
The wood lap siding material on the new
addition complements the masonry in
the following ways: it is a subordinate
material, the brick joints and siding
width are similar scale, and the use of
color is also complementary.
Figure 172: The combination
of brick and wood material is
appropriate; brick is typically
the base material and wood is
used as an accent.
Figure 173: Wood siding is an
appropriate material. Note
this addition uses a narrow
wood lap to differentiate it
from the existing building.
Figure 174: The combination
of stucco and wood mate-
rial is appropriate. In this
example stucco is the base
material with a wood accent
in the gable. The reverse is
also appropriate.
Figure 175: This combination
of horizontal and vertical
wood siding is an appropriate
application. Note how the
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 79
EAVES
Eaves are historic features of a historic roof.
Their design often varies with the building style;
however, they mostly have a generous overhang.
The overhang protects the wall material and also
assists in cooling the building in the summer. This
feature is important to the neighborhood context
and should be incorporated in the roof design.
5.10 Provide overhanging roof eaves that
appear similar in scale to those seen
historically in the context
› Boxed eaves, exposed and enclosed rafters
are appropriate eave configurations.
Figure 176: This eave is inappropriate since it
does not provide an overhang.
Figure 177: Provide overhanging roof eaves that
appear similar in scale to those seen historically
in the context.
Figure 178: An eave overhang protects the wall
material and also assists in cooling the building
in the summer.
Figure 179: Boxed eaves with generous over-
hangs are appropriate.
Summer
sun
Winter
Sun
80Design Building
General Design Guidelines for Additions to Historic Buildings
Impact Considerations for Additions
Impact considerations address the visual and physical impacts of the
addition on the integrity of the property, and one’s ability to perceive
its historic character, as well as that of its context.
Some impact-related factors to consider include:
» The impact on the historic building
• Is the addition visible?
• Does the addition remain visually subordinate to the historic
building?
• Is one’s ability to interpret the historic character retained?
(Especially in terms of perceiving the original mass, scale and
prominence of the property)
• Are alterations to key character-defining features avoided or
at least minimized?
• Is the structural integrity of the property retained, or even
improved?
» The impact on the abutting historic properties
• Is one’s ability to interpret the historic character of the
abutting properties retained? (Especially in terms of perceiving
their original mass, scale and relative prominence on the
street or from other public vantage points?)
» The impact on the block as a whole
• Are the rhythm and alignment of buildings and their key
features typical of the block retained?
• Is the perception of the scale of structures along the block
retained, as experienced at the street level?
• If the character of an alley wall is also a key feature, is its scale
also retained?
Design Variables for an Addition
Design variables include basic scale and proportion considerations that
relate to the compatibility of the addition with the primary building and
surrounding historic context.
Design variables to consider include:
» The height of the addition
Keeping floor heights in the range of those on the historic building,
or even lower, may help keep an addition visually subordinate to the
historic building.
» The degree of setback
Does the original primary façade (front) remain visually prominent? An
addition should be set back from the façade and other key walls that
contribute to the character of the property. The setback should be a
sufficient distance such that the historic building remains prominent.
» Simplicity of design
Is the design of the addition subordinate in character? The design should
be relatively simple in architectural character and detailing, such that
it does not call undue attention to itself. The historic building should
remain the prominent feature, when feasible.
This section provides guidelines for designing compatible additions to historic buildings. The General
Design Guidelines for New Construction on the previous pages also apply to new additions.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 81
ADDITIONS
For many properties, an addition to the rear or
side of the historic building is the best approach
to gain additional living area. A compatible ad-
dition maintains the general appearance of a
historic building especially from key public vantage
points, minimizes damage to the original building
by preserving character-defining features and
ensures the addition relates to the fundamental
characteristics of the block while also appearing
as new construction.
5.11 Locate an addition to be subordinate
to the original structure.
› Place an addition to the rear of the original
structure whenever possible.
› Design an addition to have minimal visual
impact to the existing structure.
› Consider a compatible side addition if a rear
addition is not possible.
5.12 Locate an addition to retain open
space patterns.
› Retain original open space at the sides and
rear of the structure.
› Avoid the excessive loss of existing open
space with a large addition.
60s Style Ranch and One-and-a-
Half Story Addition
This rear addition is taller than the
original building but is still clearly
differentiated with a connecting ele-
ment and complementary roof form
on the dormer to achieve an accept-
able level of compatibility with the
historic building and context.
60s Style Ranch and One-Story
Addition
This rear addition is similar in height
and form to that of the original build-
ing and is compatible with the his-
toric building and context.
60s Style Ranch and One-Story
Additions
These modest additions step down in
height to the side and rear yard, and
achieve an acceptable level of com-
patibility with the historic building
and context.
Classic Cottage with Small
Addition
This modest rear addition steps
down in height to that of the original
building, and achieves an exceptional
level of compatibility with the his-
toric building and context.
82Design Building
5.13 Design a n a ddition t o a h i s t o r i c
building to respect the character-
defining features of the surrounding
historic context, and the original
primary structure.
› Design an addition to be compatible with
the scale, massing and rhythm of the historic
building and context.
› Align porch eaves, roof lines and other fea-
tures with adjacent structures, when possible.
› Use materials that complement the color and
scale of the historic materials along the street.
› Design windows and doors to be compatible
with the primary structure and surrounding
historic context, particularly when visible
from public vantage points.
› Consider locating additional square footage
to the rear and below grade.
Classic Cottage and One-and-
a-Half Story Addition with
Accessory Building
This rear addition is taller than the
original building but is still clearly dif-
ferentiated with a connecting element
to achieve an acceptable level of com-
patibility with the historic building and
context.
L-Shaped Building and One-and-
a-Half Story Addition
This rear addition is similar in height
to that of the original building, but is
still clearly differentiated with a con-
necting element to achieve an accept-
able level of compatibility with the
historic building and context.
L-Shaped Building with Modest
Addition
This modest rear addition steps down
in height to that of the original build-
ing, and achieves an exceptional level
of compatibility with the historic
building and context.
Four Square and Two-Story
Addition plus Carriage House
This Carriage House addition is locat-
ed along the alley and achieves an
exceptional level of compatibility with
the historic building and context.
Figure 180: Consider locating additional square footage to the
rear and below grade as illustrated in this sketch.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 83
5.14 Design an addition to be recognized
as current construction.
› Do not design an addition to be an exact copy
of the existing style or imply an earlier period
or more ornate style than that of the original
structure.
› Differentiate an addition from the original
structure with an offset, change in material
and/or connector.
› Use simplified versions of building compo-
nents and details found in the surrounding
historic context. These may include:
• Window, moldings or other features
• Porches
Figure 181: This addition steps down from the historic building, is
a contemporary design, uses complementary materials and is a
subordinate mass.
Figure 182: Design an addition to be recognized as current
construction.
Figure 183: Differentiate an addition from the original structure
with an offset and change in material.
Figure 184: This building addition appears to be compatible with the existing build-
ing because of it scale and proportions. However, where the new addition begins is
difficult to identify. A new addition should be differentiated by a vertical or horizon-
tal offset and change in material.
Figure 185: Differentiate an addition from the
original structure with an offset and change in
material.
Figure 186: Design an addition to be
recognized as current construction.
Figure 187: Design an addition to be
recognized as current construction.
Figure 188: Design an addition to be
recognized as current construction, for
example, the window trim is a contem-
porary design.
84Design Building
Figure 189: Locate a new dormer to the rear and/or the side (set
back from the front facade) to help preserve the existing roof
form and historic building materials. Also, the dormer should be
located below the ridge line.
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 85
5.15 D e s i g n a d o r m e r a d d i t i o n t o
minimize impacts on the building.
› A new dormer on a historic building should be
visually subordinate to the overall roof mass
and should be in scale with those on similar
building styles.
› Locate a new dormer to the rear and/or the
side (set back from the front facade) to help
preserve the existing roof form and historic
building materials. Also, the dormer should
be located below the ridge line.
› When a new dormer is visible from the public
way the roof form should complement the
character of the primary roof form.
› The number and size of dormers should not
visually overwhelm the scale of the primary
structure.
› Minimize the height of a dormer addition to
ensure the historic structure remains visually
prominent.
› Do not obscure, cover or remove historic
features when adding a dormer.
One-story connector to one-story
addition
The subordinate connector provides a com-
patible transition to the new one story addi-
tion. The height of the connector steps down
and the wall plane is offset from the historic
building.
One-story connector to one-and-a half
story addition
The subordinate connector provides a com-
patible transition to the new one-and-a half-
story addition. The height of the connector
steps down and the wall plane is offset from
the historic building.
86Design Building
Additions to historic residential buildings should
respect the existing building characteristics of
mass, height and form. One approach to transition
a new addition to a historic building is to use a
connector. A connector can provide a compatible
transition that retains the integrity of the historic
building.
5.16 Consider incorporating a compatible
connector between a historic
building and new addition.
› Use a one story or one-and-a-half story con-
nector. Stepping the height down from the
historic building is preferred.
› Position the connector where it will have
the least impact on the historic fabric of the
existing building, typically at the rear of the
building.
› Use compatible mass, scale, materials, and
windows and doors.
One-story accessory building accessed
from the street
In some character areas of the neighborhood
the accessory buildings are accessed from the
street (e.g., in recent past neighborhood).
The new accessory building is compatible
with the primary building on the lot since it
has a subordinate mass and scale and similar
roof form.
One-story accessory building accessed
from the street
In some character areas of the neighborhood
the accessory buildings are accessed from the
street (e.g., on the narrow end of the lots
where an alley is not present).
The new accessory building is compatible
with the primary building on the lot since it
has a subordinate mass and scale and similar
roof form.
One-story accessory building accessed
from the alley
In most character areas an accessory building
is accessed from the alley.
The new accessory building is compatible
with the primary building on the lot since it
has a subordinate mass and scale and similar
roof form.
CONNECTORS
Old Town Neighborhood Design Guidelines and Pattern Book | June 2015 87
Accessory Buildings and Carriage
Houses
Figure 190: Design the mass, form and roof shape
of a new accessory building to be compatible with
the primary building and surrounding historic
context.
Figure 191: Use materials that are of a similar color, texture
and scale to materials of the primary building.
Figure 192: This new compatible
accessory building with a living unit
above provides similar materials of
other historic accessory buildings.
Figure 193: This new compatible ac-
cessory building with an office space
uses a similar character and form of
historic accessory buildings.
Figure 194: This new accessory build-
ing with a living unit above may be
too large for most contexts, however,
it is a compatible scale for some
historic contexts.
88Design Building
ACCESSORY BUILDINGS AND CARRIAGE HOUSES
Accessory buildings and carriage houses are his-
torically subordinate in scale and character to the
primary building and are typically located to the
rear of the lot. Accessory buildings are primarily
used for storage and parking, while carriage houses
provide a living unit with or without storage and
parking. While these buildings in the rear generally
have little impact on the character of the street,
they do have an impact on the character of the
alley and the neighbors to the rear. This character
should be maintained.
5.17 Locate an accessory building
and carriage houses to reinforce
surrounding historic development
patterns.
› Locate a new accessory building and/or car-
riage house similar to the range of locations
in the surrounding context. This is typically to
the rear of the primary building and along an
alley (where they exist).
› On a corner lot, set back a new accessory
building and/or carriage house from the side
street to minimize impacts on the historic
streetscape.
› Avoid making new curb cuts for driveways
when that is not part of the historic pattern
along the block.
5.18 Design a new accessory building and/
or carriage house to be compatible
with, and subordinate to, the
primary building and surrounding
historic context.
› Design the mass, form and roof shape of a
new accessory building and/or carriage house
to be compatible with the primary building
and surrounding historic context.
› Use materials that are of a similar color,
texture and scale to materials of the primary
building and in the surrounding historic con-
text.
› Use simplified versions of the primary build-
ing’s features or other complementary details
found in the surrounding historic context.
› In most cases, the accessory building or
carriage house should be subordinate in size
to the primary building on the lot; however,
there may be an exception to this approach.
For example, if the existing primary building
on the lot is very small, generally less than
six hundred square feet, there may be an op-
portunity to build a larger accessory building
or carriage house.
APPENDIX: GLOSSARY
Old Town Neighborhoods Guidelines and Pattern Book | July 2015 95
Glossary Terms
Addition: New construction added to an existing
building or structure.
Alteration: Any act or process that changes one
or more of the exterior architectural features of a
structure, including, but not limited to, the erection,
construction, reconstruction, addition, sand blasting,
water blasting, chemical cleaning, chemical stopping, or
removal of any structure, but not including changes to
the color of exterior paint.
Alignment: The arrangement of objects along a
straight line.
Appropriate: Especially suitable or compatible.
Asphalt shingles: A type of roofing material com-
posed of layers of saturated felt, cloth or paper, and
coated with a tar, or asphalt substance, and granules.
Attic: The upper level of a building, not of full ceiling
height, directly beneath the roof.
Baluster: Vertical member, usually of wood, which
supports the railing of a porch or the handrail of a
stairway.
Balustrade: A railing or parapet consisting of a hand-
rail on balusters, sometimes also includes a bottom rail.
Bargeboard: A board, often decoratively carved,
which hangs from the projecting edge of a roof gable.
Bay window: A projecting window that forms an
extension to the floor space of the internal rooms;
usually extends to the ground level.
Board and batten: Vertical plank siding with joints
covered by narrow wood strip
Bracket: A supporting member for a projecting ele-
ment or shelf, sometimes in the shape of an inverted
L and sometimes as a solid piece or a triangular truss.
Bulkhead: In commercial buildings, the area below
the display windows at the sidewalk level.
Bungalow: Common house form of the early 20th
century distinguished by horizontal emphasis, wide
eaves, large porches and multi-light doors and window
Capital: The head of a column or pilaster.
Casement window: A window with one or two
sashes which are hinged at the sides and usually open
outward.
Clapboard: Large wood boards which taper slightly
so they overlap; applied horizontally on buildings of
frame construction.
Clipped gable: A gable roof where the ends of the
ridge are terminated in a small, diagonal roof surface.
Column: A supporting post found on storefronts,
porches and balconies; may be fluted or smooth.
Compatible: In harmony with location and surround-
ings.
Contemporary: Reflecting characteristics of the
current period. Contemporary denotes characteristics
which illustrate that a building, structure, or detail was
constructed in the present or recent past rather than
being imitative or reflective of a historic design.
Context: The setting in which a historic element, site,
structure, street, or district exists.
Baluster
96Terms Glossary of
Ell: The rear wing of a house, generally one room wide
and running perpendicular to the principal building.
Engaged column: A round column attached to a wall.
Facade: The “face” of the building; usually refers to
the main side of the building, though it can be applied
to all sides.
Fanlight: A semi-elliptical design used both over
doors and in gables either as a window or as a board.
Fascia: A flat horizontal wooden member used as a
facing at the ends of roof rafters and in the cornice
area.
Fenestration: The arrangement of windows and
other exterior openings on a building.
Finial: A projecting decorative element, usually of
metal, at the top of a roof turret or gable.
Fishscale shingles: A decorative pattern of wall
shingles composed of staggered horizontal rows of
wooden shingles with halfround ends.
Form: The overall shape of a structure (i.e., most
structures are rectangular in form).
Foundation: The lowest exposed portion of the
building wall, which supports the structure above.
Gable roof: A pitched roof with one downward slope
on either side of a central, horizontal ridge.
Head: The top horizontal member over a door or
window opening.
Corbel: A bracket form produced by courses of wood
or masonry which extend in successive stages from the
wall surface.
Corinthian order: Most ornate classical order char-
acterized by a capital with ornamental acanthus leaves
and curled fern shoots.
Cornerboard: A board used to cover the exposed
ends of wood siding to give a finished appearance and
make the building watertight.
Cornice: The projecting uppermost portion of a wall,
often treated in a decorative manner with brackets.
Cross-gable: A secondary gable roof which meets
the primary roof at right angles.
Dentil: One of a row of small blocks used as part of
the decoration in a frieze or cornice.
Doorframe: The part of a door opening to which a
door is hinged. A doorframe consists of two vertical
members called jambs and a horizontal top member
called a lintel or head.
Doric order: A classical order with simple, unadorned
capitals, and with no base.
Dormer: A structural extension of a building’s roof,
intended to provide light and headroom in an attic
space; usually contains window(s) on its vertical face.
Double-hung window: A window with two balanced
sashes, with one sliding over the other vertically to
open.
Eave: The lower portion of the sloping surface of a
roof, especially the part that overhangs the building’s
wall.
Cross-gable
Eave
Gable roof
Old Town Neighborhoods Guidelines and Pattern Book | July 2015 97
Hipped roof: Roof with uniform slopes on all sides.
Historic imitation: New construction or rehabilita-
tion where elements or components mimic an archi-
tectural style but are not of the same historic period as
the existing buildings (historic replica).
Hood mold: Decorative, projecting element placed
over a window; may extend down the sides of a win-
dow as well as surround the top.
In-Kind replacement: To replace a feature of a
building with materials of the same characteristics,
such as material, texture, color, etc.
Integrity: A property retains its integrity, if a sufficient
percentage of the structure retains its historic fabric.
The majority of a building’s original structural system,
materials, and character defining features also should
remain intact. These may include architectural details,
such as dormers, porches, ornamental brackets, mold-
ings and materials, as well as the overall mass and form
of the building.
Ionic order: One of the five classical orders used to
describe decorative scroll capitals.
Infill: New construction where there had been an
opening before, such as a new building between two
older structures.
Keystone: The wedge-shaped top or center member
of an arch.
Landmark: A property, structure or natural object
designated as a “landmark” by ordinance of the city
council, pursuant to procedures prescribed in this
title, that is worthy of rehabilitation, restoration and
presentation because of its historic or architectural
significance to the city.
Lap siding: See clapboards.
Lattice: Criss-cross pattern of thin wooden slats most
often found covering the open apace beneath a porch.
Lintel: Horizontal structural element at the top of a
window or door; in masonry walls, may be of wood,
stone or metal.
Maintain: To keep in an existing state of preservation
or repair.
Mansard roof: A roof with a double slope on all four
sides, with the lower slope being almost vertical and
the upper almost horizontal.
Masonry: Construction materials such as stone, brick,
concrete block or tile.
Metal standing seam roof: A roof composes of
overlapping sections of metal such as copper-bearing
steel or iron coated with a terne alloy of lead and tin.
These roofs were attached or crimped together in
various raised seams for which the roof are named.
Modillion: A horizontal bracket or scroll which ap-
pears at the building or porch cornice. Known as a
block modillion if a flat block.
Hipped roof
Keystone
Metal standing seam
roof.
Lap siding
Masonry
98Terms Glossary of
Panel: A sunken or raised portion of a door with a
frame-like border.
Parapet: The portion of an exterior wall which rises
entirely above the roof, usually in the form of a low
retaining wall; the parapet may be shaped or stepped.
Pediment: The triangular face of a roof gable; or a
gable which is used in porches, or as decoration over
windows, doors and dormers.
Piazza: Early Americans described a piazza as the
open space alongside a house shelted by a roof and
supported by pillars. The term is used interchangeably
with veranda and can be directly applied to Charleston
architecture.
Pitch: The degree of the slope of a roof.
Portico: An entrance porch, usually supported by
columns and sheltering only the entry.
Preservation: The act or process of applying
measures to sustain the existing form, integrity and
materials of a building or structure, and the existing
form and vegetative cover of a site. It may include initial
stabilization work, where necessary, as well as ongoing
maintenance of the historic building materials.
Prism Glass: Small panes of glass, usually set in a
wooden or metal framework in the transom over a
storefront or entrance; the glass is molded in a special
pattern such that small prisms project daylight into the
interior of the building.
Molding: A decorative band or strip of material with a
constant profile or section designed to cast interesting
shadows. It is generally used in cornices and as trim
around window and door openings.
Mortar: A mixture of sand, lime, cement, and water
used as a binding agent in masonry construction.
Mullion: A wooden vertical piece that divides window
sash, doors or panels set close together in a series.
Multi-light window: A window sash composed of
more than one pane of glass.
Muntin: The wooden pieces that make up the small
subdivisions in a multiple-pane glass window.
New construction: Construction which is character-
ized by the introduction of new elements, sites, build-
ings, or structures or additions to existing buildings
and structures in historic areas and districts.
Obscured: Covered, concealed, or hidden from view.
Opaque fence: A fence that one cannot see through.
Orientation: Generally, orientation refers to the
manner in which a building relates to the street. The
entrance to the building plays a large role in the orien-
tation of a building; whereas, it should face the street.
Ornamentation: Decoration, usually non-structural
and not essential from a practical standpoint, which is
applied to a building to increase its distinctiveness and
visual interest.
Palladian Window: A three-part window, with a
round-arched central window flanked by two rectan-
gular windows whose height reaches the point where
the arch begins on the central window.
Molding
Muntin
Old Town Neighborhoods Guidelines and Pattern Book | July 2015 99
Quoins: A series of stone, bricks, or wood panels
ornamenting the outside of a wall.
Reconstruction: The act or process of reproducing
by new construction the exact form and detail of a
vanished building, structure or object, or part thereof,
as it appeared at a specific period of time.
Rehabilitation: The act or process of returning a
property to a state of utility through repair or altera-
tion which makes possible an efficient contemporary
use while preserving those portions or features of the
property which are significant to its historical, archi-
tectural and cultural value.
Restoration: The act or process of accurately recov-
ering the form and details of a property and its setting
as it appeared at a particular period of time by means
of the removal of later work or by the replacement of
missing earlier work.
Retain: To keep secure and intact. In the guidelines,
“retain” and “maintain” describe the act of keeping an
element, detail, or structure and continuing the same
level of repair to aid in the preservation of elements,
sites and structures.
Ridge: The top horizontal member of a roof where
the sloping surfaces meet.
Roof Rafter: Long wooden structural members which
run from ridge to eaves and which provide structural
support for the roof sheathing and roofing materials.
Sash: The moveable framework containing the glass
in a window.
Scale: Proportional elements that demonstrate the
size, materials, and style of buildings.
Segmental Arch: A type of circular arch which does
not extend on the sides to a full half circle; often found
at the tops of windows.
Sheathing: A sub-surface material, usually wood,
which covers exterior walls or roofs before application
of siding or roofing materials.
Shed roof: A gently-pitched, almost flat roof with only
one slope.
Shingles: Wood which is split into flat shingles and
different shapes. Wood shingles are common elements
to the Queen Anne and Bungalow styles.
Sidelight: A glass panel, usually of multiple panes, to
either side of a door; often used in conjunction with a
transom.
Siding: The exterior wall covering or sheathing of a
structure.
Sill: The lowest horizontal member in a frame or open-
ing for a window or door. Also, the lowest horizontal
member in a framed wall or partition.
Soffit: A flat wooden member used as a finished un-
dersurface for any overhead exposed part of a building,
such as a cornice.
Spindles: Slender, elaborately turned wood dowels or
rods often used in screens and porch trim.
Transom: A glass panel, sometimes fixed and some-
times movable, which is placed over a door or window
to provide additional natural light to the interior of
the building. Used on both residential and commercial
Old Town Neighborhoods Guidelines and Pattern Book | July 2015 93
Trim: The decorative framing of openings and other
features on a facade.
Turret: Projecting corner bay or tower, usually round,
often with a conical roof.
Vapor Barrier: A waterproof material which is used
to prevent moisture from migrating from damp to dry
areas where it may condense and cause problems.
Veranda: A broad sweeping porch, typically running
the length of the facade.
Vergeboard: The vertical face board following and set
under the roof edge of a gable, sometimes decorated
by carving.
Vernacular: Architecture which draws more on folk
traditions and plain straightforward building techniques
rather than on the rules, principles and ornamentation
of architectural styles.
Visual Continuity: A sense of unity or belonging to-
gether that elements of the built environment exhibit
because of similarities among them.
Update on the Downtown Plan, Old Town Neighborhoods
Plan/Design Guidelines - Cameron Gloss, Planning Manager
8-11-2015
GENERAL DIRECTION SOUGHT AND SPECIFIC
QUESTIONS TO BE ANSWERED
Is the approach being taken appropriate?
Is the level of public engagement appropriate?
Are the emerging priorities for these projects consistent with
your expectations?
2
Downtown/ Old Town
Neighborhoods Plan Boundaries
3
Downtown Plan
4
1989 Downtown Plan
5
Project Timeline
6
Phase 1:
Issues Identification
(Jan-May 2015)
Phase 2:
A New Vision
(Jun-Aug 2015)
Phase 3:
Choices & Strategies
(Sept-Dec 2015)
Phase 4:
Document Development
(Jan-Mar 2016)
Phase 5:
Implementation &
Plan Adoption
(Apr-Jul 2016)
Project is here
Plan Topic Areas
7
Public Engagement
8
Issues + Priorities Summary
9
Document goals:
• Synthesize feedback from public outreach
throughout Phase 1
• Identify emerging priorities and key issues
to inform Phase 2
• Provide regular, ongoing communication to
the public about the development of the
Downtown Plan
Visual Preference Survey
10
Visual Preference Survey
11
Visual Preference Survey
12
Arts + Culture
13
Downtown Management
14
Energy + Environment
15
Market + Economy
16
Transportation + Parking
17
Urban Design
18
Character Districts
19
Key Issues
Public comment has identified several key issues:
• Prioritizing local businesses over chain stores and
restaurants
• Improving multi-modal transportation access and
connectivity
• homeless population needs and impacts
• Ensuring affordable spaces – homes, commercial space,
venues, studios, etc.
• Providing accessible and convenient parking
20
Downtown Model
21
Next Steps
22
Old Town Neighborhoods Plan
23
1989
Old Town Neighborhoods Plan
24
Overview
25
NEIGHBORHOOD PLAN UPDATES:
• Combined update of the 1986 East Side & 1989 West
Side Neighborhood Plans
• One plan and process
Timeline
26
Project is here
Outreach & Engagement
STRATEGIES
• Neighborhood-focus
• Formal & informal events
• Interactive & online activities
STAKEHOLDER & FOCUS
GROUPS
• Eastside Neighborhood
• Westside Neighborhood
• Community / Business Group
27
Phase One Summary
28
PHASE ONE
• Highlight project objectives, goals, and process
• Study neighborhood conditions and trends
• Identify neighborhood issues and opportunities
ORGANIZING ELEMENTS
Character &
Compatibility
Land Use &
Transitions
Circulation &
Mobility
Sustainability
Character &
Compatibility
29
EMERGING PRIORITIES
• Exploring incentives &
standards for compatible
development
• Maintaining neighborhood
diversity
• Celebrating historic
resources & districts
• Enhancing neighborhood
landscaping & tree canopy
Land Use &
Transition Areas
30
EMERGING PRIORITIES
• Preserving the single-family
neighborhoods
• Education about
neighborhood standards
• Improving transitions
between neighborhoods &
Downtown/CSU
Circulation &
Mobility
31
EMERGING PRIORITIES
• Safety & convenience for all
travel modes
• Improved connections to
natural areas & trails
• Assess impacts of spillover
parking
• Mulberry / Shields corridor
& crossing options
Sustainability
32
EMERGING PRIORITIES
• Neighborhood affordability
• Energy upgrades in older
structures
• Aging infrastructure
• Incorporating community
goals at the neighborhood
scale
Phase Two: Visioning
33
“Old Town has charm…it is
interesting, unique, and
beautiful with its wide streets
and diverse appearance”
34
Visioning
How important is preserving the character
& compatibility of the neighborhoods?
35
Visioning
Do you support the variety and
diversity of building sizes and styles?
“I love Old Town. I love its
variety, its character, and its
openness to difference and
to change that I find in
people who live in it”
36
Visioning
How could mobility be improved in the
Old Town Neighborhoods? (top 5 responses)
“Would love to see
the bike and walking
routes continue to be
upgraded until they
connect everywhere
in the neighborhood
and citywide”
Next Steps
37
PHASE TWO
• Explore neighborhood vision with stakeholders
• Coordination with Downtown Plan & Design Guidelines
• Boards & Commissions
AUG & SEPT VISIONING EVENTS
• Neighborhood Night Out
• City Park Food Truck Rally
• Open Streets
• Stakeholder Group Meetings
• Online Activities
Old Town Neighborhoods Plan
Design Guidelines
38
Design Guidelines
BACKGROUND
• 1996 Design Guidelines
• Character Area Study
• Neighborhood plan
implementation
ADVISORY DOCUMENT
• NCL & NCM
• Contextual approach
• Helps review process
• Provides predictability
39
Character Area Maps
40
WESTSIDE EASTSIDE
College St.
Mulberry St.
Oak St.
Prospect Rd.
Lemay Ave.
Mountain Ave.
Mulberry St.
Laurel Ave.
Shields St.
Taft Hill Rd.
Meldrum St.
Loomis Ave.
City Park
Vine Dr.
1 2 3 4 5 6
1882-
1920 richly-detailed
1-, 1.5-, &
2-story
1901-
1920
moderate to high detail,
similar styles, similar scale
1- & 1.5-
story
1881-
1920
limited detail, similar
styles, lowest scale 1-story
1901-
1960
moderate detail, variety of
styles, similar scale
1.5- & 2-
story
1941-
1960
minimal detail, block and
lot patterns 1-story
1941-
1960
limited detail, curvilinear
patterns 1-story
41
Character Areas
1
2
3
4
5
6
42
Key Elements
SITE DESIGN
• Setbacks
• Alignment
BUILDING DESIGN
• New Construction
• Additions/Alterations
HISTORIC PRESERVATION
AND ENERGY EFFICIENCY
43
Site Design
Setbacks and Alignment -
compatible
Setbacks and Alignment – less
compatible
Massing
44
Building Design
New Construction
Articulation
45
Building Design
Additions/Alterations
Additions Accessory Dwelling Unit
46
Historic Preservation
Solar Panels – not visible Solar Panels – visible
Next Steps
47
• Draft document available for public review and comment
• Determine methods for application
• Landmark Preservation Commission review and
feedback
• Continue coordination with Old Town Neighborhoods
Plan outreach
GENERAL DIRECTION SOUGHT AND SPECIFIC
QUESTIONS TO BE ANSWERED
Is the approach being taken appropriate?
Is the level of public engagement appropriate?
Are the emerging priorities for these projects consistent with
your expectations?
48
buildings.
Quoins
Shed roof
Sidelight
Spindles
Pediment
Portico
Finial
Fishscale shingles
Foundation
Foundation
Bracket
Board and batten
Clapboards
Clipped Gable
vertical boards highlight the
gable end in a unique design
approach.
common to the historic context or that
relate to the historic property.
Rock
Brick
Concrete Masonry Unit (CMU)
Ashlar stone is appropriate; however, the wall
is too high for most contexts
Figure 136: Design Use materials that are
common to the historic context or that relate
to the historic property.
street.
Figure 131: It is important
to site and orient new
residential construction to
be compatible with historic
development patterns. This
will retain the character of the
neighborhood.
Figure 132: Reserve most of
the front yard as open lawn,
and/or designed xeriscape
that uses low-water plantings.
piping have a matte finish, and are consistent
with the color scheme of the primary
structure.
› Use the least invasive method to attach solar
collectors to a historic roof.
impacting historic building elements. Noninvasive
strategies such as increased insulation, weather-
ization improvements and landscaping should be
employed.
Step 5: Add Energy-Generating Technologies
Sensitively.
The flexibility of many historic buildings allows
for the respectful integration of energy efficient
technologies, i.e., solar panels and geo-thermal
systems. Energy-generating technologies are the
most commonly known strategies. However, the
efficiency of a historic structure will often be
great enough that generation technologies aren’t
the most practical solutions. Utilize strategies to
reduce energy consumption prior to undertaking
an energy generation project.
For More Information
See web link to Preservation Brief 3: Improving
Energy Efficiency in Historic Buildings
http://www.nps.gov/tps/how-to-preserve/
briefs/3-improve-energy-efficiency.htm
ters, this color should match the base
color. For trim, columns, balusters and
edge boards the trim color is typically
the same color as the trim on the main
building plane (B).
Two color paint scheme:
B
B
B
B
A
A
B
B
B
For More Information
See web link to Preservation Brief 10: Exterior
Paint Problems on Historic Woodwork
http://www.nps.gov/tps/how-to-preserve/
briefs/10-paint-problems.htm
one of the most important character-
defining features of a facade.
Figure 93: Design a replacement porch
feature to relate to the overall scale of
the primary structure. In this case the
porch columns are excessively sized and
therefore are inappropriate.
Figure 94: Preserve a porch in its
original condition and form. A porch is
one of the most important character-
defining features of a facade.
E
2x
other option is available
Alternative window designs shall:
› Match the general profile
and details of the historic
window.
› Use materials that match
the historic appearance
in dimension, profile and
finish.
joints with mortar that matches the
strength, composition, color and texture
of the historic material.
Wood
› Maintain paint and other protective
coatings to retard deterioration and
ultraviolet damage.
› Provide proper drainage and ventilation.
Metal
› Maintain protective coatings, such as
paint, on exposed metals.
› Provide proper drainage.
fied doric columns supporting the porch roof.
Sometimes the porch is inset beneath the house
roof.
Characteristics
» central dormer
» hipped roof
» flared eaves at dormer and/or roof
» masonry porch posts or simplified doric
columns
» brick and on some occasions wood frame
Foursquare (c. 1895-1915)
One of the most commonly found forms in Colo-
rado residential buildings after 1900, the Four-
square is recognized by its square plan, two-story
height and simplicity.
Characteristics
» square plan
» full, open porch
» hipped, shed or gabled roof
» simplified doric or tuscan columns
» wide eaves
» two or more stories
» unadorned exterior
PEARL ST
HANNA ST
S SHIELDS ST
N MACK ST
W VINE DR
ARMSTRON
G
A
V
E
CHERRY ST
N WHITCOMB ST
LAPO
E
L
M
S
T
LYONS ST
W VINE DR
SYLVAN CT
W OLIVE ST
W
COY DR
JAMITH PL
SUNSET AVE
N SHIELDS ST
W OA
K
ST
WEST ST
PARK ST
N WASHINGTON AVE
LAPORTE AVE
MA
PLE
ST
W MA
GRANDVIEW AVE
DALE CT
S BRYAN AVE
C
L
O
VE
R L
N
C
R
E
S
T
M
O
R
E
P
L
WESTVIEW AVE
L
A
K
E
SI
D
E A
VE
LELAND AVE
S
H
E
L
D
O
N
D
R
BAYSTONE DR
MAPLE ST
W MYRTLE ST
ELM ST
E
CO
Y D
R
M
A
N
T
Z
P
L
S WASHINGTON AVE
W MOUNTAIN AVE
SYCAMORE ST
N LOOMIS AVE
S SHERWOOD ST
W MUL
N MELDRUM ST
W
W MOU
W MULBERRY ST
BRO
ADVIEW PL
FREY AVE
R
ICHARDS PL
WE
S
T
V
I
E
W
A
V
E
N
R
O
O
SEVELT AVE
B
E
E
C
H
C
T
N MCKINLEY AVE
C
O
L
U
M
B
I
N
E
C
T
SYCAMORE ST
S SHIELDS ST
AK
I
N AVE
WOOD ST
S LOOMIS AVE
S WHITCOMB ST
W MY
N MELDRUM ST
CHE
ORCHARD PL
N CREST-
N
R
O
O
S
E
V
E
L
T
A
V
E
S
H
E
L
D
O
N
D
R
N MCKINLEY AVE
C
H
E
R
RY
ST
CRESTMORE PL
BI
R
CH
ST
W MAGNOLIA ST
TEDMON DR
RIDDLE DR
DEL NORTE PL
WAYNE ST
WEST ST
P
I
O
N
E
E
R
A
V
E
GORDON ST
S WASHINGTON AVE
W MAGNOLIA ST
S GRANT AVE N GRANT AVE
S SHERWOOD ST
-MORE CT
H
O
M
E
R
D
R
N FREY AVE
CHERRY ST
N ROOSEVELT AVE
LYONS ST
CITY PARK AVE
LAPORTE AVE
FRANKLIN ST
MILLER DR
JACKSON AVE
S MACK ST
HAWKINS ST
GRIFFIN PL
W MYRTLE ST
W OLIVE ST
W OAK ST
S MELDRUM ST
W O
N MELDRUM ST
N BRYAN AVE
MAPLE ST
CLOVER LN
BIRCH ST
W MOUNTAIN AVE
SYLVA
N CT
PEARL ST
JUNIPER CT
HANNA ST
N SHIELDS ST
M
O
N
T
E
V
I
S
T
A
A
VE
WOODFORD AVE
ELM CT
PARK ST
S WHITCOMB ST
N SHERWOOD ST
MA
SYCAMORE ST
BROADVIEW PL
COLLINS CT
CITY PARK DR
S ROOSEVELT AVE
BISHOP ST
LYONS ST
N MCKINLEY AVE
BEECH ST
BUNGALOW CT
ELM ST
W LAUREL ST
W MULBERRY ST
S GRANT AVE
S LOOMIS AVE
CANYON AVE
W LA
LAB -
POLARIS
DUNN
ELEMENTARY
ST JOSEPHS
SCHOOL
FULLANA
ELEMENTARY
OAKWOOD SCHOOL
PUTNAM
ELEMENTARY
LINCOLN
CENTER
POTTERY
STUDIO
THE FARM
MULBERRY
POOL
THE FARM
PARK
MAINTAINANCE
BLDG
CITY PARK
POOL
CITY PARK
CENTER
THE
FARM
LINCOLN
CENTER
PEAARL ST
HANNA ST
ELM ST
SYCAMORE ST
TEDMMON DR
RIDDDLE DR
FRANNKLIN ST
HANNA ST
BEECH ST
FISHBACKK A AV E
S MCKINLEYAAAV E
CKK ST
CHERRRRY ST
SYLV LL VV A NN CT
N SHIELDS ST
WEST ST
PA PP RK ST
SYCAMORE ST
N MCKINLEEY AV AA E
WOOD ST
N MCKINLEY A
WEST ST
N ROOSEVEELTAAAV E
LY LL ONS ST
LAPORTE AV AA E
W MOUNTTTA IN AV AA E
PEARL ST
ER CT
ST
S ROOSEVELLLT AV AA E
OA OO KWO WW OD SCHOOL
W VINE DR
GRIFFIN PL
ELM CT
PA PP RK ST
ELM ST
HAW A KINS ST
LY LL ONS ST
LELAND AV AA E
C
O
L
UU
MM
B
I
N
E
C
T
VE
SYLLLV VV A
N CT
JUNIPER CT
BBIISSHHOOPP SSTT
N MCKINLEY AV AA E
LAY AA LAND CT
MAPLE ST
CLOVER LN
COLLINS CT
SHBACK AA AV E
R
ICHARDS PL
GGRANNDDVVVIIEEWW AAVV AAA EE
FREYY AV AA E
W OAK ST
S MCK
LAPORTE AV AA E
MA
PLE
ST
FULLANNNA
EL EE EM EE ENTA TT RY
WHITCOMMB ST
LOOMIS AV A E
N WHITCOMMB ST
N MAC
N
N WA WW SHINGTTONAAAV E
W MOUNTTTA IN AV AA E
N LOOMISS AV AA E
N GRANT AV AA E
S SHERWOOD ST
N SSHIELDDS ST
N SHERRW OOOD ST
SCOTTAAAV E
S SHIELDS S
W OLIVE ST
S WA W S
AK
I
N AV A E
W MAGNOLIA ST
WA WW AA Y NE ST
GORDON ST
S WA WW SHINGTON AV A E
W MAGNOLIA ST
JACKSON AV A E
W MYR
WOODFORD AV AA E
WW LLAAUURREELL SSTT
W MULBERRRRY ST
S LOOMIS AV AA E
BUNGALOW CT
ARMSTRON
G
A
V
AA
E
SUNSETAAAV E
M
A
N
T
Z
P
L
S SHIELDSS SST
DEL NORTE PL
P
I
O
N
E
E
R
A
V
AA
E
S WA W SHINGTON AV AA E
M
O
N
TT
EE
V
I
S
T
A
TT
A
V
AA
E
DUN U N
EL EE EM EE ENTA TT RY
S GRANTAAAV E
RTLE ST
ERRRY ST
ST
W OLI
W OA
K
ST
S WA WW SHINGTON AVV AA E
AV A E
AK
I
N AV AA E
S LOOMIS AV AA E
S WHITCOMB ST
S MACCK ST
W OLIVE ST
W OAK ST
E
RANT AV AA E
W OLI
S GRA
REMINGTON ST
MATHE
WS
S
T
E PROSPECT RD
E MYRTLE ST
WHEDBEE ST
PL
SMITH ST
EASTDALE DR
COWAN ST
E ELIZABETH ST
L
A
K
E
P
L E
PENNOCK PL
S COLLEGE AVE
MONTEZUMA FULLER ALLEY
REMINGTON ST
GARFIELD ST
E PLUM ST
E MAGNOLIA ST
PETERSON ST
SMITH ST
KENROY CT
O
N
S
T
.
WILL
I
A
M
S
ST
LESSER DR
LORY ST
RO
B
E
R
T
S
O
N
S
T
MATHEWS ST
LOCUST ST
PETERSON ST
N
E
W
S
O
M
S
T
E
L
L
I
S
S
T
EDWARDS ST
E LAUREL ST
M
O
R
G
A
N
S
T
GARFIEL
D
S
T
R
I
V
E
RSI
D
E
A
V
E
ERSITY AVE
MAIN DR
S COLLEGE AVE
S COLLEGE AVE
BUCKEYE ST
WHEDBEE ST
CIRCLE DR
RIVERSIDE AVE
LILAC LN
C
O
L
O
R
A
D
O
S
T
E
L
A
K
E
S
T
S LEMAY AVE
EDWARDS ST
E ELIZABETH ST
E OAK ST
PETERSO
N ST
SMITH ST
EASTDALE DR
RIVERSIDE AVE
B
U
C
K
E
Y
E
S
T
E PITKIN ST
LOCUS
T
C
T
ENDICOTT ST
BUCKEYE ST
MATHEWS ST
E PITKIN ST
STOVER ST
E MYRTLE ST
E MULBERRY ST
-PECT CT
MATHEWS ST
E LAKE ST
E OLIVE ST
CIRCLE DR
S
T
OVER
S
T
COWAN ST
G
R
E
E
N
S
T
R
O
B
ERTSON ST
S LEMAY AVE
PROS-
REMI
NG
T
ON
S
T
E LAUREL ST
E MULBERRY ST
WHEDBEE ST
S
T
O
V
E
R
S
T
ELLIS ST
E
L
O
C
U
ST ST
E PROSPECT RD
L
O
R
Y
S
T
HARRIS
BILINGUAL
IMMERSION
CENTENNIAL
SR HIGH
LAUREL
ELEMENTARY
LESHER
MIDDLE
SCHOOL
DO
E
ITY
FT COLLINS
MUSEUM
FT COLLINS
PUBLIC
LIBRARY
E MAGNOLIA A S ST
OOLIVE ST
PETERSONN ST
WHEDBEEE ST
SMITH ST
SS
TT
OVER
S
T
LILAC LN
TT
OVER
S
T
E MYRTLE ST
MAAAT HE
WS
S
T
GARFIELD ST
MAT AA HEWS ST
LOCUST ST
PETERSON ST
WHEDB
EDWA WW RDS ST
H ST
S
HA HH RRIS II
BIL II INGUUUA L
IM II MERSION
SMITH ST
WHEDBEE ST
SS
TT
OO
E
RR
SS
TT
CIRCLE DR
CIRCLE DR
EASTDALE DR
KENROY CT
E L
EASTDALE DR
LOCUS
T
C
T
E
KK
L
O
C
U
ST ST
COWA WW N ST
E LAUREL ST
C
O
L
O
RR
A
D
O
S
T
E ELIZABETH ST
LAUR U EL
EL EE EM EE ENTA TT RY
BUUCKEYE S
EE PPRROOSSPPEECCTT RRDD
BUCKEYE ST
MAT AA HEWS ST
E LAKE ST
GAR
LOCUST ST
E ELIZABETH ST
E MYRTLE ST
MAAT HE
WS
S
T
E MYRT
E PLUM ST
MITH ST
T
EE ST
PETERSO
N ST
E LAUREL ST
CEN EE TTTE EE N NIA II L
SR HIGH
COWA W N ST
SMITH ST
ENDICOTT ST
STOVER ST
E MYRTLE ST
Figure 37: Old Town Character Area Map - East of
College Avenue.
Figure 38: Ranch style homes predominate in Character Area 6, typically having limited, simple detailing, and rectangular forms with
shallow roofs running parallel to the street.
S
T
LYONS ST
W VINE DR
SYLVAN CT
W OLIVE ST
W
COY DR
JAMITH PL
SUNSET AVE
N SHIELDS ST
W OA
K
ST
WEST ST
PARK ST
N WASHINGTON AVE
LAPORTE AVE
MA
PLE
ST
W MA
GRANDVIEW AVE
DALE CT
S BRYAN AVE
C
L
O
VE
R L
N
C
R
E
S
T
M
O
R
E
P
L
WESTVIEW AVE
L
A
K
E
SI
D
E A
VE
LELAND AVE
S
H
E
L
D
O
N
D
R
BAYSTONE DR
MAPLE ST
W MYRTLE ST
ELM ST
E
CO
Y D
R
M
A
N
T
Z
P
L
S WASHINGTON AVE
W MOUNTAIN AVE
SYCAMORE ST
N LOOMIS AVE
S SHERWOOD ST
W MUL
N MELDRUM ST
W
W MOU
W MULBERRY ST
BRO
ADVIEW PL
FREY AVE
R
ICHARDS PL
WE
S
T
V
I
E
W
A
V
E
N
R
O
O
SEVELT AVE
B
E
E
C
H
C
T
N MCKINLEY AVE
C
O
L
U
M
B
I
N
E
C
T
SYCAMORE ST
S SHIELDS ST
AK
I
N AVE
WOOD ST
S LOOMIS AVE
S WHITCOMB ST
W MY
N MELDRUM ST
CHE
ORCHARD PL
N CREST-
N
R
O
O
S
E
V
E
L
T
A
V
E
S
H
E
L
D
O
N
D
R
N MCKINLEY AVE
C
H
E
R
RY
ST
CRESTMORE PL
BI
R
CH
ST
W MAGNOLIA ST
TEDMON DR
RIDDLE DR
DEL NORTE PL
WAYNE ST
WEST ST
P
I
O
N
E
E
R
A
V
E
GORDON ST
S WASHINGTON AVE
W MAGNOLIA ST
S GRANT AVE N GRANT AVE
S SHERWOOD ST
-MORE CT
H
O
M
E
R
D
R
N FREY AVE
CHERRY ST
N ROOSEVELT AVE
LYONS ST
CITY PARK AVE
LAPORTE AVE
FRANKLIN ST
MILLER DR
JACKSON AVE
S MACK ST
HAWKINS ST
GRIFFIN PL
W MYRTLE ST
W OLIVE ST
W OAK ST
S MELDRUM ST
W O
N MELDRUM ST
N BRYAN AVE
MAPLE ST
CLOVER LN
BIRCH ST
W MOUNTAIN AVE
SYLVA
N CT
PEARL ST
JUNIPER CT
HANNA ST
N SHIELDS ST
M
O
N
T
E
V
I
S
T
A
A
VE
WOODFORD AVE
ELM CT
PARK ST
S WHITCOMB ST
N SHERWOOD ST
MA
SYCAMORE ST
BROADVIEW PL
COLLINS CT
CITY PARK DR
S ROOSEVELT AVE
BISHOP ST
LYONS ST
N MCKINLEY AVE
BEECH ST
BUNGALOW CT
ELM ST
W LAUREL ST
W MULBERRY ST
S GRANT AVE
S LOOMIS AVE
CANYON AVE
W LA
LAB -
POLARIS
DUNN
ELEMENTARY
ST JOSEPHS
SCHOOL
FULLANA
ELEMENTARY
OAKWOOD SCHOOL
PUTNAM
ELEMENTARY
LINCOLN
CENTER
POTTERY
STUDIO
THE FARM
MULBERRY
POOL
THE FARM
PARK
MAINTAINANCE
BLDG
CITY PARK
POOL
CITY PARK
CENTER
THE
FARM
LINCOLN
CENTER
PEAARL ST
HANNA ST
ELM ST
SYCAMORE ST
TEDMMON DR
RIDDDLE DR
FRANNKLIN ST
HANNA ST
BEECH ST
FISHBACKK AV A E
S MCKINLEYAAAV E
CKK ST
CHERRRRY ST
SYLV LL VV A NN CT
N SHIELDS ST
WEST ST
PA PP RK ST
SYCAMORE ST
N MCKINLEEY AV AA E
WOOD ST
N MCKINLEY A
WEST ST
N ROOSEVEELTAAAV E
LY LL ONS ST
LAPORTE AV AA E
W MOUNTTTA IN AV AA E
PEARL ST
ER CT
ST
S ROOSEVELLLT AV AA E
OA OO KWO WW OD SCHOOL
W VINE DR
GRIFFIN PL
ELM CT
PA PP RK ST
ELM ST
HAW AA KINS ST
LY LL ONS ST
LELAND AV AA E
C
O
L
UU
MM
B
I
N
E
C
T
VE
SYLLLV VV A
N CT
JUNIPER CT
BBIISSHHOOPP SSTT
N MCKINLEY AV AA E
LAY AA LAND CT
MAPLE ST
CLOVER LN
COLLINS CT
SHBACK AV AA E
R
ICHARDS PL
GGRANNDDVVVIIEEWW AAVV AA EE
FREYY AV AA E
W OAK ST
S MCK
LAPORTE AV AA E
MA
PLE
ST
FULLANNNA
EL EE EM EE ENTA TT RY
WHITCOMMB ST
LOOMIS AV A E
N WHITCOMMB ST
N MAC
N
N WA WW SHINGTTONAAAV E
W MOUNTTTA IN AV AA E
N LOOMISS AV AA E
N GRANT AV AA E
S SHERWOOD ST
N SSHIELDDS ST
N SHERRW OOOD ST
SCOTTAAAV E
S SHIELDS S
W OLIVE ST
S WA W S
AK
I
N AV A E
W MAGNOLIA ST
WA WW AA Y NE ST
GORDON ST
S WA WW SHINGTON AV A E
W MAGNOLIA ST
JACKSON AV A E
W MYR
WOODFORD AV AA E
WW LLAAUURREELL SSTT
W MULBERRRRY ST
S LOOMIS AV AA E
BUNGALOW CT
ARMSTRON
G
A
V
AA
E
SUNSETAAAV E
M
A
N
T
Z
P
L
S SHIELDSS SST
DEL NORTE PL
P
I
O
N
E
E
R
A
V
AA
E
S WA W SHINGTON AV AA E
M
O
N
TT
EE
V
I
S
T
A
TT
A
V
AA
E
DUN U N
EL EE EM EE ENTA TT RY
S GRANTAAAV E
RTLE ST
ERRRY ST
ST
W OLI
W OA
K
ST
S WA WW SHINGTON AVV AA E
AV A E
AK
I
N AV AA E
S LOOMIS AV AA E
S WHITCOMB ST
S MACCK ST
W OLIVE ST
W OAK ST
E
RANT AV AA E
W OLI
S GRA
REMINGTON ST
MATHE
WS
S
T
E PROSPECT RD
E MYRTLE ST
WHEDBEE ST
PL
SMITH ST
EASTDALE DR
COWAN ST
E ELIZABETH ST
L
A
K
E
P
L E
PENNOCK PL
S COLLEGE AVE
MONTEZUMA FULLER ALLEY
REMINGTON ST
GARFIELD ST
E PLUM ST
E MAGNOLIA ST
PETERSON ST
SMITH ST
KENROY CT
O
N
S
T
.
WILL
I
A
M
S
ST
LESSER DR
LORY ST
RO
B
E
R
T
S
O
N
S
T
MATHEWS ST
LOCUST ST
PETERSON ST
N
E
W
S
O
M
S
T
E
L
L
I
S
S
T
EDWARDS ST
E LAUREL ST
M
O
R
G
A
N
S
T
GARFIEL
D
S
T
R
I
V
E
RSI
D
E
A
V
E
ERSITY AVE
MAIN DR
S COLLEGE AVE
S COLLEGE AVE
BUCKEYE ST
WHEDBEE ST
CIRCLE DR
RIVERSIDE AVE
LILAC LN
C
O
L
O
R
A
D
O
S
T
E
L
A
K
E
S
T
S LEMAY AVE
EDWARDS ST
E ELIZABETH ST
E OAK ST
PETERSO
N ST
SMITH ST
EASTDALE DR
RIVERSIDE AVE
B
U
C
K
E
Y
E
S
T
E PITKIN ST
LOCUS
T
C
T
ENDICOTT ST
BUCKEYE ST
MATHEWS ST
E PITKIN ST
STOVER ST
E MYRTLE ST
E MULBERRY ST
-PECT CT
MATHEWS ST
E LAKE ST
E OLIVE ST
CIRCLE DR
S
T
OVER
S
T
COWAN ST
G
R
E
E
N
S
T
R
O
B
ERTSON ST
S LEMAY AVE
PROS-
REMI
NG
T
ON
S
T
E LAUREL ST
E MULBERRY ST
WHEDBEE ST
S
T
O
V
E
R
S
T
ELLIS ST
E
L
O
C
U
ST ST
E PROSPECT RD
L
O
R
Y
S
T
HARRIS
BILINGUAL
IMMERSION
CENTENNIAL
SR HIGH
LAUREL
ELEMENTARY
LESHER
MIDDLE
SCHOOL
DO
E
ITY
FT COLLINS
MUSEUM
FT COLLINS
PUBLIC
LIBRARY
E MAGNOLIA A S ST
OOLIVE ST
PETERSONN ST
WHEDBEEE ST
SMITH ST
SS
TT
OVER
S
T
LILAC LN
TT
OVER
S
T
E MYRTLE ST
MAAAT HE
WS
S
T
GARFIELD ST
MAT AA HEWS ST
LOCUST ST
PETERSON ST
WHEDB
EDWA WW RDS ST
H ST
S
HA HH RRIS II
BIL II INGUUUA L
IM II MERSION
SMITH ST
WHEDBEE ST
SS
TT
OO
E
RR
SS
TT
CIRCLE DR
CIRCLE DR
EASTDALE DR
KENROY CT
E L
EASTDALE DR
LOCUS
T
C
T
E
KK
L
O
C
U
ST ST
COWA WW N ST
E LAUREL ST
C
O
L
O
RR
A
D
O
S
T
E ELIZABETH ST
LAUR U EL
EL EE EM EE ENTA TT RY
BUUCKEYE S
EE PPRROOSSPPEECCTT RRDD
BUCKEYE ST
MAT AA HEWS ST
E LAKE ST
GAR
LOCUST ST
E ELIZABETH ST
E MYRTLE ST
MAAT HE
WS
S
T
E MYRT
E PLUM ST
MITH ST
T
EE ST
PETERSO
N ST
E LAUREL ST
CEN EE TTTE EE N NIA II L
SR HIGH
COWA W N ST
SMITH ST
ENDICOTT ST
STOVER ST
E MYRTLE ST
CHARACTER AREA 5:
KEY FEATURES
› Homes typically date from 1941-1960.
› Architectural details are more limited but
help establish a sense of human scale.
› Building scale is typically consistent within
individual blocks.
› Front entries are defined with small porches
or landings.
› Home and lot sizes are small to middle
range, with respect to the neighborhood as
a whole.
› One-story homes predominate
Figure 31: Old Town Character Area Map - East of
College Avenue.
Figure 32: Character Area 5 includes primarily one-story post-war home styles on narrow, deep lots.
SCOTT AVE
PEARL ST
HANNA ST
S SHIELDS ST
N MACK ST
W VINE DR
ARMSTRON
G
A
V
E
CHERRY ST
N WHITCOMB ST
LAPO
E
L
M
S
T
LYONS ST
W VINE DR
SYLVAN CT
W OLIVE ST
W
COY DR
JAMITH PL
SUNSET AVE
N SHIELDS ST
W OA
K
ST
WEST ST
PARK ST
N WASHINGTON AVE
LAPORTE AVE
MA
PLE
ST
W MA
GRANDVIEW AVE
DALE CT
S BRYAN AVE
C
L
O
VE
R L
N
C
R
E
S
T
M
O
R
E
P
L
WESTVIEW AVE
L
A
K
E
SI
D
E A
VE
LELAND AVE
S
H
E
L
D
O
N
D
R
BAYSTONE DR
MAPLE ST
W MYRTLE ST
ELM ST
E
CO
Y D
R
M
A
N
T
Z
P
L
S WASHINGTON AVE
W MOUNTAIN AVE
SYCAMORE ST
N LOOMIS AVE
S SHERWOOD ST
W MUL
N MELDRUM ST
W
W MOU
W MULBERRY ST
BRO
ADVIEW PL
FREY AVE
R
ICHARDS PL
WE
S
T
V
I
E
W
A
V
E
N
R
O
O
SEVELT AVE
B
E
E
C
H
C
T
N MCKINLEY AVE
C
O
L
U
M
B
I
N
E
C
T
SYCAMORE ST
S SHIELDS ST
AK
I
N AVE
WOOD ST
S LOOMIS AVE
S WHITCOMB ST
W MY
N MELDRUM ST
CHE
ORCHARD PL
N CREST-
N
R
O
O
S
E
V
E
L
T
A
V
E
S
H
E
L
D
O
N
D
R
N MCKINLEY AVE
C
H
E
R
RY
ST
CRESTMORE PL
BI
R
CH
ST
W MAGNOLIA ST
TEDMON DR
RIDDLE DR
DEL NORTE PL
WAYNE ST
WEST ST
P
I
O
N
E
E
R
A
V
E
GORDON ST
S WASHINGTON AVE
W MAGNOLIA ST
S GRANT AVE N GRANT AVE
S SHERWOOD ST
-MORE CT
H
O
M
E
R
D
R
N FREY AVE
CHERRY ST
N ROOSEVELT AVE
LYONS ST
CITY PARK AVE
LAPORTE AVE
FRANKLIN ST
MILLER DR
JACKSON AVE
S MACK ST
HAWKINS ST
GRIFFIN PL
W MYRTLE ST
W OLIVE ST
W OAK ST
S MELDRUM ST
W O
N MELDRUM ST
N BRYAN AVE
MAPLE ST
CLOVER LN
BIRCH ST
W MOUNTAIN AVE
SYLVA
N CT
PEARL ST
JUNIPER CT
HANNA ST
N SHIELDS ST
M
O
N
T
E
V
I
S
T
A
A
VE
WOODFORD AVE
ELM CT
PARK ST
S WHITCOMB ST
N SHERWOOD ST
MA
SYCAMORE ST
BROADVIEW PL
COLLINS CT
CITY PARK DR
S ROOSEVELT AVE
BISHOP ST
LYONS ST
N MCKINLEY AVE
BEECH ST
BUNGALOW CT
ELM ST
W LAUREL ST
W MULBERRY ST
S GRANT AVE
S LOOMIS AVE
CANYON AVE
W LA
LAB -
POLARIS
DUNN
ELEMENTARY
ST JOSEPHS
SCHOOL
FULLANA
ELEMENTARY
OAKWOOD SCHOOL
PUTNAM
ELEMENTARY
LINCOLN
CENTER
POTTERY
STUDIO
THE FARM
MULBERRY
POOL
THE FARM
PARK
MAINTAINANCE
BLDG
CITY PARK
POOL
CITY PARK
CENTER
THE
FARM
LINCOLN
CENTER
PEAARL ST
HANNA ST
ELM ST
SYCAMORE ST
TEDMMON DR
RIDDDLE DR
FRANNKLIN ST
HANNA ST
BEECH ST
FISHBACKK AV A E
S MCKINLEYAAAV E
CKK ST
CHERRRRY ST
SYLV LL VV A NN CT
N SHIELDS ST
WEST ST
PA PP RK ST
SYCAMORE ST
N MCKINLEEY AV AA E
WOOD ST
N MCKINLEY A
WEST ST
N ROOSEVEELTAAAV E
LY LL ONS ST
LAPORTE AV AA E
W MOUNTTTA IN AV AA E
PEARL ST
ER CT
ST
S ROOSEVELLLT AV AA E
OA OO KWO WW OD SCHOOL
W VINE DR
GRIFFIN PL
ELM CT
PA PP RK ST
ELM ST
HAW AA KINS ST
LY LL ONS ST
LELAND AV AA E
C
O
L
UU
MM
B
I
N
E
C
T
VE
SYLLLV VV A
N CT
JUNIPER CT
BBIISSHHOOPP SSTT
N MCKINLEY AV AA E
LAY AA LAND CT
MAPLE ST
CLOVER LN
COLLINS CT
SHBACK AV AA E
R
ICHARDS PL
GGRANNDDVVVIIEEWW AAVV AA EE
FREYY AV AA E
W OAK ST
S MCK
LAPORTE AV AA E
MA
PLE
ST
FULLANNNA
EL EE EM EE ENTA TT RY
WHITCOMMB ST
LOOMIS AV A E
N WHITCOMMB ST
N MAC
N
N WA WW SHINGTTONAAAV E
W MOUNTTTA IN AV AA E
N LOOMISS AV AA E
N GRANT AV AA E
S SHERWOOD ST
N SSHIELDDS ST
N SHERRW OOOD ST
SCOTTAAAV E
S SHIELDS S
W OLIVE ST
S WA W S
AK
I
N AV A E
W MAGNOLIA ST
WA WW AA Y NE ST
GORDON ST
S WA WW SHINGTON AV A E
W MAGNOLIA ST
JACKSON AV A E
W MYR
WOODFORD AV AA E
WW LLAAUURREELL SSTT
W MULBERRRRY ST
S LOOMIS AV AA E
BUNGALOW CT
ARMSTRON
G
A
V
AA
E
SUNSETAAAV E
M
A
N
T
Z
P
L
S SHIELDSS SST
DEL NORTE PL
P
I
O
N
E
E
R
A
V
AA
E
S WA W SHINGTON AV AA E
M
O
N
TT
EE
V
I
S
T
A
TT
A
V
AA
E
DUN U N
EL EE EM EE ENTA TT RY
S GRANTAAAV E
RTLE ST
ERRRY ST
ST
W OLI
W OA
K
ST
S WA WW SHINGTON AVV AA E
AV A E
AK
I
N AV AA E
S LOOMIS AV AA E
S WHITCOMB ST
S MACCK ST
W OLIVE ST
W OAK ST
E
RANT AV AA E
W OLI
S GRA
REMINGTON ST
MATHE
WS
S
T
E PROSPECT RD
E MYRTLE ST
WHEDBEE ST
PL
SMITH ST
EASTDALE DR
COWAN ST
E ELIZABETH ST
L
A
K
E
P
L E
PENNOCK PL
S COLLEGE AVE
MONTEZUMA FULLER ALLEY
REMINGTON ST
GARFIELD ST
E PLUM ST
E MAGNOLIA ST
PETERSON ST
SMITH ST
KENROY CT
O
N
S
T
.
WILL
I
A
M
S
ST
LESSER DR
LORY ST
RO
B
E
R
T
S
O
N
S
T
MATHEWS ST
LOCUST ST
PETERSON ST
N
E
W
S
O
M
S
T
E
L
L
I
S
S
T
EDWARDS ST
E LAUREL ST
M
O
R
G
A
N
S
T
GARFIEL
D
S
T
R
I
V
E
RSI
D
E
A
V
E
ERSITY AVE
MAIN DR
S COLLEGE AVE
S COLLEGE AVE
BUCKEYE ST
WHEDBEE ST
CIRCLE DR
RIVERSIDE AVE
LILAC LN
C
O
L
O
R
A
D
O
S
T
E
L
A
K
E
S
T
S LEMAY AVE
EDWARDS ST
E ELIZABETH ST
E OAK ST
PETERSO
N ST
SMITH ST
EASTDALE DR
RIVERSIDE AVE
B
U
C
K
E
Y
E
S
T
E PITKIN ST
LOCUS
T
C
T
ENDICOTT ST
BUCKEYE ST
MATHEWS ST
E PITKIN ST
STOVER ST
E MYRTLE ST
E MULBERRY ST
-PECT CT
MATHEWS ST
E LAKE ST
E OLIVE ST
CIRCLE DR
S
T
OVER
S
T
COWAN ST
G
R
E
E
N
S
T
R
O
B
ERTSON ST
S LEMAY AVE
PROS-
REMI
NG
T
ON
S
T
E LAUREL ST
E MULBERRY ST
WHEDBEE ST
S
T
O
V
E
R
S
T
ELLIS ST
E
L
O
C
U
ST ST
E PROSPECT RD
L
O
R
Y
S
T
HARRIS
BILINGUAL
IMMERSION
CENTENNIAL
SR HIGH
LAUREL
ELEMENTARY
LESHER
MIDDLE
SCHOOL
DO
E
ITY
FT COLLINS
MUSEUM
FT COLLINS
PUBLIC
LIBRARY
E MAGNOLIA A S ST
OOLIVE ST
PETERSONN ST
WHEDBEEE ST
SMITH ST
SS
TT
OVER
S
T
LILAC LN
TT
OVER
S
T
E MYRTLE ST
MAAAT HE
WS
S
T
GARFIELD ST
MAT AA HEWS ST
LOCUST ST
PETERSON ST
WHEDB
EDWA WW RDS ST
H ST
S
HA HH RRIS II
BIL II INGUUUA L
IM II MERSION
SMITH ST
WHEDBEE ST
SS
TT
OO
E
RR
SS
TT
CIRCLE DR
CIRCLE DR
EASTDALE DR
KENROY CT
E L
EASTDALE DR
LOCUS
T
C
T
E
KK
L
O
C
U
ST ST
COWA WW N ST
E LAUREL ST
C
O
L
O
RR
A
D
O
S
T
E ELIZABETH ST
LAUR U EL
EL EE EM EE ENTA TT RY
BUUCKEYE S
EE PPRROOSSPPEECCTT RRDD
BUCKEYE ST
MAT AA HEWS ST
E LAKE ST
GAR
LOCUST ST
E ELIZABETH ST
E MYRTLE ST
MAAT HE
WS
S
T
E MYRT
E PLUM ST
MITH ST
T
EE ST
PETERSO
N ST
E LAUREL ST
CEN EE TTTE EE N NIA II L
SR HIGH
COWA W N ST
SMITH ST
ENDICOTT ST
STOVER ST
E MYRTLE ST
Figure 22: Old Town Character Area Map - West of
College Avenue.
Figure 23: Old Town Character Area Map - East of
College Avenue.
Figure 24: There is a large variety in building style and form across individual blocks in Character Area 4.
CHERRY ST
N WHITCOMB ST
LAPO
E
L
M
S
T
LYONS ST
W VINE DR
SYLVAN CT
W OLIVE ST
W
COY DR
JAMITH PL
SUNSET AVE
N SHIELDS ST
W OA
K
ST
WEST ST
PARK ST
N WASHINGTON AVE
LAPORTE AVE
MA
PLE
ST
W MA
GRANDVIEW AVE
DALE CT
S BRYAN AVE
C
L
O
VE
R L
N
C
R
E
S
T
M
O
R
E
P
L
WESTVIEW AVE
L
A
K
E
SI
D
E A
VE
LELAND AVE
S
H
E
L
D
O
N
D
R
BAYSTONE DR
MAPLE ST
W MYRTLE ST
ELM ST
E
CO
Y D
R
M
A
N
T
Z
P
L
S WASHINGTON AVE
W MOUNTAIN AVE
SYCAMORE ST
N LOOMIS AVE
S SHERWOOD ST
W MUL
N MELDRUM ST
W
W MOU
W MULBERRY ST
BRO
ADVIEW PL
FREY AVE
R
ICHARDS PL
WE
S
T
V
I
E
W
A
V
E
N
R
O
O
SEVELT AVE
B
E
E
C
H
C
T
N MCKINLEY AVE
C
O
L
U
M
B
I
N
E
C
T
SYCAMORE ST
S SHIELDS ST
AK
I
N AVE
WOOD ST
S LOOMIS AVE
S WHITCOMB ST
W MY
N MELDRUM ST
CHE
ORCHARD PL
N CREST-
N
R
O
O
S
E
V
E
L
T
A
V
E
S
H
E
L
D
O
N
D
R
N MCKINLEY AVE
C
H
E
R
RY
ST
CRESTMORE PL
BI
R
CH
ST
W MAGNOLIA ST
TEDMON DR
RIDDLE DR
DEL NORTE PL
WAYNE ST
WEST ST
P
I
O
N
E
E
R
A
V
E
GORDON ST
S WASHINGTON AVE
W MAGNOLIA ST
S GRANT AVE N GRANT AVE
S SHERWOOD ST
-MORE CT
H
O
M
E
R
D
R
N FREY AVE
CHERRY ST
N ROOSEVELT AVE
LYONS ST
CITY PARK AVE
LAPORTE AVE
FRANKLIN ST
MILLER DR
JACKSON AVE
S MACK ST
HAWKINS ST
GRIFFIN PL
W MYRTLE ST
W OLIVE ST
W OAK ST
S MELDRUM ST
W O
N MELDRUM ST
N BRYAN AVE
MAPLE ST
CLOVER LN
BIRCH ST
W MOUNTAIN AVE
SYLVA
N CT
PEARL ST
JUNIPER CT
HANNA ST
N SHIELDS ST
M
O
N
T
E
V
I
S
T
A
A
VE
WOODFORD AVE
ELM CT
PARK ST
S WHITCOMB ST
N SHERWOOD ST
MA
SYCAMORE ST
BROADVIEW PL
COLLINS CT
CITY PARK DR
S ROOSEVELT AVE
BISHOP ST
LYONS ST
N MCKINLEY AVE
BEECH ST
BUNGALOW CT
ELM ST
W LAUREL ST
W MULBERRY ST
S GRANT AVE
S LOOMIS AVE
CANYON AVE
W LA
LAB -
POLARIS
DUNN
ELEMENTARY
ST JOSEPHS
SCHOOL
FULLANA
ELEMENTARY
OAKWOOD SCHOOL
PUTNAM
ELEMENTARY
LINCOLN
CENTER
POTTERY
STUDIO
THE FARM
MULBERRY
POOL
THE FARM
PARK
MAINTAINANCE
BLDG
CITY PARK
POOL
CITY PARK
CENTER
THE
FARM
LINCOLN
CENTER
PEAARL ST
HANNA ST
ELM ST
SYCAMORE ST
TEDMMON DR
RIDDDLE DR
FRANNKLIN ST
HANNA ST
BEECH ST
FISHBACKK AV A E
S MCKINLEYAAAV E
CKK ST
CHERRRRY ST
SYLV LL VV A NN CT
N SHIELDS ST
WEST ST
PA PP RK ST
SYCAMORE ST
N MCKINLEEY AV AA E
WOOD ST
N MCKINLEY A
WEST ST
N ROOSEVEELTAAAV E
LY LL ONS ST
LAPORTE AV AA E
W MOUNTTTA IN AV AA E
PEARL ST
ER CT
ST
S ROOSEVELLLT AV AA E
OA OO KWO WW OD SCHOOL
W VINE DR
GRIFFIN PL
ELM CT
PA PP RK ST
ELM ST
HAW AA KINS ST
LY LL ONS ST
LELAND AV AA E
C
O
L
UU
MM
B
I
N
E
C
T
VE
SYLLLV VV A
N CT
JUNIPER CT
BBIISSHHOOPP SSTT
N MCKINLEY AV AA E
LAY AA LAND CT
MAPLE ST
CLOVER LN
COLLINS CT
SHBACK AV AA E
R
ICHARDS PL
GGRANNDDVVVIIEEWW AAVV AA EE
FREYY AV AA E
W OAK ST
S MCK
LAPORTE AV AA E
MA
PLE
ST
FULLANNNA
EL EE EM EE ENTA TT RY
WHITCOMMB ST
LOOMIS AV A E
N WHITCOMMB ST
N MAC
N
N WA WW SHINGTTONAAAV E
W MOUNTTTA IN AV AA E
N LOOMISS AV AA E
N GRANT AV AA E
S SHERWOOD ST
N SSHIELDDS ST
N SHERRW OOOD ST
SCOTTAAAV E
S SHIELDS S
W OLIVE ST
S WA W S
AK
I
N AV A E
W MAGNOLIA ST
WA WW AA Y NE ST
GORDON ST
S WA WW SHINGTON AV A E
W MAGNOLIA ST
JACKSON AV A E
W MYR
WOODFORD AV AA E
WW LLAAUURREELL SSTT
W MULBERRRRY ST
S LOOMIS AV AA E
BUNGALOW CT
ARMSTRON
G
A
V
AA
E
SUNSETAAAV E
M
A
N
T
Z
P
L
S SHIELDSS SST
DEL NORTE PL
P
I
O
N
E
E
R
A
V
AA
E
S WA W SHINGTON AV AA E
M
O
N
TT
EE
V
I
S
T
A
TT
A
V
AA
E
DUN U N
EL E EM EE ENTA TT RY
S GRANTAAAV E
RTLE ST
ERRRY ST
ST
W OLI
W OA
K
ST
S WA WW SHINGTON AVV AA E
AV A E
AK
I
N AV AA E
S LOOMIS AV AA E
S WHITCOMB ST
S MACCK ST
W OLIVE ST
W OAK ST
E
RANT AA AV E
W OLI
S GRA
REMINGTON ST
MATHE
WS
S
T
E PROSPECT RD
E MYRTLE ST
WHEDBEE ST
PL
SMITH ST
EASTDALE DR
COWAN ST
E ELIZABETH ST
L
A
K
E
P
L E
PENNOCK PL
S COLLEGE AVE
MONTEZUMA FULLER ALLEY
REMINGTON ST
GARFIELD ST
E PLUM ST
E MAGNOLIA ST
PETERSON ST
SMITH ST
KENROY CT
O
N
S
T
.
WILL
I
A
M
S
ST
LESSER DR
LORY ST
RO
B
E
R
T
S
O
N
S
T
MATHEWS ST
LOCUST ST
PETERSON ST
N
E
W
S
O
M
S
T
E
L
L
I
S
S
T
EDWARDS ST
E LAUREL ST
M
O
R
G
A
N
S
T
GARFIEL
D
S
T
R
I
V
E
RSI
D
E
A
V
E
ERSITY AVE
MAIN DR
S COLLEGE AVE
S COLLEGE AVE
BUCKEYE ST
WHEDBEE ST
CIRCLE DR
RIVERSIDE AVE
LILAC LN
C
O
L
O
R
A
D
O
S
T
E
L
A
K
E
S
T
S LEMAY AVE
EDWARDS ST
E ELIZABETH ST
E OAK ST
PETERSO
N ST
SMITH ST
EASTDALE DR
RIVERSIDE AVE
B
U
C
K
E
Y
E
S
T
E PITKIN ST
LOCUS
T
C
T
ENDICOTT ST
BUCKEYE ST
MATHEWS ST
E PITKIN ST
STOVER ST
E MYRTLE ST
E MULBERRY ST
-PECT CT
MATHEWS ST
E LAKE ST
E OLIVE ST
CIRCLE DR
S
T
OVER
S
T
COWAN ST
G
R
E
E
N
S
T
R
O
B
ERTSON ST
S LEMAY AVE
PROS-
REMI
NG
T
ON
S
T
E LAUREL ST
E MULBERRY ST
WHEDBEE ST
S
T
O
V
E
R
S
T
ELLIS ST
E
L
O
C
U
ST ST
E PROSPECT RD
L
O
R
Y
S
T
HARRIS
BILINGUAL
IMMERSION
CENTENNIAL
SR HIGH
LAUREL
ELEMENTARY
LESHER
MIDDLE
SCHOOL
DO
E
ITY
FT COLLINS
MUSEUM
FT COLLINS
PUBLIC
LIBRARY
E MAGNOLIA A S ST
OOLIVE ST
PETERSONN ST
WHEDBEEE ST
SMITH ST
SS
TT
OVER
S
T
LILAC LN
TT
OVER
S
T
E MYRTLE ST
MAAAT HE
WS
S
T
GARFIELD ST
MAT AA HEWS ST
LOCUST ST
PETERSON ST
WHEDB
EDWA WW RDS ST
H ST
S
HA HH RRIS II
BIL II INGUUUA L
IM II MERSION
SMITH ST
WHEDBEE ST
SS
TT
OO
E
RR
SS
TT
CIRCLE DR
CIRCLE DR
EASTDALE DR
KENROY CT
E L
EASTDALE DR
LOCUS
T
C
T
E
KK
L
O
C
U
ST ST
COWA WW N ST
E LAUREL ST
C
O
L
O
RR
A
D
O
S
T
E ELIZABETH ST
LAUREL
EL EE EM EE ENTA TT RY
BUUCKEYE S
EE PPRROOSSPPEECCTT RRDD
BUCKEYE ST
MAT AA HEWS ST
E LAKE ST
GAR
LOCUST ST
E ELIZABETH ST
E MYRTLE ST
MAAT HE
WS
S
T
E MYRT
E PLUM ST
MITH ST
T
EE ST
PETERSO
N ST
E LAUREL ST
CEN EE TTTE EE N NIIIA L
SR HIGH
COWA W N ST
SMITH ST
ENDICOTT ST
STOVER ST
E MYRTLE ST
CHARACTER AREA 3:
KEY FEATURES
› Homes typically date from 1881-1920.
› Architectural details are more limited but
help establish a sense of human scale.
› Building scale and style are typically consis-
tent within individual blocks.
› Front entries are defined with moderate
porches.
› Home and lot sizes are in a “middle” range,
with respect to the neighborhood as a
whole.
› One story homes predominate.
Figure 15: Old Town Character Area Map - East of
College Avenue.
Figure 16: A typical house in Character Area 3 has a moderate, one-story front porch, which when aligned with others along the block,
establishes a consistent sense of scale.
W MULBERRY ST
W OAK ST
S MCKINLEY AVE
WAGNER DR
SCOTT AVE
PEARL ST
HANNA ST
S SHIELDS ST
N MACK ST
W VINE DR
ARMSTRON
G
A
V
E
CHERRY ST
N WHITCOMB ST
LAPO
E
L
M
S
T
LYONS ST
W VINE DR
SYLVAN CT
W OLIVE ST
W
COY DR
JAMITH PL
SUNSET AVE
N SHIELDS ST
W OA
K
ST
WEST ST
PARK ST
N WASHINGTON AVE
LAPORTE AVE
MA
PLE
ST
W MA
GRANDVIEW AVE
DALE CT
S BRYAN AVE
C
L
O
VE
R L
N
C
R
E
S
T
M
O
R
E
P
L
WESTVIEW AVE
L
A
K
E
SI
D
E A
VE
LELAND AVE
S
H
E
L
D
O
N
D
R
BAYSTONE DR
MAPLE ST
W MYRTLE ST
ELM ST
E
CO
Y D
R
M
A
N
T
Z
P
L
S WASHINGTON AVE
W MOUNTAIN AVE
SYCAMORE ST
N LOOMIS AVE
S SHERWOOD ST
W MUL
N MELDRUM ST
W
W MOU
W MULBERRY ST
BRO
ADVIEW PL
FREY AVE
R
ICHARDS PL
WE
S
T
V
I
E
W
A
V
E
N
R
O
O
SEVELT AVE
B
E
E
C
H
C
T
N MCKINLEY AVE
C
O
L
U
M
B
I
N
E
C
T
SYCAMORE ST
S SHIELDS ST
AK
I
N AVE
WOOD ST
S LOOMIS AVE
S WHITCOMB ST
W MY
N MELDRUM ST
CHE
ORCHARD PL
N CREST-
N
R
O
O
S
E
V
E
L
T
A
V
E
S
H
E
L
D
O
N
D
R
N MCKINLEY AVE
C
H
E
R
RY
ST
CRESTMORE PL
BI
R
CH
ST
W MAGNOLIA ST
TEDMON DR
RIDDLE DR
DEL NORTE PL
WAYNE ST
WEST ST
P
I
O
N
E
E
R
A
V
E
GORDON ST
S WASHINGTON AVE
W MAGNOLIA ST
S GRANT AVE N GRANT AVE
S SHERWOOD ST
-MORE CT
H
O
M
E
R
D
R
N FREY AVE
CHERRY ST
N ROOSEVELT AVE
LYONS ST
CITY PARK AVE
LAPORTE AVE
FRANKLIN ST
MILLER DR
JACKSON AVE
S MACK ST
HAWKINS ST
GRIFFIN PL
W MYRTLE ST
W OLIVE ST
W OAK ST
S MELDRUM ST
W O
N MELDRUM ST
N BRYAN AVE
MAPLE ST
CLOVER LN
BIRCH ST
W MOUNTAIN AVE
SYLVA
N CT
PEARL ST
JUNIPER CT
HANNA ST
N SHIELDS ST
M
O
N
T
E
V
I
S
T
A
A
VE
WOODFORD AVE
ELM CT
PARK ST
S WHITCOMB ST
N SHERWOOD ST
MA
SYCAMORE ST
BROADVIEW PL
COLLINS CT
CITY PARK DR
S ROOSEVELT AVE
BISHOP ST
LYONS ST
N MCKINLEY AVE
BEECH ST
BUNGALOW CT
ELM ST
W LAUREL ST
W MULBERRY ST
S GRANT AVE
S LOOMIS AVE
CANYON AVE
W LA
LAB -
POLARIS
DUNN
ELEMENTARY
ST JOSEPHS
SCHOOL
FULLANA
ELEMENTARY
OAKWOOD SCHOOL
PUTNAM
ELEMENTARY
LINCOLN
CENTER
POTTERY
STUDIO
THE FARM
MULBERRY
POOL
THE FARM
PARK
MAINTAINANCE
BLDG
CITY PARK
POOL
CITY PARK
CENTER
THE
FARM
LINCOLN
CENTER
PEAARL ST
HANNA ST
ELM ST
SYCAMORE ST
TEDMMON DR
RIDDDLE DR
FRANNKLIN ST
HANNA ST
BEECH ST
FISHBACKK AV A E
S MCKINLEYAAAV E
CKK ST
CHERRRRY ST
SYLV LL VV A NN CT
N SHIELDS ST
WEST ST
PA PP RK ST
SYCAMORE ST
N MCKINLEEY AV AA E
WOOD ST
N MCKINLEY A
WEST ST
N ROOSEVEELTAAAV E
LY LL ONS ST
LAPORTE AV AA E
W MOUNTTTA IN AV AA E
PEARL ST
ER CT
ST
S ROOSEVELLLT AV AA E
OA OO KWO WW OD SCHOOL
W VINE DR
GRIFFIN PL
ELM CT
PA PP RK ST
ELM ST
HAW AA KINS ST
LY LL ONS ST
LELAND AV AA E
C
O
L
UU
MM
B
I
N
E
C
T
VE
SYLLLV VV A
N CT
JUNIPER CT
BBIISSHHOOPP SSTT
N MCKINLEY AV AA E
LAY AA LAND CT
MAPLE ST
CLOVER LN
COLLINS CT
SHBACK AV AA E
R
ICHARDS PL
GGRANNDDVVVIIEEWW AAVV AA EE
FREYY AV AA E
W OAK ST
S MCK
LAPORTE AV AA E
MA
PLE
ST
FULLANNNA
EL EE EM EE ENTA TT RY
WHITCOMMB ST
LOOMIS AV A E
N WHITCOMMB ST
N MAC
N
N WA WW SHINGTTONAAAV E
W MOUNTTTA IN AV AA E
N LOOMISS AV AA E
N GRANT AV AA E
S SHERWOOD ST
N SSHIELDDS ST
N SHERRW OOOD ST
SCOTTAAAV E
S SHIELDS S
W OLIVE ST
S WA W S
AK
I
N AV A E
W MAGNOLIA ST
WA WW AA Y NE ST
GORDON ST
S WA WW SHINGTON AV A E
W MAGNOLIA ST
JACKSON AV A E
W MYR
WOODFORD AV AA E
WW LLAAUURREELL SSTT
W MULBERRRRY ST
S LOOMIS AV AA E
BUNGALOW CT
ARMSTRON
G
A
V
AA
E
SUNSETAAAV E
M
A
N
T
Z
P
L
S SHIELDSS SST
DEL NORTE PL
P
I
O
N
E
E
R
A
V
AA
E
S WA W SHINGTON AV AA E
M
O
N
TT
EE
V
I
S
T
A
TT
A
V
AA
E
DUN U N
EL E EM EE ENTA TT RY
S GRANTAAAV E
RTLE ST
ERRRY ST
ST
W OLI
W OA
K
ST
S WA WW SHINGTON AVV AA E
AV A E
AK
I
N AV AA E
S LOOMIS AV AA E
S WHITCOMB ST
S MACCK ST
W OLIVE ST
W OAK ST
E
RANT AA AV E
W OLI
S GRA
REMINGTON ST
MATHE
WS
S
T
E PROSPECT RD
E MYRTLE ST
WHEDBEE ST
PL
SMITH ST
EASTDALE DR
COWAN ST
E ELIZABETH ST
L
A
K
E
P
L E
PENNOCK PL
S COLLEGE AVE
MONTEZUMA FULLER ALLEY
REMINGTON ST
GARFIELD ST
E PLUM ST
E MAGNOLIA ST
PETERSON ST
SMITH ST
KENROY CT
O
N
S
T
.
WILL
I
A
M
S
ST
LESSER DR
LORY ST
RO
B
E
R
T
S
O
N
S
T
MATHEWS ST
LOCUST ST
PETERSON ST
N
E
W
S
O
M
S
T
E
L
L
I
S
S
T
EDWARDS ST
E LAUREL ST
M
O
R
G
A
N
S
T
GARFIEL
D
S
T
R
I
V
E
RSI
D
E
A
V
E
ERSITY AVE
MAIN DR
S COLLEGE AVE
S COLLEGE AVE
BUCKEYE ST
WHEDBEE ST
CIRCLE DR
RIVERSIDE AVE
LILAC LN
C
O
L
O
R
A
D
O
S
T
E
L
A
K
E
S
T
S LEMAY AVE
EDWARDS ST
E ELIZABETH ST
E OAK ST
PETERSO
N ST
SMITH ST
EASTDALE DR
RIVERSIDE AVE
B
U
C
K
E
Y
E
S
T
E PITKIN ST
LOCUS
T
C
T
ENDICOTT ST
BUCKEYE ST
MATHEWS ST
E PITKIN ST
STOVER ST
E MYRTLE ST
E MULBERRY ST
-PECT CT
MATHEWS ST
E LAKE ST
E OLIVE ST
CIRCLE DR
S
T
OVER
S
T
COWAN ST
G
R
E
E
N
S
T
R
O
B
ERTSON ST
S LEMAY AVE
PROS-
REMI
NG
T
ON
S
T
E LAUREL ST
E MULBERRY ST
WHEDBEE ST
S
T
O
V
E
R
S
T
ELLIS ST
E
L
O
C
U
ST ST
E PROSPECT RD
L
O
R
Y
S
T
HARRIS
BILINGUAL
IMMERSION
CENTENNIAL
SR HIGH
LAUREL
ELEMENTARY
LESHER
MIDDLE
SCHOOL
DO
E
ITY
FT COLLINS
MUSEUM
FT COLLINS
PUBLIC
LIBRARY
E MAGNOLIA A S ST
OOLIVE ST
PETERSONN ST
WHEDBEEE ST
SMITH ST
SS
TT
OVER
S
T
LILAC LN
TT
OVER
S
T
E MYRTLE ST
MAAAT HE
WS
S
T
GARFIELD ST
MAT AA HEWS ST
LOCUST ST
PETERSON ST
WHEDB
EDWA WW RDS ST
H ST
S
HA HH RRIS II
BIL II INGUUUA L
IM II MERSION
SMITH ST
WHEDBEE ST
SS
TT
OO
E
RR
SS
TT
CIRCLE DR
CIRCLE DR
EASTDALE DR
KENROY CT
E L
EASTDALE DR
LOCUS
T
C
T
E
KK
L
O
C
U
ST ST
COWA WW N ST
E LAUREL ST
C
O
L
O
RR
A
D
O
S
T
E ELIZABETH ST
LAUREL
EL EE EM EE ENTA TT RY
BUUCKEYE S
EE PPRROOSSPPEECCTT RRDD
BUCKEYE ST
MAT AA HEWS ST
E LAKE ST
GAR
LOCUST ST
E ELIZABETH ST
E MYRTLE ST
MAAT HE
WS
S
T
E MYRT
E PLUM ST
MITH ST
T
EE ST
PETERSO
N ST
E LAUREL ST
CEN EE TTTE EE N NIIIA L
SR HIGH
COWA W N ST
SMITH ST
ENDICOTT ST
STOVER ST
E MYRTLE ST
Figure 10: Old Town Character Area Map - East of
College Avenue.
Figure 11: Most homes in Character Area 2 were built prior to 1945, and are in the “middle” range of building size with respect to the
Old Town Neighborhood at large.
L
M
S
T
LYONS ST
W VINE DR
SYLVAN CT
W OLIVE ST
W
COY DR
JAMITH PL
SUNSET AVE
N SHIELDS ST
W OA
K
ST
WEST ST
PARK ST
N WASHINGTON AVE
LAPORTE AVE
MA
PLE
ST
W MA
GRANDVIEW AVE
DALE CT
S BRYAN AVE
C
L
O
VE
R L
N
C
R
E
S
T
M
O
R
E
P
L
WESTVIEW AVE
L
A
K
E
SI
D
E A
VE
LELAND AVE
S
H
E
L
D
O
N
D
R
BAYSTONE DR
MAPLE ST
W MYRTLE ST
ELM ST
E
CO
Y D
R
M
A
N
T
Z
P
L
S WASHINGTON AVE
W MOUNTAIN AVE
SYCAMORE ST
N LOOMIS AVE
S SHERWOOD ST
W MUL
N MELDRUM ST
W
W MOU
W MULBERRY ST
BRO
ADVIEW PL
FREY AVE
R
ICHARDS PL
WE
S
T
V
I
E
W
A
V
E
N
R
O
O
SEVELT AVE
B
E
E
C
H
C
T
N MCKINLEY AVE
C
O
L
U
M
B
I
N
E
C
T
SYCAMORE ST
S SHIELDS ST
AK
I
N AVE
WOOD ST
S LOOMIS AVE
S WHITCOMB ST
W MY
N MELDRUM ST
CHE
ORCHARD PL
N CREST-
N
R
O
O
S
E
V
E
L
T
A
V
E
S
H
E
L
D
O
N
D
R
N MCKINLEY AVE
C
H
E
R
RY
ST
CRESTMORE PL
BI
R
CH
ST
W MAGNOLIA ST
TEDMON DR
RIDDLE DR
DEL NORTE PL
WAYNE ST
WEST ST
P
I
O
N
E
E
R
A
V
E
GORDON ST
S WASHINGTON AVE
W MAGNOLIA ST
S GRANT AVE N GRANT AVE
S SHERWOOD ST
-MORE CT
H
O
M
E
R
D
R
N FREY AVE
CHERRY ST
N ROOSEVELT AVE
LYONS ST
CITY PARK AVE
LAPORTE AVE
FRANKLIN ST
MILLER DR
JACKSON AVE
S MACK ST
HAWKINS ST
GRIFFIN PL
W MYRTLE ST
W OLIVE ST
W OAK ST
S MELDRUM ST
W O
N MELDRUM ST
N BRYAN AVE
MAPLE ST
CLOVER LN
BIRCH ST
W MOUNTAIN AVE
SYLVA
N CT
PEARL ST
JUNIPER CT
HANNA ST
N SHIELDS ST
M
O
N
T
E
V
I
S
T
A
A
VE
WOODFORD AVE
ELM CT
PARK ST
S WHITCOMB ST
N SHERWOOD ST
MA
SYCAMORE ST
BROADVIEW PL
COLLINS CT
CITY PARK DR
S ROOSEVELT AVE
BISHOP ST
LYONS ST
N MCKINLEY AVE
BEECH ST
BUNGALOW CT
ELM ST
W LAUREL ST
W MULBERRY ST
S GRANT AVE
S LOOMIS AVE
CANYON AVE
W LA
LAB -
POLARIS
DUNN
ELEMENTARY
ST JOSEPHS
SCHOOL
FULLANA
ELEMENTARY
OAKWOOD SCHOOL
PUTNAM
ELEMENTARY
LINCOLN
CENTER
POTTERY
STUDIO
THE FARM
MULBERRY
POOL
THE FARM
PARK
MAINTAINANCE
BLDG
CITY PARK
POOL
CITY PARK
CENTER
THE
FARM
LINCOLN
CENTER
PEAARL ST
HANNA ST
ELM ST
SYCAMORE ST
TEDMMON DR
RIDDDLE DR
FRANNKLIN ST
HANNA ST
BEECH ST
FISHBACKK AV A E
S MCKINLEYAAAV E
CKK ST
CHERRRRY ST
SYLV LL VV A NN CT
N SHIELDS ST
WEST ST
PA PP RK ST
SYCAMORE ST
N MCKINLEEY AV AA E
WOOD ST
N MCKINLEY A
WEST ST
N ROOSEVEELTAAAV E
LY LL ONS ST
LAPORTE AV AA E
W MOUNTTTA IN AV AA E
PEARL ST
ER CT
ST
S ROOSEVELLLT AV AA E
OA OO KWO WW OD SCHOOL
W VINE DR
GRIFFIN PL
ELM CT
PA PP RK ST
ELM ST
HAW AA KINS ST
LY LL ONS ST
LELAND AV AA E
C
O
L
UU
MM
B
I
N
E
C
T
VE
SYLLLV VV A
N CT
JUNIPER CT
BBIISSHHOOPP SSTT
N MCKINLEY AV AA E
LAY AA LAND CT
MAPLE ST
CLOVER LN
COLLINS CT
SHBACK AV AA E
R
ICHARDS PL
GGRANNDDVVVIIEEWW AAVV AA EE
FREYY AV AA E
W OAK ST
S MCK
LAPORTE AV AA E
MA
PLE
ST
FULLANNNA
EL EE EM EE ENTA TT RY
WHITCOMMB ST
LOOMIS AV A E
N WHITCOMMB ST
N MAC
N
N WA WW SHINGTTONAAAV E
W MOUNTTTA IN AV AA E
N LOOMISS AV AA E
N GRANT AV AA E
S SHERWOOD ST
N SSHIELDDS ST
N SHERRW OOOD ST
SCOTTAAAV E
S SHIELDS S
W OLIVE ST
S WA W S
AK
I
N AV A E
W MAGNOLIA ST
WA WW AA Y NE ST
GORDON ST
S WA WW SHINGTON AV A E
W MAGNOLIA ST
JACKSON AV A E
W MYR
WOODFORD AV AA E
WW LLAAUURREELL SSTT
W MULBERRRRY ST
S LOOMIS AV AA E
BUNGALOW CT
ARMSTRON
G
A
V
AA
E
SUNSETAAAV E
M
A
N
T
Z
P
L
S SHIELDSS SST
DEL NORTE PL
P
I
O
N
E
E
R
A
V
AA
E
S WA W SHINGTON AV AA E
M
O
N
TT
EE
V
I
S
T
A
TT
A
V
AA
E
DUN U N
EL EE EM EE ENTA TT RY
S GRANTAAAV E
RTLE ST
ERRRY ST
ST
W OLI
W OA
K
ST
S WA WW SHINGTON AVV AA E
AV A E
AK
I
N AV AA E
S LOOMIS AV AA E
S WHITCOMB ST
S MACCK ST
W OLIVE ST
W OAK ST
E
RANT AV AA E
W OLI
S GRA
REMINGTON ST
MATHE
WS
S
T
E PROSPECT RD
E MYRTLE ST
WHEDBEE ST
PL
SMITH ST
EASTDALE DR
COWAN ST
E ELIZABETH ST
L
A
K
E
P
L E
PENNOCK PL
S COLLEGE AVE
MONTEZUMA FULLER ALLEY
REMINGTON ST
GARFIELD ST
E PLUM ST
E MAGNOLIA ST
PETERSON ST
SMITH ST
KENROY CT
O
N
S
T
.
WILL
I
A
M
S
ST
LESSER DR
LORY ST
RO
B
E
R
T
S
O
N
S
T
MATHEWS ST
LOCUST ST
PETERSON ST
N
E
W
S
O
M
S
T
E
L
L
I
S
S
T
EDWARDS ST
E LAUREL ST
M
O
R
G
A
N
S
T
GARFIEL
D
S
T
R
I
V
E
RSI
D
E
A
V
E
ERSITY AVE
MAIN DR
S COLLEGE AVE
S COLLEGE AVE
BUCKEYE ST
WHEDBEE ST
CIRCLE DR
RIVERSIDE AVE
LILAC LN
C
O
L
O
R
A
D
O
S
T
E
L
A
K
E
S
T
S LEMAY AVE
EDWARDS ST
E ELIZABETH ST
E OAK ST
PETERSO
N ST
SMITH ST
EASTDALE DR
RIVERSIDE AVE
B
U
C
K
E
Y
E
S
T
E PITKIN ST
LOCUS
T
C
T
ENDICOTT ST
BUCKEYE ST
MATHEWS ST
E PITKIN ST
STOVER ST
E MYRTLE ST
E MULBERRY ST
-PECT CT
MATHEWS ST
E LAKE ST
E OLIVE ST
CIRCLE DR
S
T
OVER
S
T
COWAN ST
G
R
E
E
N
S
T
R
O
B
ERTSON ST
S LEMAY AVE
PROS-
REMI
NG
T
ON
S
T
E LAUREL ST
E MULBERRY ST
WHEDBEE ST
S
T
O
V
E
R
S
T
ELLIS ST
E
L
O
C
U
ST ST
E PROSPECT RD
L
O
R
Y
S
T
HARRIS
BILINGUAL
IMMERSION
CENTENNIAL
SR HIGH
LAUREL
ELEMENTARY
LESHER
MIDDLE
SCHOOL
DO
E
ITY
FT COLLINS
MUSEUM
FT COLLINS
PUBLIC
LIBRARY
E MAGNOLIA A S ST
OOLIVE ST
PETERSONN ST
WHEDBEEE ST
SMITH ST
SS
TT
OVER
S
T
LILAC LN
TT
OVER
S
T
E MYRTLE ST
MAAAT HE
WS
S
T
GARFIELD ST
MAT AA HEWS ST
LOCUST ST
PETERSON ST
WHEDB
EDWA WW RDS ST
H ST
S
HA HH RRIS II
BIL II INGUUUA L
IM II MERSION
SMITH ST
WHEDBEE ST
SS
TT
OO
E
RR
SS
TT
CIRCLE DR
CIRCLE DR
EASTDALE DR
KENROY CT
E L
EASTDALE DR
LOCUS
T
C
T
E
KK
L
O
C
U
ST ST
COWA WW N ST
E LAUREL ST
C
O
L
O
RR
A
D
O
S
T
E ELIZABETH ST
LAUR U EL
EL EE EM EE ENTA TT RY
BUUCKEYE S
EE PPRROOSSPPEECCTT RRDD
BUCKEYE ST
MAT AA HEWS ST
E LAKE ST
GAR
LOCUST ST
E ELIZABETH ST
E MYRTLE ST
MAAT HE
WS
S
T
E MYRT
E PLUM ST
MITH ST
T
EE ST
PETERSO
N ST
E LAUREL ST
CEN EE TTTE EE N NIA II L
SR HIGH
COWA W N ST
SMITH ST
ENDICOTT ST
STOVER ST
E MYRTLE ST
CHARACTER AREA 1:
KEY FEATURES
› Homes typically date from 1882-1920.
› Richly-detailed homes with large front
porches
› Building scale and style are typically consis-
tent within individual blocks.
› Variety in home scales, with largest typical
building size (height and square footage)
› 1-, 1.5- and 2-story homes typical
› Large variety in lot sizes with largest typical
lot size overall
Figure 2: Old Town Character Area Map - East of
College Avenue.
Figure 3: Character Area 1 includes portions of the neighborhood with richly-detailed homes that are somewhat larger in scale than
those found in other parts of the Old Town Neighborhood.
character.
Building Size
Typical building size varies substantially across the
different Character Areas. Character Area 3, for
example, has some of the smallest houses (and
smallest lots). This could be a factor in considering
the appropriate scale for new infill construction.
9,000-
9,999 sf 28% 25% 2% 17% 12% 6%
10,000 sf
or more 11% 5% 1% 16% 10% 11%
S
O
M
S
T
E
L
L
I
S
S
T
EDWARDS ST
E LAUREL ST
M
O
R
G
A
N
S
T
GARFIEL
D
S
T
R
I
V
E
RSI
D
E
A
V
E
ERSITY AVE
MAIN DR
S COLLEGE AVE
S COLLEGE AVE
BUCKEYE ST
WHEDBEE ST
CIRCLE DR
RIVERSIDE AVE
LILAC LN
C
O
L
O
R
A
D
O
S
T
E
L
A
K
E
S
T
S LEMAY AVE
EDWARDS ST
E ELIZABETH ST
E OAK ST
PETERSO
N ST
SMITH ST
EASTDALE DR
RIVERSIDE AVE
B
U
C
K
E
Y
E
S
T
E PITKIN ST
LOCUS
T
C
T
ENDICOTT ST
BUCKEYE ST
MATHEWS ST
E PITKIN ST
STOVER ST
E MYRTLE ST
E MULBERRY ST
-PECT CT
MATHEWS ST
E LAKE ST
E OLIVE ST
CIRCLE DR
S
T
OVER
S
T
COWAN ST
G
R
E
E
N
S
T
R
O
B
ERTSON ST
S LEMAY AVE
PROS-
REMI
NG
T
ON
S
T
E LAUREL ST
E MULBERRY ST
WHEDBEE ST
S
T
O
V
E
R
S
T
ELLIS ST
E
L
O
C
U
ST ST
E PROSPECT RD
L
O
R
Y
S
T
HARRIS
BILINGUAL
IMMERSION
CENTENNIAL
SR HIGH
LAUREL
ELEMENTARY
LESHER
MIDDLE
SCHOOL
DO
E
ITY
FT COLLINS
MUSEUM
FT COLLINS
PUBLIC
LIBRARY
E MAGNOLIA A S ST
OOLIVE ST
PETERSONN ST
WHEDBEEE ST
SMITH ST
SS
TT
OVER
S
T
LILAC LN
TT
OVER
S
T
E MYRTLE ST
MAAAT HE
WS
S
T
GARFIELD ST
MAT AA HEWS ST
LOCUST ST
PETERSON ST
WHEDB
EDWA WW RDS ST
H ST
S
HA HH RRIS II
BIL II INGUA UU L
IM II MERSION
SMITH ST
WHEDBEE ST
SS
TT
OO
E
RR
SS
TT
CIRCLE DR
CIRCLE DR
EASTDALE DR
KENROY CT
E L
EASTDALE DR
LOCUS
T
C
T
E
K
L
O
C
U
ST ST
COWA WW N ST
E LAUREL ST
C
O
L
O
RR
A
D
O
S
T
E ELIZABETH ST
LAUREL
EL EE EM EE ENTA TT RY
BUUCKEYE S
EE PPRROOSSPPEECCTT RRDD
BUCKEYE ST
MAT AA HEWS ST
E LAKE ST
GAR
LOCUST ST
E ELIZABETH ST
E MYRTLE ST
MAAT HE
WS
S
T
E MYRT
E PLUM ST
MITH ST
T
EE ST
PETERSO
N ST
E LAUREL ST
CEN EE TTTE EE N NIIIA L
SR HIGH
COWA W N ST
SMITH ST
ENDICOTT ST
STOVER ST
E MYRTLE ST
Character Area 1
Character Area 2
Character Area 3
Character Area 4
Character Area 5
Character Area 6
OLD TOWN
NEIGHBORHOOD
CHARACTER AREA MAP -
EAST OF COLLEGE AVE
USING THE CHARACTER
ANALYSIS INFORMATION
Many qualitative features of Old
Town Neighborhood are described
for the individual Character Areas
in this section. In addition, some
statistical information is provided
in the following tables. The data
is presented for each Character
Area and shows the range of
distribution of certain measurable
factors.
WEST ST
PARK ST
N WASHINGTON AVE
LAPORTE AVE
MA
PLE
ST
W MA
GRANDVIEW AVE
DALE CT
S BRYAN AVE
C
L
O
VE
R L
N
C
R
E
S
T
M
O
R
E
P
L
WESTVIEW AVE
L
A
K
E
SI
D
E A
VE
LELAND AVE
S
H
E
L
D
O
N
D
R
BAYSTONE DR
MAPLE ST
W MYRTLE ST
ELM ST
E
CO
Y D
R
M
A
N
T
Z
P
L
S WASHINGTON AVE
W MOUNTAIN AVE
SYCAMORE ST
N LOOMIS AVE
S SHERWOOD ST
W MUL
N MELDRUM ST
W
W MOU
W MULBERRY ST
BRO
ADVIEW PL
FREY AVE
R
ICHARDS PL
WE
S
T
V
I
E
W
A
V
E
N
R
O
O
SEVELT AVE
B
E
E
C
H
C
T
N MCKINLEY AVE
C
O
L
U
M
B
I
N
E
C
T
SYCAMORE ST
S SHIELDS ST
AK
I
N AVE
WOOD ST
S LOOMIS AVE
S WHITCOMB ST
W MY
N MELDRUM ST
CHE
ORCHARD PL
N CREST-
N
R
O
O
S
E
V
E
L
T
A
V
E
S
H
E
L
D
O
N
D
R
N MCKINLEY AVE
C
H
E
R
RY
ST
CRESTMORE PL
AZTEC DR
BI
R
CH
ST
W MAGNOLIA ST
TEDMON DR
RIDDLE DR
DEL NORTE PL
WAYNE ST
WEST ST
P
I
O
N
E
E
R
A
V
E
GORDON ST
S WASHINGTON AVE
W MAGNOLIA ST
S GRANT AVE N GRANT AVE
S SHERWOOD ST
-MORE CT
H
O
M
E
R
D
R
N FREY AVE
CHERRY ST
N ROOSEVELT AVE
LYONS ST
CITY PARK AVE
LAPORTE AVE
FRANKLIN ST
POMONA ST
MILLER DR
JACKSON AVE
S MACK ST
HAWKINS ST
GRIFFIN PL
W MYRTLE ST
W OLIVE ST
W OAK ST
S MELDRUM ST
W O
N MELDRUM ST
N BRYAN AVE
MAPLE ST
CLOVER LN
BIRCH ST
W MOUNTAIN AVE
SYLVA
N CT
PEARL ST
JUNIPER CT
HANNA ST
N SHIELDS ST
M
O
N
T
E
V
I
S
T
A
A
VE
WOODFORD AVE
ELM CT
PARK ST
S WHITCOMB ST
N SHERWOOD ST
MA
SYCAMORE ST
BROADVIEW PL
COLLINS CT
CITY PARK DR
S ROOSEVELT AVE
BISHOP ST
LYONS ST
N MCKINLEY AVE
BEECH ST
BUNGALOW CT
ELM ST
W LAUREL ST
W MULBERRY ST
S GRANT AVE
S LOOMIS AVE
CANYON AVE
W LA
LAB -
POLARIS
DUNN
ELEMENTARY
ST JOSEPHS
SCHOOL
FULLANA
ELEMENTARY
OAKWOOD SCHOOL
PUTNAM
ELEMENTARY
LINCOLN
CENTER
POTTERY
STUDIO
THE FARM
THE FARM THE FARM
MULBERRY
POOL
THE FARM
PARK
MAINTAINANCE
BLDG
CITY PARK
POOL
CITY PARK
CENTER
THE
FARM
LINCOLN
CENTER
PEAARL ST
HANNA ST
ELM ST
SYCAMORE ST
TEDMMON DR
RIDDDLE DR
FRANNKLIN ST
HANNA ST
BEECH ST
FISHBACKK AV A E
S MCKINLEYAAAV E
CKK ST
CHERRRRY ST
SYLV LL VV A NN CT
N SHIELDS ST
WEST ST
PP PA RK ST
SYCAMORE ST
N MCKINLEEY AV AA E
WOOD ST
N MCKINLEY A
WEST ST
N ROOSEVEELTAAAV E
LY LL ONS ST
LAPORTE AV AA E
W MOUNTTTA IN AV AA E
PEARL ST
ER CT
ST
S ROOSEVELLLT AV AA E
OA OO KWO WW OD SCHOOL
W VINE DR
GRIFFIN PL
ELM CT
PA PP RK ST
ELM ST
HAW AA KINS ST
LY LL ONS ST
LELAND AV AA E
C
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L
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B
I
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E
C
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SYLLLV VV A
N CT
JUNIPER CT
BBIISSHHOOPP SSTT
N MCKINLEY AV AA E
LAY AA LAND CT
MAPLE ST
CLOVER LN
COLLINS CT
SHBACK AV AA E
R
ICHARDS PL
GGRANNDDVVVIIEEWW AAVV AAA EE
FREYY AV AA E
W OAK ST
S MCK
LAPORTE AV AA E
MA
PLE
ST
FULLANNNA
EL EE EM EE ENTA TT RY
WHITCOMMB ST
LOOMIS AV A E
N WHITCOMMB ST
N MAC
N
N WA WW SHINGTTONAAAV E
W MOUNTTTA IN AV AA E
N LOOMISS AV AA E
N GRANT AV AA E
S SHERWOOD ST
N SSHIELDDS ST
N SHERRW OOOD ST
SCOTTAAAV E
S SHIELDS S
W OLIVE ST
S WA W S
AK
I
N AV A E
W MAGNOLIA ST
WA WW AA Y NE ST
GORDON ST
S WA WW SHINGTON AV A E
W MAGNOLIA ST
JACKSON AV A E
W MYR
WOODFORD AV AA E
WW LLAAUURREELL SSTT
W MULBERRRRY ST
S LOOMIS AV AA E
BUNGALOW CT
ARMSTRON
G
A
V
AA
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SUNSETAAAV E
M
A
N
T
Z
P
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S SHIELDSS SST
DEL NORTE PL
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I
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S WA W SHINGTON AV AA E
M
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S GRANTAAAV E
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ERRRY ST
ST
W OLI
W OA
K
ST
S WA WW SHINGTON AVV AA E
AV A E
AK
I
N AV AA E
S LOOMIS AV AA E
S WHITCOMB ST
S MACCK ST
W OLIVE ST
W OAK ST
E
RANT AV AA E
W OLI
S GRA
Character Area 1
Character Area 2
Character Area 3
Character Area 4
Character Area 5
Character Area 6
OLD TOWN
NEIGHBORHOOD
CHARACTER AREA MAP -
WEST OF COLLEGE AVE
ABOUT THE
CHARACTER AREA
BOUNDARIES
The maps that identify the
location of the character
areas use a hard line, which
follows the edges of streets,
alleys and property lines.
But these boundaries may in
some cases be more “fuzzy,”
where transitions in charac-
ter occur. In this sense, the
boundaries help to define
general concentrations of
distinctive characteristics,
but should not be considered
to be definite, in contrast to
zoning boundary lines.
› Uniqueness of character among Fort Collins
neighborhoods
› Less car-oriented design
› Orientation towards neighbors
› Houses designed with sustainability aspects
already built into them (prior to car and air
conditioning design)
CHARACTER AREAS
While the Old Town Neighborhood exhibits many
features that may be considered universal, there
are in fact distinct differences in development
patterns that exist in individual character areas.
These differences contribute to the perceived
sense of diversity that is often mentioned when
describing the neighborhood. These differing
characteristics are important to consider when
developing a design for new construction that will
be compatible with its context.
Some character areas, for example, have a very
consistent range of building sizes, or a uniform
range of lot coverage percentages. In other places,
diversity exists, but nonetheless within a defined
range. Other variables, including building height,
floor area ratio, lot size and building age contrib-
ute to the differing contexts.
Those variables were considered in setting forth
the different character areas that are described
in this section. A total of six distinct character
area types are defined. Each area has a unique
combination of variables, but it also shares several
similarities with at least one (and often more) of
the other character areas.
provides a basis for the design
guidelines that follow.
C
Design Guideline: This de-
scribes a desired outcome related
to the intent statement.
D
Additional Information: This
provides a bullet list of examples
of how, or how not to, comply
with the standard.
E
Illustration(s): These provide
photos and/or diagrams to il-
lustrate related conditions or
possible approaches. They may
illustrate permitted or prohibited
solutions as described at right.
Appropriate: New dormer located along a side wall. Inappropriate: New dormer in front alters character.
When design review is mandatory, The Landmarks
Preservation Commission and City staff shall take
these factors into consideration when reviewing
proposed work:
› The significance of the property
› The context, with respect to other historic
properties
› The location of any key, character-defining
features
› The condition of those features
› The landmark status
› Eligibility status of the property
In addition, there are many cases in which the
guidelines state that one particular solution is
preferred, such as for the replacement of a dam-
aged or missing feature, but the text further notes
that some alternatives may be considered if the
preferred approach is not feasible. In determining
such feasibility, the city will also consider:
› The reasonable availability of the preferred
material
› The skill required to execute the preferred
approach
› The quality, appearance and character of
alternative solutions, such as new materials
cant may also be reviewed.
interviews
Boards, Commissions
& City Council
Technical Advisory
Committee
Community & Civic
group presentations
Stakeholder
Engagement
Events Online Activities Advertising Media
ATTACHMENT 4
•IdeaLab
•Online surveys (Survey
Gizmo)
•Text message surveys
(Textizen)
•Keypad polling at
events
•Videos/event coverage
Broadcast Outreach
•Direct mailings
•Project email list
•DBA and business
email lists
•Newsletters
•Flyers/Posters/Cards
•Press releases
•News articles
•Utility bill mailers (City
News)
•fcgov.com
•TV/radio ads
• Provide more flexibility for good design – doesn’t necessarily have to be historic to be compatible
• Encourage higher densities and mixed use downtown, but balance with “small-town feel”
• Provide more community spaces
• Green building, renewable energy production, and energy efficiency retrofits
• Destruction of historic buildings and homes
• Losing character and sense of place in Old Town
• Architecture that is not integrated into the existing historic fabric of downtown
• Availability and preservation of resources, including water, infrastructure, green space
• Lack of innovative architecture leading to “monotonous campus feel” or recreating the past
SWOT Summary (Strengths, Weaknesses, Opportunities and Threats)
S
W
O
T
“A lot of the charm of the [downtown] area comes
from the history evident in the buildings and
surroundings. Preserving and highlighting these
unique features (with focused lighting, small in-
terpretive signs, etc) is a must.”
– survey respondent
• Downtown is great for walking. Accessible, pedestrian-friendly, fun street-level interactions
• There are lots of different ways to access downtown (highway, walk, bike, bus, MAX, trolley)
• Large truck traffic, particularly on Jefferson, Riverside, and College
• Train noise and traffic blockages
• Perception that there is not enough parking downtown and finding parking is difficult
• Signs and tables create blocked sidewalks and poor pedestrian access
• Drivers are reluctant to park in garages
• Investigate additional late night and weekend transit service, especially for the MAX. Improve
public transit downtown in general (frequency, connectivity)
• Increase the number and size of pedestrian-only areas; improve overall pedestrian experience
• Develop more bike lanes, bike parking; improve bike-friendliness
• Consider implementing on-street paid parking to increase turnover/parking availability
• Provide more free parking
• Too many cars and increased traffic congestion as downtown gets busier
• Increased growth of downtown without support for transit, bicycling, and walking
• Impact of growth on traffic of all kinds; unintended consequences for transportation network
• Negative impacts on retail from lack of adequate on-street parking or implementation of paid parking
SWOT Summary (Strengths, Weaknesses, Opportunities and Threats)
S
W
O
T
Survey Results
People access Downtown Fort Collins in many ways, but 63% of the
460 respondents to the Downtown Plan online survey indicated that
they drive when they visit downtown. 30% of respondents said that they
generally bike and/or walk. Public transit (MAX and bus) represented 4%
of responses.
Nearly 60% of respondents who drove utilized on-street parking. On
average, participants who drove rated their ease of finding parking at 3.4
on a scale of 1-5, where one was “difficult” and five was “easy.”
If you drove, how easy was it for
you to find parking?
11%
1
Difficult
2345
Easy
16%
27%
14%
32%
• Major employment bases (Woodward, Otter Box, breweries, City/County government)
• Access to downtown – parking, transit, pedestrian safety
• Events and street closures hurt local businesses
• Late night atmosphere/too much drinking
• Retail being replaced by bars and restaurants
• Downtown becoming more high-end, not as affordable
• Investigate ways to keep rents affordable and help local businesses stay downtown
• Funding: Tax Increment Financing, Business Improvement Districts, Public Improvement Fees
• Add new market opportunities to existing mix (clothing, hotel/conference, public market, grocery)
• Encourage more retail, especially non-chain stores
• Increase residential development downtown
• Competition from nearby malls; “corporatization” of downtown
• Gentrification and rising rents pushing people and businesses out of downtown
• Dilution of “local” and “small town” feel
• Downtown becoming dominated by bars/breweries
• Safety concerns (late night behavior, panhandling)
• Lack of affordability and affordable housing
SWOT Summary (Strengths, Weaknesses, Opportunities and Threats)
S
W
O
T
Survey Results
At the Downtown Plan Open House (5/16/15), participants were given $100 in $10 increments and asked
how they would spend $100 in Downtown Fort Collins. Restaurants, retail shopping, and entertainment were
the top categories.
Restaurants
Bar/ brewery
Retail shopping
Service shopping
Entertainment
Hotel/ accommodation
“The number of small, locally owned businesses
is very important to the overall character. Down-
town has a vibrancy unlike many communities in
the US. I believe the small, local shops contribute
to this greatly.”
– survey respondent
setting, and new transportation options (e.g., circulator
shuttles, electric vehicles, pedicabs) can reduce the
need for car travel in the downtown area.
• The Poudre River is an enormous asset and should be protected
• The way nature is incorporated into public spaces
• Downtown is in close proximity to lots of recreational opportunities; easy to experience nature
• Population with a high awareness of environmental issues; interest in environmental stewardship
• Expertise and leadership of CSU – research, energy institute
• Limited access to the Poudre River in some parts of downtown
• Stormwater management challenges
• Aging infrastructure, specifically water and sewer
• Too few examples of urban agriculture as demonstration
• Need better integration of energy policy with historic preservation guidelines (i.e. solar on historic
buildings)
• Improve connections between downtown and the Poudre River; enhance access to river for recreation
and escape from the urban environment
• Encourage more food production – edible landscapes, local “farm to table” restaurants
• Pilot greenhouse gas reduction strategies downtown
• Increase the use of solar, electric vehicles and other renewable energy technologies
• Overuse of Poudre River and surrounding corridor
• Impact of development on existing natural ecosystems and corridors of biodiversity
• Adding too much concrete close to the River
• Downtown’s existing infrastructure may not be able to support future growth
• Much of downtown is in a floodplain – natural disaster response/capacity
• Potential constraints to renewable energy production and use
SWOT Summary (Strengths, Weaknesses, Opportunities and Threats)
S
W
O
T
When asked where they accessed nature, attendees at the Downtown Plan Open House (5/16/15) most often
accessed nature at Lee Martinez Park. Over 60% of respondents indicated that they access nature within a half mile
of the Poudre River.
11 5 1
10 5 1
10 3
9 2
Connections to open space & the river Improved wayfinding & gateways Adding housing
Preserving historic character Adding jobs Additional parking garages
Increased use of renewable energy Sidewalk & pedestrian improvements
Strengthen arts & culture More bicycling amenities
Survey Results - What are the top opportunities for downtown?
g
• Availability of parking is limited, low turnover and high use of parking by downtown employees
• High number of festivals and large events downtown
• Negative perceptions of homeless population
• Prevalence of panhandling, loitering and an increasing population of homeless people downtown
(particularly near the Library and Jefferson Park)
• Add more public restrooms that are regularly maintained, clean, and accessible
• Improve wayfinding and promote downtown using banners, signs, etc.
• Continue focus on beautification – more green space, plants, alley projects
• Encourage public education about homelessness and related topics
• Improve coordination among homeless support institutions, City agencies, and partner organizations
• Potential lack of funding for added enhancements and maintenance; increasing demands to maintain
more public space
• Growing impact of homeless population on business and community; decreased visitation to downtown
• Local retail pushed out by alcohol-related business and chains
• Potential for event fatigue - already considered an issue by some
SWOT Summary (Strengths, Weaknesses, Opportunities and Threats)
S
W
O
T
Survey Results - How is downtown doing?
A four-question Downtown Management survey was administered to a total of 56 participants at three
public engagement events. Overall, participants expressed very positive opinions about the management
of downtown. There was an opportunity for participants to write open-ended comments. Several comments
expressed negative opinions of the safety and family-friendliness of downtown, and noted panhandling/
loitering and late-night behavior in particular.
“It’s a clean town with beautiful flowers, pianos
for playing or watching artists paint, just things
that in general make people happy and willing to
help others”
– survey respondent
How CLEAN is downtown?
How SAFE is downtown?
How ATTRACTIVE is downtown?
How FAMILY-FRIENDLY is downtown?
• Create new venues and gathering spaces, large and small, for arts and culture. Could be performing
arts center, museums, music venues, community marketplace/market building, and public spaces
• Focus more on arts and culture, less on alcohol-focused events
• Establish a Creative District or find other funding
• Competition from elsewhere in the region (Loveland, Denver)
• Rising rents
• Suppressing “edgy” arts/culture and counter-culture to stay “family friendly”
• Lack of affordability (e.g. housing, studio/performance space)
SWOT Summary (Strengths, Weaknesses, Opportunities and Threats)
Attendees at the Downtown Plan Open House (5/16/15) were asked to indicate what they would like to add to
downtown. Galleries/museums were the most frequently selected option. Respondents to the Downtown Plan online
survey also rated galleries/museums in the top five items they would add to downtown.
11 5 1
10 5 1
10 3 1
9 2 1
Galleries/museums Event venues Restaurants
Lodging Retail stores Bars/breweries
Parking lots/garages Housing Grocery/convenience stores
Parks/open space Offices/business services Space for emerging industries
Survey Results - What you would add downtown?
pp
g gg g g
pp
g y
pg p gg g
S
W
O
T
Parking in particular was identified as a limiting factor
in several comments; some participants expressed
concern that any additions to downtown would be
counterproductive unless parking services were also
expanded to accommodate the additional growth and
popularity of downtown.
Downtown’s Challenges
Along with parking and congestion, participants
identified rising rents for storefronts as a primary concern.
Respondents expressed concerns about threats to local
business and the possibility of more chain businesses
downtown. Addressing the needs of the homeless in
Fort Collins was also identified as one of the principal
challenges facing the downtown area. Open-ended
comments about downtown’s challenges mentioned that
preserving downtown’s historic feel, incorporating the
Cache la Poudre River, and enhancing arts and culture
are areas of opportunity for the future
Strengths
Characteristics of the downtown (and relevant
organizations) that could help achieve the desired
vision or goals for the area.
Weaknesses
Characteristics of the downtown (and relevant
organizations) that could interfere with achieving
the desired vision or goals for the area.
Opportunities
External factors or forces that could help achieve
the desired vision or goals for the area.
Threats
External factors or forces that could interfere with
achieving the desired vision or goals for the area.
Restaurants/coffee shops
Parks/open space
Rising rents for storefronts
164
164
52
160
160
49
153
153
153
38
What do you love most about downtown?
What would you add downtown?
What is downtown’s biggest challenge?
Retail/shops
Retail stores
Addressing need of homeless population
Atmosphere & community
Event venues
Galleries/museums
Top responses to three of the online survey questions used to gauge Lack of available parking
people’s current view of downtown.
Transportation Open
House
• Website
• City Facebook and
Twitter feeds
• Nextdoor postings
• Online survey (Survey
Gizmo)
• Text message survey
(Textizen)
• Keypad polling at
events
• Project email list
• DDA, DBA and
business email lists
• Posters, postcards, and
business cards
• Press release
• Website
announcements
• Giveaway items
(stickers, tattoos, lip
balm, bike lights)
Public engagement throughout phase one
(Sept-Dec 2015)
Phase 4:
Document Development
(Jan-Mar 2016)
Phase 5:
Implementation &
Plan Adoption
(Apr-Jul 2016)
S SUMMIT VIEW DR
DUFF DR
MACKINAC ST
HOFFMAN MILL RD
N MASON ST
N HOWES ST
LUKE ST
ROBERTSON ST
CHERRY ST
INTERNATIONAL BLVD
W OAK ST
W OLIVE ST
MCHUGH ST
LORY ST
JEFFERSON ST
LAGER ST
W PITKIN ST
BANNOCK ST
YEAGER ST
ANNABEL AVE
OSIANDER ST
TANA DR
YOUNT ST
W LAUREL ST
W MYRTLE ST
MAIN ST
RACQUETTE DR
N LEMAY AVE
LA PLATA AVE
PATTON ST
NEWSOM ST
COMMERCE DR
COLORADO ST
HAYS ST
JEROME ST
EDORA RD
SYKES DR
PASCAL ST
ALEUTIAN DR
OVAL DR
WALNUT ST
W MOUNTAIN AVE
SAISON ST
JENNIE DR
CIRCLE DR
ELLIS ST
11TH ST
ENDICOTT ST
A ST
ERIC ST
DARREN ST
WEBSTER AVE
DONELLA CT
ALAN ST
BOCK ST
ALFORD ST
SHEARWATER DR
E LAUREL ST
MEEKER DR
PINE ST
LESSER DR
BAKER ST
APEX DR
MONTEZUMA FULLER ALY
VICOT WAY
TERRY DR
E MAGNOLIA ST
LILAC LN
LAKE PL E
SUNDAY DR
COUNTRYSIDE DR
OLD FIREHOUSE ALY
PENNOCK PL
E OLIVE CT
ERIN CT
MARTINEZ ST
MOROCCO WAY
HOSPITAL LN
DAINE DR
MONTGOMERY ST
S COURT ST
LOPEZ CT
EDISON DR
DEINES CT
LINCOLN CT
VICOT WAY
MATHEWS ST
FRONTAGE RD
PATTON ST
E PITKIN ST
LUKE ST
E LAKE ST
AIRWAY AVE
FRONTAGE RD
Legend
BNSF RAILROAD
GREAT WESTERN RAILROAD
UNION PACIFIC RAILROAD ¯
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