HomeMy WebLinkAboutMemo - Mail Packet - 9/24/2013 - Memorandum From Megan Bolin Re: October 1 Council Consideration Of Midtown Plan (5)City of
.Fort Collins
September 18, 2013
TO: Mayor and City Councilmembers
TH: Darin Atteberry, City Manager �_
Bruce Hendee, Chief Sustainability Officer
FM: Megan Bolin, Redevelopment SpecialistN3
RE: October 1 Council Consideration of the Midtown Plan
Economic Health Office
300 LaPorte Avenue
PO Box 580
Fort Collins, CO 80522
970,221,6505
970.224.6107 - fax
fcgov. com
On October 1, 2013, City Council is scheduled to consider a Resolution to adopt the Midtown
Plan, a comprehensive planning document that establishes the vision for revitalization of the
Midtown Corridor. Due to the size of the document, we wanted to provide Council extra time
for review prior to the hearing. Hard copies were printed for Council members only; for anyone
else that would like to view the Plan early, it is available online at www.fcgov.com/midtown.
Attachment
1, Midtown Plan and Appendix
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Project lead:
Winter & Company
1265 Yellow Pine Ave
Boulder, CO 80304
www.winterandcompany.net
Sub -consultants:
Alta Planning & Design
Britina Design Group
Centro, Inc.
Felsburg, Holt & Ullevig
Shears Adkins Rockmore
CITY COUNCIL
Karen Weitkunat, Mayor
Gerry Horak, Mayor Pro Tem, Dis-
trict 6
Bob Overbeck, District 1
Lisa Poppaw, District 2
Gino Campana, District 3
Wade Troxell, District 4
Russ Cunniff, District 5
CITY BOARDS & COMMIS-
SIONS
Art in Public Places Board
Bicycle Advisory Committee
Commission on Disability
Economic Advisory Commission
Natural Resources Advisory Board
Parks and Recreation Board
Planning and Zoning Board
Transportation Board
PROJECT MANAGEMENT
TEAM
Bruce Hendee, Sustainability Ser-
vices
Megan Bolin, Economic Health
Aaron Iverson, FC Moves
Seth Lorson, Planning Services
Emma McArdle, Transfort
Timothy Wilder, Planning Services
MIDTOWN STAKEHOLDERS
South Fort Collins Business Associa-
tion
Fort Collins Auto Dealers Association
Midtown businesses, employers,
employees and residents
Introduction to the Plan Intro-1
Previous Plans Intro-2
Project Area Boundary Intro-3
Project Objectives Intro-3
Public Outreach Intro-4
Using the Plan Intro-5
1-General Framework Concepts 1-1
The Vision
for
Midtown
1-2
Objectives
for
Achieving the Vision
1-4
2-Mobility and Access 2-1
Improved Circulation 2-2
A Multi -Modal Environment 2-14
Parking Strategies 2-20
3-Streetscapes, Signage & Wayfinding 3-1
A Sense of Identity 3-2
A Sophisticated Urban Design Palette 3-3
Locating Streetscape Elements 3-12
4-Parks & Open Space 4-1
Major Public Open Space 4-2
Minor Public
Open Space
4-5
Concepts for
a Civic Plaza
4-7
5-Development Prototypes 5-1
Case Study 1 - Small Parcel Development 5-2
Case Study 2 - Medium Parcel Development 5-4
Case Study 3 - Medium Parcel Development 5-6
Case Study 4 - Large Parcel Development 5-8
Case Study 5 - Big Box Reuse 5-10
Case Study 6 - A "Tech Works" Center 5-12
Case Study 7 - Multiple Blocks Coordinated 5-14
Case Study 8 - Redevelopment of an Auto Dealership 5-16
Phasing Study 5-18
6-Design Guidelines 6-1
Design Principles 6-2
Design Guidelines 6-4
7-Implementation Strategy 7-1
Promote Midtown's Vision 7-2
A Coordinated Effort 7-4
Incentivize Investment and Enact Policies to Guide New Development 7-5
Priorities for Implementation 7-11
Appendix
11x17 Framework Map A-1
11x17 Connectivity Map A-2
11x17 Multi -Modal Map A-3
11x17 Signage and Wayfinding Location Map A-4
Street Sections A-5
SEPTEMBER 2013 DRAFT
Midtown is a key portion of the College Avenue commercial
corridor, spanning slightly over three miles from Prospect
Road on the north to Fairway Lane on the south. A significant
portion of College Avenue, the Mason Corridor and new MAX
Bus Rapid Transit (BRT) line has been a priority area for the
City, as it has recently been the focus of community attention
and investment and is collectively defined as the "community
spine" in City Plan (2011).
Existing Frontage Road
Existing College Avenue Corridor (View from Frontage Road)
Policy LIV 5.2 of City Plan
provides the foundation for
continued focus in Midtown
stating:
The 'community spine' shall
be considered the highest
priority area for public in-
vestment in streetscape and
urban design improvements
and other infrastructure
upgrades to support infill
and redevelopment and to
promote the corridor's tran-
sition to a series of transit -
supportive, mixed -use activ-
ity centers over time"
(City Plan, pg. 52).
Introduction Intro-1
SEPTEMBER 2013 DRAFT
PREVIOUS PLANS
In addition to City Plan, other City projects that influence
Midtown are:
a Transit Oriented Development Overlay Zoning Regula-
r
M I D TO N tions which include:
.«ELUDWINt$TwNr Density bonuses for incorporating affordable housing
LE FT YMt■ • TM 10 �" and/or structured parking
I- Site and building design standards
d7; Midtown Redevelopment Study (2010), a market study
;r' that determined Midtown has:
Over 600,000 square feet of vacant retail space
- Capacity for 1,500-3,000 new housing units
Midtown Redevelopment Study - Capacity for 200,000 square feet of new office space
was a market study for the area. • Existing Conditions Survey and Urban Renewal Plan
(2011)
- Determined blight conditions exist throughout the cor-
ridor
IDTOWN
-Established the ability for the Urban Renewal Authority
Mto use tax increment financing (TIF) to leverage private
COMMERCIAL CORRIDOR investment.
While these initiatives have helped establish the foundation
for Midtown's future, they lack a cohesive design vision
to guide public and private investment within the corridor.
Subsequently, City Council initiated the development of this
Midtown Plan,
MCC Existing Conditions Survey
was conducted by the URA.
Intro-2 Midtown Plan
SEPTEMBER 2013 DRAFT
PROJECT AREA BOUNDARY
The Project Area Boundary, shown to the right, extends along
College Avenue from Prospect Road on the north to Fairway
Lane on the south. The project area encompasses the MAX
Bus Rapid Transit corridor's southern terminus station, South
Transit Center, as well as 7 other stations to the north: Har-
mony, Troutman, Horsetooth, Swallow, Drake, Spring Creek
and Prospect. The boundary extends east of College to in-
clude Foothills Mall and everything between JFK Parkway and
College Avenue.
PROJECT OBJECTIVES
The objectives of the Midtown Plan are:
• Complement current and forthcoming investment by ar-
ticulating a vision for the area.
• Assure multi -modal connectivity and improved circula-
tion throughout Midtown and promote optimum use of
MAX Bus Rapid Transit (BRT) system.
• Craft a parking strategy that supports increased densities.
• Improve wayfinding and sense of identity.
• Identify opportunities to further enhance streetscapes.
• Provide a rich collection of outdoor places that enhance
the experience of Midtown.
• Articulate design objectives through varied development
prototype case studies.
• Guide the design of future redevelopment to reinforce
the vision for the area.
• Provide recommendations for financing and implement-
ing project visions.
MAX out
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Introduction Intro-3
Community members offered in-
put on many design concepts for
the corridor including the idea to
identify three designated "charac-
ter areas" with themes that would
convey a distinct identity and help
guide development
Community members presented
their group's ideas for Midtown.
Community workshop, November
2012
SEPTEMBER 2013 DRAFT
PUBLIC OUTREACH
Information and guidance for this Plan was collected through
various means of public outreach. A community workshop
was held on November 14, 2012 that included approximately
70 attendees of property owners, business owners, residents
adjacent to the corridor and other interested citizens. The
workshop was an intensive, hands-on experience where citi-
zens were able to work as city planners and design their own
visions for Midtown.
i
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A "game piece" activity took place where residents cut out various con-
ceptual land use typologies and placed them on the maps to envision what
redevelopment scenarios could look like.
The team also conducted a work session with City Council
on January 8, 2013 to obtain their feedback regarding the
Plan's progress, specifically regarding key emerging concepts
that will shape the Plan. Key topics included character areas,
circulation, design, parks, plazas and open space, gateways,
wayfinding and signage.
Other meetings with community organizations, such as the
South Fort Collins Business Association (SFCBA), and City
Boards and Commissions were also held on a regular basis.
Focus groups also met to differentiate and understand the
viewpoints of property and business owners, developers, and
neighbors. Additional input was obtained using an online
questionnaire.
Intro-4 Midtown Plan
SEPTEMBER 2013 DRAFT
USING THE PLAN
This Plan
will serve
as a policy
guide
for
the City and private
investors
as they adopt
new
regulations
and incentive pro-
grams and
make investments
in
the
area.
It also may be used
by property
owners
who
seek
to
coordinate
their improve-
ment projects with
those
of their
neighbors.
The following
chapters
describe in
detail
the
objectives
of the Plan. Chap-
ters are as follows:
• Chapter
1 -
General Framework
Concepts
• Chapter
2 -
Mobility and
Access
• Chapter
3 -
Streetscapes,
Signage and Wayfinding
• Chapter
4 -
Parks and Open Space
• Chapter
5 -
Development
Prototypes
• Chapter
6 -
Design Guidelines
• Chapter
7 -
Implementation
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Workshop participants introduced an idea to encourage development
of "pocket communities."
Introduction Intro-5
SEPTEMBER 2013 DRAFT
SUMMARY POINTS
PLAN INTRODUCTION
• Midtown's boundaries encompass a significant portion of
the "community spine", as identified in City Plan, which
is given the highest priority for public investment.
• A cohesive design vision is needed to guide public and
private investment.
• MAX bus rapid transit line opening in 2014 will catalyze
and transform the corridor.
Intro-6 Midtown Plan
SEPTEMBER 2013 DRAFT
Today, Midtown is an active place, with a wide range of com-
mercial activities and a limited amount of residential and
institutional uses. While it is a vital part of the city, it lacks
a distinct identity, and is dominated by automobiles and an
eclectic mix of buildings.
This chapter describes the overall framework for achiev-
ing the vision for Midtown Fort Collins. It builds on initial
concepts that were set forth in the Midtown Redevelopment
Study, providing refinements to some of those ideas and add-
ing others expressed in community meetings and workshops.
While Midtown is a vital part of the city, it lacks a distinct identity.
A
Most buildings are set back from
College Avenue with parking in
front, which caters to the automo-
bile instead of the pedestrian.
Bicycle and pedestrian connections
are missing in many places, which
challenges non -motorized access
to Midtown.
1. General Framework Concepts 1-1
Safe, attractive pedestrian con-
nections are vital to the success of
Midtown as a neighborhood in its
own right.
r
r
Inviting streetscapes with active
ground floor uses will help enliven
the area.
it
Outdoor cafe seating is a must for
the temperate Colorado climate.
SEPTEMBER 2013 DRAFT
THE VISION FOR MIDTOWN
The vision for Midtown is that it will be a vital district, with a
mix of uses and activities that serve a broad spectrum of the
community. It will have a distinct identity that distinguishes
it from other parts of the city, and will serve as a destination
in its own right.
Streets will be inviting to pedestrians and bicyclists, with
attractive street edges, and active urban plazas and spaces.
Signature features, including public art and civic facilities,
will be located strategically throughout the area and serve as
identifiers for smaller sub -areas within Midtown and invite
year-round use.
Midtown
will
become an urban district of choice
for many
residents and
an important economic generator for
the city.
It
also should
serve abutting residential neighborhoods
and
be
conveniently
accessible from them with the improvements
of
existing and
addition of new streets throughout
Midtown.
The MAX line will become a central spine in Midtown, just as
College Avenue is. New development will be of high quality,
sustainable urban form that supports a pedestrian environ-
ment and fronts onto MAX through four-sided block devel-
opment. Key intersections will connect pedestrian, bike and
auto traffic, from College Avenue to MAX with distinctive,
identifiable streetscapes, signage and wayfinding.
College Avenue will continue to be a major north -south re-
gional connection, but new development will be more urban
in nature and buildings will address College with parking in
back, rather than the reverse that exists today.
The Framework
Map on page 1-3
graphically
explains
the
im-
provements to
be made
for achieving
this
bold vision.
This
map should serve
as a
reference
for the rest
of the
chapter.
1-2 Midtown Plan
SEPTEMBER 2013 DRAFT
FRAMEWORK MAP
Midtown Plan Area
ww.�i (darker aerial area)
— - — Character Area Boundary
0 Gateway
(Future) Civic Amenity
(approximate locations)
• May be a park, plaza, or other gathering
place
• One per Character Area
�j (Future) Privately developed
Plazas and Open Spaces
• Approximate locations for illustrative
purposes
• Incentives may be provided
• At owner's option
Key Streetscape Node
• Each design palette relates to the
respective MAX Station
• Visually links MAX with College Ave.
MAX Guideway
MAX Station
I- - " " Promenade Segments
• Design varies by Character Area
College Avenue Corridor
Internal Circulation Opportunities
• Many include autos, bikes and peds
• Some are bikes and peds, depending
on specific development
• Locations are illustrative; specifics
depend upon individual development
projects
li� Existing Underpass
Future Grade Separated
Crossing
• Planned or potential
Ped/Bike Access to
Neighborhoods
Mason Trail
*See Appendix for expanded 11x17
fold -out of Framework Map.
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1. General Framework Concepts 1-3
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The private and public realm should
use sensitive landscaping and ma-
terials and evoke a sense of "sus-
tainable living".
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Currently, most trips are made by
car in Midtown because the infra-
structure and lack of urban form
promote it.
SEPTEMBER 2013 DRAFT
OBJECTIVES FOR ACHIEVING THE
VISION
This vision for Midtown is further expanded in the following
objectives:
• A Sustainable District
• A Vibrant Mix of Uses
• Distinctive Character Areas
• Excellence in Design
• Active Parks and Open Space
• Interconnected Multi -Modal Circulation
• Inviting Streetscapes
A discussion of each objective follows.
A Sustainable District
Overall, Midtown should develop as a sustainable district
culturally, economically and environmentally. This means pro-
viding a framework for livability that supports living, working
and recreation in a way that contributes to a strong economy
and that makes the best use of natural resources.
The environment should
be celebrated
and
site and building
design
should evoke
a sense
of environmental awareness.
New
buildings should
be energy efficient and
take advantage
of solar
access, and
the potential
development
of thermal
districts
should be considered.
They should
use sustainable,
local
materials where
possible
to reinforce a
sense of locality.
Urban
form should minimize
automobile
trips and encourage
more
walking and biking
and
less driving,
and site design
should
utilize environmentally
friendly measures such as low
impact
development
techniques.
1-4 Midtown Plan
SEPTEMBER 2013 DRAFT
A Vibrant Mix of Uses
Midtown should include a rich mix of uses, and at higher den-
sities than exist today. Commercial businesses will continue
to be an important part of the formula, and more housing
should be introduced, as well as civic and institutional uses.
Housing, in the form of apartments and townhouses, should
be developed to take advantage of the MAX transit system
and help create more ridership for the MAX service, and to
make more efficient use of land that is close to the city cen-
ter. Some of this housing would be developed as upper levels
of mixed use buildings that face onto College Avenue, while
others would orient to cross streets, Mason Street, and to
the MAX line. Housing should address a diversity of markets,
including students, young professionals, families and seniors.
Currently, the surrounding land use densities are below na-
tionally accepted thresholds for adequate support of high
frequency transit. Within walking distance of MAX stations,
there is an overall density of about 3 dwelling units per acre
and there are approximately 8 employees per acre. Studies
conducted by organizations such as the Institute of Trans-
portation Engineers (ITE) and Transit Cooperative Research
Program (TCRP) estimate that 15 dwelling units per acre, or
25 employees per acre, or a combination of dwelling units and
employees is the minimum density needed to support high
frequency transit such as MAX.
Within the
range of commercial
uses, a rich diversity
of retail,
entertainment,
dining, and service
should be considered.
Pro-
fessional
offices, research and
development, and
incubator
spaces should
also be in the mix. Automobile dealerships
also
make up
an important part of
the Midtown economy. When
considered all together, the mix
of uses in Midtown
should
serve the
region as well
as nearby
neighborhoods.
In
essence, while
more
urban,
mixed -use development is to
be
promoted as
a key part
of reinvestment
in Midtown, there
should
continue
to be room for
many other enterprises, albeit
in
forms that are more
consistent with the image and form
for
the design character
of the
area.
Current Uses
While Midtown already
includes a relatively wide
range of uses, auto -ori-
ented commercial busi-
nesses predominate to-
day. Most of these exist
as individual, free-stand-
ing big boxes, or sets of
small strip centers. Some
clusters of professional
offices also occur and the
Foothills Mall stands out
as a distinct concentra-
tion of commercial activi-
ty. Residential use occurs
in limited amounts.
Groceries serve local neighbor-
hoods and the city at large.
., . A
Auto dealers contribute to the
economy in Midtown.
1. General Framework Concepts 1-5
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SEPTEMBER 2013 DRAFT
Distinctive Character Areas
While
Midtown is considered
to be one long corridor,
it
has
differences,
in terms
of use and character. The scale
of
the
site and
buildings of
Foothills Mall cause it to stand out,
for
example,
while the mid
to south segment is well known
for
its
automobile
dealerships.
At present, however, these sub
-areas
are not
well defined
and lack distinctive identities.
In order to enrich the cultural fabric of the district and help
users conceptualize the area in manageable pieces, Midtown
should be perceived as a series of sub -areas, each with a
distinct identity. Three Character Areas are identified, each
with its own suggested "theme."
Dividing the district into three thematic segments helps to
break down the length of the corridor and provide the op-
portunity to refine sub -district identity. These themes should
be expressed in streetscape elements in the public realm, as
well as private sector areas.
Each theme
should reflect some
of
the inherent
features of
these sub
-areas,
but it is important
to understand that they
are not
literal,
in terms of the
uses they imply.
They serve
as a basis
for imagery that can
occur
in wayfinding
systems,
and in promoting
development
and
events in the
sub -areas
as well as
in advertising.
These should be defined, in part, by the concentrations of
certain uses that may distinguish one area from another, as
well as the general development patterns that are envisioned.
Proximity to abutting neighborhoods, and especially the re-
lationship to nearby MAX stations should also influence the
perception of these sub -areas. Finally, certain landscape and
architectural design themes may define each individual sub-
area. Possible character area themes could be:
• Upper Midtown - Gardens Theme
• Central Midtown - Arts and Entertainment Theme
• Lower Midtown - Innovation Theme
1-6 Midtown Plan
SEPTEMBER 2013 DRAFT
UPPER MIDTOWN - GARDENS
This area covers the northernmost portion of Midtown. A
garden theme for this sub -district was derived from the close
proximity to Colorado State University's demonstration gar-
dens to the northeast of Midtown. Additionally, the Spring
Creek Trail bisects the area, connecting nearby Spring Park,
Creekside Park, and the Gardens on Spring Creek. Creekside
Park should be the anchoring public feature and enhanced to
serve this purpose.
New plazas and gardens should be designed to reflect a "flo-
ral" or "natural" theme that reinforces the connection to
the university and its agrarian heritage. Developments that
incorporate community gardens also should be encouraged.
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Upper Midtown = Prospect Rd. to just north of Swallow Rd.
Spring Park offers a wonderful
natural amenity and should be cel-
ebrated and used to connect to the
regional trail system.
Landscapes in Upper Midtown
should be more "natural" rather
than manicured.
1. General Framework Concepts 1-7
Public art already appears in Mid-
town, and it should continue to be
promoted throughout the area, and
especially in Central Midtown.
,T
Interactive games, like life-size
chess pieces, can serve as artwork
and usable "furniture". The area
could also be programmed for fre-
quent events that encourage activ-
ity, such as a sidewalk chalk festival.
Iconic sculptures in plazas can bring
identity to Central Midtown and
celebrate "the arts".
SEPTEMBER 2013 DRAFT
CENTRAL MIDTOWN - ARTS AND ENTERTAINMENT
Central Midtown lies in the middle of the corridor, between
Swallow Road and Bockman Drive. An enhanced Foothills Mall
will be an anchoring component, framed with other improved
blocks on both the east and west sides of College Avenue. Arts
and Entertainment should be a theme, in terms of use and
design. Public art, in outdoor plazas and courtyards, as well
as at key intersections would highlight this theme. A major
urban plaza should be located in this area to serve as a focal
point for events and activities, as well as for informal year-
round enjoyment.
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Central Midtown = north of Swallow Rd. to Bockman Drive.
1-8 Midtown Plan
SEPTEMBER 2013 DRAFT
LOWER MIDTOWN - INNOVATION AS A THEME
The lower, or southern portion of Midtown, between Bock -
man Drive and Fairway Lane is already an energetic place
with a variety of big box retail, professional office clusters
and smaller commercial buildings which serve regional cus-
tomers. Some of these buildings are well suited for research
and development, or as incubator spaces for emerging new
businesses, as there are several technology businesses and
research and development firms nearby. For this reason, an
emphasis on technology could give an identity to this portion
of the corridor. Designs that convey innovation in building
systems and materials should be encouraged. A new public
amenity should be considered for this area to provide a focal
point. One opportunity to consider is the land adjacent to the
MAX station at the South College Transit Center.
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Lower Midtown = Bockman Drive to Fairway Lane
Buildings may have a more "tecton-
ic" feel to them in Lower Midtown.
Buildings with "flex" space allow
the use to change over time, while
continuously activating the area
with daytime workers.
1. General Framework Concepts 1-9
Current Design
At present, the quality
of design in Midtown is
mixed. Some buildings
and landscapes convey
a sense of permanence,
and with a high quality
of design that speaks of
today. Other designs are
dated, or are generic in
character, with no dis-
tinct association with
Midtown. While some
recent improvements
signal an interest in "rais-
ing the bar," the overall
character is nondescript.
xp Mod-1
New buildings should convey a
sense of permanence with its ma-
terials palette and form.
SEPTEMBER 2013 DRAFT
Excellence in Design
Midtown should be known for excellence in design. This in
turn will convey a sense of a high quality of life, and in the
goods, services and activities that occur there. Improvements
in Midtown, including buildings, landscapes, and site design
should be of high quality. A wide variety of designs that ex-
press creativity should be welcomed.
Buildings should use materials that are durable and well de-
tailed. Masonry, in the form of stone, brick and high quality
architectural metals, should be encouraged and detailed to
provide a human scale and convey a sense of permanence.
Buildings should be "urban" in nature, with active street
edges and a generous amount of transparency at the ground
level to invite passersby and promote shopper viewing.
Landscapes should include a palette that is rich, distinctive
and coordinated. High quality plants and materials should be
used and creativity in landscape is also encouraged to contrib-
ute to a sense of identity. In the public realm, some landscape
materials should be used consistently throughout Midtown,
while others should vary, to distinguish each character area.
Private realm landscapes should focus on enhancing the pe-
destrian experience. Plazas and courtyards should offer shady
places for people to gather and a place to rest and experience
the natural environment, while also serving abutting uses.
Site design should reinforce the urban fabric, taking into
consideration pedestrians, visual interest, and high qual-
ity resident experiences. Each site should consider its sur-
roundings and respond appropriately to the context around
it. Buildings should face onto major streets and entrances
should be accented and easily accessible. Parking should be
masked by buildings or landscape and located mostly internal
to the blocks. Connections should be provided through large
blocks to allow for easier pedestrian access and circulation.
1-10 Midtown Plan
SEPTEMBER 2013 DRAFT
Active Parks and Open Space
As shown on the Framework Plan (see page 1-3), a key concept
is to establish three large civic spaces (orange asterisks) - one
in each character area. Although locations are diagrammatic
and could change, the following are envisioned:
• Creekside Park could become the main civic focus in Upper
Midtown, enhanced with specialized programing, such as
summer concerts, to draw visitors;
• A new, large civic plaza could be built south of the Swallow
MAX Station to connect to and draw from Foothills Mall
in Central Midtown; and
• Lower Midtown could be enhanced by a large civic space
near the South Transit Center to provide a strong public -
amenity anchor for the corridor.
A series of publicly accessible, smaller outdoor spaces are
also envision, distributed throughout Midtown and depicted
as blue dots on the Framework Map. Many of these would
be provided as part of privately -developed projects, perhaps
with special incentives. These would serve individual prop-
erties as outdoor use areas, such as for dining and outdoor
displays, as well as sitting areas and passive parks. These
plazas and open spaces should be linked together, whenever
feasible, by sidewalks, internal paths and walkways.
Plazas and courtyards allow for
areas of "discovery" and respite.
Outdoor seating in a warm, sunny
place will draw people in year-
round.
1. General Framework Concepts 1-11
Existing
Conditions
Land development pat-
terns in Midtown have
been strongly influenced
by auto access and park-
ing. Pedestrian and bi-
cycle circulation systems
are fragmented. Howev-
er, the new MAX system
will alter this dynamic,
creating opportunities
for redevelopment to be-
come more pedestrian -
oriented and inviting to
bicyclists.
Pedestrian infrastructure in Mid-
town exists, but is not clearly
delineated from auto traffic, thus
making if feel uncomfortable.
Existing intersections are very long
and hard for the elderly and people
with disabilities to cross in the
given amount of time.
SEPTEMBER 2013 DRAFT
Interconnected Multi-moda
Circulation
Multi -modal circulation is a central component of the City's
comprehensive plan, where all conventional and "alternative"
modes are accommodated in a safe and attractive environ-
ment. Pedestrians and bicyclists should feel comfortable
moving around Midtown and the infrastructure should sup-
port them. Another major aspect is promoting the use of
MAX by allowing better circulation and visibility to stations.
Access and circulation should be supported into Midtown
from adjacent neighborhoods, as well as through it. Internal
circulation options should be improved to relieve traffic vol-
umes on College Avenue and to invite use by pedestrians and
bicyclists. In some places, these may be public streets (such
as a portion of Mason Street that already exists). In other
places, they may be private street -like drives, which would be
accomplished with cross -property easements or other right-
of-way agreements among property owners. And in other
locations, they may simply be enhanced lanes that serve in-
dividual parking lots or mid -block pedestrian passages. In all
cases, continuity of circulation should be the focus.
This network will evolve incrementally, as properties rede-
velop, or as property owners make improvements to parking
and internal circulation systems. The concept is illustrated
diagrammatically on the Framework Map (page 1-3).
1-12 Midtown Plan
SEPTEMBER 2013 DRAFT
NORTH -SOUTH INTERNAL CIRCULATION
To the extent feasible, internal streets or street -like drives
should be developed that run parallel to College Avenue, but
provide access between properties at a slower, calmer pace
than on College and that is inviting to business and residen-
tial uses.
On the east side of College, this may be a combination of some
short internal streets which connect to a series of internal
street -like drives within abutting parking lots.
EAST -WEST INTERNAL CIRCULATION
A similar concept should be pursued for internal east -west
connections. In some cases, this can be achieved by improv-
ing existing streets or private drives to accommodate autos,
pedestrians and bicyclists. In other places, new drives would
be constructed, as properties redevelop.
In still other locations, where auto access may not be feasible
or desired, these east -west routes may simply be enhanced
walkways, and may include cycle tracks as well. Many of these
would connect to access points for MAX stations and would
also connect the series of privately developed plazas and
courtyards that would emerge along the corridor as proper-
ties redevelop. In a few places, these east -west connections
would cross College Avenue, often at (improved) signalized
intersections or potentially at an underpass.
The frontage road, if designed with
proper connections, can help facili-
tate north -south movement along
the corridor.
In some locations, providing a mul-
timodal street is not feasible or
desirable, in which case a multi -use
path could work instead.
Internal circulators need not be
auto -oriented. Where possible,
allow for pedestrian and bike con-
nections.
1. General Framework Concepts 1-13
Allowing for multiple modes of
travel will activate the promenade
and MAX line.
Special paving in areas of the prom-
enade would make it stand out as a
unique place.
SEPTEMBER 2013 DRAFT
A GRAND PROMENADI'
Finally, a key circulation concept is to develop a "grand prom-
enade" along the western edge of the Midtown area, abutting
the MAX line. This would be constructed to accommodate
bikes and pedestrians, with the anticipation that in the future
many properties would orient to the transit line. Some court-
yards and gardens would open onto the promenade, often in
association with multi -family apartments and townhouses.
Businesses could also take advantage of a second access point
by providing an entrance fronting the promenade and captur-
ing additional business from pedestrian -traffic.
From Spring
Creek
Station south
to
Horsetooth Station, the
promenade is envisioned
as an
elaborate
space, with high
quality
materials and
a double row
of trees as a buffer be-
tween
McClelland
Street/MAX line
and the pedestrian/bike
realm.
South of Horsetooth Station,
the promenade concept
would
transition over
to Mason
Street,
using existing side-
walks,
but with consideration
of
enhancing
the streetscape
to make
it a more inviting
environment
for pedestrians.
i WIL C►
l
The long-term vision for the promenade includes an extra -wide multi -use
path with new land uses fronting onto it and the MAX line.
1-14 Midtown Plan
SEPTEMBER 2013 DRAFT
Inviting Streetscapes
At present, the quality of the streetscape is marginal and in-
consistent. Intersection designs and wayfinding information
do not exist. A single enhanced "gateway" to Midtown exists
at the intersection of College Avenue and Harmony Road as
well as enhanced landscaping. However, while the intersec-
tion is highlighted, nothing suggests that this is an entry
point into Midtown. A de facto gateway exists at the northern
boundary of Midtown, at the intersection of College Avenue
and Prospect, but no design elements identify it as such.
Elsewhere within Midtown, several key intersections exist
where travelers would benefit from information that would
identify Midtown in general or, at a minimum, the individual
Character Areas within it.
Conventionally, gateways and key intersections are considered
to be single points that travelers pass through. However, in
the case of Midtown, and with the advent of the MAX system,
this concept should be adapted to include major east -west
street intersections at College Avenue and at the associated
MAX stations. This concept is illustrated with a "dumbbell"
symbol on the Framework Map (page 1-3). These intersection
designs should key off of the design themes for the individual
MAX stations and express the themes established for the re-
spective Character Areas. They also should include essential
wayfinding information, tailored to the context and the dif-
ferent modes of travel.
New streetscape and wayfinding designs should relate to
those recently established at the Harmony Road/College
Avenue intersection but they also should be distinctly
"Midtown." That is, they may use some of the same ma-
terials, but reinterpret them to identify the Midtown area.
This should include a "kit of parts," such as benches, waste
receptacles and planters that may be combined to create a
grouping to define a small park or an expanded sidewalk at a
street crossing. Other, more substantial streetscape elements
should be used to give identity to the district as a whole.
Existing "gateway" is not currently
understood as such.
New planters on Harmony Road.
III
T
3' A""
.r
1
IML
Streetscapes should be inviting and
made to last.
1. General Framework Concepts 1-15
SEPTEMBER 2013 DRAFT
SUMMARY POINTS
FRAMEWORK CONCEPTS
• Midtown will
be a
vital
corridor with a mix
of uses and
activities that
serve
a broad
spectrum of the
community.
It will have
a distinct
identity
that distinguishes
it from
other parts
of the
city and
should be a destination
in its
own right.
• Streets will be inviting to all users, including pedestrians
and bicyclists.
• Public
art
and civic
facilities
will
be
located throughout
the area
and
serve
as
identifiers
for
the sub -areas.
• Midtown will be an urban corridor.
• Midtown will be an economic generator for the city.
• Midtown's amenities and services will serve abutting
residential neighborhoods and be conveniently accessible
from them.
1-16 Midtown Plan
SEPTEMBER 2013 DRAFT
MOBILITYAND ACCESI
As the MAX system is implemented, higher intensity, mixed
use redevelopment will be focused throughout Midtown.
This Plan provides guidance for "setting the stage" for this
type of redevelopment to occur. The area demands better
circulation and a more fine-grained network that is inviting
to pedestrians, bicyclists, and vehicles. Also, because tran-
sit is the stimulus to such development, it is imperative that
mindful connections are made to both existing and planned
transit services. And inherently, with higher intensities comes
the demand for more parking. Creative, urban, and context -
sensitive approaches to parking must be established in order
to support these desired uses and intensities.
This primary objectives of this chapter are:
• Where feasible,
work within
the existing curb
-to -curb di-
mensions to provide realistic
and quickly implementable
solutions for
improved circulation in the project
area.
• Create a safe
and attractive
multi -modal environment
to
encourage walking and biking to the area.
• Support the
planned uses
within Midtown
by offering
more urban and
transit -oriented
parking solutions.
Improving upon existing Midtown
alternative mode circulation will
be key to the long-term success of
the neighborhood and surrounding
areas.
k
Existing frontage roads provide
opportunities for pedestrian and
bike improvements without inflict-
ing major change to the nature of
College Avenue throughout the
corridor.
2. Mobility and Access 2-1
SEPTEMBER 2013 DRAFT
IMPROVED CIRCULATION
Improving existing circulation patterns within Midtown will
help lead to its success as a vibrant, transit -served, multi -
modal and mixed use district. Major concepts for improving
circulation in the project area include:
• Transform College Avenue into a multi -modal corridor
that is inviting to pedestrians and bicyclists, while still
functioning as a major vehicular arterial for Fort Collins
and the region. New buildings will frame the street rather
than being set back from it and parking will be moved in-
ternal to the blocks. Frontage roads will be maintained,
but improved to help facilitate multi -modal circulation
within Midtown. Access along College Avenue should be
further studied to determine if consolidation would be
beneficial in terms of safety and mobility.
• Improve access to MAX throughout
Midtown. A key focus
of this Plan is to enhance the experience
of MAX to boost
ridership
and encourage riders
to live,
work and play in
Midtown.
Vehicular, pedestrian
and
bike access to MAX
stations is
a main priority of this
Plan
and the improved
circulation
concepts. Crossing
College
Avenue from the
east, in order
to get to MAX, is
an
existing obstacle that
will need
to be addressed. Priority
crossing locations are
pointed out
in the Multi -Modal
Map
on page 2-14.
• Implement a "pedestrian promenade" along the east side
of the MAX line and encourage new uses to front onto it
to help activate and protect the area. There are also op-
portunities for existing buildings to be retrofitted to "open
up" onto MAX, by creating double entry buildings. At the
very least, it is encouraged that existing buildings spruce
up their facades to give visual appeal to the area and for
pedestrians using the promenade. The main section of the
promenade is envisioned between Spring Creek Station
and Horsetooth Station with a double tree row landscaped
buffer next to MAX with a wide multi -use path adjacent
to it and buildings fronting onto it. The concept of the
promenade should extend the entire length of the plan
area, although it may take different forms based on the
availability of space and context of the area.
2-2 Midtown Plan
SEPTEMBER 2013 DRAFT
• Improve existing and implement new east -west connec-
tions to facilitate movement from existing neighborhoods
east and west of College into Midtown and to and from
the MAX stations and other transit stops. Many bike paths
exist on east -west streets, but are dropped as they ap-
proach College Avenue, because bicycle travel is currently
prohibited on College. With the transformation of College
into a multi -modal environment, these east -west connec-
tions will become more natural and should be enhanced.
The
map
to the right shows
where
proposed improvements
will
take
place
throughout Midtown
and the following pages
describe
them
in more detail.
Graphic cross sections of each
condition
and
a larger version of the
Circulation Map are also
available
in the
Appendix.
*Solid lines represent existing
streets and dashed lines represent
proposed new streets.
Legend
6-Lane Arterial (College Ave.)
4-Lane Arterial
2-Lane Arterial
2-Lane Parkway
2-Lane Collector (no bike lanes)
2-Lane Collector (w/ bike lanes)
Pedestrian Promenade
Existing Streets (no change)
MAX Guideway
0 MAX Station
*See Appendix for expanded 11x17 fold -out of Circulation Map and graphic
street cross -sections.
2. Mobility and Access 2-3
Quick Wins.
Working within existing
curb -to -curb dimensions
will save the Citytime and
money and allow work
to begin immediately,
mainly with restriping,
raising planted medians
and adding streetscape
elements. Outside of
the curbs, ideal public
realm scenarios are en-
visioned (i.e. wide, de-
tached sidewalks), which
sometimes suggests ac-
quiring additional ROW.
It is important to note
that all dimensions are
suggestions and could
be modified in different
scenarios to work within
existing conditions until
redevelopment occurs.
SEPTEMBER 2013 DRAFT
Proposed Complete Street Sections (CSS
This section of Chapter 3 presents various cross -sections for
each of the roadway types in the study area. The tables and
cross-section descriptions on the following pages correlate
with the Circulation Map on page 2-3. There are four main
concepts for street improvements in the study area:
1. Work within existing curb to curb dimensions to in-
clude comfortable bike lanes and on -street parking
(where land use warrants), in addition to travel lanes.
In this ideal condition, the public realm outside of the
curbs would include a generous tree row (either in a
landscaped lawn or tree grates) adjacent to the curb
and sidewalks adjacent to the buildings. Currently,
many sidewalks are attached to the curb, which is un-
safe and unpleasant for pedestrians. The new public
realm could be phased as new development occurs
and existing significant trees should be saved, where
possible. Also note that the proposed dimensions are
"ideal" scenarios and could be manipulated, within
reason, to accommodate the same vision in a narrower
condition. For example, if an existing street's curb -to -
curb dimension is 52' wide and the ideal condition is
541, bike lanes could be 7' wide instead of 8'. Another
condition may warrant the need for bicycles, but not
necessarily on -street parking, or even parking on just
one side of the street to make the vision work, and
this is completely acceptable.
�s r s u ��� r r �s•
2-4 Midtown Plan
SEPTEMBER 2013 DRAFT
2. When it is not feasible to add bike lanes and on -street
parking within the existing curb -to -curb dimension,
then exploring a "cycle track" or protected bike lane,
adjacent to the sidewalk is ideal. This will depend on
building placement and ROW/property lines and would
require cooperation on, at minimum, a block scale (as
opposed to individual lots), as it is necessary to have a
continuous, fluid pathway for bicyclists to travel. This
option may be more appealing, as many novice bicy-
clists feel safer in an off-street condition, which could
potentially raise the number of people that choose to
travel the neighborhood via bicycles.
g
lrcN t....�...... MIQ.
3. The current layout of Midtown, as discussed previ-
ously, is of suburban nature with large setbacks and
parking lots between the major streets and the busi-
nesses. In order to facilitate better connectivity and
circulation throughout Midtown, a short-term option
could be to convert existing travel lanes within park-
ing lots into "street -like private drives". This street
section would allow two travel lanes and bike lanes
(or sharrows) in between the curbs and tree rows
and sidewalks adjacent to new and existing buildings.
Again, the dimensions could be adjusted to fit unique
scenarios.
r ,
When the curb -to -curb dimension
doesn't allow on -street bike lanes,
explore implementation of "cycle
tracks" instead.
There are street sections proposed
that would provide private, street -
like drives for properties with large
parking areas. These would im-
prove cross -property connections.
2. Mobility and Access 2-5
College Avenue
STREET
PROP.
PROP.
ELEMENTS
ELEMENTS
PROJECTAREA
EXIST.
EXIST.
SECTION
CSS
CTC
INSIDE CURBS
OUTSIDE
STREETS
ROW
CTC
CURBS
A
140'
90'
* 6 travel lanes
* Landscaped
(North of Rutgers,
* Center Turn Ln.
Buffer
South of Horsetooth)
100' - 120'
83' - 90'
* Cycle Track
100' - 120'
86' - 90'
* Sidewalk
B
150' or
120'
* 6 travel lanes
* Landscaped
Rutgers to Thunderbird
130'
130'
160'
* Center Turn Ln.
Buffer
(incl. east
* SB Rt. Turn Ln.
* Cycle Track
frontage
* Landscaped Buffer (east)
* Sidewalk
rd. and
* 2 Frontage Road Lanes
cont. SIB
(east)
rt. turn
In.)
C
205'
180'
* 6 travel lanes
* Tree Row
Thunderbird to Swallow
180'
180'
* Center Turn Ln.
* Sidewalk
(incl. east
* Landscaped Buffer (east
and west
& west side)
frontage
* 4 Frontage Road Lanes
rds.)
(2 ea. side)
*On -Street Pkg. (west side
only)
* Sharrows or Ded. Bike
Lane in lieu of Pkg.
D
225'
150'
* 6 travel lanes
* Tree Row
Swallow to Horsetooth
120' - 170'
150'
* Center Turn Ln.
(west)
(incl. west
* Landscaped Buffer (west
* Landscaped
frontage
side)
Buffer (east)
rd.)
* 2 Frontage Road Lanes
* Sidewalks
(west side)
* Cycle Track
* On -Street Pkg. (west
(east)
side only)
* Sharrows or Ded. Bike
Lane in lieu of Pkg.
Cross -sections A through D describe the various cross -sections for College Avenue. The current curb -to -curb (CTC)
width and laneage configuration of College itself has not been altered in any of these cross -sections, with the
understanding that the current College Avenue Boulevard Study will conduct a more thorough review and offer
recommendations for that portion of the road. The focus of this street section analysis examines the configura-
tion of the corridor from back of the curbs on each side, including frontage roads where they exist. As shown in
the table above, where College Avenue includes frontage roads (B, C & D), the existing rights -of -way (ROW) often
lies at the back -of -curb of the frontage road, indicating that existing sidewalks are on private property. It will be
up to the City to acquire additional ROW or simply require an easement of private property to institute public
realm improvements.
2-6 Midtown Plan
SEPTEMBER 2013 DRAFT
CROSS-SECTION A
Cross-section A exists north of Rutgers and south of Horse -
tooth. Current curb to curb dimensions would be kept in
these locations, but ROW would be added on either side to
accommodate a cycle track and wider sidewalk. Although ad-
ditional ROW is needed to accommodate the alternative mode
improvements, most buildings are set back far enough to al-
low them to stay. If a building encroaches into the proposed
ROW, the decision could be made to modify the dimensions
to make it work within existing conditions or be removed.
CROSS-SECTION B
Cross-section B exists from Rutgers to Thunderbird. An exist-
ing frontage road occurs on the east side of the street with
mostly residential uses along it and will not change. The
west side of the street is commercially focused, but lacks
pedestrian and bike infrastructure. Two options are provided
for the west side and each option proposes to take over the
continuous south -bound right turn lane in order to expand
the pedestrian realm.
A Vision for
College Avenue.
These complete street
sections (CSS) recom-
mend enhancements for
pedestrians and bicy-
clists along College while
working generally within
the framework of existing
street widths. The com-
munity may wish to con-
sider a "bolder" vision
that would transform
College into a "Grand
Boulevard" which would
require further discus-
sion/action.
2. Mobility and Access 2-7
u
An enhanced Frontage Road can
provide on -street parking, protect-
ed bike lanes or sharrows. These
are several design alternatives to
be considered.
SEPTEMBER 2013 DRAFT
CROSS-SECTION C
Cross-section C exists from Thunderbird to Swallow where
frontage roads exist on both sides of College. The existing
curb to curb dimension (from back of frontage curb to back
of frontage curb) is the same as the ROW, meaning that side-
walks are currently on private property. On the east side,
multiple office buildings are located 10' from the curb and
for that reason, the east side will remain as is. The west side
is more flexible and two options for that condition exist: one
that has on -street parking with a 12' sidewalk, and another
with no parking with a 16' sidewalk. In each condition bikes
would share the roadway with autos.
CROSS-SECTION D
Cross-section D exists from Swallow to Horsetooth and in-
cludes the Foothills Mall area. The same two options as
section C are proposed for the west side while the east side
recommends an expanded ROW that includes a generous
landscaped buffer, a cycle track, and a large sidewalk adjacent
to new buildings.
wllllp� •llar y apim, ■ J6 J�- l r � } ■ - • M
A landscaped buffer separates the c cle track, and a small landscaped amenity zone separates pedestrian traffic
from bicyclists.
2-8 Midtown Plan
4-Lane Arterials
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST. ROW
EXIST.
CTC
E
117'
67'
* 4 Travel Lanes
* 8' Landscaped Buffer
Prospect
60' & 90'
50'
* 19' Center Turn
* 8' Cycle Track
Horsetooth
100,
67'
Lane/Raised Land-
* 9' Sidewalk
(east of Col-
scaped Median
lege)
F
117'
78'
* 4 Travel Lanes
* 10' Landscaped Buffer
Drake
80' & 100,
78'
* 14' Center Turn
* 10' Sidewalk
Horsetooth
100,
78'
Lane/Raised Land-
scaped Median
* 8' Buffered Bike
Lanes
Cross -sections E and F show two options for 4-Lane Arterials. 4-Lane Arterials in the project area are: Prospect,
Drake, Horsetooth and Harmony. Harmony is not listed because it has already been the subject of an extensive
"Enhanced Travel Corridor Alternatives Analysis" and improvements are already being implemented throughout
the corridor. These arterials' main function is to move high volumes of traffic over medium and long distances.
These street sections aim to maintain this functionality, while ensuring that pedestrians and cyclists can use the
road without feeling overwhelmed.
CROSS-SECTION E
Cross-section E is a traditional 4-Lane arterial with a center
turn lane and median. In some locations throughout Midtown,
existing curb -to -curb dimensions are constrained, such as
at Prospect and Horsetooth (south of College). Here it may
not be feasible to include an on -street bike lane, but a "cycle
track" could justifiably fit within the existing ROW. Some di-
mensions may need to be narrowed on a case -by -case basis
to make it work.
CROSS-SECTION F
Cross-section F is a similar cross-section, but with on -street
bike lanes. The narrower median would sacrifice some greens -
pace in the middle of the road (there would be no median
adjacent to any left turn lane and in the case of back-to-back
left turns there would be no median at all in the road), but
the wider sidewalk would improve pedestrian mobility, and
encourage multi -modal access to the area while working
within existing dimensions.
2. Mobility and Access 2-9
2-Lane Arterials
STREET
SEC-
TION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST. CTC
G
84'
54'
* 2 Travel Lanes
* 5' Tree Row
Mason
60'
40'
* 8' Buffered
* 10' Sidewalk
Columbia
70'
56'
Bike Lanes
W. Harvard
50'
40'
* On -Street Park-
Swallow
80'
60'
ing
Foothills
60' & 100'
40' & 60'
Monroe (E. of College)
80'
60'
Boardwalk
65'
48'
New Streets
N/A
N/A
H
84'
64'
*2 Travel Lanes
* 5' Tree Row
@ intersections
* 14' Turn Lane/
* 5' Sidewalk
Landscaped
Median
* 6' Bike Lanes
* On -Street Pkg.
Cross -sections G through I show options for 2-Lane Arterials. These roadways connect commercial parcels and
residential neighborhoods to the arterial road system, and balance the mobility needs of the vehicles travel-
ling on them with access needs to the properties that abut them. Many existing streets don't accommodate for
bicycles, parking or both. While provisions for bicycles is an important concept in redeveloping the area with a
multi -modal system, on -street parking is a function of need and could come later as areas redevelop. The table
above lists recommendations, but each street section should be selected based on the future land use vision for
the parcels along each roadway.
CROSS -SECTIONS G
AND H
Cross -sections G and H
describe
the configuration of a
2-Lane
Arterial roadway with
parking
on both sides of the
street.
G shows the typical condition (i.e.,
between intersections),
where no center turn
lane would
be provided, and H
shows
conditions at those intersections
where a left turn
lane is
needed.
CROSS-SECTION I
Cross-section I shows the configuration of a 2-Lane Arterial
roadway with on -street parking in a reduced or constrained
ROW. This is the condition described as a "street -like private
drive".
2-10 Midtown Plan
2-Lane Parkways
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECTAREA
STREETS
EXIST.
ROW
EXIST. CTC
J
100,
70'
* 2 Travel Lanes
* 7' Tree Row
Troutman
100,
70' - 80'
* 14' - 16' Turn Lane/
* 7' Sidewalk
Landscaped Median
* Buffered Bike Lane
or Cycle Track
* On -Street Pkg.
Cross-section J is a one-time occurance along Troutman Parkway. It builds off the existing Troutman cross-section
between Mason and College, with the landscaped median, and extends it to 1FK, but removes one travel lane in
each direction and adds a protected bike lane and on -street parking. An alternative option would be to move the
parking adjacent to traffic and create a cycle track adjacent to the sidewalk for an even more protected option.
CROSS-SECTION J
Cross -sections J is a "road diet" for Troutman Parkway, which
varies in width from 70 to 80 feet curb to curb. The section
is a 70-foot curb to curb width; for wider sections, the travel
lanes would be widened to 12 feet and the median widened
as needed so that the curb lines do not have to be adjusted.
An alternate street section includes a cycle track inside the
on -street parking area for a safer, more leisurely bike -friendly
option.
A "cycle track" option exists for
cross-section J. or Troutman Park-
way, which creates a designated
area for bikes that is protected by
parked cars.
2. Mobility and Access 2-11
2-Lane Collectors (no bike lanes)
STREET
SEC-
TION
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST.
CTC
K
80'
54'
* 2 Travel Lanes
* 7' Tree Row
Thunderbird
60'
50'
* 14' Turn Lane/Land-
* 6' Sidewalk
and at intersec-
scaped Median
lions as needed
* On -Street Pkg.
L
66'
40'
* 2 Travel Lanes
* 7' Tree Row
Mitchell Dr.
54'
34'
* On -Street Pkg.
* 6' Sidewalk
Creger Dr.
30'
38'
Kensington
54'
34'
Cross-sectios K and L are 2-Lane Collector roadways that mainly serve to improve connectivity east and west of
College Avenue, but that are not significant bike connections, and therefore are the only cross -sections without
on -street bike lanes.
CROSS -SECTIONS K AND L
Cross-section K and L are 2-Lane Collectors with on -street
parking and no bike lanes. These sections are intended for
smaller, existing streets that do not necessarily provide ex-
cellent bike conditions and do not warrant a dedicated bike
lane. Sharrows could be incorporated, if desired. Section K
would work within Thunderbird's existing 50' CTC by narrow-
ing the median/turn lane by 2 feet and making the parking
lanes 8 feet each. Section L could be implemented elsewhere
as needed, but then transition to section K at intersections
if a left turn lane is needed. In all cases, pedestrians are ac-
commodated in 6-foot sidewalks that are separated from the
road by 7-foot tree lawns.
.4
-zb>:*,
-r
This street is similar to cross-
section L with two travel lanes,
on -street parking, a tree row and
sidewalk.
2 -12 Midtown Plan
2-Lane Collectors (w/ bike lanes)
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA STREETS
EXIST.
ROW
EXIST.
CTC
M
65'
45'
* 2 Travel Lanes
* 5' Tree Row
Stuart (E. of College)
60'
44'
* 7' Bike Lanes
* 5' Sidewalk
* On -Street Pkg.
(one side only)
N
70'
45'
* 2 Travel Lanes
* 5' Tree Row
Johnson Dr.
26'
32'
* 7' Bike Lanes
* 10' Sidewalk
* On -Street Pkg.
(one side only)
Cross -sections M and N are 2-Lane Collectors with bike lanes in both directions and on -street parking on only one
side of the street.
CROSS-SECTION M
Cross-section M extends the bike lanes and one-sided on -
street parking that exist east of Remington on Stuart Street
to College Avenue, instead of cutting them off at Remington.
This section widens the bike lanes and parking lanes by one
foot over the current striping to the east, the space for which
is obtained by narrowing the travel lanes 11 feet (versus 12.5
feet in the section to the east).
CROSS -SECTIONS N
Cross-section N is for Johnson Drive. Johnson currently func-
tions as a local access street but in the future will serve as a
connector to the MAX station. The current curb -to -curb width
is 32 feet and includes parking on both sides of the street,
which is likely to be too narrow for the projected increase
in street activity once the area redevelops. The proposed
45-foot curb -to -curb section would remove parking from the
park side of the street but add bike lanes in both directions
to enhance the multi -modal connection to the MAX station,
and additional ROW width has been provided to better ac-
commodate pedestrians on one side of the street.
2. Mobility and Access 2-13
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MONROE
SEPTEMBER 2013 DRAFT
A MULTI -MODAL ENVIRONMENT
The City of Fort Collins is actively pursuing a more multi -modal
environment. The Complete Streets policy ensures that new
streets include bike lanes and adequate sidewalks. As shown
in the previous street sections, this Plan intends to transform
new as well as existing streets into a safe and attractive multi -
modal environment with minimal up front effort.
COLUM91A RD As noted in the Existing Conditions Report (see Appendix), at
first glance, Midtown seems to have a good bicycle network.
However, upon closer examination there are many gaps that
exist. The map to the left indicates where important multi -
modal infrastructure is needed to better connect Midtown
with surrounding neighborhoods and the new MAX system.
With nearly 10% of all journey -to -work trips being gener-
ated by non -motorized transportation in Fort Collins, a safe,
continuous and comfortable multi -modal system will be an
essential component in the future success of Midtown. In
addition to journey -to -work trips, it is a goal of this Plan to
incentivize leisurely alternative modes transportation, and
therefore important to offer a system that provides a high
level of service for all ages and abilities to move throughout
=. f. Midtown in a safe and efficient manner.
HORSETOOTH Rp—
_ —
1
r
I
i
SOUTH
W
j
ER
C
o
,
i
Legend
Midtown Plan Area
(darker aerial area)
--- Character Area Boundary
Existing Bike Lane
Existing Bike Route
Existing Multi -Use Path (MUP)
Qu Existing Underpass
....... Proposed Short -Term Bike Lane
Proposed Long -Term Bike Lane
Proposed Shared Facility
— — - (Sharrows along Frontage Rd.)
or Cycle Track
-��• Proposed Cycle Track
Proposed Pedestrian Promenade
0 Proposed Intersection Improvemen
Future Grade Separated Crossing
Points of Interest
MAX Guideway
MAX Station
• Trailhead
Major concepts for improv-
ing multi -modal circulation
in the project area include:
• Pedestrian Promenade
• Continuous, designated
bike facilities
• Improve intersections
• Under/Overpasses
• locating bike parking
• Connecting to transit
*See Appendix for expanded 11x17 fold -out of Multi -Modal Map.
2-14 Midtown Plan
SEPTEMBER 2013 DRAFT
Multi -Modal Improvements
PEDESTRIAN PROMENADE
The Promenade is envisioned as a grand public space which
is inviting to pedestrians and bicyclists. Creating a pleasant
public realm adjacent to the MAX line will also encourage
existing and new development to front onto MAX instead
of turning its back on it, as would currently be the case. The
ideal cross-section includes a double -tree landscaped row
adjacent to MAX with a wide multi -use path adjacent to new
buildings. While this is the ideal scenario, in some locations
with limited ROW, like south of Horsetooth, it may be fea-
sible to implement a narrower version to provide continuity.
However, the multi -use path should be at least 10' in width
to accommodate pedestrians and bicyclists.
CONTINUOUS, DESIGNATED BIKE FACILITIES
Where gaps exist in the current system and where existing
curb -to -curb (CTC) and right-of-way (ROW) dimension is avail-
able, the concept for Midtown is to provide continuous desig-
nated on -street bike lanes, buffered bike lanes, or cycle tracks.
Where land uses and available ROW's do not allow for these
improvements, a combination of other facility types such as
shared lane markings and bicycle route wayfinding signs can
be used to provide a continuous system.
Conventional bike lanes are striped
to provide a designated area for
bicycles.
Buffered bike lanes provide a buffer
(indicated by striping or different
paving material) between vehicles
and bicycles.
Sor
MAX I I NEW
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The ideal cross-section includes a
15' landscaped area with a double
row of trees adjacent to MAX and
a 15' multi -use path for bicyclists
and pedestrians adjacent to new
buildings.
The promenade is envisioned as a
tool to help spur economic develop-
ment along MAX, as well as provide
a pleasant pedestrian route.
The promenade could be designed
to be more passive, and have seat-
ing and parks/plazas along it.
2. Mobility and Access 2-15
rVolt
Green paint to mark intersection
crossings is an easy way to imple-
ment a pedestrian and bike -first
environment.
BIKE LANE
Proper signage makes auto traffic
aware that they are to share the
street with bicyclists.
Bike boxes increase visibility of bi-
cyclists at signalized intersections.
SEPTEMBER 2013 DRAFT
IMPROVED INTERSECTIONS
Intersections are another important piece of the pedestrian
and bicycle network that are critical to providing continuity
and safety within a system, and if not designed properly, can
act as an obstacle. Bicycle and pedestrian facilities should
be clearly marked and carried not only up to the intersection,
but through it.
Intersections designed or retrofitted with bicycle facilities
should reduce conflicts between vehicles and bicyclists by
increasing the level of visibility, predictability and awareness
with other road users. Concepts being explored that provide
safer intersections for pedestrians and bicyclists include ele-
ments such as signage, pavement markings, medians, signal
detection, green paint and potentially innovative features
such as "bike boxes" or two -stage turn boxes. Implement-
ing any combination of these measures will increase safety,
reduce risk of crashes and increase alternative mode trips
within Midtown.
BIKE SHARE
PROGRAM
Fort
Collins
was among
43 communities in 27 states awarded
free
technical
assistance by the U.S. Environmental Protec-
tion
Agency
(EPA)
to explore the possibility of establishing or
expanding
a local
Bike Share program. Bike Share is a service
Two -stage turn Queue Boxes improve bicyclists' ability to safely and com-
fortably make left turns.
2-16 Midtown Plan
SEPTEMBER 2013 DRAFT
where bicycles are readily available for shared use, usually
in multiple, popular locations around a city. The EPA's as-
sistance was in the form of public workshops conducted by
EPA staff and consultants to solicit input and demonstrate
the potential of Bike Share to create additional commuting
options. As a follow up to the public workshops and site visit,
a memorandum was developed with proposed strategies to
guide implementation or expansion of Bike Share in Fort
Collins. One of the proposed next steps was to establish a
Bike Share task force to continue planning the next phase
of Bike Share in Fort Collins. Midtown could greatly benefit
from a local Bike Share program, and this effort should be
supported.
U N D E R PASS ES/OVE R PASSES
Currently, the Spring Creek Trail provides the only grade
separated crossing of College Avenue and the railroad tracks
in Midtown. The underpass at Troutman is nearing comple-
tion and will provide another needed connection to Midtown
from the west residential neighborhoods. An overpass that
will connect the Mason Trail to the Whole Foods parking lot
is now in design and will contribute to the overall connec-
tivity from the west. Currently, a separate planning effort
for Foothills Mall is evaluating the feasibility of creating a
connection underneath College Avenue from the mall to
McClelland. In general, the current development pattern
and existing infrastructure limits the opportunities for more
grade separated connections to Midtown. As new redevelop-
ment occurs, especially at challenged locations for bicycle/
pedestrian crossings (like College Avenue and the railroad),
grade separated connections should be explored that would
improve north -south and east -west connectivity to local
neighborhoods, businesses and transit.
Underpasses and Overpasses pro-
vide a safe alternative to at -grade
crossings and can add to sense of
place.
As individual properties, busi-
nesses or blocks redevelop and the
minimum number of bike racks do
not meet the demand, a BID could
supply individuals, businesses or
blocks with bike racks or look at
sites for bike parking corrals.
2. Mobility and Access 2-17
This drawing shows how all of the above -mentioned elements work together
man Parkway and Mason Street is used for demonstration purposes.
r -
Provide green pain[ for
—v zone for increase awarei
SEPTEMBER 2013 DRAFT
The example intersection of Trout-
r
Midtown Fort Collins Urban Design Study: Troutman Parkway and Mason Street Intersection a Ita
Dale: Marche: Date
2013 bta
Source: Dawoh(ainning+ Design Earth I 0 15 30 6�
Author AP, Alta Planning+Design v Feet
LOCATING BIKE PARKING
The City's development code for bicycle parking provides a
good starting point and should be used as the initial guide
for providing the minimum number of enclosed and fixed bike
racks as redevelopment occurs.
The location of
bike parking will depend on how long the
users
will be parking. Short-term
(less than two hours) bike
park-
ing should be
located within
50 feet of the main entrance,
whereas long-term parking
(several hours or more) can be
located within
500 feet of
the destination. Different
land
uses within Midtown
will demand
more bicycle parking
than
others.
A Business Improvement
District
(BID) could be set up
to meet
this
type of demand.
As individual
properties, businesses
or blocks
redevelop, and
the minimum
number of bike
racks
do not
meet the demand,
the BID
could supply bike
racks or
bike
corrals.
2-18 Midtown Plan
SEPTEMBER 2013 DRAFT
CONNECTING TO TRANSIT
Enhancing the performance of transit service is a primary
objective of this Plan. Currently, Transfort Route 1 operates
along College Avenue throughout the study area. FLEX, the
regional route between Fort Collins and Longmont, also op-
erates on College Avenue throughout the study area. MAX
will replace these two routes as the primary north/south
connection through Midtown. Other routes making east/west
connections are also important to the overall transportation
system and demand seamless connections to each other. MAX
will serve eight stops within Midtown:
• Prospect
• Spring Creek (near Whole Foods)
• Drake
• Swallow (north and south -bound stations)
• Horsetooth
• Troutman
• Harmony
• South Transit Center
Providing convenient access to bus stops located throughout
Midtown is important, as is making the stops attractive and
inviting to users. Transfort will modify its fixed route system
with the advent of MAX, rearranging some service to focus on
the new South Transit Center, to be located south of Harmony
Road at the terminus of the MAX guideway and routes will be
realigned to provide for transfers to and from the MAX service
specifically at the major east -west arterial streets.
Existing bus stop designs, especially along primary east -west
streets (Prospect, Drake, Swallow, Horsetooth, Troutman and
Harmony) - refer to "dumbells" on Framework Map - should
be elevated to meet the quality of bus stops along the MAX
corridor and should fit within the recommended streetscape
palette for Midtown (see chapter 4). This will help to visually
reinforce the sense of connection with the pedestrian and
bicycle systems.
Some existing bus stops provide
shelter, and some include only
a bench. New bus stops should
provide a sense of identity for Mid-
town by matching the streetscape
palette proposed (see Chapter 4).
"too� � mile
Rendering of the planned Horse -
tooth Station
�a
Rendering of the planned Drake
Station
2. Mobility and Access 2-19
.F
In order for Midtown to transform
into an urban, mixed -use place, it
needs creative parking strategies
that support it.
Replace a "sea of parking" with a
"sea of people" instead!
SEPTEMBER 2013 DRAFT
PARKING STRATEGIES
In general, the study area was developed in the mid-1960's
through the early 1990's, with the typical building parcel
consisting of a large surface lot located adjacent to College
Avenue, and the building property set back a generous dis-
tance from the street. This layout is typical of the large -lot
suburban design philosophy of that era, which geared itselfto-
ward a vehicle -first access plan and site layout. Furthermore,
the parcels on each block were developed independently and
little accommodation was made for sharing parking spaces
between land uses that generate peak demands at different
times, such as a retail facility and a movie theatre. As such,
the parking supply throughout the area tends to provide a
higher number of off-street spaces than peak demand for that
parcel typically requires. In addition, the uses and intensities
now present generate a different, and typically lower demand
compared to when the sites were first developed.
The vision of Midtown is to become a transit -oriented, vibrant,
mixed -use, walkable district in the coming years, and as such,
it begs for a more comprehensive parking approach that is
up-to-date with current trends. In order to be successful,
the strategy must address both the need for public parking
to support MAX, and the fact that ideal densities will require
adequate private parking supply.
Immediate Opportunities
Given the more -than -adequate parking availability that exists
today, there would appear to be an opportunity to increase
building densities on each block without increasing the cor-
responding parking supply. The City's parking code provides
for both maximum parking supply and the abilityto use spaces
as shared parking for non-residential development. There-
fore, there may be opportunities to incrementally "build up"
without costing the developer more money by requiring ad-
ditional parking spaces.
2-20 Midtown Plan
SEPTEMBER 2013 DRAFT
TOD Research
Research indicates that transit -oriented development (TOD)
results in lower vehicle ownership than traditional develop-
ment. The National Cooperative Highway Research Program
(NCHRP) Report 128 reported that TOD households own on
average 0.9 vehicles compared to 1.6 vehicles for comparable
households not living in TODs, while "Developing TOD Parking
Strategies" (Boroski, Rosales, Arrington, APA Transportation
Planning, March 2005), reported that TODs have an average
of 1.66 people and 1.26 vehicles per household, compared to
2.4 people and 1.64 vehicles per household for all households
located in the same census tract. From this data, TODs offer
the potential to reduce parking per household by 20 to 40
percent. For commercial land uses, a California Department
of Transportation (Caltrans) study indicated a range of park-
ing reductions from 12 to 60 percent for TODs. Commercial
demand is more complex than residential parking, however,
and there are no clear conclusions regarding how much park-
ing can be reduced overall for TODs, and parking needs should
still be estimated on a site -by -site basis. The city of Portland,
Oregon is a model city for instituting TOD policies. Table X
below shows how Portland has adjusted their standard park-
ing ratios in TOD areas versus non-TOD areas.
City of Portland, Oregon TOD and Non-TOD Parking Ratios
Land Use
Non-TOD
TOD
Office
4.1/KSF'
3.4/KSF
Retail/Commercial
6.2/KSF
5.1/KSF
Multi -Family 1 bedroom
1.25/unit
1.0/unit
Multi -Family 2 bedroom
1.5/unit
1.0/unit
Multi -Family 3 bedroom
1.75/unit
1.0/unit
1. KSF = 1,000 SF
2. Mobility and Access 2-21
W
I
0
The TOD Overlay Zone encompasses
all of Midtown
r4
IT,.
_.tA '
Fort Cottlns
Parking Plan Fort Collins offers
strategies that could be replicated
in Midtown.
SEPTEMBER 2013 DRAFT
Continue Current City Policies
TOD OVERLAY DISTRICT
The entire study area
falls within the
City's
Transit Oriented
Development Overlay
District, and as
such,
multi -family resi-
dential developments
are not subject
to the
City's minimum
parking requirements.
Thus, the potential
exists for parcels
along the corridor
to be redeveloped
from,
say 50,000 SF of
commercial, to, say, 50,000 SF of commercial
with 100 multi-
family units above
it, and still use the
current
parking supply
on the site.
PARKING PLAN FORT COI
The Parking Plan, although not inclusive of the Midtown study
area, was adopted in January 2013 and offers a progressive
approach to parking management in Downtown Fort Collins.
The Parking Plan acknowledges that a comprehensive park-
ing strategy is good for economic development and supports
area businesses and protects surrounding neighborhoods.
Midtown should follow guidelines set forth in the Parking
Plan and pursue similar measures. Key concepts from the
Preferred Alternative are:
• On -Street Parking Management - shift employees away
from high demand on -street parking, implement residen-
tial permit program to mitigate spillover, provide pay -by -
cell program, and eventually shift to on -street pay parking.
• Public Parking Infrastructure - establish public -private
partnerships to distribute public parking where needed,
promote conversion of surface to structured parking over
time, include electrical vehicle charging stations in public
parking.
• Parking for New Development - leverage private invest-
ment through public -private partnerships, implement a
parking impact fee for new development correlated to
new parking amount and level of parking demand man-
agement, encourage shared parking, and require new
development to provide information about changes in
parking impacts.
2-22 Midtown Plan
SEPTEMBER 2013 DRAFT
KEEP PARKING SUBORDINATE
Keep parking subordinate to the street character along College
Avenue and east -west streets. One goal in the redevelopment
of Midtown is to transition away from the large surface park-
ing areas that abut College Avenue and create a more urban
environment along the corridor. As such, developers should
be encouraged to locate structures along the College Avenue
frontage and construct parking areas behind the building, so
that they are shielded from the street.
USE STRUCTURED
PARKING AS AN INCENTIVE FOR IN-
CREASED
DENSITY
The City should continue allowing developers to increase the
land use density on their parcel within the TOD Overlay in ex-
change for building a parking structure that provides parking
for either the entire block or a larger portion of it. Currently,
3.10.5 (F) (c) of the Land Use Code allows 3 additional stories
above the four-story maximum, provided the project is mixed -
use, has at least 10% of the units designated as "affordable",
and locates the parking spaces in a structure.
MAINTAIN
MAXIMUM
PARKING REQUIREMENTS FOR
COMMERCIAL
DEVELOPMENTS
Maintaining maximum parking ratios rather than minimum
requirements for commercial development allows developers
the flexibility of reducing parking as they see fit, and lowering
parking supplies will further encourage customers and employ-
ees to access the area by means other than single occupant
vehicles. However, while developers should be allowed the
flexibility of reducing supply, they should still demonstrate
that their site can accommodate anticipated parking without
causing significant spillover into adjacent properties. This
demonstration could be accomplished by conducting a trans-
portation impact study (TIS), as is required by the new Parking
Plan, and/or using the City's new parking demand model to
validate the results.
it
WA 0 1b.
Keep parking subordinate to the
street character along College
Avenue
L•
Incentivizing structured parking
as a means of adding density is a
great way to entice developers and
ensure the desired dense, urban
form is created.
2. Mobility and Access 2-23
Zipcar is a popular car sharing pro-
gram which is currently in place at
Colorado State University. The car
share service could expand into
Midtown if demand is there.
Transfort offers an employee -based
program, Passfort, which allows
employers to purchase yearly
passes at a bulk rate of $50 per pass.
SEPTEMBER 2013 DRAFT
Recommended New Strategies
IMPLEMENT A PARKING DISTRICT
First and foremost, the City should support parking demand
management by establishing a parking management district
to provide management and oversight. The City could finance
and build a couple parking structures in key, centralized lo-
cations throughout Midtown with funds from development
in -lieu fees, development or parking impact fees, parking
receipts and enforcement revenue. The City could then op-
erate and maintain the structures, which takes the burden
off of developers to provide off-street parking. This may be
desirable in order to spur development as part of an initial
catalyst project for the area, giving the developer more land
to redevelop and at the same time not being responsible for
the cost of structured parking.
ACQUIRE SITES FOR FUTURE
PUBLIC PARKING
Another strategy to consider is the
use of public funding
to
acquire
and hold a site/sites within
Midtown, on which a pub-
lic parking
structure could ultimately
be built. The Fort Col-
lins Urban
Renewal Authority is a
potential entity that could
partner
with the City for this type
of action. Opportunities
to
partner
with the private sector for
shared structural facilities
should
also be considered.
Parking structures should
ideally
be located within
1/4 mile
of
a MAX transit station. The
Framework Map (Appendix,
pg.
A-1)
shows conceptual locations
for
future structures to consider.
2-24 Midtown Plan
SEPTEMBER 2013 DRAFT
SUMMARY POINTS
MOBILITY & ACCESS
• Improved Circulation:
• College Avenue to be more bike/pedestrian-friendly
by improving frontage roads, adding wide sidewalks,
and encouraging buildings to frame the street.
• Improve access to MAX
• Improve existing Mason Street to become more of a
quaint "main street".
• Implement a pedestrian promenade along the east
side of MAX guideway and encourage new uses to front
onto it.
• Improve existing and implement new east -west con-
nections.
• Complete Streets:
• Work within existing curb -to -curb dimensions. Outside
of curbs, ideal public realm scenarios are envisioned,
e.g. wide detached sidewalks, which sometimes sug-
gest acquiring additional ROW.
• When it's not feasible to add bike lanes and on -street
parking within existing curb -to -curb dimensions, ex-
plore a cycle track adjacent to the sidewalk.
• Improve frontage roads to be more bike -friendly -
when frontage roads end, continue bike circulation
through wide, multi -use paths or cycle tracks along
College Avenue, similar to the mall's current redevel-
opment plans.
2. Mobility and Access 2-25
r]
SEPTEMBER 2013 DRAFT
Multi -modal Environment:
• Pedestrian promenade - ideal cross section allows
for 15' multi -use path with 15' landscaping and 10'
buffer between path and building. Where ideal cross
section doesn't fit, it may be more feasible to narrow
the cross section, but should not be less than 10' for
the path. Core distance is from Spring Creek Overpass
to Horsetooth MAX .
• Continuous, designated bike facilities: where gaps in
current system and sufficient ROW is available, provide
on -street bike lanes/buffered bike lanes/cycle tracks.
Where ROW is not sufficient, use shared lane markings
or bike route markers.
• Improved intersections: safety improvements such as
signage, pavement markings, medians, signal detec-
tion, green paint, and "bike boxes" or two -stage turn
boxes.
• Underpasses/Overpasses: explore GSC as redevelop-
ment occurs at challenging intersections, e.g. College
Avenue and the Railroad.
• Locating bike parking: use existing code for minimum
biking spaces. Locate short-term bike parking 50' from
main entrance and long-term within 500' of the des-
tination. Explore using the BID to provide bike racks
to meet excess demand.
Parking Strategies:
• Implement strategies of Downtown Parking Plan
1. On -street parking management
2. Public parking infrastructure
3. Parking for new development
• Keep parking subordinate: encourage developments
to locate parking behind structures that frame street.
• Use structured parking as incentive for increased
density.
• Maintain maximum parking requirements for com-
mercial development: developers should still demon-
strate their site can accommodate anticipating parking
without causing significant spillover into adjacent
properties.
2-26 Midtown Plan
SEPTEMBER 2013 DRAFT
3 = STREETSCAPES I SIGNAGE
One of the most important ways to establish and promote a
neighborhood's "brand" is through physical improvements to
the public environment. Midtown currently lacks a sense of
identity. This Plan seeks to transform how Midtown is viewed:
from a neighborhood that College Avenue bypasses, into a
neighborhood that College Avenue arrives at. Celebrating a
sense of arrival and playing up unique themes in the neighbor-
hood will elevate the level of presence Midtown has in Fort
Collins. Elements such as streetscapes, signage and wayfind-
ing have a tremendous impact on the overall character of a
district and are simple, but very effective tools, that can be
used very early in the implementation process due to their
relative cost and ability to be relocated, if needed.
The primary objectives of this chapter are:
• Establish a sense of identity, that is iconic and memorable,
for Midtown by celebrating unique characteristics and
themes for each Character Area.
• Establish a sophisticated urban design palette of durable,
energy efficient and environmentally conscious materials
that build off of and reinforce the already established
streetscape palette at Harmony Road and College Avenue.
• Identify specific locations of various streetscape elements
and list the types of improvements per street type and
public space type.
3. Streetscapes, Signage and Wayfinding
The existing streetscapes in the
Midtown district offer few amenities
for pedestrians and very little civic
directional/informational signage.
3-1
s.
11.
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SEPTEMBER 2013 DRAFT
A SENSE OF IDENTITY
Upper Midtown - Gardens
Upper Midtown, from Prospect Road to just
north of Swallow Road, is suggested to have a
(J
"gardens" theme. The theme is branded by a
leaf pattern (seen to the right). Parks like Creekside Park and
Spring Park are wonderful amenities that should be highlight-
ed as major destinations for this area. Also, the CSU flower
trial garden is a fantastic natural amenity. Departments such
as the Colorado Division of Wildlife and U.S. Forestry Service
also add to the natural, garden theme.
Central Midtown - Arts
Central Midtown, from just north of Swallow
Road to Bockman Drive, is suggested to have an G19
"arts" theme. The theme for Central Midtown
is branded by the curly -cue pattern to the right. This theme
was derived from the high activity of entertainment and arts
that this area has to offer. The Foothills Mall is and will con-
tinue to be a major draw for the area and one that Central
Midtown should also capitalize on. Central Midtown should
use this theme to encourage more arts -like activities and
amenities for the area.
Lower Midtown - Innovation
Lower Midtown, from Bockman Drive to Fair-
way Lane, is suggested to have a "innovation"
theme. This theme is branded by the icon of
an arrow. The theme for Lower Midtown was
derived both from the services that are currently offered
here, and also because this area is seen as a potential breed-
ing ground for high-tech companies and start-ups that might
want to locate adjacent to the MAX line. Existing buildings
in this location, and adjacent to MAX, are ripe for this type
of redevelopment.
*Note that these are suggested icons and themes based on discussion and
feedbackwith the community. Further design detail maywarrant a different
icon or theme, or variation of the ones suggested here.
Midtown Plan
SEPTEMBER 2013 DRAFT
A SOPHISTICATED URBAN DESIGN
PALETTE
Midtown currently has a wide range of streetscape, signage,
and wayfinding elements which appear to have been installed
incrementally and without an over -arching vision for the Mid-
town district "brand". As the major arterial within the district,
College Avenue has the greatest number of signs - most of
which are large and internally illuminated — geared toward
catching the eye of passing automobiles.
The large number of
existing
retail signs creates
a difficult
situation in regard to
announcing
the unique brand
of Mid-
town. Set in context with the currently large, loud
and varied
palette of signs, the
new
Midtown urban design improve-
ments will need to be
able
to set themselves apart
from the
existing cacophony of
retail
-oriented signage that
dominates
the visual landscape.
The proposed urban design palette is presented as a "kit of
parts". Refer to page 4-12 for specific locations for each ele-
ment. The following elements are described in detail on the
following pages:
STREETSCAPES
• Benches
• Planters
• Trash Receptacles
• Bike Racks
• Landscape & Lighting
SIGNAGE & WAYFINDING
• Gateway Art Poles
• Sub -Area Identification &
Business Signs
• Directional/Information-
al Pole Signs
• MAX Directional Signs
• Pedestrian -Scaled Signs
Landscapes could be displayed in a
combination of new punched steel
and the existing concrete planters
that are on Harmony Rd.
Existing Signage and
Wayfinding Improve-
ments within Midtown
At the intersection of College
Avenue and Harmony Road,
there are existing gateway im-
provements that help set the
toneandcharacterforthe Mid-
town district. The Harmony
Road gateway elements also
help establish a palette and
overall direction for the colors,
materials and character of Mid-
town's signage and wayfinding
"kit of parts", and were our
starting point for the recom-
mended signage/wayfinding
and urban design elements.
The proposed urban design
palette references the new
Harmony Road improvements
in color (dark bronze) and ma-
teriality (powder -coated steel
and concrete). Masonry, wood
and punched steel are new
materials that will be unique
to Midtown.
The Harmony Road gateway
improvements set the tone
and character for the Midtown
streetscape furnishings palette.
3, Streetscapes, Signage and Wayfinding 3-3
Customized, punched steel
streetscape furnishings allow each
Midtown character area to be
unique and recognizable, while still
reinforcing a unified palette for the
overall district.
SEPTEMBER 2013 DRAFT
Streetscapes
In order to create a unified palette for Midtown, all benches,
trash receptacles, planters and bike racks are of the same
material (recycled steel), color (powder -coated to match the
Harmony Road dark bronze) and style (simple, modern and ar-
tistic). To accent each sub -area, a custom pattern is designed
to be punched into the steel for benches, trash receptacles
and planters.
BENCHES
Benches are an important element of a streetscape and con-
tribution to the public realm. They offer respite for people
as they tire from walking, they provide a relaxing place to
people -watch, and a place to gather. Benches should be in-
viting to passersby. The benches in Midtown will be a rather
standard public bench made of recycled steel. The "punched"
graphic in the steel will change as one moves throughout the
Midtown area and represent each sub -area: Upper, Central
and Lower Midtown.
Benches are designed with punched steel graphics that are representative
of the sub area they would occupy.
3-4 Midtown Plan
SEPTEMBER 2013 DRAFT
TRASH RECEPTACLES AND PLANTERS
Trash receptacles and planters will also include a unique
punched steel graphic depending on the location in the
neighborhood.
Planters could be designed with punched steel graphics that are
representative of the sub area they would occupy.
BIKE RACKS
Bike racks could be used as public art pieces as well as for
functionality. Ideally, bike racks in each sub area would be
made into the shape of each iconic graphic: gardens (the leaf),
arts (curly cues) or technology (arrow). These iconic bike racks
would be most important to be placed at highly trafficked
areas. A more standard bike rack is shown to the right that
could be used in other, not so highly trafficked areas.
r -
An example of a bike rack that also
substitutes as public art.
In less highly trafficked areas, a
more traditional bike rack could
be used.
1
Punched steel is already used in
downtown Fort Collins.
3, Streetscapes, Signage and Wayfinding 3-5
SEPTEMBER 2013 DRAFT
LANDSCAPING
In keeping with the 2012 Green Streets Initiative, the pro-
posed landscape improvements within Midtown will have a
rich and varied palette of low-water, native shrubs and peren-
nials. Within the medians, there will be 80-100% plant cover-
age, accented with bark mulch, large boulders and quarry -cut
stone. A mixture of river cobble and gravel will be used to
create visual interest that mimics a flowing, streambed-like
aesthetic. Canopy and ornamental trees will be intermixed
informally within the median shrub beds.
Landscape buffers adjacent to sidewalks will also have a
more dense planting of drip -irrigated shrub beds, replacing
the typical turf with flowing beds of grasses and perennials
grouped informally, and accented with landscape boulders
and large shrubs, in addition to trees. Along College Avenue,
the majority of the landscape buffer (over 60%) will be planted
in accordance with the 2012 Green Streets Initiative median
landscape standards, while the remaining 40% can be used
for smaller locations of irrigated turf, which allow for pedes-
trian movements while also highlighting the texture of the
ornamental shrub beds.
The Promenade area landscaping will also reflect the dense,
richly -textured standard of the College Avenue landscape
buffers, but with a consistent grid of formally -spaced street
trees, ideally planted in a double -row.
Along the smaller, more internal streets with on -street park-
ing, a greater percentage of the landscape buffer will be tree
lawn and formal placement of evenly -spaced street trees,
allowing for easy egress from cars, and providing consistent
shaded areas for pedestrian movement. For these parallel -
parking streets, ornamental shrub beds will be located at
street corners or as part of larger shrub/tree filtration beds,
which are set back 12" from the curb to allow for pedestrians
to exit their cars.
3-6 Midtown Plan
SEPTEMBER 2013 DRAFT
Where right-of-way width permits, stormwater filtration
beds, which are planted landscape buffers that protect pe-
destrians from traffic while also helping to filter pollutants
from stormwater, are envisioned. Typically 6-8 feet in width,
these landscaped buffers are defined by a concrete edge that
allows water from the sidewalk and roadway/parking to flow
into the planted areas and slowly filter into the soil to be
cleansed before going into the stormwater system.
In addition
to their
stormwater
filtration
properties,
the
planted beds
also utilize
native plants
to reduce
the
amount
of irrigation
needed
to keep them
healthy and vibrant.
A drip
system will
be installed
and used
for several
years
to estab-
lish the plants, and
then will be turned
off to
only be used to
extreme drought conditions.
STREET LIGHTING
Pedestrian street lights in Midtown will follow the standard
light fixture currently used at the Harmony Road and College
Avenue intersection and near the Downtown Transit Center
along Mason Street. These light fixtures will be evenly spaced
along new and existing streets and along the Promenade.
These lights will also be used mid -block along College Av-
enue, but should be mixed with higher level lighting at major
intersections.
Other lighting will occur in conjunction with the poles and
signs described in the next part of this chapter. However,
the signage and pole lighting is only for aesthetic purposes,
whereas street lighting should serve to function as both safety
and aesthetic purposes.
Stormwater filtration beds help
filter pollutants from stormwater.
Use the same lighting fixtures that
exist on Harmony Road and the
Downtown Transit Center.
3. Streetscapes, Signage and Wayfinding 3-7
Gateway art poles are located at
key locations along College Avenue
to establish a sense of arrival for
each sub -area.
SEPTEMBER 2013 DRAFT
Signage & Wayfinding
The following pages illustrate
a
"kit of parts" for Midtown's
suggested signage and
wayfinding elements.
Each element is
briefly described with
an associated
rendered elevation and
perspective relative to
locations throughout
Midtown where
each would occur. The
color icons
by
each elevation is color -
coded to reference the
map on
page
4-12.
MEDIAN GATEWAY ART POLES
Large gateway art poles in the median of College Avenue use
color, lighting and punched steel graphics to illustrate the
overall brand of Midtown, as well as where you are in the
district. Designed to reflect the linear nature of the Midtown
corridor, the large poles use back -lit punched steel graphics
to represent the three character areas within the district). A
custom art piece at the top of the gateway pole reinforces the
theme of the character area, and changes as you move from
one character area to the next.
_�
3-8 Midtown Plan
SEPTEMBER 2013 DRAFT
SUB -AREA IDENTIFICATION & BUSINESS SIGNAGE
The sub -area identification signage reinforces the character
and hierarchy of the larger gateway signs. Drawing from the
character -area specific punched steel backlit graphic and
custom art topper, the sub -area signage takes this form and
uses it to create an illuminated horizontal accent band that
reflects the individual character areas.
Located primarily in mid -block locations along College Av-
enue, the sub -area business signs display descriptive and
directional information about both civic and retail establish-
ments within the district.
Sub -area business signage displays descriptive and directional information
about both civic and retail establishments.
Sub -area business signage between College Ave. and Frontage Rd.
Sub -area idenitification signage
reinforces the character sub -areas
throughout Midtown.
3. Streetscapes, Signage and Wayfinding 3-9
W
Syr....
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SEPTEMBER 2013 DRAFT
DIRECTIONAL/INFORMATIONAL POLE SIGNAGE
The directional/informational pole signs are meant to pro-
vide both pedestrians and autos with information regarding
the important locations throughout the district, and how to
access them. Although primarily designed within the scale
of typical civic street signs, they are able to be customized
through additional round "button" graphics for the MAX sta-
tions and mobile -information points.
1 1� 1 __
Directional/Informational pole signs are meant to provide both pedestrians
and autos with information.
MAX DIRECTIONAL SIGNS
In order to effectively advertise and direct pedestrians, autos
and bicyclists to the new MAX stations, a MAX -specific pole
sign has been developed. Utilizing the round MAX "button"
that is used as an add -on to the Directional/Informational Pole
signs, the MAX -specific signs take the round button and use
an arrow to indicate the relative direction of the MAX station
from roadways, sidewalks and plazas.
3-10 Midtown Plan
SEPTEMBER 2013 DRAFT
PEDESTRIAN INFORMATIONAL
Smaller, pedestrian -level signs are intended to be installed
in plazas, public transportation stops, and other areas where
pedestrians dominate the mobility landscape. Intended to
provide information that pedestrians can access during a
moment of repose or rest, these signs are more directional —
using a list of destinations and arrows pointing toward them
to help pedestrians understand what is available within Mid-
town, and how to get there on foot.
MOBILE ENABLED INFORMATIONAL
The mobile -enabled signs are similar to the Pedestrian In-
formational signs in design and scale, but offer a way for
pedestrians to gather richer information regarding specific
information and locations for retail shops, restaurants, cul-
tural facilities and other district destinations by providing a
"you are here" orientation map. Applications to amenities
such as MAX may also be linked to from the signs to provide
up-to-date transit information.
E
E
Pedestrian -oriented signs will be installed where pedestrians dominate the obility landscape, such as along the
Promenade.
3, Streetscapes, Signage and Wayfinding 3-11
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SEPTEMBER 2013 DRAFT
OCATING STREETSCAPE ELEMENTS
Correctly locating streetscape elements will be important for
getting the most out of their branding capabilities. College
Avenue and the Promenade will be two major north -south
corridors that link the character areas together and will be
important for providing signage and establishing the brand
for Midtown and directing people to and from MAX stations.
Key streetscape nodes, indicated on the map to the right
with "dumbells", illustrate where key east -west streetscape
concepts would be highlighted. These east -west connections
will seamlessly link College Avenue to the MAX corridor. The
design theme for these connections should key off of design
themes from MAX stations while also representing design
themes from the respective Character Areas in Midtown. The
map graphic to the right illustrates with colored icons where
certain streetscape elements, as described on previous pages,
would occur throughout Midtown.
Streetscape Elements Table
The table on the next page identifies streetscape improve-
ment elements per street type and public space type in more
detail.
Legend
■ Gateway Monumentation
Sub -Area Identification
Directional
■ MAX Directional
Pedestrian Informational
■ Mobile -Enabled Informational
I Key Streetscape Node
Midtown Plan
SEPTEMBER 2013 DRAFT
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4-LANE ARTERIAL
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(MAJOR E/W CROSS STREETS)
2-LANE ARTERIAL
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(MASON, ETC.)
2-LANE PARKWAY
X
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(TROUTMAN)
2-LANE COLLECTOR
X
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X
X
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PROMENADE
X
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TRANSIT STOPS
X
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POCKET
X
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PARK/PLAZA
MID -BLOCK CONNX.
X
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3, Streetscapes, Signage and Wayfinding 3-13
SEPTEMBER 2013 DRAFT
SUMMARY POINTS
STREETSCAPES, SIGNAGE & WAYFINDING
• Establish a sense of identity for the 3 Character Areas:
• Upper Midtown = Gardens
• Central Midtown = Arts and Entertainment
• Lower Midtown = Innovation
• Establish
a
sophisticated
urban
design palette
of durable,
energy
efficient
and environmentally
conscious
materials.
• Position
various
streetscape elements in
specific loca-
tions
as
called
out
in this Plan.
3-14 Midtown Plan
SEPTEMBER 2013 DRAFT
4 PARKS $r= a4A &I
Providing a rich collection of outdoor places for informal
gathering and recreation, as well as planned promotional ac-
tivities and community events, is a key concept for Midtown.
This idea arose as a major theme in community outreach
events, in which participants stated that they wanted places
where they could participate in events and activities or simply
people -watch. It is envisioned that major open spaces would
be City -driven, or possibly owned and managed by a Business
Improvement District or similar entity, or perhaps could even
be included in a private development project, with assistance
from the City or BID. Major public open spaces would become
destinations in their own right and contribute to the identity
of each sub -area in Midtown. Minor open spaces would be
Developer -driven and could be provided in the form of small
courtyards, plazas and dining areas, distributed throughout
the corridor. While privately owned, these spaces may be
accessible to the public and contribute to the quality of life
in Midtown.
Key objectives for this chapter are:
• Create three major public open spaces in Midtown, one
in each Character Area.
• Establish a network of several minor public open spaces
throughout Midtown as part of private development proj-
ects, but which contribute to the larger Parks and Open
Space concept for Midtown.
• Illustrate several concepts for a proposed major open
space, a civic plaza, in Midtown.
Most of the commercial areas of
Midtown are dominated by surface
parking lots and lack places for
people.
Spring Park is a nearby major public
open space that is linked to Creek -
side Park via bike and pedestrian
trails.
4. Parks and Open Space 4-1
Provide places for outdoor recre-
ation and other activities that can
be enjoyed by Midtown residents
and visitors alike.
Providing a rich collection of out-
door places for informal gathering
and recreation, as well as planned
promotional activities and commu-
nity events.
This canopy serves as pedestrian
protection from the elements and
as a wayfinding icon and art instal-
lation.
SEPTEMBER 2013 DRAFT
MAJOR PUBLIC OPEN SPACE
Three major public open spaces, one in each Character Area,
should be developed in Midtown. One of these, Creekside
Park, already exists in Upper Midtown, and could function
as the main focal point for the northern portion of Midtown.
The others, for Central and Lower Midtown would need to
be created and the basic criteria for them are listed below.
In most cases, it is envisioned that the City may need to
purchase the land to form the major public open spaces in
Central and Lower Midtown. However, as stated before, it
could either be purchased, owned and maintained by the City
or by a Business Improvement District, which is also common.
Another option is to provide incentives for developers in the
event that they want to provide a large public open space
within a single development. Density bonuses or other forms
of incentives could be provided for this to be appealing to a
developer.
Major public open spaces can be activated and protected by the occupants
of buildings that front onto them.
4-2 Midtown Plan
SEPTEMBER 2013 DRAFT
Types of Major Open Spaces
AN URBAN PLAZA
At least
one new
space should
be an "urban
plaza,"
where
public
events
could
occur.
These
could
range
from
festivals
and
exhibitions,
to a farmer's
market or
winter
carnival.
One
major
urban plaza
should
be
located in
Central
Midtown, in
the
vicinity of
the
emerging
arts
and entertainment
district.
AN URBAN PARK
Another public space should be developed in Lower Midtown.
This could be a second urban plaza, or a more conventional
urban park, if sufficient land becomes available. This park
could be located near the South Transit Center and become
an extension of and destination of this major transit center
with high intensity uses framing the park, like residential units
or restaurants.
Location of Major Open Spaces
Each
major public open
space should be located where it will
be easily
accessible from MAX stations and the
nearby net-
work
of pedestrian
and bicycle routes. Ideally,
large public
open
spaces should
be located no more than 1/4 mile
of a MAX
station. Some general
locations are suggested on
the Frame-
work
Map (see Chapter
1) and in a series of study
sketches
in this
chapter, but
final locations would emerge
after more
detailed
analysis and
discussions with property owners, and
after
the appropriate organizational structure is
established
to build
and maintain
the open space.
These large open
spaces
should be strategically planned
to
help stimulate redevelopment
of other parcels nearby.
This
will influence final
decisions
about their specific locations.
They should be located near developments that will
have ac-
tive uses that will
help to
energize them.
In addition
to iconic
Character
Area public open
spaces, there
may be
some opportunities
to develop other
smaller parks
along the
edge of
the corridor,
west of the Mason
Trail. As the
density
in development
occurs along the MAX line,
the need
for these spaces
may increase.
SPRING I �\
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Upper Midtown - Creekside Park
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Central Midtown - Urban Plaza
Lower Midtown - Urban Park
Note: these are general locations
and more analysis will be needed
before selecting final locations.
4. Parks and Open Space 4-3
A civic space should have a distinct
identity and thus should have some
unique elements.
G:
r- .
Major public art installations would
be one way of providing a distinct
identity to a civic space.
SEPTEMBER 2013 DRAFT
Size of Major Open Spaces
A major urban plaza should be at least one-half acre, and
could be as much as two acres. The key is that it be large
enough to stage events of a substantial size, and yet still be
of a scale that is comfortable for smaller informal groups.
An urban park could be larger, in the range of four acres,
if land is available. This in part would be in response to the
increase in residential population that is envisioned for the
area.
Design Character of Major Open Spaces
Each
civic
space should
have
a distinct
identity and thus
should
have some unique
elements.
Major
public art installa-
tions
would
be one way of
doing
so. At the same
time, some of
the
elements
of the overall
streetscape palette
proposed for
Midtown
should
be used,
such that each space is understood
to
be
part
of the public realm.
dif
lip
' F
Outdoor places should provide places for informal gathering as well as
planned, promotional activities and community events.
4-4 Midtown Plan
SEPTEMBER 2013 DRAFT
MINOR PUBLIC OPEN SPACE
An essential part of the framework concept for Midtown is to
establish a network of smaller outdoor open spaces as part of
individual private development projects that would contrib-
ute to the vitality and appeal of the area. These open spaces
would be accessible to the general public and connected to
the larger pedestrian/bike and parks and open space net-
works, but would be managed and maintained by the private
owners. They would be linked by a series of streets, paths
and sidewalks that would facilitate access. (Note that many
developments will also have other outdoor use areas that
are private, for exclusive use of residents and other users.)
Not every redevelopment project would necessarily provide
this type of amenity, but should be encouraged to do so, and
incentives could be provided to assist in their development
(see Chapter 8).
Minor public open spaces should be accessible to the general public and
connected to the larger pedestrian/bike and parks and open space net-
works.
A signature element, such as this
large fountain sculpture, can give
distinct identify to a minor open
space.
An essential part of the framework
concept for Midtown is to establish
a network of smaller outdoor places
as part of individual private devel-
opment projects.
Minor public open spaces should
contribute to the vitality and ap-
peal of the area.
4. Parks and Open Space 4-5
A small plaza serves abutting uses
as well as the public.
Outdoor cafe seating areas can be
combined with plaza -like public
amenities.
Artwork and lighting make mid -
block passages feel more like open
space and less like a cut -through.
SEPTEMBER 2013 DRAFT
Types of Minor Open Spaces
A PLAZA
Small plazas that also serve the abutting uses is one type
of minor public open space. These plazas could serve as an
entryway to a higher density residential buildings or as a rest-
ing place for a buildings' employees. Places to sit should be
provided and it should feel welcome to the general public,
with natural amentities such as water features and pleasant
landscaping.
OUTDOOR CAFE SEATING
An outdoor dining area that spills out of a restaurant or cafe
could also serve as a minor public open space. This may or
may not be in conjunction with a plaza, but would include
public amenities as well as private seating for customers.
MID -BLOCK PASSAGE
Mid -block passages would also be considered a minor open
space and should be treated as such, offering public amenities
such as places to rest and lighting to keep them safe. These
places should act more like a linear plaza than a "cut through"
so people activate them.
Location of Minor Open Spaces
While specific locations for minor open spaces would depend
upon the individual redevelopment projects, these are some
general principles for their preferred locations:
• Near a MAX station.
• Along a pedestrian and/or bicycle route.
• Positioned to be visible and accessible from a public area.
• Positioned to make use of solar access opportunities.
Size of Minor Open Spaces
The size of minor open spaces should be less than one-half
acre.
Design Character of Minor Open Spaces
Minor open spaces will be unique to each individual project,
but should also try to emulate the design character of the
overall district, with similar materials, schemes and artwork.
4-6 Midtown Plan
SEPTEMBER 2013 DRAFT
CONCEPTS FOR A CIVIC PLAZA
There are
several locations
where a civic plaza could
be
successful,
in terms
of serving
Midtown. Three alternative
approaches are illustrated on
the pages that follow.
These
concepts are
shown
in the context
of other potential
rede-
velopment
that could
occur in
the area.
These concepts include:
• A major public plaza
• Pedestrian passageways from a nearby MAX station,
connecting to the plaza
• A potential civic building
• A parking structure with a wrap of commercial and/or
residential uses
Each concept tests a balancing of location considerations.
One is more directly linked to the MAX station. The others
place a plaza along a primary street edge. Note that these
sketch studies are illustrative only and do not represent for-
mal development proposals. No impact on existing property
owners is intended.
J
L-
A potential civic building could help
to frame the plaza.
Pedestrian passageways from a
MAX station should connect into
the plaza.
An amenity such as a fountain can
draw people in and serve as an
iconic meeting place.
4. Parks and Open Space 4-7
No Text
SEPTEMBER 2013 DRAFT
CIVIC PLAZA CONCEPT B
This concept locates the main plaza at the southwest corner
of the site. An arcade provides a direct link to the Promenade
and the MAX station, while also serving as a view terminus
from the street. A civic building also frames the southern edge
of the complex, and a parking structure, with a wrap of other
uses, lies along the northern edge of the arcade. A second
green space leads directly from the MAX station to an internal
street, which could be a private, street -like drive. Finally, a
smaller open space is positioned at the northwest corner of
the project, to "lead" people into the complex.
Small outdoor courtyard
with green buffer
Green courtyard
Mixed use residential
frames green space
MAX Station
Green open space links
MAX station to an internal
street
Green courtyard
Mixed use with interior
parking structure
Green open space gate-
way to Civic area
Arcade
Civic
Facility
view
termi-
nus
from
primary
street
Urban Civic Plaza
Underpass •
Auto/Ped/Bike
Connector
Ped/Bike Connector
Street
�w y
•----------St Feet ----
4. Parks and Open Space 4-9
SEPTEMBER 2013 DRAFT
CIVIC PLAZA CONCEPT C
This concept also locates the main plaza at the southwest
corner of the site, but places a building at the corner to de -
Underpass • fine the block face. A second building anchors the northwest
corner of this intersection as well. An arcade provides a direct
Auto/Ped/Bike link to the Promenade and the MAX station. A civic building
Connector
also frames the southern edge of the complex, and a parking
Ped/Bike Connector structure, with a wrap of other uses, lies along the northern
edge of the arcade. A second green space leads directly from
the MAX station to an internal street, which may be a private,
street -like drive.
I'►I1
1 1
1 1
1 1
1 1
1 1
1 1
1 1
1 1
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1 1
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1 1
1 1
1 �
1
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04
IMULA
to -Kai 1
Small outdoor courtyard
with green buffer
Green courtyard
Mixed use residential
frames green space
MAX Station
Green open space links
MAX station to an inter-
nal street
Contemporary plaza
Mixed use with interior
parking structure
Arcade
Urban Civic Plaza
4-10 Midtown Plan
SEPTEMBER 2013 DRAFT
SUMMARY POINTS
PARKS AND OPEN SPACE
• Provide a rich collection of outdoor places for informal
and formal gathering.
• Each
character area should
have one
major open space
(traditional
park, urban
plaza or urban
park) that is owned
and maintained by the
City or a BID.
• Must be located within 1/4 mile of a MAX station.
• Should be approximately 1/2 acre to 2 acres, but
should not exceed 4 acres.
• Minor open spaces that are publicly accessible and con-
nected to the larger pedestrian and bike network are lo-
cated throughout the neighborhood. These open spaces
are developer -driven and privately managed, and include
small courtyards, plazas, and dining areas.
• Less than 1/2 acre in size.
4. Parks and Open Space 4-11
SEPTEMBER 2013 DRAFT
-DEVELOPMENT
Chapter 5 illustrates conceptual development prototypes and
phasing recommendations for a variety of existing parcel sizes
and uses. Note that these scenarios illustrate the redevelopment
principles on a variety of lots. They are not formal proposals for
any specific properties and their programs are "ideal scenarios"
for high density development, although not every property will
develop in this manner. For example, most case studies show
structured parking, but it should be understood that this scenario
would not be realistic for every single block in Midtown.
The primary objectives for this chapter are:
• Use various case studies to illustrate a range of redevel-
opment conditions and opportunities for a wide range
of property owners to participate
Current uses and building forms in
Midtown cater to the automobile
and do not maximize the potential
of the land.
•
As properties redevelop, parking
should be moved to the back of
buildings and should be masked
with landscaping.
5. Development Prototypes 5-1
SEPTEMBER 2013 DRAFT
CASE STUDY 1;
Small Parcel Development:
This small parcel could be developed under single ownership
immediately. The moderate depth of the parcel encourages
_ more compact development, requiring structured parking. An
internalized, outdoor courtyard near the promenade enhances
walking and biking experiences for residents and transit users.
approx. 450'
street
0
0
Ln
X
0
0-
0-
ru
Outdoor courtyard
MAX Station
Structured parking framed with
other uses
E Auto/Ped/Bike
Connector
( = = = ) Ped/Bike Connector
*Note that the site plans presented in this section are of approximately the same scale.
5-2 Midtown Plan
SEPTEMBER 2013 DRAFT
KEY DESIGN PRINCIPLES:
• Buildings address and define streets
• Encourage pedestrians and bicycles
• Provide connection to transit station
• Provide promenade along transit corridor
• Create internal plazas and open space
• Variation in building form
• Internalize and wrap parking
• Minimize curb cuts
CASE STUDY 1
Property Area:
3.5 AC
Building Program:
Commercial - 251000 gsf
Residential - 2501000 gsf /
(240 units)
Building Height:
4 stories
Parking Spaces
Structured - 360 spaces
ILLUSTRATIONS:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch
plan and their related design principles.
0
*4 M 11
I
r
5. Development Prototypes 5-3
SEPTEMBER 2013 DRAFT
CASE STUDY 2:
Medium Parcel Development.
This medium-sized parcel could be developed as two or three
individual projects, phased overtime or it could be built concur-
rently. The varying depth of the block allows for an internal north -
south connector for automobiles, bicycles, and pedestrians. An
east -west pedestrian path connects the MAX station and prom-
enade to the street system. An outdoor courtyard rests between
the residential wings and opens onto the pedestrian connector.
Structured parking framed
with other uses
Surface parking behind
frontage building
Internal north -south
circulation
Pedestrian connection to
street system
Existing building
MAX Station
E Auto/Ped/Bike
Connector
( = = = ) Ped/Bike Connector
5-4 Midtown Plan
SEPTEMBER 2013 DRAFT
KEY DESIGN PRINCIPLES:
• Buildings address and define streets
• Encourage pedestrians and bicycles
• Provide connections to transit station
• Provide promenade along transit corridor
• Create internal plazas and open space
• Fragment building form
• Provide north -south circulation option mid -block
• Internalize and wrap parking
• Minimize curb cuts
CASE STUDY 2
Property Area:
7 AC
Building Square Footage:
Retail/Office - 50,000 gsf
Residential - 4621000 gsf /
(450 units)
Building Height:
4-5 stories
Parking Spaces
Structured - 600 spaces
Surface - 90 spaces
ILLUSTRATIONS:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch
plan and their related design principles
5, Development Prototypes
5-5
SEPTEMBER 2013 DRAFT
CASE STUDY 3:
Medium Parcel Development.
This medium-sized parcel has a deep width between MAX and
ICollege Avenue, which allows for a mid -block north -south con-
nector, Structured parking is framed by residential buildings,
while surface parking sits behind frontage buildings along Col-
lege Avenue. A focal point and outdoor plaza in the interior of
i the block is located at the terminus of an east -west connector.
Ik
Surface parking behind frontage
building
Structured parking framed with
residential buildings
Outdoor courtyard
Existing building
Internal north -south circulation
Existing building
E Auto/Ped/Bike
Connector
( ... ) Ped/Bike Connector
5-6 Midtown Plan
SEPTEMBER 2013 DRAFT
KEY DESIGN PRINCIPLES:
• Buildings address and define streets
• Encourage pedestrians and bicycles
• Provide promenade along transit corridor
• Create internal plazas and open spaces
• Provide north -south circulation option mid -block
• Internalize and wrap parking
• Minimize curb cuts
CASE STUDY 3
Property Area:
6 AC
Building Square Footage:
Retail/Office - 33,000 gsf
Residential - 2701000 gsf /
(240 units)
Building Height:
4 stories
Parking Spaces
Structured - 360 spaces
Surface - 100 spaces
ILLUSTRATIONS:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch
plan and their related design principles
1 "'
INNERMIL ' we
11 INN Pri +a
6
P
44
fi
5. Development Prototypes 5-7
-r
SEPTEMBER 2013 DRAFT
CASE STUDY 4:
Large Parcel Development.
This large parcel could be assembled as one project or it could
be four individual development projects by different owners. The
deep east -west width of the block allows for an internal north -
south connector for automobiles, bicycles, and pedestrians. An
east -west pedestrian path connects the MAX station and prom-
enade to the street system. A privately developed courtyard also
lies along the north -south street.
Structured parking framed
with other uses
Surface parking behind
frontage building
Internal north -south
circulation
Pedestrian connection to
street system
MAX station
Existing buildings
E Auto/Ped/Bike
Connector
E= = = Ped/Bike Connector
5-8 Midtown Plan
SEPTEMBER 2013 DRAFT
KEY DESIGN PRINCIPLES:
• Buildings address and define streets
• Encourage pedestrians and bicycles
• Provide connection to transit station
• Provide promenade along transit corridor
• Create plazas and open spaces
• Articulate building forms
• Internalize and wrap parking
• Minimize curb cuts
CASE STUDY 4
Property Area:
10 AC
Building Square Footage:
Retail/Office - 65,000 gsf
Residential - 3501000 gsf /
(340 units)
Senior Hsg. - 125,000 gsf /
(90 units)
Parking Spaces
Structured - 360 spaces
Surface - 200 spaces
ILLUSTRATIONS:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch
plan and their related design principles
5, Development Prototypes
i
5-9
SEPTEMBER 2013 DRAFT
CASE STUDY 5:
Big Box Reuse.
This diagram shows how an existing "big box" (perhaps no lon-
ger in use) could be adaptively re -used as an interim measure.
The site backs onto the BRT route and the primary structure is
set back from College with parking in front. In this scenario, the
"big box" may be divided into smaller retailers - some that face
College and some that face the BRT route and Promenade. This
activates both sides of the property, therefore sustaining the
building's short-term use. A new building anchors the northeast
corner of College Avenue.
New liner building to hold
the street corner
New atrium and public
walkway through bldg.
Facade improvements to
"back side" of big box
New party walls for smaller
retailers
Existing Strip Center
Existing buildings
E Auto/Ped/Bike
Connector
E... ) Ped/Bike Connector
5-10 Midtown Plan
SEPTEMBER 2013 DRAFT
KEY DESIGN PRINCIPLES:
• Repurpose vacant/shrinking big box stores
• Activate BRT route and Promenade
• Hold corner to provide a more urban edge on Col-
lege
• Provide for potential mid -block ped/bike crossings
• Create plaza or green space
• Mask parking
CASE STUDY 5
Property Area:
7 AC
Building Square Footage:
Existing - 100,000 gsf
New - 301000 gsf
Parking Spaces
Surface - 150 spaces
ILLUSTRATIONS:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch
plan and their related design principles
Former IGA grocery store in Boulder, CO that was redeveloped to hold smaller
retailers and restaurants - shown above are the front and back sides.
5. Development Prototypes 5-11
SEPTEMBER 2013 DRAFT
CASE STUDY 6:
A "Tech Works" Center;
Some blocks that abut the BRT are relatively narrow, which will
influence the size and shape of potential redevelopment proj-
ects. Several of these blocks presently have smaller industrial
and office buildings, of relatively low intensity, in terms of land
development. This scenario tests the ability to adapt some of
these buildings to new uses and to insert some new structured
that would complement the mix.
This area may have special appeal for startup businesses, research
and development firms, and high tech firms that clustered in a
IIskunkworks."These businesses would benefit from direct access
to the BRT, and would make use of smaller outdoor courtyards
and plazas. As redevelopment occurs in steps, buildings could
be repurposed into a campus of smaller, incubator spaces, with
amenities that would appeal to this creative work group.
W
Repurpose existing light industrial build-
ings into small, incubator spaces for
high-tech companies and start-ups
New building to anchor and
support the BRT station
BRT station
Hardscaped, formal plaza at BRT station
for passengers to enjoy
Repurpose existing light industrial
buildings into small, incubator spaces
for high-tech companies and start-ups
E Auto/Ped/Bike
Connector
EPed/Bike Connector
5-12 Midtown Plan
SEPTEMBER 2013 DRAFT
KEY DESIGN PRINCIPLES:
• Repurpose existing buildings with appropriate uses
• Provide a pleasant outdoor space
• Provide connections to transit station
• Provide promenade along transit corridor
• Create plazas and open space
• Mask parking
• Activate Mason Street
CASE STUDY 6
Property Area:
4.8 AC
Building Square Footage:
Existing - 37,000 gsf
New - 441000 gsf
Parking Spaces
Surface - 120 spaces
ILLUSTRATIONS:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch
plan and their related design principles.
L�F
5, Development Prototypes
5-13
�i
Street
SEPTEMBER 2013 DRAFT
CASE STUDY 7:
Multiple Blocks Coordinated
This scenario illustrates how the principles for redevelopment can
extend to several adjoining blocks, in which public streets and
internal private lanes are interconnected to provide continuity
of circulation. New buildings define street edges, with parking
located to the interior (some in surface lots, others in structures.)
Open spaces provide pedestrian access through some blocks as
well, and reduce walking distances.
Combined, these blocks are more intense in the density of their
development. While some buildings are only two or three stories,
some rise to four and even five stories.
New residential block (2-3 stories
w/ surface parking)
Residential block (4-5 stories w/
structured parking)
New mixed use
development fronting
College
Mid -block pedestrian crossing
and formal open space
Residential buildings along ex-
tended
Solar Carports
Existing Restaurant
New residential or com-
mercial office
E Auto/Ped/Bike
Connector
EPed/Bike Connector
5-14 Midtown Plan
SEPTEMBER 2013 DRAFT
KEY DESIGN PRINCIPLES:
• Break up into smaller blocks to provide a more pe-
destrian friendly environment
• Provide a diversity of higher density housing op-
tions
• Buildings address and define streets
• Encourage pedestrians and bicycles
• Create plazas and courtyards
• Internalize and wrap parking
• Minimize curb cuts
CASE STUDY 7
Property Area:
13 AC
Building Square Footage:
Retail/Office - 93,000 gsf
Residential-285,000 gsf /
(285 units)
Parking Spaces
Structured - 360 spaces
Surface - 340 spaces
ILLUSTRATIONS:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch
plan and their related design principles
='
5. Development Prototypes
5-15
tr_
-44
SEPTEMBER 2013 DRAFT
CASE STUDY 8:
Redevelopment of an Auto Dealership.
As Midtown redevelops into a pedestrian -first environment,
some existing car dealerships may decide to redevelop. This
scenario shows how an auto dealership along College Avenue
might redevelop overtime into a more "urban" format, in a new
building that fronts the street and where cars might be displayed
in a smaller frontage corner location, with extra cars exhibited
atop the building. In this particular example, the parcel is large
enough that the existing building could remain in business while
the new building is constructed and then cars could be moved to
their new locations to allow the rest of the block to redevelop into
a more urban edge along the proposed Mason Street extension.
BRT route
Auto dealer with
ng above
Commercial
Req.idential
5-16 Midtown Plan
SEPTEMBER 2013 DRAFT
KEY DESIGN PRINCIPLES:
• Create urban edge along College
• Allow uses to stay and redevelop over time
• Create a smaller display area for cars and move the rest
out of sight, but easily accessible
• Allow for penetration of Mason Street
• Engage Mason Street and BRT route
CASE STUDY 8
Property Area:
4.5 AC
Building Square Footage:
Auto - 35,000 gsf
Retail/Office - 25,000 gsf /
Residential - 1431000 gsf /
(145 units)
Parking Spaces
Structured - 300 spaces
Surface - 150 spaces
ILLUSTRATIONS:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in the sketch
plan and their related design principles.
WNatuc MOTORCARS
1
— '= •, v
5, Development Prototypes 5-17
SEPTEMBER 2013 DRAFT
PHASING STUDY:
The preceding Case Studies illustrate the cumulative benefits of
coordinating redevelopment on abutting sites. In some cases,
individual redevelopment projects may occur concurrently with
others, which is ideal. That will yield more integrated circula-
tion and open space systems and a reconfigured street edge
character. However, there will be situations in which properties
will improve in phases. Some may redevelop early in the plan
implementation years, while other sites will redevelop at a later
time. Still others may see interim fagade rehabilitations, deferring
more extensive redevelopment until later. Market forces, parcel
assembly patterns and the plans of individual property owners
and developers will influence these schedules.
The series of sketch plans on these pages illustrates the feasibility
of implementing improvements in phases. It uses a set of blocks
with "real" parcel lines, and imagines a variety of scenarios that
individual property owners might take. The sketch plans show
three phases of improvements, with some of the earlier projects
being more modest than some of the later ones, which reach
greater densities.
The take away for each phase is that it gets incrementally more
dense. The less problematic sites, i.e. the ones under single
ownership or already consolidated parcels, are the first ones to
redevelop while the more complicated sites to redevelop happen
in the longer -term.
Note that this
study is for illustrative purposes
only and
does not
reflect formal
proposals by any property owners
or by
the city.
5-18 Midtown Plan
SEPTEMBER 2013 DRAFT
Starting Conditions
<- --
Property Line }
i
13ig box retail
Existing drainage
Phase 1 Improvements
C
-- -- -- .
Apartments (3 stories) ('1
Mixed -use liner bldg.
(3 stories)
Parking structure with
commercial wrap
Enhanced drainage as
amenity
Expansion to sidewalk
edge
KEY: Building Phase
L_i L7 rkiI
Existing Phase 1 Phase 2 Phase 3
Building
Site Work Phasing
E 1 10® a
Courtyard Trees
5. Development Prototypes 5-19
Phase 2 Improvements
Apartment$ (3 stories)
Expanded liner bide.
New mixed -use bidg-
Liner bldg,
Phase 3 Improvements
Apartments (3 stories)
New pedestrian connection
Liner bldg.
KEY: Building Phase
SEPTEMBER 2013 DRAFT
MAX Station
f _ I fw --q-J
MAX Station
f 7'T r 7 1:160�
p uu 1 I
Site Work Phasin
1 L7 t E, so'*
Existing Phase 1 Phase 2 Phase 3 Courtyard Trees
Building
5-20 Midtown Plan
SUMMARY POINTS
DEVELOPMENT PROTOTYPES
• A variety of parcel sizes and development prototypes
can and should play a role in the revitalization of Mid-
town - new development should not only consist of
large -parcel, mixed -use development. Smaller, nuance
site designs and development prototypes will add to the
overall character and charm of Midtown.
• Concepts shown are "ideal
scenarios" for high -density
development.
Market conditions
at the time of devel-
opment
will determine the true outcome,
however, solid
urban
form and principles
should
be followed.
• New
development can be
phased
to allow funds to be
secured
and development
to realistically
happen over
time.
5. Development Prototypes 5-21
SEPTEMBER 2013 DRAFT
-DESIGN GUIDELINES
Midtown is envisioned as transforming from an auto -oriented,
single -use retail environment into a mixed -use, transit -
oriented, vibrant neighborhood that supports a variety of
incomes, where design is paramount and the identity of
Midtown is established and authentic.
The guidelines set forth in this Chapter support existing de-
velopment regulations, and suggest design solutions to the
public realm, site and building that help establish a "sense
of place" for Midtown. These are not mandatory in order to
receive approval. However, the design principles are highly
encouraged, and in cases where implementing this vision
may add cost above and beyond minimum standards, public -
private partnerships may be an option to help achieve the
ideal design scenario.
Midtown is currently a single use
retail environment that caters to
the automobile.
The pedestrian experience along
many streets in Midtown is less
than desirable.
6. Design Guidelines 6-1
P1: Achieve excellence in design.++
P2: Promote creativity.
I
VT
P4
Design with consistency.
%I4
P5: Design for durability.
SEPTEMBER 2013 DRAFT
DESIGN PRINCIPLES
P1: Achieve excellence in design.
Each project in Midtown should express excellence in design,
and it should raise the bar for others to follow. This includes
using high quality materials and construction methods and
paying attention to detail.
P2: Promote creativity.
Innovation
in design is welcomed in
Midtown.
Exploring new
ways of
designing buildings and spaces
is appropriate
when
they contribute
to a cohesive urban
fabric. This
type of cre-
ativity should
be distinguished from
simply being
"different."
P3: Design with authenticity.
Midtown should be defined by buildings and places that re-
flect their own time. The result should be a sense of authen-
ticity in building and materials. All new improvements should
convey this quality.
No Design with consistency.
Buildings and places in Midtown should have a cohesive
quality in the use of materials, organization of functions and
overall design.
P5: Design for durability.
Midtown's
buildings
and spaces should be designed for the
long
term
with
durable
materials.
6-2 Midtown Plan
SEPTEMBER 2013 DRAFT
He Design for sustainability.
Aspects of cultural, economic and environmental sustainabil-
ity that relate to urban design should be woven into all new
improvements.
PT Enhance the public realm.
Sidewalks, promenades and other pedestrian paths should be
designed to invite their use through thoughtful planning and
design. Improvement on private property also should enhance
the public realm.
P8: Enhance the pedestrian experience.
Each improvement project should contribute to a pedestrian -
friendly environment. This includes defining street edges with
buildings and spaces that are visually interesting and attract
pedestrian activity.
P9: Provide open spaces and habitat.
These include public and private squares, promenades, plazas
and courtyards. Enhance natural resources when they exist,
or create pockets of habitat for wildlife on -site, for the public
to experience.
P10: Keep the automobile subordinate.
Parking lots and structures should support other functions
and not dominate the urban setting. They should be hidden,
or at least visually buffered.
6. Design Guidelines
P6: Design for sustainability.
LA
La
! . 4N, -.kW-
-
kL
PT Enhance the public realm.
P9: Provide open spaces and
habitat.
6-3
These design guidelines
may be applied by the
City, the URA, or a BID,
when considering assis-
tance or participating in
projects in the Midtown
area. They also may be
used voluntarily by oth-
ers who seek to contrib-
ute to the overall sense
of continuity and iden-
tity that is envisioned.
Mid -block passages could enhance
the public realm.
Storefront windows and outdoor
patios should activate the public
realm.
SEPTEMBER 2013 DRAFT
DESIGN GUIDELINES
It is important that each development contributes to an
overall sense of continuity and identity in Midtown. Design
principles that encourage compatible scale and pedestrian -
oriented environments serve as the basis for the guidelines
in this section.
Design Guidelines for the Public Realm
DESIGN OF THE PUBLIC REALM
The public realm of Midtown should be dynamic, active, invit-
ing and be of high -quality materials.
1. Development projects should be designed to contribute
to the public realm in a positive way using the following
design elements:
• Active street frontages
• Pedestrian -oriented entries
• Street -facing windows
• Small, public spaces linked to the sidewalk
• Public art
treet
t3uilding
i
Buildirig
ildirt�
Shared trail
Positive open space
i
Open space
that can be
enjoyed visually and
functionally is considered to be
"positive,"
as opposed
to areas that are not
well designed to accommodate
use or serve as a visual
amenity.
6-4 Midtown Plan
SEPTEMBER 2013 DRAFT
PEDESTRIAN
CONNECTIONS
Pedestrian circulation systems
should provide access to
build-
ings, courtyards, paths and plazas.
These should
interconnect
to facilitate
pedestrian movement throughout
the area.
In
most
cases, these connections
will simply involve
providing
an
extension
of the existing sidewalk network, but
may also
in-
clude
new internal circulation
systems within a development.
1. Connect new development to external pedestrian ways.
a. Appropriate pedestrian connections include:
• Sidewalks
• Walkways, within an individual property
• Mid -block passages
• Multi -use alleys
2. Locate a new walkway to animate the Midtown pedes-
trian network and its associated outdoor spaces.
a. Direct a walkway through a plaza, courtyard or other
outdoor use areas to help animate the space.
3. Use landscaping, special paving
and
distinct
lighting to
make the walkway an attractive, inviting
and
safe experi-
ence.
Direct a walkway through a plaza, courtyard or other outdoor use areas to
help animate the space.
Provide connections to public
sidewalks.
Provide pedestrian connections
between properties.
a7E
Provide street trees to make the
walk pleasant.
6. Design Guidelines 6-5
.lp
A customized design
furniture is appropriate.
for site
Public art should contribute to
a better pedestrian experience
(photo credit: Richard Hansen).
Public art should be contextual
Locate public art to help activate an
outdoor space.
SEPTEMBER 2013 DRAFT
PUBLIC ART
Installing public art is highly encouraged as a way of bringing
visual interest and special identity throughout Midtown. A
wide range of art media, from sculpture to murals and artistic
lighting, can be appropriate.
1. Incorporate art in a public and private project.
a. Public art should be complementary to the primary
structure on site and the surrounding context.
b. A public art piece located exterior to a building should
be suitable for outdoor display, including its long-term
maintenance and conservation requirements.
c. Utilizing the "Art in Public Places Program" is encour-
aged, especially including an artist in the design phase
of a project. Art should be project -specific and well -
integrated into a project.
2. Design public art to enhance the public realm and the
pedestrian experience.
a. Use public art to enhance places of community gather-
ing and active public use.
b. Avoid designs that impede pedestrian flow or could
endanger the safety of adjacent property, pedestrians,
or automobile traffic.
c. Consider a public art location that will frame or en-
hance an important public view opportunity.
— aw � --
Public art can double as useful public space, in this case, benches and small
"plaza" (photo credit: Joe McGrane).
6-6 Midtown Plan
SEPTEMBER 2013 DRAFT
Design Guidelines for the Site
This section addresses site design within
a single
parcel
or
assembled group
of parcels or within a
project
site.
The
objective is to promote
projects that have
a comprehensive
approach to the
use of land, with a focus
on enhancing
the
street, providing for efficient functional
requirements
and
high quality improvements.
BUILDING SETBACKS AND BUILD -TO LINES
The uniform alignment of building fronts along a block helps
to define a "street wall," which provides a sense of enclosure
and a comfortable scale for pedestrians.
1. Buildings should align at the sidewalk edge.
a. For predominantly commercial character, a clearly
defined street edge may be varied to some extent for
outdoor dining, plazas and courtyards.
b. For areas predominantly multifamily residential, build-
ings should establish a uniform front yard setback to
provide room for stoops and porches.
In areas that are predominantly commercial in character, buildings should
align at the sidewalk edge.
6. Design Guidelines
Buildings should establish a uniform
front yard setback. In multifamily
contexts, this should provide space
for stoops and small courtyards.
IN
lilt
A clearly defined street edge,
composed of storefronts at the
sidewalk, is the preferred pattern
in commercial areas.
In residential areas, buildings
should establish a uniform front
yard setback
6-7
l
Provide a sheltering element
such as a canopy, awning, arcade
or portico to signify the primary
entrance.
A pergola defines the entry into a
multifamily project.
6,6M
1
A canopy defines the entry into a
mixed use project.
SEPTEMBER 2013 DRAFT
BUILDING ENTRANCES
Building entrances should be accented to provide hierarchy
to a building's facade and direct the buildings' users. The
objective is to provide a sense of connection with the neigh-
borhood, and add "eyes on the street."
1. Orient the primary entrance of a building to face a pri-
mary street, sidewalk, or plaza.
a. Primary entrances should orient to a major street,
sidewalk, or plaza. In some cases, the front door it-
self may be positioned perpendicular to the street, in
which case, the entry should still be clearly defined.
2. Design the main entrance to a building to be clearly
identifiable.
a. Provide a sheltering element such as a canopy, awning,
arcade or portico to signify the primary entrance to
a building. This may be achieved by incorporating a
porch, stoop or canopy for residential building types,
or a recessed entry, canopy or awning for commercial/
mixed -use building types.
A corner tower defines a primary building entrance.
6-8 Midtown Plan
SEPTEMBER 2013 DRAFT
OPEN SPACE AND HABITAT
Open space should be provided in a project, when opportunity
exists and may take the form of a plaza, courtyard, mini -park
or a landscaped feature that is visible from the public way.
1. Create open space for public enjoyment.
a.
Where open space is required for landscaping, con-
sider designing the area so that it can be used or ob-
served by the public as an asset.
b.
Include shade trees, seating, dining areas, and water
features as public amenities.
c.
When open space is needed to meet engineering re-
quirements, such as storm water retention, consider
designing the feature or area so that it can be actively
used or observed by the public as an asset.
d.
Incorporate native or wildlife -friendly plants to attract
pollinators and other species to the site.
e.
Create vegetation structure in the site. For example,
layer grasses, shrubs and trees to provide refuge for
species and viewing opportunities for residents.
Layer grasses, shrubs and tree top provide refuge for species and viewing
opportunities for residents.
6. Design Guidelines
Softscape natural amenity.
Hardscape plaza amenity.
Create open space for public
enjoyment.
Stormwater detention facilities
can be designed to be enjoyed by
the public.
m
Courtyards and plazas provide
places for people to gather, engage
in activities and enjoy a sense of
community.
1
Orient plazas/courtyards to link
with other pedestrian activities,
circulation paths, views and natural
features.
Plazas and courtyards should take
advantage of solar access.
Size the space to provide a
comfortable scale for pedestrians.
SEPTEMBER 2013 DRAFT
COURTYARDS
AND PLAZAS
Courtyards
and plazas
provide places
for people to gather,
engage
in activities and
enjoy a sense of
community, and these
are encouraged
throughout Midtown.
These places should
be planned
to activate
streets and
enhance
the
pedestrian
experience.
1. Design a plaza or courtyard to be inviting.
a. Orient this space to link with other pedestrian activi-
ties, primary circulation paths, views and natural fea-
tures.
b. Size the space to provide a comfortable scale for pe-
destrians.
c. Define the space with building fronts that convey a
human scale.
d. Locating a space at the sidewalk level is preferred; a
sunken or raised courtyard separated from the side-
walk is discouraged.
e. Take advantage of solar access.
f. Provide seating so people may rest.
Design a plaza or courtyard to be inviting.
6-10 Midtown Plan
SEPTEMBER 2013 DRAFT
OUTDOOR DINING AREAS
Outdoor dining areas and sidewalk cafes help animate the
public realm and are welcomed throughout Midtown.
1. locate an outdoor dining area to accommodate pedes-
trian traffic along the sidewalk.
a. Placing the dining area immediately adjacent to a
building front is preferred, thus maintaining a public
walkway along the curb side.
b. Maintain a clear path along the sidewalk for pedes-
trians; a width of 8 feet for this clear path is recom-
mended, but this may be reduced to 5 feet where no
other obstacles in the sidewalk will impede pedestrian
traffic.
c. Frame outdoor dining areas with walls that are visu-
ally interesting and provide a human scale. (See also
building design guidelines on page 7-22.)
11 11 11 II II 11 1► I► I�
Locate an outdoor dining area to accommodate pedestrian traffic along
the sidewalk.
6. Design Guidelines
�.�
Placing the dining area immediately
adjacent to a building front is
preferred, thus maintaining a
public walkway along the curb side.
r �• Jr
Outdoor dining areas and sidewalk
cafes help animate the public realm
and are welcomed throughout
Midtown.
Maintain a clear path along the
sidewalk for pedestrians.
6-11
Screening the parking with a visual
filter softens the view of parked
cars.
A planted buffer may consist of a
combination of trees, shrubs and
ground covers, as this one does.
SEPTEMBER 2013 DRAFT
SURFACE
PARKING ON SITE
A goal for
Midtown is to increase
the density of development
such that
most parking will
be in structures, either in
facili-
ties primarily
designed for parking, or in a building in
which
parking serves
other uses on
the site. However, some surface
parking will
continue to be
necessary. Where it does
occur,
the visual
impact of surface
parking should be minimized.
1. Locate a parking area to the interior of a site where fea-
sible.
a. This is especially important on a corner property.
b. This is generally more visible than an interior lot, and
it is important to provide a sense of enclosure to the
street wall.
c. Place the parking at the rear of the site, or if this is
not feasible, beside the building.
d. Provide a clear path from parking to a building en-
trance.
2. Provide a visual buffer where a parking lot abuts a public
sidewalk.
a. Note that "buffering" does not mean fully screening
the parking, but it does involve creating a visual "filter"
that softens the view of parked cars.
b. A low wall may be used as a buffer. Its materials should
be compatible with those of the building on the site.
c. A planted buffer may also be used, consisting of a com-
bination of trees, shrubs and ground covers. (Usually
a minimum of 3 feet in width.)
P
P
P
Divide a large parking area into small "pods" with landscape buffers.
6-12 Midtown Plan
SEPTEMBER 2013 DRAFT
STRUCTURED PARKING
The design of structured parking facilities, whether attached
to buildings or stand alone structures, should be similar in
material and design quality as the buildings they serve.
1. When parking in a structure occurs at the street level
on a primary street, it should have an active use at the
sidewalk edge.
a. An active use may include residential units, commer-
cial storefronts, office space and/or civic uses.
b. On a secondary street, other methods of providing
visual interest may be employed. In these locations,
use architectural details, murals and public art, wall
sculpture, landscaping or display cases at the street
level to provide interest to pedestrians.
2. An architectural screen should be an integral part of the
building design of a parking structure.
a. Screens should be of durable materials and finish.
b. Screens should include decorative patterns, railings
and details to provide visual interest.
3. Massing of parking structures
a. Massing of parking structures should be similar in scale
to other adjacent active use buildings.
The massing of a parking structure should appear similar in scale to other
active use buildings in the area. (This structure has an interior parking deck
behind the "wrap" of articulated storefronts).
6. Design Guidelines
An architectural screen should be
an integral part of the building
design.
When parking in a structure occurs
at the street level on a primary
street, it should have an active
use at the sidewalk edge, as this
one does.
Dili i fill l l l �► t
Parking garages screened with
buildings or ground floor uses help
to maintain the scale of an urban
street.
6-13
NOTE:
While structured park-
ing is encouraged to be
developed throughout
Midtown, some publicly -
assisted structured park-
ing should be developed
near key MAX stations.
These guidelines applyto
those conditions.
Locate a p
SEPTEMBER 2013 DRAFT
STRUCTURED
PUBLIC
PARKING
LOCATION CRITERIA
A publicly
developed,
or assisted,
parking structure
should
be located
close to a
MAX transit station
to optimize
use of
the
BRT. It
should
also be located in
an active environment,
where
it can
support
a
mix of uses in
a relatively dense setting.
1. Locate a
public
parking structure near density.
a. The
area should
include
higher density housing, an
urban
plaza
and/or green
space, and mixed -use build-
ings.
It should
be an inviting,
pleasant, walkable envi-
ronment.
2. Locate a public parking structure close to a MAX station.
a. The first priority is to locate the parking facility im-
mediately facing a MAX station plaza. This provides
the most convenient and enhanced access to users of
the system.
b. If not immediately adjacent, the parking facility should
be within 500' of the transit stop.
The area should include high -
density housing.
The structure should be wrapped
with a mix of uses.
6-14 Midtown Plan
SEPTEMBER 2013 DRAFT
3. Enhance the pedestrian experience along the path to the
parking structure.
a. Provide an attractive path to a structured parking fa-
cility. This can increase the comfort level of the user
and thus increase the use of the facility.
b. Provide active uses along the pedestrian way.
c. Avoid locating a parking structure adjacent to empty
parcels, surface lots, and primary arterials.
am
Locate a public parking structure close to a transit station.
High density residential
Transit Station Plaza/
Green Space
Transit Station
Active Uses
500' Radius from a
MAX station
EPed/Bike Connector
to parking structure
and MAX station
6. Design Guidelines 6-15
R
Screen a service area with a wall,
fence or planting. (This brick wall
is an example.)
Service areas should be visually
unobtrusive and should be
integrated with the design of the
site and the building, as this one is.
Screen equipment from view or
design it to be visually subordinate
to the building.
SEPTEMBER 2013 DRAFT
SERVICE AREAS
Service areas, such as loading docks, dumpsters, and delivery
entrances, should be visually unobtrusive and should be in-
tegrated with the design of the site and the building. Vehicle
access should be located to minimize conflicts with pedestrian
circulation.
1. Minimize the visual impacts of service areas.
a. Orient
the service area toward a
service lane
or alley
and away from major streets.
b. Screen
a service area from view with a
solid
wall,
opaque fence or landscaping.
c. Where
a service area must be oriented to
the street,
screen
it with an architectural
feature. The
design
should
be in character with the
building and
provide
visual interest
at the street level.
2. Locate vehicle access to service areas away from pedes-
trian circulation.
a. Locate service areas where conflicts with pedestrian
circulation will be minimized.
ServiceAlley
_-_
:'ar4
Street
Locate vehicle access where conflicts with pedestrian circulation will be
minimized.
6-16 Midtown Plan
SEPTEMBER 2013 DRAFT
DRIVE-rHROUGH
FACILITIES
Some
commercial
operations,
such as bank tellers, gas sta-
tions,
fast
food restaurants and other retail and service -
oriented
businesses,
may
have drive -through facilities. They
should be
designed to minimize
conflicts with pedestrians,
and
should
assist in achieving
goals for consistent street edges
defined
with
building walls.
In that regard, a drive -through
facility
should be located
to the interior of a property and
should
be
visually
subordinate
to the
primary structure.
1. Driveways and waiting
lanes should
not
be located be-
tween the sidewalk and
the primary
building.
a. Locating the primary
building at
the sidewalk
edge is
preferred.
b. If the building is set
back, the
space
between it and
the sidewalk should
be landscaped,
and
not used for
drive -through lanes.
The space between a sidewalk and driveway/waiting lane should be
landscaped.
Design drive -through facilities to
minimize conflicts with pedestrians.
6. Design Guidelines 6-17
4W.
Provide variation in building height
in a large project.
SEPTEMBER 2013 DRAFT
Design Guidelines for the Building
BUILDING HEIGHT
Variation in building height helps to provide visual interest
and establish a sense of human scale, and is encouraged.
1. Provide variation in building height in a large project.
a. This is especially relevant for larger buildings that
extend for a major portion of a city block.
2. Design floor to floor heights to
establish a sense of
scale.
a. While overall
building heights may vary along a
block,
a similarity in
height should
be perceived at the
street
level.
b. The first floor
height should
be taller than upper
floors
and should appear
as the
dominant floor within a
building.
Note that maximum height limits are established in the
Land Use Code, Section 4.21 (D)
While overall building heights may vary along a block, a similarity in height
should be perceived at the street level.
6-18 Midtown Plan
SEPTEMBER 2013 DRAFT
BUILDING
SCALE
A new building
should convey a
sense of human scale. This can
be achieved
when one can reasonably interpret
the size of a
building by
comparing features
of its design to
comparable
elements in
one's experience.
Generally, a building's
mass,
height and articulation define
human scale in a
building.
1. Establish a sense of human scale in a building design with
use of materials.
a. Use materials that convey scale in their proportion, de-
tail and form. For example, materials applied in units,
panels or modules help to convey a sense of scale.
2. Establish a sense of human scale in a building design with
vertical articulation.
a. Use moldings, columns, a change in material or an
offset in the wall plane to define different building
modules.
b. Organize vertical articulation to reflect traditional lots
widths or facade dimensions.
3. Establish a sense of human scale in a building design with
horizontal expression at lower floor heights.
a. Use moldings, a change in material, or an offset in the
wall plane to define the scale of lower floors in relation
to the street.
b. Align the features with similar ones along the street,
where a distinct alignment pattern exists.
Use vertical and horizontal articulation design techniques to reduce
apparent scale.
6. Design Guidelines
Establish a sense of human scale
with materials on the ground floor
such as brick, blocks or panels.
Establish a sense of human scale
with vertical articulation using
material changes or an offset in
wall planes.
An offset in the wall plane above
the first floor establishes horizontal
expression and human scale.
6-19
Contemporary interpretations
of traditional materials are
encouraged.
J- 11•
Architectural
encouraged.
metals are
��-IIW421U�"
Brick and stone are encouraged
SEPTEMBER 2013 DRAFT
BUILDING MATERIALS
Materials that are "authentic" and durable are preferred.
They should contribute to the visual continuity of the street
and convey high quality in design and detail.
1. New
building
materials should contribute to the visual
continuity
of
the
street.
a. Genuine masonry,
metal, concrete and glass are pre-
ferred at
street
level.
b. Imitation
materials,
such as
synthetic lap siding, pan-
elized brick
or stone
veneer
and plastic, are generally
inappropriate.
c. The use
of highly
reflective
materials also is discour-
aged.
2. Use high quality, durable materials.
a. A material should be proven to be durable in the Fort
Collins climate.
b. Materials at the ground level should withstand on-
going contact with the public, sustaining impacts
without compromising the appearance. (Note that
some synthetic materials will not sustain this degree
of frequent contact.)
3. The use of traditional masonry, stone and concrete ma-
terials are encouraged.
a. Use genuine masonry units, which appear authentic in
their depth and dimension.
b. Assure that masonry units wrap around corners of
walls, and thus do not appear to be applied veneers.
a
Architectural concrete that is detailed to provide a sense of scale is
appropriate.
6-20 Midtown Plan
SEPTEMBER 2013 DRAFT
4. Architectural metals, which are detailed to provide a
sense of scale, are appropriate.
a. Metals which are applied in panels that convey a sense
of human scale should be detailed.
5. Genuine stucco may be considered as a material.
a. Stucco that is applied and detailed by hand is appropri-
ate.
6. The use of synthetic stucco (such as EIFS) is discouraged.
a. However, it may be considered for use in limited appli-
cations, as small wall panels or as an accent on upper
floors.
7. Architectural glass may be considered as a primary mate-
rial.
a. Detail glass to provide a sense of scale.
b. Using glass that permits views into activities in the
building is preferred, to provide visual interest.
c. The use of tinted windows on the ground floor is inap-
propriate.
8. Architectural concrete may be used.
a. It should be detailed to provide visual interest and
convey a sense of scale.
LJ.
MAN 111
Architectural metals, which are
detailed to provide a sense of scale,
are appropriate.
6. Design Guidelines
The use of traditional masonry
materials, stone and concrete is
encouraged.
i
I
I
Fiber cement board, formed in
lap siding or as a board and
batten panel design, may be an
appropriate material.
Architectural concrete block is an
appropriate material.
Detail glass to provide a sense of
scale.
6-21
Sophisticated architectural
details provide visual interest to
pedestrians.
I
W 1ILri _ _ M:.
In this example windows and doors,
canopies and streetscape elements
provide visual interest.
Wall art provides visual interest.
SEPTEMBER 2013 DRAFT
STREET LEVEL INTEREST
Buildings should be designed to provide visual interest to pe-
destrians. For example, commercial buildings with storefronts
are of interest to passersby, while porches, courtyards, and
decorative wall surfaces add interest to multifamily housing
designs. These features encourage pedestrian activity and
should be used.
1. Develop the street level of a building to provide visual
interest to pedestrians.
a. All sides of a building should include architectural
details to avoid presenting a "back side" to the street
or to neighboring properties. Provide visual interest
with:
• Windows and doors
• A display window that provides views to activities
in the building
• Display cases for exhibits
• Decorative wall surface, for example, a change in
materials
• Building articulation
• Site walls and raised planters
71
Provide visual interest with storefronts, canop
ng areas.
6-22 Midtown Plan
SEPTEMBER 2013 DRAFT
STREET LEVEL INTEREST IN RETROFITS
Improvements to existing buildings should enhance the pe-
destrian experience, especially along primary pedestrian
ways and street frontages. For example, an existing com-
mercial strip building that is accessed from College could also
provide some storefronts along the promenade, resulting in a
double -fronted building. Other decorative wall surfaces treat-
ments may also be employed. These types of features enhance
the pedestrian experience and should be encouraged.
1. Develop the street level of an existing building along
primary pedestrian ways and street frontages to enhance
the pedestrian experience.
2. All sides of a building should include architectural de-
tails to avoid presenting a "back side" to the street or to
neighboring properties. Provide visual interest with:
• Windows and doors
• A display window that provides views to activities in
the building.
• Display cases for exhibits
• Decorative wall surface, for example, a change in ma-
terials, canopies
• Building articulation
• Site walls and raised planters
• Murals
• Decorative garage doors
_ w
� 1lllW1llI11Ul11,��1 _
Adding textural artwork to a blank facade makes it more pleasant to walk
and sit by (photo credit: Carolyn Braaskma).
6. Design Guidelines
_j
Planters and screens
All sides of a building should
include operable doors and should
be designed to not feel like a blank
wall.
6-23
SEPTEMBER 2013 DRAFT
Murals and Screens Along MAX
Along the Promenade and MAX line, many "big box" stores,
warehouses, and light industrial buildings exist. A quick and
effective way to add visual interest to these buildings is to add
murals and/or "screens" to the blank facades to give visual
interest and identity to them.
An LED light mural allows the
building to light up at night and
become iconic and a source of
wayfinding.
,• Is
,?0009
Wo
�•J
i
Panels on a rigid frame pulled away
from the building allows shadows
to dance on the building.
L
Omp
door &
•: '
89104
•• s,I, •• �''''.I�l,.\ O ••,'1 ' • { i
'.�d �.• .- .�-ti •�.•1.•.
Punched metal screens could be customized to fit in with the surrounding
streetscape elements.
Cast concrete and sandstone can also be shaped into unique forms to add
interest to existing facades.
6-24 Midtown Plan
SEPTEMBER 2013 DRAFT
Design Guidelines for the Environment
The conservation and efficient use of energy is a key objective
in Midtown. This Plan already suggests a sustainable approach
for the neighborhood through encouraging public transit and
thereby reducing vehicle miles travelled and by intensifying
development which requires less consumption of land than
conventional land use patterns. New projects should target
high levels of energy performance resulting in less operat-
ing costs and reduced environmental impact, while offering
higher levels of occupant satisfaction.
PUBLIC REALM DESIGN
The public realm provides a stage for showcasing sustain-
able practices throughout Midtown. Streetscapes, plazas
and parks should all represent environmentally responsive
measures.
1. Utilize sustainable, low imprint materials for streetscape
furnishings and signage.
a. Use local and/or sustainable materials, such as re-
cycled steel or regional stone and masonry, where
possible.
2. Use lighting fixtures that create a sense of place and
safety, but that do not contribute to light pollution.
a. Position and space street lights appropriately as to
not create adverse effects on the environment or the
users of the space.
b. Incorporate LED light saver whenever possible.
3. Use indigenous, low water plants where possible.
a. Right-of-way and public park and plaza landscaping
should utilize local indigenous plants that do not
require a lot of water, and thus reduce the need for
irrigation and maintenance.
b. In some cases, temporary irrigation may be needed
to establish a plant's tolerance to local climate condi-
tions, but could be removed after a few years.
c. Use low-water landscape plants that are attractive
and flower.
6. Design Guidelines
NOTE:
These are general and
very broad -based guide-
lines for environmental
awareness in the design
of new public and private
improvements in Mid-
town. If a full Sustain -
ability Guidelines report
is desired for Midtown,
a more thorough study
would need to be ex-
plored in the future.
This art sculpture is made from
recycled railroad ties.
This ROW planter area allows water
from the street and the sidewalk to
be channelled into it.
6-25
Y� Y
Pervious materials are encouraged.
On -site swales act as stormwater
management techniques and
provide a pleasant landscape for
users.
SEPTEMBER 2013 DRAFT
SITE DESIGN
Individual
projects should be environmentally sensitive in
their site
design and
layout. The
design process
should
include an
evaluation
of the physical
assets (site
shape,
landscape,
elevations,
soil type, views, solar exposure,
etc.)
to minimize environmental
impact.
Off -site development
impacts should
also be
considered.
1. Use stormwater management techniques to minimize
impact on the municipal stormwater system.
a. Pervious materials are encouraged to allow water to
permeate into the ground rather than be pushed off
site and into the stormwater system.
b. On -site swales, rain gardens or other landscape fea-
tures can act as stormwater management techniques
as well as provide a pleasant landscape for users.
2. Minimize use of water for landscaping.
a. Use indigenous, low water plants where possible.
b. Use higher water plants in areas of higher concentra-
tion of people, such as outdoor patios, plazas, etc.
3. Maximize solar access for public enjoyment.
a. Place buildings on a site as to not block solar access
from public or semi-public outdoor areas.
6-26 Midtown Plan
SEPTEMBER 2013 DRAFT
BUILDING DESIGN
Buildings should be designed to maximize energy efficiency
and conservation. Designs should also address seasonal
changes in natural lighting and ventilation conditions.
A design
also should take into account
potential
effects on and
benefits
from an adjoining property,
in terms
of solar access/
shading
and potential effects
of each site on
the other's to
implement
sustainable design
principles.
1. Locate a new building, or an addition, to take advantage
of micro -climatic opportunities for energy conservation.
a. Orient a building to be consistent with established
development patterns, when they are a part of the
desired features for the context.
b. Consider seasonal solar and wind exposure patterns
when positioning a new building on its site.
c. Utilize external shading (landscape and/or integrated
into the building) to keep out summer sun and let in
winter sun.
2. Design a building to take advantage of energy -saving and
energy -generating opportunities.
a. Design windows to maximize daylighting into interior
spaces.
b. Use exterior shading devices, such as overhangs or
deciduous shade trees to manage solar gain in summer
months and welcome solar access in winter months.
c. Renewable energy devices, including solar collectors
and wind turbines, are encouraged.
d. Specify highly efficient internal equipment (e.g. light-
ing, plug loads) and controls.
3. Maximize solar access for all properties.
a. New buildings should minimize impacts to solar ac-
cess on adjoining properties, especially for residential
uses.
Renewable energy generation is
encouraged.
Use external shading devices to
control solar gain.
OF
r;
Deciduous vines provide shade
in warmer months and allow the
sun to provide warmth in cooler
months.
6. Design Guidelines 6-27
SEPTEMBER 2013 DRAFT
SUMMARY POINTS
DESIGN GUIDELINES
• New development should be guided by the design prin-
ciples and guidelines listed in this chapter. The principles
and guidelines help to implement the overarching vision
for Midtown.
6-28 Midtown Plan
� � 1
The Midtown Plan provides a critical opportunity to create
a bold vision for the corridor that encourages investment,
redevelopment and ultimately revitalization of this important
area. To achieve this, several things must occur in tandem with
any investments in the physical infrastructure and design of
the corridor. This chapter provides a strategy for implement-
ing the recommendations contained in the Midtown Plan.
The Plan establishes a bold vision with suggested improve-
ments that range in size, cost, and beneficiary. Successful
implementation requires a coordinated effort between public
and private entities and tools that can facilitate investment
from both sectors; this includes refining existing tools that
support economic development, and establishing new op-
tions that will expand the opportunities for implementing an
economically dynamic Plan.
Key players will be property owners and developers, the busi-
ness and property owners associations, other public agencies
and the City of Fort Collins. Together, prioritization can be
established for catalytic improvements that could jump-start
additional investment that align with the vision.
7. Implementation Strategy
4L
404 iA
The primary goal is to ensure
property owners and developers
uphold the fundamental goals and
policies contained in the Plan. It
is vital for the City to be flexible
in the implementation of specific
recommendations, provided the
overall vision is being met.
7-1
"It used to be we could
get good stuff in Mid-
town, but slowly those
stores left and discount
chains came. Today, I
don't even bother go-
ing there — when I need
something important,
I just get in my car and
drive south to Denver.
But I'd much rather get
those things here."
- Midtown Stakeholder
Projects like grocery stores, which
have a direct benefit to local
residents, are highly encouraged.
PROMOTE MIDTOWN'S VISION
Midtown was once a very vibrant and valid place in a former
economy. However, it no longer represents vibrancy, nor
buyer preferences. Development is car -oriented and mostly
big -box retail focused. Changes in the economic environment
have left many of these large facilities now outdated or out-
moded. The area has little single -site mixed -use development,
entertainment, multifamily residential, or major employment
uses, making it a narrowly focused district both physically
and economically.
The good news is that market studies make a clear case for de-
velopment potential in Midtown. Looking at leakage numbers,
development gaps, and vacancy rates indicates that Midtown
must "find its place" in this new economy. Promoting the vi-
sion for Midtown, as set forth in this Plan will help Midtown
do this. Midtown should be promoted as a sustainable, mixed
use district that is pedestrian and bike -friendly, adjacent
to a state-of-the-art new transit system and has a distinct
identity with great architecture and public open space.
There is
a growing
and thriving population
that
falls
in Mid-
town's
trade area.
The City of
Fort Collins
is growing,
as
are
areas surrounding
it. That means
more
people
shopping,
more businesses
opening,
and
more housing that
is
needed.
Numbers
show a significant demand
and
potential
for
the
following
uses to support both
existing and
new
populations:
• A more substantial regional retail hub
• Commercial business and employment opportunities
• Urban residential uses
• Neighborhood services
Stakeholder outreach identified consistency around the idea
of Midtown as a reinvigorated district - a dense, mixed -use,
vibrant district that offers an alternative to downtown. The
urban neighborhood, with offerings and opportunities would
speak to consumers in their 30s, 40s and beyond.
7-2 Midtown Plan
Substantial
opportunity
exists, and Midtown
is well posi-
tioned
to capitalize
on it. The corridor should
build on the
clear opportunities:
• Regional retail, with a local twist: in 2012, Midtown ac-
counted for 36% of net taxable sales in the City (much from
the auto dealers) and 38% of the 10.2M square feet of re-
tail in Ft. Collins. Total retail sales have continued to grow
over the past five years, even despite tough economic
times. In addition, thousands of residents (and workers)
live within walking distance to the corridor and 60% of the
jobs in Fort Collins are located within a mile of each side
of College Avenue, particularly in the service sector. This
proximity means major buying power if the offer is right.
And importantly, the mall redevelopment — in the heart
of Midtown — serves as a major retail catalyst.
• Housing hub: With residential vacancy rates below 4%
in the city, there is high demand for new development.
Midtown provides ample opportunity for more dense resi-
dential development, which is something existing stake-
holders said they would support. Beyond multi -story/
multi -unit development, stakeholders mentioned a desire
to see more townhome/brownstone type development
integrated into retail/commercial uses. As these develop-
ments occur, they will drive neighborhood supporting uses
— including businesses, parks, open space and entertain-
ment.
• Job center: Business development is on the rise, particu-
larly in the small -to -mid -size business category. Many
times, it is these business types that struggle to find a
home. Creation of dynamic flex space that could serve
such uses could serve Midtown well now and into the
future. As businesses succeed and grow, efforts could be
made to provide places in Midtown so they can remain in
the neighborhood.
• Enliven: There
is general consistency among
stakeholders
that Midtown
should become a vibrant and
thriving
dis-
trict with the addition of more culture, arts,
activity
and
open spaces.
7. Implementation Strategy
"We used to be the place
where families would
drive from around the re-
gion to spend a weekend
getting all their shop-
ping done. They'd come
to Midtown on a Friday
and check into a local
hotel, and leave on a
Sunday with a new car,
new clothes, home goods
and other things, having
left behind substantial
revenue in our district."
- Midtown Stakeholder
PIP
191 a
A project that serves multiple users
or interest groups is encouraged; a
cafe seating/public plaza is a great
example of a flexible space that
serves multiple users.
7-3
.� '.
Some projects may leverage funds
from other sources to construct
part of a sidewalk, add more public
amenities and landscaping to
enhance the project.
A COORDINATED EFFORT
The development scenarios presented in the Plan are "ge-
neric;" they could apply to many locations and should serve
as starting points for implementation. While these are highly
recommended concepts, it is important to acknowledge the
likelihood projects could be built differently due to market
conditions and/or specific site constraints. The Plan accom-
modates flexibility, and therefore variations on these illustra-
tive sketches should be expected.
Some of these improvements are public sector concepts.
The intent is that these should serve as catalysts to attract
private investment. At the same time, there will be cases in
which some private sector projects come forward that meet
the intent of the Plan, but at a time earlier than anticipated.
When this occurs, the public sector should adjust its own
spending priorities to help support the private development,
to the extent possible.
Both the public and private sectors must share in the respon-
sibilities of implementation, including funding. While the
City of Fort Collins is a key player in terms of financial tools
available, it is essential that Midtown property owners and
businesses engage in funding parts of the Plan as well. In many
cases, this will be an individual property owner investing in
their land. In addition, it will be important for the City to help
support some projects with coordinated investment. This may
include participating in some streetscape and building facade
enhancement, pocket parks, and parking structures.
There are two existing private sector groups that are actively
collaborating to address business needs on the corridor today.
These include the South Fort Collins Business Association
(SFCBA) and the Auto Dealers Association. While not repre-
sentative of every stakeholder in the district, they represent
strong private sector interest in revitalizing Midtown. The
recommendations in this Plan aim to engage, support and
build on the investment of these and other existing property
and business owners by reflecting their interests, and giving
them a meaningful way to participate in its implementation.
7-4 Midtown Plan
INCENTIVIZE INVESTMENT AND
ENACT POLICIES TO GUIDE NEW
DEVELOPMENT
Critically important to advancing this Plan — and to encourag-
ing, incentivizing and proactively planning for redevelopment
- is an economic development toolbox that can generate re-
sources and support from both the public and private sectors
to advance change.
Incentives
are
important tools to help
move revitalization
forward in challenged
areas. Such "carrots"
come in the form
of incentives,
programs,
and tools that
make it easier
for de-
velopment
to happen
and for business
to open. These
should
also
be balanced with "the sticks", or
regulations, to
ensure
that
incentives
are directed towards
achieving the
desired
vision for the area.
The
following
sections
identify existing
and
new tools
that
should
be considered
to
support implementation
of this
Plan.
El Monte's is a great example of a project that is consistent with project
goals and visions, such as providing amenities such as outdoor seating,
beautiful landscaping and a pleasant aesthetic.
7. Implementation Strategy
Public Acquisition
of Land:
This Plan does not em-
phasize public acquisi-
tion of property. How-
ever, if acquisition of any
private land, buildings or
other facilities is needed
to implement a specific
project, it would be on
the basis of a "willing
buyer, willing seller" ar-
rangement.
7-5
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In Midtown, one TIF District already
exists, Prospect South, and another
one was created in 2013 for the
Foothills Mall redevelopment.
TAX INCREMENT FINANCING
Tax increment financing (TIF) is the public financing tool that
is used for subsidizing redevelopment, infrastructure, and
other community -improvement projects in the URA. The
Midtown Urban Renewal Area and Prospect South TIF District
were established in September 2011 and have already helped
spur one student housing project, the Summit on College, at
Prospect and College and will potentially help fund the new
redevelopment at the Foothills Mall. TIF is a highly effective
redevelopment tool that should continue to play a role in as-
sisting future projects.
TAX ABATEMENTS
Many revitalizing districts have successfully utilized property
tax abatements to jumpstart an economic turnaround. These
abatements can be targeted and time -limited, but are often
enough to catalyze the first few projects and get them out
of the ground. Such abatements have most commonly been
utilized in recent years to encourage residential develop-
ment. Access to quality, affordable and market -rate housing is
needed in Fort Collins and Midtown has been identified as an
opportunity area for this to occur. Downtown Fargo's Renais-
sance Zone program, for example, gave 5-year property tax
abatements on residential development which jump-started
an economic turnaround and quickly reinvigorated the down-
town area helping to bring thousands of new residents to the
historic core. Such programs work for residential in particular
— even in a TIF area — because the overall impact to the TIF is
generally small but the incentive is tremendous for residents
looking to buy homes.
The City also
uses personal property
tax rebates
and manu-
facturing use
tax rebates to support
businesses
looking
to
expand or relocate
in Fort Collins.
While the
amount
of
rebate available
is dependent upon the level of
investment
made by the
business, they are useful tools to
help offset
certain costs.
7-6 Midtown Plan
BUSINESS IMPROVEMENT DISTRICT (BID)
BIDS are financing and place management tools that allow Creating a BID
property owners within a defined area to collectively fund There are four steps to
enhanced services or improvements within a district's bound- creating a BID. They are
aries via an additional tax or fee. Yearly operating budgets as follows:
of BIDs can range from a few thousand dollars to millions of 1. Local business and/
dollars. or property owners
in the area work to -
Stakeholders in the Midtown area expressed a strong interest gether to create a BID,
in getting involved to help finance improvements in the dis- 2. They develop a man-
trict through a BID. In fact, the SFCBA has already noted this agement plan to iden-
as a potential option. A BID is highly recommended as a tool tify services, assess -
to help give property owners a vehicle through which to invest ment rates, and bud -
and take ownership of the marketing and overall management gets as well as other
of the Midtown area. In Chapter 8 of this Plan, we identify how operational details.
best a BID fits into the big picture and what types of things a 3. A petition or formal
BID may support, though the ultimate determination of the vote determines that
use of BID funds would be left to the property and business the majority of busi-
owners to determine in the BID creation process. ness and/or property
owners want a BID.
BUSINESS RETENTION/RECRUITMENT 4. Legal creation and es -
Successful districts often get there because of very focused tablishmentofthe BID
assistance in the realm of business recruitment and retention. is made.
Targeted recruitment efforts, in particular, can pay off when
paired with some of the other incentives and programs high-
lighted here. This work, to succeed in the Midtown area, may
need to be done through a public/private sector partnership,
where the City takes a role in larger business/job/employer
recruitment, and the SFCBA, new BID, or other private sector
group gets involved in smaller business recruitment as well
as retention work. This work need not be just retail focused.
There is a real opportunity here to encourage an "innovation
economy" through targeted job creation efforts and encour-
agement of entrepreneurs — both of which would help fill
Midtown with buzz and economic activity.
7. Implementation Strategy 7-7
COMMUNITY DEVELOPMENT CORPORATION (CDC)
CDC Resource Community Development Corporations are not -for -profit
Allocations. entities that allow for multiple investors to participate in
CDC's most commonly acquiring sites, preparing them for redevelopment, and even
direct resources toward: in some cases, developing properties in challenging areas
1. Tackling development such as Midtown. CDC funds can also be utilized to help in -
or redevelopment centivize business creation. They are effective in managing
projects that are too tough redevelopment projects by allowing land acquisition,
difficult or costly for assemblage, environmental remediation, etc. to occur by the
the private sector to CDC and then marketing the land back to the private sector
undertake alone. for redevelopment, thus creating a return on the investment.
2. Providing incentives CDC's are growing increasingly common in this economic time
for businesses and re- where financing big projects can be tough. Among the ben-
tailers/restaurants to efits of CDCs is their 501c3 tax-exempt organizational status,
locate in the business meaning the public sector can easily contribute and that grant
district. dollars are easier to access.
3. Developing residen-
tial projects that are EXPEDITED PERMITTING AND FEE REDUCTIONS
otherwise difficult to For new development within Midtown that meets the vision
do. for the area, the City could explore reducing any development
or permitting fees and fast -tracking the development review
process. These policies could be in place for both develop-
ment and businesses, setting the tone that this is indeed a
business -friendly environment and development and growth
are supported.
CDC Resource
Generation: SPECIAL ASSESSMENT DISTRICTS
CDC's most commonly get A special assessment district provides a financing mechanism
resources from: for large-scale public infrastructure improvements. The
1. Business/Corporate district generates revenue through a special assessment on
Donations specific properties that will benefit from the improvement,
2. Banks providing the ability to issue Assessment Bonds to pay for
3. Investors the project.
4. Personal Donors PRIVATE ACTIVITY BONDS (PAB)
5. City, County or other
Governmental Entity Each year, the City receives a bond allocation from the
6. Local National and State, which may be issued on behalf of a local business
Federal Grants. to provide a source of tax exempt financing. PABs have a
broad spectrum of uses, from building affordable housing to
expanding manufacturing facilities. The bonds may be used
to pay for buildings, equipment/machinery, land, soft costs,
and landscaping.
7-8 Midtown Plan
METRO DISTRICT
Typically used for large scale developments, metro districts Storefront
can issue General Obligation and Revenue Bonds to pay for in- Improvement
frastructure and other improvements specific to the project, Program (SIP)
such as streets, stormwater infrastructure, parks, as well as Fort Collins currently uti-
infrastructure operations and maintenance. Bonds are paid lizes a SIP to encourage
using revenues based on a property tax assessment. Metro voluntary rehabilitation
Districts must have a Service Plan that requires approval by of commercial buildings,
City Council; current policy caps the assessment at 40 mills. improvements and con-
ditions within the North
REVOLVING LOAN/GRANT FUND College URA by offering
Establishing a pool of funds that can be utilized by investors financial assistance to
in the study area to meet the goals defined in the plan would property owners and/or
be a relatively quick and effective method of generating new business tenants seeking
investment in Midtown. Many communities set aside a pool to renovate or restore
of funds for independent businesses and property owners to their commercial store -
utilize for projects on which they may not otherwise be able fronts and/or building
to get a bank loan (and may not have the capital on hand to facades. Approved SIP
do themselves). Allowable items to qualify for funding might participants are eligible
include: to receive a grant, upon
the completion of their
• Facade/shopfront improvement program including funds approved project. While
to cover paint, windows, lighting and overall enhance- the grant acts as financial
ments (also consider money for design services). assistance to property
• Signage improvements. owners and/or business
• Additions or enhancements to a property. tenants, the fundamen-
• Necessary interior improvements, such as upgrading old tal purpose of the grant
buildings. is to further the goals
and objectives identi-
Typically, these are small loans/grants (e.g. under $50 000) fied in the North College
and the projects must go through formal approvals and Urban Renewal Plan and
design review before the funds are awarded. Grants are the City's Comprehensive
usually awarded only on some matching basis (i.e. for a Plan. While SIP is current-
$25,000 project the owner must front half the cost, and the ly only available in North
fund would grant the match) while loans are usually given College area, future plans
at low -interest with longer -term repayment options. Some include expanding it into
communities establish forgivable loans for business that, Midtown to supplement
for example, stay in business in the location for 3-5 years. traditional TIF assistance.
7. Implementation Strategy 7-9
CAPITAL IMPROVEMENT PROJECTS
Through the Budgeting for Outcomes (BFO) process, the City
may allocate a portion of its General Fund toward implemen-
tation of public -sector improvements, like rights -of -way and
parks improvements. Additionally, citywide tax initiatives,
such as Building on Basics, provide opportunities to create a
funding source for major improvements in Midtown that have
a community benefit.
It is best suited for projects that
can be
completed within a
single year or that can
be phased
without
a multi -year com-
mitment. For example,
a limited portion
of
sidewalks may be
constructed each year,
or a fixed number
of
street furnishings
may be acquired annually.
These
funds
are
well suited for
improvements that benefit the community
at large.
This tool is especially useful for projects that must move
quickly. It does require establishing some projects within
the annual Capital Improvement Plan (CIP). These funds may
be used for an initial design phase of a planned CIP and they
could be used as a contribution to larger projects, such as the
construction of parking facilities, when joint ventured with
private development or a not -for -profit organization.
ZONING
Another essential
tool is zoning,
which
regulates land use and
development
through
the City's
Land
Use Code. Although
this Plan
is not
recommending
any
changes to land use
or
development
standards,
as implementation
progresses there
may be a
need to better regulate
elements
that will ensure
implementation
of the vision.
GRANTS
Some key grants may be awarded by federal, state and local
agencies for public improvements that fit within the guidelines
of specific programs. Others may come from private founda-
tions, typically for smaller projects.
PRIVATE INVESTMENT
The greatest source
of investment will be the private sector.
Private investment
will be
encouraged by adoption of the
plan and will be
further stimulated
by regulatory and financial
incentives that
may
be available
from time to time.
7-10 Midtown Plan
PRIORITIES FOR IMPLEMENTATION A Bilateral
In general, the community should set a high priority on an Approach.
improvement when it can help support private development
that is consistent with the vision and economic development The community should
goals of Midtown. The community will need to be both pro- use a "bilateral" active in making implementation improvements, and respon- preach for implementing
ng
sive to new opportunities and changing conditions that will the Plan: it should be
inevitably arise. both proactive in leading
efforts to implement the
A cornerstone for successful implementation is continued Plan as described, and it
collaboration between business and property owners and also should be respon-
the City. An implementation working group has already been sive, and react to new op -
formed from these stakeholders to being discussing prioritiza- portunities and changing
tion. Key outcomes from these initial conversations include: conditions as they arise
in the private sector.
• Identifying a catalytic project, or series of projects, that
will jump-start additional investment in the corridor.
Acknowledgement was given to the City's investment
in MAX, but looking for additional projects in key loca-
tions will be of additional benefit.
• Recognizing the role of the South Fort Collins Busi-
ness Association (SFCBA) as the primary private -sector
driverto communicate the value of the Plan's vision and
implementation to Midtown businesses. The SFCBA is
actively pursing to increase membership to establish a
cohesive voice for the district. This will be a key factor
in determining whether or not a Business Improvement
District can be utilized.
• Ensuring frequent review of the Midtown Plan and re-
considering of prioritized improvements is important to
being able to adapt to changing conditions.
7. Implementation Strategy 7-11
SUMMARY POINTS
• Promote
Midtown's Vision and
competitive
advantage in
order to
revitalize this historically
vibrant area.
• Highlight
the fact
that implementation
of
this
Plan
will
be a
coordinated
effort
between
the
public
and
private
sectors.
• Engage the private sector to allow existing property
and business owners to reflect their interests and
participate in a meaningful way.
1. Public and private sectors should generally agree
on the vision and steps necessary to implement it.
2. Private and public sectors should work together
to develop tools that encourage, incentivize, and
support investment and business development.
3. Public and private sectors should set clearly de-
fined roles and responsibilities to make revitaliza-
tion happen.
• Incentivize new investment and enact policies to guide
development to help set forth a clear strategy for imple-
mentation that aligns with the Plan's vision.
• Setting clear priorities for implementation for both the
private and public sectors.
• Create a public/private sector task force to work to-
gether to ensure the tools established are meaningful
and strategic.
7-12 Midtown Plan
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Sub -Area Identification
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Pedestrian Informational
■ Mobile -Enabled Informational
COLUMBIARD (>=C) Key Streetscape Node
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D SIGNAGE & WAYFINDING LOCATION MAP
1
.A
6-Lane Arterials
CROSS-SECTION A
COLLEGE AVE. (NORTH OF RUTGERS & SOUTH OF HORSETOOTH)
CROSS-SECTION B
COLLEGE AVE. (RUTGERS TO THUNDERBIRD)
e 1( u
Travel lane
u ,( Il
Travel Lanes
Commercial
l
Traael Labe Trill lane
CROSS-SECTION C
COLLEGE AVE. (THUNDERBIRD TO SWALLOW)
Mt_
# IT
CommercW16 il" B' 1d l�l 12' 112' 17 IB• 112• IT 12• IV 12' 12' 4fi commercial
Uwwu.. In ounis
'l 11,1
canmema� � � � cpmmettiail � �
16' 12' 1Y 21' 12' B' 10' Id Existing Buffer
'Su Parking 'Has Parking
4Nretl Street conditions Manhattan. 'Stnarini retcontlmn Zone
•t6'BWkr&PetlesrAnZpN 'R'Bufler&PMnvian Zone
or
'protected Bike Lane (2way)inimaa of parking
CROSS-SECTION 0
COLLEGE AVE. (SWALLOW TO HORSETOOTH)
:m
16' 12' 12' 24'
'No Parking
'shred Sister conEnkan bionwaulos
•16BUNerls Pe "tu Zone
Travel Lanes Tni Lades
ErauLaae Calim
,1 N
Existing 10' Buffer
•Has Parking
'Skated sbret coodann bike✓autos
•12'Bufler B Pedestnan Zone
Or-
'prolaate0 Bite lane 12way)instead of parting
Commercial
r.�rr;3r
STREET
PROP.
PROP.
ELEMENTS
ELEMENTS
PROJECT AREA
EXIST.
EXIST.
SECTION
CSS
CTC
INSIDE CURBS
OUTSIDE
STREETS
ROW
CTC
CURBS
A
140'
90'
` 6 travel lanes
*Landscaped
College Ave.
' Center Turn Ln.
Buffer
(North of Rutgers)
100' - 120'
83' - 90'
` Cycle Track
(South of Horsetooth)
100' - 120'
86' - 90'
' Sidewalk
B
150'
120'
` 6 travel lanes
*Landscaped
College Ave.
130'
130'
or
' Center Turn Ln.
Buffer
(Rutgers to Thunder-
(incl.
160'
' SB Rt. Turn Ln.
' Cycle Track
bird)
east
` Landscaped Buffer
' Sidewalk
frontage
(east)
rd. and
' 2 Frontage Road
cont. SB
Lanes (east)
rt. turn
In.)
C
205'
180'
` 6 travel lanes
' Tree Row
College Ave.
180'
180'
' Center Turn Ln.
' Sidewalk
(Thunderbird to
(incl.
' Landscaped Buffer
Swallow)
east and
(east & west side)
west
` 4 Frontage Road
frontage
Lanes (2 ea. side)
rds.)
`On -Street Pkg. (west
side only)
' Sharrows or Ded. Bike
Lane in lieu of Pkg.
D
225'
150'
` 6 travel lanes
' Tree Row
College Ave.
120' - 170'
150'
' Center Turn Ln.
(west)
(Swallow to Horse-
(incl.
'Landscaped Buffer
`Landscaped
tooth)
west
(west side)
Buffer (east)
frontage
' 2 Frontage Road
` Sidewalks
rd.)
Lanes (west side)
` Cycle Track
' On -Street Pkg. (west
(east)
side only)
' Sharrows or Ded. Bike
Lane in lieu of Pkg.
I
STREET SECTIONS
CROSS-SECTION E
4-LANE ARTERIAL (WIDE MEDIAN)
CROSS-SECTION F
4-LANE ARTERIAL (REGULAR MEDIAN)
9' 8' 8' 12' 12' 19' 12' 12' 8' 8' 9'
Cycle Travel Lanes Median/ Travel Lanes Cycle
Track Turn Lane Track
4
0
10' 10' 8' 12' 12' 14' 12' 12' Be 10' 10'
Buffered Travel Lanes Median/ Travel Lanes Buffered
Bike Turn Lane Bike
Lane Lane
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECTAREA
STREETS
EXISLROW
EXIST.
CTC
E
117'
67'
" 4 Travel Lanes
" 8' Landscaped Buffer
Prospect
60' & 90'
50'
' 19' Center Turn
' 8' Cycle Track
Horsetooth
100'
67'
Lane/Raised Land-
' 9' Sidewalk
(east of Col-
scaped Median
lege)
F
117'
78'
` 4 Travel Lanes
' 10' Landscaped Buffer
Drake
80' & 100'
78'
' 14' Center Turn
` 1 O' Sidewalk
Horsetooth
100'
78'
Lane/Raised Land-
scaped Median
' 8' Buffered Bike
Lanes
2-Lane Arterials
CROSS-SECTION G
2-LANE ARTERIAL
Commercial
Standard Condition
15' 8' 8' 11' 11' 8' 8'
15'
I Commercial
CROSS-SECTION H
2-LANE ARTERIAL WITH MEDIAN (AT INTERSECTIONS AS NEEDED)
Commercial) I I I I I I I I I Commercial
f -TTT-
10' 8' 6' 11' 14' 11' 6' Be 10'
CROSS-SECTION I
STREET -LIKE DRIVE
STREET
PROP.
PROP.
ELEMENTS
ELEMENTS
PROJECT AREA STREETS
EXIST.ROW
EXIST.
SECTION
CSS
CTC
INSIDE CURBS
OUTSIDE CURBS
CTC
G
84'
54'
2 Travel
5' Tree Row
Mason
60'
40'
Lanes
10' Sidewalk
Columbia
70'
567
8' Buffered
W. Harvard
50'
407
Bike Lanes
Swallow
80'
607
On -Street
Foothills
60' & 100'
40' & 60'
Parking
Monroe (E. of College)
80'
60'
Boardwalk
65'
48'
New Streets
N/A
N/A
H
84'
64'
*2 Travel Lanes
* 5' Tree Row
@ intersections
14' Turn Lane/
* 5' Sidewalk
Landscaped
Median
6' Bike Lanes
On -Street
Pkg.
1
72'
36'
2 Travel
' 8' Tree Row
Monroe (W. of College)
60'
407
Lanes
8' Sidewalk
Bockman
50'
367
8' Buffered
New Streets
N/A
N/A
Bike Lanes
Commercial
I I
I
I
I
I
I I
I Commercial
8'
Be 8' 12'
12' 8' 8'
8'
Buffered
Buffered
Bike
Bike
Lane
Lane
04
STREET SECTIONS
CROSS-SECTION J
2-LANE PARKWAY
CROSS-SECTION J (ALTERNATIVE)
2-LANE PARKWAY WITH CYCLE TRACK
m 1rR , r
Commercial) I I I TT —I Commercial
15' 8' 8' 11' 16' TTT 11' 8' 8' 15'
14' 7' 3' 8' 11' 14' 11' 8' 3' 7' 14'
Cycle Parking Travel Median/ Travel Parking Cycle
Track Lanes Turn Lane Lanes Track
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST. CTC
J
100'
70'
2 Travel Lanes
' 7' Tree Row
Troutman
100'
70' - 80'
14' - 16' Turn
' 7' Sidewalk
Lane/Landscaped
Median
Buffered Bike Lane
or Cycle Track
On -Street Pkg.
2-Lane Collectors (no bike lanes
CROSS-SECTION K
2-LANE COLLECTOR WITH MEDIAN (NO BIKE LANE)
Commercial
14'
11' 9' 7'
Commercial
CROSS-SECTION L
2-LANE COLLECTOR (NO BIKE LANE)
66' ROW Residential Conditions
Residential I I I I l��l Residential
6' 7' 9' 11' 11' 9' 7' 6'
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECTAREA
STREETS
EXIST.
ROW
EXIST.
CTC
K
80'
54'
" 2 Travel Lanes
" 7' Tree Row
Thunderbird
60'
50'
" 14' Turn Lane/
" 6' Sidewalk
and at intersec-
Landscaped Median
tions as needed
" On -Street Pkg.
L
66'
40'
" 2 Travel Lanes
" 7' Tree Row
Mitchell Dr.
54'
34'
' On -Street Pkg.
' 6' Sidewalk
Creger Dr.
30'
38'
Kensington
54'
34'
D
V
STREET SECTIONS
CROSS-SECTION M
2-LANE COLLECTOR - RESIDENTIAL (PARKING ONE SIDE ONLY)
CROSS-SECTION N
2-LANE COLLECTOR - COMMERCIAL (PARKING ONE SIDE ONLY)
Residential I I I I I I I I I I Residential
n 1
5' S' 7' 11' 11' 7' 9' S' S'
Creekside
Park
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST.
CTC
M
65'
45'
2 Travel Lanes
* 5' Tree Row
Stuart (E. of College)
60'
447
7' Bike Lanes
* 5' Sidewalk
On -Street Pkg.
(one side only)
N
70'
45'
2 Travel Lanes
' 5' Tree Row
Johnson Dr.
26'
32'
7' Bike Lanes
10' Sidewalk
On -Street Pkg.
(one side only)
CROSS-SECTION 0
PROMENADE
15' 15' 10'
Landscape Multi -Use Minhom
Path Building
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST.
CTC
O
50'
N/A
N/A
20' "Double Tree
Stuart (E. of College)
60'
44'
Row" and Land-
scaped Buffer
20' Multi -Use
Pathway
10' Setback to
Buildings
I I I I I I I I I Commercial
5' S' 7' 11' 11' 7' 9' 15'
D STREET SECTIONS
00