HomeMy WebLinkAboutLINCOLN CORRIDOR PLAN - - AGENDA -DRAFT March 18, 2014
LINCOLN CORRIDOR PLAN
Draft March 18, 2014
PROJECT
ACKNOWLEDGMENTS
City of Fort Collins
Technical Advisory Committee
Ana Arias, Environmental Services
Megan Bolin, Economic Health
Katie Castillo, UC Health
Rebecca Everette, Logan Simpson Design
Daylan Figgs, Natural Areas
Craig Foreman, Park Planning
Rich Follmer, Felsburg Holt & Ullevig
Kurt Friesen, Logan Simpson Design
Basil Hamdan, Utilities (Stormwater)
Jon Haukaas, Utilities
Melissa Hovey, Environmental Services
Aaron Iverson, FC Moves
Mark Jackson, PDT Administration
Josh Mehlem, Alta Planning & Design
Dean Klingner, Engineering
Amy Lewin, FC Moves (Co-project
Manager)
Karen Manci, Natural Areas
Emma McArdle, Transfort
Jana McKenzie, Logan Simpson Design
Bruce Meighen, Logan Simpson Design
Joe Olson, Traffic Operations
Poudre River Trail near Lincoln Corridor
LINCOLN CORRIDOR PLAN
Draft March 18, 2014
Ginny Sawyer, Neighborhood Services
Glen Schlueter, Utilities (Stormwater)
Paul Sizemore, FC Moves
Timothy Wilder, Planning Services
Pete Wray, Planning Services (Co-project
Manager)
Jenny Young, Felsburg Holt & Ullevig
Lincoln Corridor Stakeholder
Group
Betty Aragon, Buckingham
Carolyn Davis, Alta Vista
Cheryl Distaso, Neighbor At-Large
Alissa Nash/Travis Slisher, Buckingham
Margaret Watson, Andersonville
Laurie Rybarczyk/Doug Smith, Fort
Collins Brewery
Luke Marriner, In-Situ
Wynne/Doug Odell, Odell Brewery
Kim/Bonnie Szidon, Ranch-Way Feeds
Steve Stiesmeyer/ Wayne Timura/ Rocky
Scott/ Angie Milewski, Woodward, Inc.
Ann Hutchison, Chamber of Commerce
(Local Legislative Affairs Committee)
Matt Robenalt, Downtown Development
Authority
City Boards
Planning and Zoning Board
Parks and Recreation Board
Transportation Board
City Council
Karen Weitkunat, Mayor
Bob Overbeck, Councilmember, District 1
Lisa Poppaw, Councilmember, District 2
Gino Campana, Councilmember, District 3
Wade Troxell, Councilmember, District 4
Ross Cunniff, Councilmember, District 5
Gerry Horak, Councilmember, District 6
Consultant Team
Logan Simpson Design Inc.
123 North College Avenue
Suite 206
Fort Collins, CO 80524
Felsburg Holt & Ullevig
6300 S. Syracuse Way
Suite 600
Centennial, CO 80111
Alta Planning & Design
836 Blake Street
Suite 200
Denver, CO 80202
BBC Research & Consulting
1999 Broadway
Suite 2200
Denver, CO 80202
LINCOLN CORRIDOR PLAN
Draft March 18, 2014
TABLE OF CONTENTS Section 1.0 Introduction 1
Purpose ......................................................... 1
Need for Plan ............................................... 2
Influence Area .............................................. 2
Project Goals ................................................ 4
Process .......................................................... 6
Planning at Three Scales ............................. 7
Section 1.1 Existing and Future
Conditions .................................... 8
Existing Plans and Ongoing Projects ....... 8
Existing and Future Land Use ................ 14
Socio-Economic ......................................... 16
Mobility and Safety ................................... 18
Natural Systems ........................................ 24
Section 1.2 Community
Engagement ............................... 26
Strategies for Community Engagement 26
Phase 1 Outreach Events .......................... 27
What We Heard ......................................... 28
Case Studies ............................................... 30
Section 1.3 Corridor Vision ...... 32
Background ................................................ 32
Great Streets Initiative Criteria ............... 32
Key Values .................................................. 34
Corridor Vision .......................................... 35
PHASE I - VISION
Lincoln Corridor Bridge
Executive Summary ..................... i
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Draft March 18, 2014
Section 2.0 Introduction .............43
Section 2.1 Alternatives 44
Three Alternatives for Lincoln Corridor .44
Bridge Alternatives ....................................64
Bus/ Rail Transit Alternatives ..................66
Bike Alternatives .......................................68
Roundabouts ...............................................76
Streetscape Amenities ................................78
Section 2.2 Community
Engagement ...............................80
Community Workshops ............................80
Stakeholder Workshop ..............................81
Online Survey .............................................81
Section 2.3 Alternatives
Evaluation .................................84
Evaluation Methodology ..........................84
Triple Bottom Line Analysis ....................88
Section 3.0 Introduction ............90
Section 3.1 Community
Engagement ................................90
Section 3.2 Preferred Alternative
......................................................93
Lincoln Corridor West ..............................93
Lincoln Corridor Central .........................95
Lincoln Corridor East A ............................97
Lincoln Corridor East B .............................99
Primary Intersections ..............................100
Streetscape Amenities ..............................102
Sugar Beet History ...................................104
Pedestrian Gathering Areas ....................106
Special Pavements ....................................108
Lincoln Bridge ..........................................109
Low Impact Development Techniques .110
Landscape Character ...............................111
Transit ........................................................112
Triple Bottom Line Analysis ...................116
Section 3.3 Implementation .....118
Introduction ..............................................118
Part I - Lincoln Corridor Funding Options
.....................................................................118
Part II - Neighborhood Improvement
Projects Funding Options .......................122
Implementation Strategies + Actions ...124
Performance Indicators ...........................130
Next Steps..................................................131
Appendix A Phase I Vision
A-1 Transportation Analysis
A-2 Phase I Community Engagement
Summary
Appendix B Phase II Alternatives
B-1 Alternative Budgetary Cost
Estimates
B-2 Rail Trolley Analysis
B-3 Phase II Community Online Survey
Summary
B-4 Alternatives Evaluation Summary
Appendix C Phase III Preferred
Plan
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EXECUTIVE SUMMARY
The Lincoln Corridor Plan was a 12-month planning project to
develop the ultimate multi-modal roadway design for Lincoln
Avenue from Jefferson Street to Lemay Avenue. The planning
effort was focused on developing:
• A community-driven corridor vision for Lincoln Avenue
• A preferred multi-modal roadway design
• Recommendations for related corridor projects in the area
• Implementation strategies and actions
• Preliminary project costs
• Project funding options and phasing
• Implementation strategies and actions
The project was initiated in March 2013 and was led by a team
of FC Moves and Planning staff with support from a multi-
departmental Technical Advisory Committee and consultants.
The project is divided into three phases: Phase I Vision, Phase II
Alternatives Development, and Phase III Preferred Plan.
Phase I - Vision
The Phase 1 project efforts included documentation and
analysis of existing and future conditions, extensive community
engagement, and development of a corridor vision. Community
engagement activities included community workshops,
stakeholder group meetings, an online survey, and meetings
with Boards and Commissions. After incorporating input from
these groups, a vision statement was developed:
The new Lincoln will be recognized as a Great Street: an active
and vibrant destination that celebrates our history and is a
model for sustainability.
Phase II - Alternatives Development
In Phase II, the project team developed three alternatives based
on the vision defined in Phase I: Broad Boulevard, Modest
Median, and Skinny Street.
The Broad Boulevard concept is characterized by a generous
30’-0” median with a double row of trees, located in the middle
section of the corridor. A shared path is located on the north
side of the street for pedestrians and casual bicyclists visiting
breweries or businesses.
The Modest Median concept is characterized by a median that
extends most of the corridor. The median varies in width, with
a maximum width of approximately 16’-0”. A shared path is
provided on the south side of the street, creating a convenient
connection to the Woodward Technology Center for both
pedestrians and bicyclists.
The Skinny Street concept is characterized by a center turn lane
and limited median, providing flexibility in turning movements
along the majority of the corridor. One-way off-street bike lanes
with generous landscape areas are provided on both sides of the
street.
These three alternatives were evaluated by a variety of factors,
including performance criteria, level of community support,
cost, and triple bottom line considerations. The performance
criteria were based on a set of five objectives. These objectives
emerged from the project goals and vision statement:
LINCOLN CORRIDOR PLAN
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Objective #1 - Improve Multi-Modal Mobility
Objective #2 - Improve Safety
Objective #3 - Create Active Street Environment
Objective #4 - Enhance Appearance
Objective #5 - Incorporate Sustainable Street Design Practices
The evaluation resulted in the Broad Boulevard and Skinny
Street alternatives with slightly more support than the Modest
Median alternative.
Phase III - Preferred Plan
The project team developed a Preferred Alternative by
combining and refining components of the alternatives for
the West, Central, and East segments of the corridor that best
supported the corridor vision and results of the alternatives
evaluation.
Key elements of the Preferred Alternative include:
• Two travel lanes
• Buffered bike lanes
• Wide sidewalks (generally 10’ on north side, 8’ on south side)
• Special pavement materials to enhance aesthetics and
improve safety at driveways and intersections; delineate
vehicular and bicyclist travel lanes from pedestrian crossings
at driveways and intersections
• Transit stops and shelters
• On-street parking in select locations
• Generous landscaped median
• Streetscape amenities such as gathering areas, street
furnishings, lighting and art in public places
• New Lincoln bridge with an enhanced connection to the
Poudre River
• Low Impact Development applications to improve
stormwater drainage and water quality
The project team met with property and business owners, and
neighbors along the corridor to get feedback on the Preferred
Alternative as the project evolved. A key part of this review
included coordination of existing and future driveway access
and potential right-of-way adjustments along the corridor. The
Preferred Plan describes a phased approach for access and right-
of-way changes to ensure access works with existing conditions
while anticipating potential future redevelopment.
The plan is intended to be action-oriented. Implementation
strategies and an action plan were developed for both
the Lincoln Corridor and for surrounding neighborhood
improvements. Strategies for Lincoln Corridor include:
A. Secure funding for developing final design/construction plans
B. Prepare final design/construction plans and obtain approvals
C. Finalize potential phasing
D. Coordinate with Jefferson Street final design
E. Secure funding for construction
F. Acquire right-of-way
G. Conduct construction operations to minimize impacts to
businesses and residences
H. Lower speed limit
I. Maintain roadway
J. Maintain landscaping
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LINCOLN CORRIDOR PLAN
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LINCOLN CORRIDOR PLAN
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SECTION 1.0
INTRODUCTION
The Lincoln Corridor is a critical
connection to Downtown Fort Collins, the
Poudre River Trail, and the eastern side of
the community. City Plan (2011) identifies
the Lincoln Triangle as a catalyst site,
an area within the City well-positioned
for creating and maintaining public and
private initiatives for lasting, desirable
change. The attributes that contributed to
this nomination include:
• A strong and unusually diverse mix
of retail, heavy and light industry,
offices, recreation, and residential
neighborhoods with a rich history and
culture.
• Significant historic structures and
areas.
• Large, currently vacant and
underdeveloped infill properties
that are owned by individuals and
organizations with an interest in
redevelopment.
• An existing historic neighborhood
providing a diversity of households
near Downtown.
• The Cache la Poudre River (Poudre
River) corridor.
• Three thriving craft brewery
businesses that attract regional and
national visitors.
• Designation within the proposed
FortZED service grid.
• Sites to cultivate incubator businesses
including the CSU Engines and
Energy Conversion Lab (EECL) and
the Rocky Mountain Innosphere.
• Proximity to Downtown and related
opportunities to enhance Downtown
business activities, including breweries
and brew pubs, in a way that is
“Uniquely Fort Collins.”
Because City Plan identifies the Lincoln
Triangle, which corresponds to this
plan’s Influence Area, as a catalyst site,
several city-supported initiatives have
taken place to encourage and anticipate
future growth in the area. In fact, one
of the key messages found in current
related planning documents is the
desire to extend downtown east of the
Poudre River. Today, industrial land
uses and undeveloped parcels are being
replaced by mixed-use and residential
development, and the addition of the
Woodward Technology Center at the
Lincoln Avenue at Buckingham Neighborhood
The Influence Area includes part of
the Poudre River and is just north of
downtown Fort Collins.
The Influence Area contains the
historic Buckingham, Alta Vista, and
Andersonville neighborhoods. Other
key features include three local craft
breweries (New Belgium Brewing, the
Odell Brewing Co., and the Fort Collins
Brewery); the CSU Engines and Energy
Conservation Lab; Ranch-Way Feeds;
established restaurants and historic
structures rehabbed for office and
professional services; and the Northside
Aztlan Community Center. Woodward,
Inc. is in the process of developing
a world headquarters campus at the
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Need for Plan
The City has taken several steps to identify
transportation and utility improvement
needs within the Influence Area through
recent sub-area and citywide initiatives;
however, a corridor-specific analysis had
not yet been conducted. As directed by
City Plan and other City initiatives, the
need for the LCP centers on the current
and anticipated growth in the area,
concerns of local residents and businesses,
and the increasing volume of bicyclists,
pedestrians, and motorists that are
expected to utilize the corridor. This plan
provides a mechanism to identify and
prioritize ways to improve the street and
surrounding area.
Although streetscape and infrastructure
improvements to Lincoln Avenue will be
a central focus of the LCP, the study area
is comprised of the entire Influence Area
to understand factors that directly affect
future land use and recommendations
found in existing plans.
Influence Area
The LCP Influence Area has been referred
to as the Lincoln Triangle, the triangular
area on the north side of Fort Collins
generally bounded by Riverside Avenue/
Jefferson Street on the west, Mulberry
Street on the South, Lemay Avenue on the
east, and East Vine Drive on the north.
The existing Lincoln Poudre River Bridge is lacking sidewalk and trail access on the south side, and bicycle lanes on both sides.
Mulberry
Carpenter
Trilby
Drake
Horesetooth
Highway
287
Vine
Prospect
Mountain Vista
College
Lemay
College
Taft Hill
Shields
Ziegler
Timberline
Terry
Lake
Harmony
Taft Hill
Shields
Timberline
Roads
Interstate 25
Streams
Cache la Poudre River
Lakes ¯
¦¨§25
Lemay
College
Mulberry
Vine
Minor Roads
Major Roads
Streams
Cache la Poudre River ¯
Lemay
College
Mulberry
Vine
Minor Roads
Major Roads
Streams
Cache la Poudre River ¯
* *
*
*
*
*
*
Woodward
Technology
Center
Industrial &
Commercial
Uses
Buckingham
Neighborhood
Odell
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Historic house in Buckingham neighborhood
southwest corner of Lincoln and Lemay.
Project Goals
The outcome of the planning process is the design of a “great green street” that is
specifically tailored to this area through a transparent and inclusive public engagement
process. The plan collectively involves the neighborhood residents, community
residents, businesses and property owners.
Goals for the project include:
• Creating a street with a unique identity.
• Reflecting the rich history and culture of the area.
• Enhancing existing neighborhoods.
• Improving the mobility, safety, and experience for bicyclists, pedestrians, transit
users, and vehicles.
• Celebrating, protecting, and enhancing the Poudre River.
• Creating an environment where businesses can thrive.
• Becoming a center for innovation, sustainability, and creativity.
LINCOLN CORRIDOR PLAN
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Potential Elements to Consider for the Lincoln Corridor
Street and intersection
improvements
Sidewalks and benches
Bicycle lanes and racks
Trees and other landscaping
Gateway features
Bus circulating around
Downtown
Stormwater improvements
Directional signage
Art and other projects for a
positive neighborhood image
Interpretive features of
culture and history
Phase I
Vision
Phase II
Alternatives
Development
Phase III
Preferred Plan
**
**
**
**
**
Kickoff
Spring 2013
Existing Conditions Analysis
Spring 2013
Vision
Summer 2013
Implementation Plan
Winter 2013
Plan Adoption
April 2014
Alternatives
Summer - Fall 2013
Strategies
Fall 2013
Key Neighborhood and
Community Events
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Process
The LCP has been developed through three distinct phases: Phase I Vision; Phase
II Alternatives Development; and Phase III Preferred Plan. In the first phase of the
process, an assessment of the area’s context was conducted, which includes a review
of existing adopted plans and existing conditions. This information provides a basis
for developing a corridor-wide vision. The second part of the process focused on
developing and evaluating alternatives for Lincoln Corridor. The third phase includes
developing a preferred plan, strategies, an action plan, phasing, and funding for
implementation of the street design and other elements.
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Planning at Three Scales
Because the LCP proposes streetscape enhancements to a corridor within a
broader study area, analysis is provided at three different scales: (1) Street; (2)
Neighborhood; and (3) Influence Area.
The Street scale focuses on constraints and opportunities related specifically to
the street. For example, variations in right-of-way, sidewalk discontinuations,
and accident data are all examined at this level.
The Neighborhood scale includes Lincoln Avenue, as well as a 1/4 mile north
and south of the corridor to understand the local character and development
patterns around the corridor. Example analyses conducted at this scale include
development proposals currently under City review, utility information, and
character-defining features such as historic structures.
The Influence Area scale studies the entire Influence Area to better understand
context and circulation issues, including land use, transit and recreational trail
connections.
Street
Neighborhood
Influence Area
Lincoln
Lincoln
Linden
Linden
Buckingham
Lemay
Lemay
Buckingham
Lemay
Jefferson/ Riverside
Lincoln
Vine
N
N
N
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SECTION 1.1
EXISTING AND FUTURE
CONDITIONS
This section identifies citywide and sub-area plans that make planning, infrastructure
and design improvement recommendations within the Lincoln Influence Area. To
illustrate the City’s concentrated effort within the area, a key map locates all of the
proposed, in progress, and completed projects to date.
Existing Plans and Ongoing Projects
The LCP Influence Area is almost completely surrounded by related City-designated
planning and ongoing project areas. The Vision builds on these plans to identify
transportation, urban design, land use, historic/cultural, neighborhood, infrastructure,
and natural features improvement needs.
The following list highlights City plans that have identified improvements within the
Lincoln Influence Area:
City Plan (2011). The City’s comprehensive plan and defines the long-term goals and
polices related to transportation, utilities, land use, recreation and housing. City Plan
identifies the Lincoln Influence Area and FortZED as catalyst sites. These are defined
as places for ongoing, new public and private sector initiatives that use a multi-
disciplinary and triple bottom line approach, addressing economic, environmental, and
social factors in a balanced manner.
Transportation Master Plan (2011). A citywide plan that provides policy direction
for decisions regarding the implementation of the transportation system to achieve
the City’s vision, mission, and values. The TMP includes a reclassification of Lincoln
Corridor from a four-lane arterial to a two-lane arterial.
LINCOLN CORRIDOR PLAN
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livability, and the urban character of
Jefferson Street while enhancing amenities
for pedestrians and transit.
East Mulberry Corridor Plan (2003).
Establishes neighborhood mixed-
use commercial centers, employment
centers, and a mix of other uses along
East Mulberry. The study area extends
1/4 mile north of the corridor and
provides land use recommendations to
parcels immediately adjacent to the LCP
Influence Area.
Cache la Poudre Natural Areas
Management Plan Update (2011).
This plan identifies key conservation,
recreation and cultural goals for City
natural areas along the river. It includes
management strategies and actions
for two natural areas within the LCP
Influence Area (Gustav Swanson and
Udall). Three other natural areas are
partially within the LCP Influence Area
(River’s Edge, Springer, and Williams).
Master Street Plan (2011). A component
of the TMP, the Master Street Plan defines
future roadway system classifications.
The most recently adopted Master Street
Plan includes two major changes in the
arterial street system that exist within
the LCP Influence Area. Specifically, it
recommends realigning Lemay Avenue
with a railroad grade separation, and
realigning Vine Drive to the north of Alta
Vista neighborhood.
City Structure Plan (2011). A component
of City Plan, the City Structure Plan
focuses primarily on the physical form
and development pattern of the City. It
sets forth a basic framework for growth
and development over the next twenty
years.
Transfort Strategic Plan (2009). A
citywide plan that addresses the
coordination of transit service with the
planned Mason Corridor MAX project,
identifies funding mechanisms and
practical phasing options, and addresses
financial solutions required to create
and sustain a high-performing transit
system. The 2009 Transfort Strategic Plan
proposes a new Downtown circulator bus
that runs along the Lincoln corridor.
Northside Neighborhoods Plan
(2005). A sub-area plan that provides
utility, stormwater, and transportation
improvement recommendations as well
as more specific policies and land use
alternatives for this area. The Northside
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Downtown Strategic Plan (2004).
A collaboration between the City,
Downtown Business Association, and
Downtown Development Authority.
The plan area extends well into the LCP
Influence Area and identifies the Oxbow
site, among others as potential infill
opportunities.
Pedestrian Plan (2011). This citywide plan
assesses pedestrian needs and proposes
solutions to existing problems. It updates
and prioritizes the City’s list of pedestrian
improvement projects and explores
potential funding options. The 2010-2011
Priority List for pedestrian improvements
ranks Lincoln Avenue from Riverside to
Lemay as #1, along with six other highly
ranked projects within the LCP Influence
Area.
Bicycle Plan (2008). A citywide plan
that presents information on existing
conditions as well as recommendations
for improvements targeted for the next
five years that will result in a more
efficient and effective bicycle network.
The hierarchy map identifies the
realigned Vine Drive, Buckingham, and
Lincoln streets as high volume feeder
routes that would connect with the City’s
high volume bike corridors. The Bicycle
Plan will be updated in 2014.
Woodward Technology Center
Development (ongoing). Woodward,Inc.
will expand its corporate headquarters
at the former Link-N-Greens golf course.
The project will be split into multiple
phases, starting with a 215,000 square
foot industrial building, followed by its
Corporate Headquarters and Engines
Technology Building. The complex will
also include adjacent retail shops along
Lemay Avenue.
Mulberry Bridge Replacement
(ongoing). A collaboration between
Colorado Department of Transportation
(CDOT) and the City to make the
Mulberry Bridge structurally sound and
function as a gateway into downtown.
The project began in Fall 2013. The bridge
is within the LCP Influence Area.
Vine/ Lemay Realignment Study
(ongoing). The study examines ways to
mitigate traffic at the intersection of Vine
Drive & Lemay Avenue. Some alternatives
developed include the relocation of the
intersection, the realignment of Vine and
Lemay, and building a grade separation
between the railroad and roadways.
Lemay
College
Mulberry
Vine
Minor Roads
Major Roads
Streams
Cache la Poudre River ¯
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Downtown Strategic Plan
Jefferson Street Alternatives
Downtown River District Streetscape
Improvement Project
Poudre River Downtown Project
Fort Collins Natural Areas
Mulberry Bridge Enhancements
Woodward Technology Center
Northside Neighborhoods Plan
Vine and Lemay Realignment Study
Vine
Lincoln
Mulberry
Lemay
Existing plans and ongoing project boundaries overlay
N
1
1
4
7
2
5
8
3
6
9
2
3
4
5
5
7
8
9
6
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1. On Buckingham
Street, from Linden
Street to Lemay
Avenue, reshape the
street, incorporating
bikeways, sidewalks,
landscaping and
consistent storm water
treatment.
2. On 1st and 3rd Streets,
from Lincoln Avenue
to Buckingham,
reshape local streets.
3. Improve visuals
for bicyclists and
pedestrians at the
Lincoln Avenue
Poudre River Bridge.
4. Upgrade Poudre River
Bridge on Linden
Street to become a
gateway feature.
5. Add new bike/
pedestrian bridge on
the Poudre River Trail
at the railroad trestle
between Linden and
College.
6. Bike and pedestrian
improvements on
Riverside Avenue
from Lincoln Avenue
to East Mountain
Avenue.
7. Linden Street: Two
12-foot travel lanes,
5-foot bicycle lanes,
diagonal parking on
both sides, 15-foot
attached sidewalk,
from Jefferson Street
to the Poudre Bridge.
8. Pedestrian
improvements on
South Lemay Avenue
from East Vine Drive
to Lincoln Avenue.
9. Construct paved
trail from Mulberry/
Riverside Intersection
across Pickle Plant
Site and Udall Natural
Area to Lincoln.
10. Restoration and
construction of trail
improvements on
the Coy Ponds area
of Gustav Swanson
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1
3
9
14
17 15
18
19
20
21
21
22 22 22
25
26
29
36
30
34
35
23
8
24
27
31
28
28
28
16
36
12
13
6
7
4
37
11
32
33
33
5
2a 2b
10
Complete
In Progress/ Funded
Proposed
Vine
Mulberry
Lincoln
Linden
Jefferson/ Riverside
College
Lemay
Lincoln Corridor Influence Area improvement projects
N
31. Expand the Museo de las Tres
Colonias.
32. Install Poudre River floodplain
mitigation diversion levee.
33. Install interim sidewalks along
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Existing and Future Land Use
Historically, the Lincoln Influence Area has been physically isolated from Old Town. The railroad tracks and Jefferson Street act as
physical barriers; discontinuous sidewalks provide pedestrians with little reprieve from vehicular traffic; and until recently, historic
neighborhoods have lacked some basic urban amenities. In fact, the City did not complete a sewer line to Alta Vista until the early
1970s, or pave the roads until 1980.
Although only 10% of the LCP Influence Area is comprised of residential land use, the Buckingham, Alta Vista, and Anderson
neighborhoods are significant. As seen through previous planning efforts, the City has taken several initiatives to preserve
and connect these neighborhoods to the greater community while
anticipating future growth in the LCP Influence Area.
Land uses in the Structure Plan have changed in certain areas from what
is currently depicted in the zoning plan. As highlighted on the map
on the adjacent page, these areas are primarily within the floodplain
and have transitioned from light industrial uses to Open Space. Other
changes include the Oxbow site (the parcel immediately west of the
Buckingham Neighborhood), which has changed from Community
Commercial District to Downtown District; this change emphasizes the
desire to extend the downtown east of the Poudre River.
Non-residential existing & future land uses are flexible, and support
redevelopment within the Lincoln Corridor. Residential uses are not
flexible; these neighborhood classifications will remain, and do not
support redevelopment within the LCP Influence Area.
The Transportation Master Plan and related Master Street Plan recently
reclassified Lincoln Avenue from a 4-lane arterial to a 2-lane arterial,
primarily because future traffic analysis indicates that the corridor
could function as a 2-lane arterial even with the anticipated growth
in the area. This will undoubtedly help preserve the residential and
business character of the area while still providing the space necessary
for pedestrian and bicycle improvements.
Public Open Lands,
26%
Commercial, 23%
Agriculture, 16%
Vacant, 16%
Residential, 10%
Industrial,
7%
Unknown, 3%
Percent
Influence Area land uses
Buckingham St.
College Avenue
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Structure Plan: Downtown District
Zoning: Public Open Lands
Structure Plan: Downtown District
Zoning: Community Commercial River District
Structure Plan: Public Open Lands
Zoning: Community Commercial District
Structure Plan: Low Density Mixed-Use
Zoning: Industrial District
Influence Area
Structure Plan: Public Open Land
Zoning: Community Commercial River District
Woodward Technology
Center Approximate Boundary
2-Lane Collector
2-Lane Arterial
4-Lane Arterial
6-Lane Major Arterial
Public Open Lands/ Poudre River
Low Density Mixed Use: Intended to be settings for
a predominance of low density housing (average of
four dwelling units per acre), providing a variety
of housing choices, gathering places, services and
conveniences, neighborhood parks, and other
amenities in a compact setting.
Medium Density Mixed Use: Intended to be settings
for a diverse mix of concentrated housing within easy
walking or biking distance of transit, commercial
services, employment, and parks or recreational
amenities.
General Commercial: General Commercial Districts
include a wide range of community and regional retail
uses as well as offices, business and personal services,
and, to a lesser extent, residential uses.
Community Commercial District: Combines a mix
of retail, services, civic uses and housing, in uniquely
distinct and identifiable “places.” Principal uses
include retail, restaurants, offices. Supporting uses
include higher density housing, day care, civic and
institutional uses, pocket parks and other outdoor
gathering spaces.
Industrial District: Intended to provide a location for
a variety of work processes such as manufacturing,
machine shops, warehouses, outdoor storage yards,
and other uses of similar character. Supporting uses
include restaurants, day care, convenience retail,
services and housing. Lower intensity land uses
should be placed at the edges of the District to help
provide transition between Industrial Districts and
adjacent districts and neighborhoods.
Downtown District: Downtown District must include
office, finance, civic, government, and entertainment
functions in addition to retail shops, services, parks,
restaurants, and housing, all served by a local and
regional transportation system that incorporates
multiple modes of travel.
Master Street Plan Classifications
LINCOLN CORRIDOR PLAN
16 Draft March 18, 2014
As the City takes action to connect and
sustain the Lincoln Influence Area, it must
simultaneously balance existing uses
with inevitable change over time. The
LCP Influence Area contains a number of
parcels that are either vacant or currently
under development review. This provides
an exciting opportunity to introduce
innovation to the sub-area, a tenet of the
City Plan Vision. As the corridor continues
to develop, areas of stability will need to
be preserved while key businesses and
properties evolve into redevelopment
sites that complement the overall LCP
vision.
The strong presence of vacant and
underutilized land means this area is
expected to grow in both employment
and population figures. With the addition
of the Woodward Technology Center, the
area will double in employment at full
build-out. The area will become a center
for employment, with over three jobs for
every household.
Based on the developments currently
under review, as well as recent
development within the last year, several
parcels previously zoned for industrial
use are transitioning into mixed-use
residential development, particularly
in the Downtown River District. These
changes in land use will increase the uses
of all modes of travel within the corridor,
promote neighborhood-supported
businesses, and create opportunities for
enhanced interconnectivity throughout
the region.
Although the Lincoln Influence Area is
predicted to grow, it has a solid economic
and residential foundation that helps
maintain stability.
The Areas of Change include land
that can be or is already planned to be
developed, such as vacant parcels and
developments under review. Areas of
Stability include character-defining
features, such as historic buildings and
the Poudre River, parks and open space,
and existing neighborhoods.
Socio-Economic
7
Influence Area: housing versus employment
0
1000
2000
3000
4000
5000
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 17
Neighborhoods, Historic Structures, Parks and River Vacant Parcels Developments Under Review as of August 1, 2013
Lincoln Avenue
Buckingham Street
Poudre River
Lemay Avenue
Linden Street
Jefferson/ Riverside
Mixed Use Development with 54 Unit Apartment
Building, Commercial and Light Industrial Uses
Mixed Use Development with Office, Retail,
Restaurant, and 12 Residential Units
Two Single Family Detached Lots
16,000 SF Bottling Center for New Belgium
Woodward Technology
Center to Employ Over
1,500 People
Expansion of Colorado Iron and Metal
Land Use Assessment
N
Jefferson St.
Riv
2nd St.
1st St.
3rd St.
Willow St.
Lemay Ave.
Lincoln Ave.
Mountain
Ave.
83' 127'
100' 100'
107'
91'
100'
70'
120'
105'
E
1
E
077' 7'
F
F
D
D
G
G
C
C
B
B
n
0'
A
A
Lincoln Corridor Plan 13-014 08/12/13
FELSBURG HOLT & ULLEVIG
SOURCE: City o
LEGEND
X X
XX'
Jefferson St.
Riverside Ave.
2nd St.
1st St.
3rd St.
Willow St.
Mountain
Ave.
80'
100'
100'
70'
120'
104'
E
E
D
D
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 19
6'
Sidewalk
6'
Sidewalk
100'
ROW
ROW
16.5' 70' 13.5'
A-A. Between Jefferson Street / Riverside Avenue
and Union Pacific Railroad (West Tracks)
Bike
Lane
Bike
Lane
Bike
Lane
Bike
Lane
34.5' 5'
70'
30.5'
ROW
ROW
B-B. West of Willow Street and
Union Pacific Railroad (East Tracks)
+/-103' (in transition)
ROW
ROW
42'
7' 28'
SW
5'
SW
5'
Sidewalk
Poudre Bridge
Section A-A between Jefferson Street/Riverside Avenue and Union Pacific Railroad
(west tracks)
Lincoln Corridor Plan 13-014 08/22/13
FELSBURG HOLT & ULLEVIG
Cross-Sections
All Cross-Sections are Looking East Figure 2B
SOURCE: City of Fort Collins Engineering, 2013 Survey
Shoulder Shoulder
44'
80'
Existing
107'
27'
Woodward Development
24' 12'
Irrigation
Ditch
ROW
ROW
Future ROW
F-F. At Stor-Mor Storage
(Begin Eastbound Left Turn Taper)
LEGEND
Jefferson St.
1st St.
2nd St.
3rd St.
Willow St.
Lemay Ave.
Lincoln Ave.
Mountain Ave.
LINCOLN CORRIDOR PLAN
20 Draft March 18, 2014
Lincoln Corridor Plan 13-014 08/14/13
FELSBURG HOLT & ULLEVIG
SOURCE: FHU Field Investigation
Detached Sidewalk
Attached Sidewalk
Missing Sidewalk
Interim Sidewalk
LEGEND
Jefferson St.
1st St.
2nd St.
Willow St.
Mountain Ave.
Bicycle and Pedestrian
Bicycle volumes along Lincoln Avenue
are moderate, with approximately 25
total bicyclists using the corridor during
the morning and afternoon peak hours.
The peak bicycling direction is eastbound
in the morning and westbound in the
afternoon. Pedestrian activity at both
ends of the corridor (at Jefferson Street/
Riverside Avenue and at Lemay Avenue)
is relatively low (≤ 6 in any hour).
Sidewalks exist along only portions
of Lincoln Avenue. Today, the lack
of consistent sidewalks discourages
pedestrians from using the corridor. A
detached sidewalk is provided on the
north side of the street adjacent to the
residential neighborhood, Odell Brewing
Company, and Fort Collins Brewery. An
attached sidewalk is provided across both
sides of the Poudre River bridge and on
the north side of Lincoln Avenue adjacent
to Buckingham Park. Sidewalks are lacking along much of Lincoln Avenue.
Existing sidewalk conditions
LEGEND
Bicycle Segment LOS
LOS A
LOS B
LOS C
LOS D
BICYCLE
INTERSECTION
LOS
BICYCLE
INTERSECTION
LOS
Jefferson St.
Riverside Ave.
1st St.
2nd St.
3rd St.
Willow St.
Lemay Ave.
Lincoln Ave.
Mountain Ave.
C/C/C A/A/A
A/A/B C/C/C
A/A/A
A/A/A
A/B/B
A/A/A
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 21
Existing Bicycle Levels of Service
Figure 7
NORTH
Lincoln Corridor Plan 13-014 08/12/13
FELSBURG HOLT & ULLEVIG
SOURCE: HCM Bicycle Segment and Intersection LOS Methodology
LEGEND
Bicycle Segment LOS
LOS A
LOS B
LOS C
LOS D
LOS E
LOS F
BICYCLE
INTERSECTION
LOS
BICYCLE
INTERSECTION
LOS
Jefferson St.
Riverside Ave.
1st St.
2nd St.
3rd St.
Willow St.
Lemay Ave.
Lincoln Ave.
Mountain Ave.
C/C/C A/A/A
A/A/B C/C/C
LINCOLN CORRIDOR PLAN
22 Draft March 18, 2014
Vehicles
Lincoln Avenue currently carries
approximately 6,000 vehicles per day
(vpd) on the west end of the corridor and
approximately 8,800 vpd on the east end.
Morning, noon, and afternoon peak hour
turning movements are used to assess
the existing traffic operations. Several
of the existing land uses and planned
redevelopment along the corridor rely on
large trucks to import and export goods
to their sites. The western portion of the
corridor carries approximately 4.2 percent
heavy vehicles (trucks and buses), while
the eastern portion carries approximately
3.4 percent. These heavy vehicles will
need to be safely accommodated in
any improvements made to the Lincoln
corridor.
The 2035 traffic volume projections
are based on the North Front Range
Metropolitan Planning Organization
(NFRMPO) regional travel demand
model as modified for the Fort Collins
Transportation Master Plan. The forecasts,
which account for local and regional
residential and employment growth,
show a 35-50 percent increase in daily
traffic along Lincoln Avenue, compared
to 2009 conditions. Using the forecasted
traffic volumes for 2035, and assuming no
improvements to the corridor (the “No
Action” alternative), the intersections
of Lincoln Avenue with Jefferson Street/
Riverside Avenue, Lemay Avenue, and
1st, 2nd, and 3rd Streets would continue
to operate at acceptable levels of service.
Between 2010 and 2012 there were a
total of 54 crashes along Lincoln Avenue.
Approximately 70 percent of these crashes
occurred at the two intersections on the
ends of the corridor (Jefferson Street/
Riverside Avenue and Lemay Avenue), as
would be expected given the higher levels
of intersecting traffic volumes. Six of the
crashes in the corridor involved a bicyclist
and one involved a pedestrian. There
were a total of nine injury accidents,
including three involving a pedestrian
or bicyclist. Overall, the corridor has
experienced a relatively low number of
crashes compared with similar corridors.
Transit
Two Transfort bus routes currently serve
Lincoln Avenue. Route 5 connects the
Downtown Transit Center to the Mall
Transfer Center via Lemay Avenue and
Route 14 provides east-west bus service
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 23
Planned Future Transit Routes
Figure 10
NORTH
Lincoln Corridor Plan 13-014 10/16/13
FELSBURG HOLT & ULLEVIG
SOURCE: Phase 3 Transfort Strategic Operating Plan
LEGEND
Route 9
Route 2
Route 6
Route 7
New Downtown Circulator Route
MAX
Jefferson St.
Riverside Ave.
1st St.
2nd St.
3rd St.
Willow St.
Lemay Ave.
College Ave.
Mason St.
Howes St.
Lincoln Ave.
Buckingham St.
Mountain Ave.
Oak St.
Magnolia St.
Mulberry St.
Myrtle St.
Laurel St.
Plum St.
Elizabeth St.
Linden St.
Vine Dr.
Cherry St.
Remington St.
Peterson St.
Whedbee St.
Smith St.
Stowe St.
Cowan St.
12th St.
MMM ntain ta
LL
Downtown
Transit
Center
Existing Transit Routes and Stops
Figure 8
NORTH
Lincoln Corridor Plan 13-014 10/16/13
FELSBURG HOLT & ULLEVIG
SOURCE: Transfort
LEGEND
Route 5
Route 8
Route 14
LINCOLN CORRIDOR PLAN
24 Draft March 18, 2014
Natural Systems
Poudre River
The Poudre River, the most iconic natural
feature in Fort Collins, has evolved into
a popular recreation and conservation
corridor. Lincoln Avenue provides a
critical connection to the Poudre River.
Currently, the Poudre Trail adjacent to the
river can only be accessed on the north
side of the street, forcing bicyclists and
pedestrians traveling on the south to cross
the road to access the trail. The curvature
of the road, moderate traffic volumes, and
the narrow width of the bridge, makes
this crossing unsafe, particularly for
bicyclists, because there is little room on
the shoulder to wait.
There are no readily discernible
inadequacies in the current stormwater
system. However, given the age of
the existing storm sewer system,
some upgrades may be necessary if
the roadway drainage ultimately ties
into it. There is no structural drainage
system for the majority of the roadway.
Drainage may eventually contribute to the
surrounding systems, but the adequacy
of the existing drainage systems to the
east of the Poudre River bridge is not
dependent on the existing roadway
drainage.
The City of Fort Collins recently acquired
the water rights in the Coy Ditch, which
previously provided irrigation water
to the Link-n-Greens golf course. This
purchase allows more in stream flows
to remain in the Poudre River, meeting
the City’s goal to improve the ecological
characteristics of the river. The ditch is no
longer needed and will be abandoned.
The City is also currently pursuing several
planning studies and restoration efforts
to protect the river while facilitating safe
visitor use. One of the most recent plans
is the Link-n-Greens River Restoration
Project. Part of the future Woodward
Technology Center, this project proposes
the restoration of over four acres of
wetland and emergent wetland, three
acres of willow shrubland, fourteen
acres of cottonwood/ shrub woodland,
and seven acres of upland shrubland.
Additionally, it proposes the realignment
of the Poudre Trail and a new loop trail
near the Coy-Hoffman barn. This project
will ultimately affect the floodplain and
floodway limits south of Lincoln Avenue
as shown on the map on the facing page.
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 Existing Floodplains and Storm Sewer System 25
Figure 16
FELSBURG HOLT & ULLEVIG
SOURCES: City of Fort Collins Engineering, 2310 Survey,
FEMA Flood Insurance Rate Map (FIRM) Panel Number 08069C0979H. Effective Date May 2, 2012,
FEMA Flood Insurance Study (FIS) for Larimer County, Colorado and Incorporated Areas.
Effective Date February 6, 2013
Existing Levee
Existing 100 Year Floodplain
Existing 1 Foot Floodway
Proposed 100 Year Floodplain
Proposed 1 Foot Floodway
LEGEND
Jefferson St.
Riverside Ave.
1st St.
2nd St.
3rd St.
Willow St.
Lemay Ave.
Lincoln Ave.
Mountain
Ave.
C
a
c
h
e
L
a
P
o
u
d
r
e
R
i
v
e
r
1st St.
Li Linc oln llllll AAAAAAAve.
24" Storm
Sewer 18" Storm Sewer
Coy Ditch
(to be abandoned with
planned development)
Coy Ditch
Drainage Ditch
with Culverts
FEMA
Levee
Existing Floodplains and Storm Sewer System
Figure 16
NORTH
Lincoln Corridor Plan 13-014 08/22/13
FELSBURG HOLT & ULLEVIG
SOURCES: City of Fort Collins Engineering, 2310 Survey,
High-Tech Tools & Broadcast Media:
• Online Questionnaires
• Project Website
• Social Media Notification
• Electronic Polling
• Public Participation Tracking Database
• QR Codes to Scan Smart Phones
• Videos
• Press Releases
• News Articles
• Postcard Mailings
• Email Notification
• Flyers
• Posters
Public Activities & Events:
• Neighborhood Social
• Neighborhood Conversations
• Corridor Walks
• Business Owner Meetings
• Visioning Workshops
• Bike to Work Day
• Attendance at Other City and Neighborhood Events
Boards, Commissions & Other
Committees:
• Project Management Team (PMT)
• Technical Advisory Committee (TAC)
• Stakeholder Group (SG)
• Planning and Zoning Board
• Transportation Board
• Bicycle Advisory Committee
• Chamber Local Legislative Affairs Committee
• Downtown Development Authority
• Public Transit Advisory Group
• Air Quality Advisory Board
• Natural Resources Advisory Board
• Parks and Recreation Board
• University Connections
• City Council
LINCOLN CORRIDOR PLAN
26 Draft March 18, 2014
SECTION 1.2
COMMUNITY ENGAGEMENT
Strategies for Community Engagement
Phase 1 Outreach Events
Transportation Projects Open House:
May 1
Neighborhood Social: May 13
Business Outreach: May 14
Neighborhood Conversations &
Corridor Walks: May 22
“Envisioning a Future” Workshops: June
18 & July 9
Bike to Work Day: June 26
Poudre River Projects Open House:
June 26
Woodward Open House: July 31
Buckingham Neighborhood Night Out:
August 6
The Lincoln Corridor Plan process began in Spring 2013. From the
beginning, the highest priority was to directly engage residents,
businesses, and stakeholders to ensure that their needs were being
met, their issues addressed, and their ideas reflected in the vision
for the corridor. Three strategies for public engagement were used
throughout the planning process: high-tech tools and broadcast
media; public activities and events; and outreach to boards and
committees. The events that occurred during the three phases of the
project are summarized in each section of this report.
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 27
What We Heard
The project team heard a number of
issues, opportunities, and comments
during the Neighborhood Social,
Neighborhood Conversations, Corridor
Walks, and Business Outreach events.
The following list of key themes
summarizes the comments that were
expressed most frequently.
Connectivity of Travel Modes
Ensure the corridor meets the needs of
all modes, and a range of comfort zones
for bicyclists and pedestrians. There is
a need for better bike and pedestrian
connectivity between the breweries, in a
way that reduces impacts to Buckingham
Neighborhood.
Neighborhood Character
Maintain Buckingham Neighborhood as
a unique neighborhood that recognizes
its history and keeps its charm without
gentrifying or significantly driving up
property values.
Neighborhood Protection
Spillover effects from brewery traffic and
events negatively impact the residents of
Buckingham Neighborhood. Residents
feel that their concerns have not been
fully acknowledged or addressed by the
City in the past.
Corridor Character/Identity
Lincoln Corridor should be a distinct
district with its own identity that
complements and transitions from
Old Town to the River District. The
district should celebrate the eclectic
mix of historic properties and heritage,
parks and natural areas, residential
uses, state-of-the-art industrial
businesses, breweries, and restaurants.
The connection to the river should be
promoted, and the area should have a
“softer” more landscape-based feel than
Old Town.
Bike Safety
Current bike lanes and connections to the
Poudre Trail are inadequate and unsafe
for the type/amount of bike traffic in
the area, particularly on and around the
bridge.
Pedestrian Safety
There is a major need for safe, designated
pedestrian crossings on Lincoln and its
cross-streets.
Traffic Concerns
The amount of traffic generated by
commuters, businesses, brewery visitors,
and trucks passing along Lincoln and
through the neighborhoods adversely
impacts the neighborhood, makes
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 29
Number of Participants
450 (424)
400
350
(300)
300
250
200
150
100
(57)
50 (28) (35)
0 Neighborhood
Social
Neighborhood
Conversations Vision Workshops
Poudre River
Open House Online Survey
More than 840 participants have been involved in community engagement activities to date, either online or through attendance at events.
1
2
3
4
5
LINCOLN CORRIDOR PLAN
30 Draft March 18, 2014
Case Studies
Community Event
Creating a forward-looking vision for the Lincoln Corridor requires input
from neighborhood residents, business owners, elected officials, and the
broader Fort Collins community. A total of five workshop sessions were
held June 18 and July 9 to stimulate discussion, gather ideas, and explore
new possibilities for the Lincoln Corridor Plan.
In preparation for these workshops, over 40 memorable streets and
corridors from around the world were reviewed for qualities that might
be relevant to the Lincoln Corridor. Five of the highest-ranked corridors
were selected containing elements that could be considered for the Lincoln
Corridor. The complete list of corridors reviewed is contained in Appendix
A-1.
At the June 18 and July 9 events, participants examined and discussed the
following five corridors in greater detail:
1. Mountain Avenue, Fort Collins, CO
2. Euclid Avenue, Cleveland, OH
3. Lancaster Boulevard, Lancaster, CA
4. Nørrebrogade, Copenhagen, Denmark
5. Rothschild Boulevard, Tel Aviv, Israel
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 31
Street Scale, 28
Land Use
Character , 21
Vehicular Convenience &
Access, 12
Theming & Amenities, 8
Transit Service & Facilities, 7
None of the Above, 3
Bicyclist Experience, 169
Pedestrian Experience, 84
Landscape & Hardscape, 31
Street Scale, 28
Land Use
Character , 21
Vehicular Convenience &
Access, 12
Theming & Amenities, 8
Transit Service & Facilities, 7
None of the Above, 3
Nørrebrogade
Breakdown of survey results by most memorable corridor.
Nørrebrogade Mountain
Ave.
Lancaster
Blvd
Rothschild
Blvd
Euclid Ave. None of the
Above
33% 26% 17% 14% 5% 5%
Mountain Avenue
Landscape & Hardscape, 118
Land Use Character, 31
Vehicular Convenience &
Access, 14
Theming & Amenities, 12 Transit Service & Facilities, 3
Landscape & Hardscape, 118
Bicyclist Experience, 73
Street Scale, 51
Pedestrian Experience, 37
Land Use Character, 31
Vehicular Convenience &
Access, 14
Theming & Amenities, 12 Transit Service & Facilities, 3
After learning about each corridor, meeting attendees participated in an
electronic polling activity. Participants were asked to select which corridor they
found the most memorable. The results varied from one session to another,
but overall Mountain Avenue (Fort Collins, CO), Nørrebrogade (Copenhagen,
Denmark), and Rothschild Boulevard (Tel Aviv, Israel) were ranked the highest.
Online Survey
In addition to the workshops, the case
studies were also evaluated by members
of the community in an online survey.
Nørrebrogade and Mountain Avenue
were selected as the two most memorable
corridors. The charts to the left show the
reasons survey participants made their
selected choices.
LINCOLN CORRIDOR PLAN
32 Draft March 18, 2014
SECTION 1.3
CORRIDOR
VISION
Background
Lincoln Avenue, between Jefferson Street
and Lemay Avenue, is an important
connection between Downtown Fort
Collins and the eastern part of the
community. It contains a rich and eclectic
mix of historic neighborhoods, old and
new businesses, and public/private open
space. Changes are occurring rapidly
along the corridor, and development
of the Link-N-Greens site into a major
employment center for Woodward, Inc.
will transform how the street functions.
Expectations for the corridor are high.
Stakeholders have already begun
branding the corridor, with monikers
such as “our next great street,” “the
nation’s first bike-first street,” “our most
sustainable street,” and “a street centered
on sustainability, creativity, and culture.”
It is with these ideals in mind that the
vision originates.
The vision was derived from recent
neighborhood conversations, corridor
walks, public meetings, comments from
the Technical Advisory Committee (TAC),
City Plan and community surveys.
It is important to note the vision is not
a design solution but rather illustrates
possible solutions based on input and
ideas gathered to date through the
community engagement process.
Great Streets Initiative
Criteria
Allan Jacobs, the author of Great Streets,
has observed and measured scores of
famous urban streets and boulevards,
in order to explore what makes great
public streets. His book provides a tool to
analyze and quantify the initial visceral
tourist reaction of wonder and pleasure
when confronted with places like the
Champs-Élysées or the Passeig de Gracia
in Barcelona. The Great Streets criteria
include:
A Defined Street
• Is the street an extension of a
downtown?
• What is the overall width and number
of travel lanes?
• Does it have a beginning and/or end?
• Is it contained with building
enclosure?
Places for People to Walk and
Bike with Some Leisure
Potential concept: one of the goals of the LCP is to improve the safety and mobility for bicyclists and pedestrians.
Existing conditions
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 33
Qualities that Engage the Eye
• Does the area include unique theming and/or design features?
• Does the right-of-way highlight the area’s arts and culture?
• Are there pedestrian plazas and places adjacent to the corridor?
Unique Character
• Does the corridor boast an eclectic mix of land uses?
• Do the style of the street features and elements reflect the local values and culture?
LINCOLN CORRIDOR PLAN
34 Draft March 18, 2014
Key Values
The illustration below represents a summary of key values derived from stakeholder
interviews, workshop summaries, community surveys and existing plans. Word
sizes are based on the number of times each word was expressed throughout the
Community Engagement process. Key values expressed include:
• Neighborhood
• Business
• Access
• Pedestrian
• River
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 35
Corridor Vision
The new Lincoln will be recognized as a great street: an active
and vibrant destination and connection that celebrates our history
and is a model for sustainability....
Lincoln Corridor opportunities diagram
LINCOLN CORRIDOR PLAN
36 Draft March 18, 2014
Lincoln will be a place focused on mobility, safety, and
experience of bicyclists, pedestrians, transit users, and motorists;
The street will embrace bold safety features for bicyclists and pedestrians at
intersections crossings, transit stops, and along sidewalks. Generous sidewalks, the
physical separation of bicyclists, on-street parking, and thoughtful streetscape design
will create a comfortable edge. Porosity between sidewalks, bike lanes, the street and
land uses will allow the interaction of various modes at planned points. The focus will
be on creating a continuous pathway and the efficient movement of transit and the
motor vehicle. The street will continue to serve its function as a major connection to
downtown and the eastern community.
The street will provide comfort and access for pedestrians, bicyclists and motorists, enhancing
safety for all users
Distributed parking along the street edge and in the median
could provide convenience for users and activate the street
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 37
with an active street environment;
A pleasant outdoor experience will be created by providing tree canopies or
structural elements at key nodes along the corridor. Generous sidewalks, plazas
and amenities for people at key crossing points will create areas for spontaneous
gatherings. Sidewalks and bike lanes will seamlessly merge with these spaces,
creating active connection points to businesses.
Plazas in the median at key crossings
could provide a refuge and gathering
space for pedestrians
Shade shelters at nodes along the corridor could create active gathering spaces for people, and provide opportunity for artful expression
LINCOLN CORRIDOR PLAN
38 Draft March 18, 2014
that is visually appealing;
Enhanced Poudre River access areas, improvements at Buckingham Park, the
Woodward Technology Center, a new bridge, and new features such as signage,
lighting, walls and fencing will define the historic neighborhoods and natural
character while reinforcing Lincoln’s sense of place. The area will connect to
Downtown via a new gateway that includes art, signage and bridge features
unique to Lincoln.
A gateway bridge over the Poudre River, walkways and on-street bike lanes could mark the entrance into the Lincoln District
Site furnishings, light posts and signage could be
designed with an industrial, contemporary edge
Shade trees and plantings could create a memorable experience for
motorists, bicyclists, and pedestrians
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 39
and fosters a variety of unique,
eclectic and creative land uses
The street will be a center for creativity, from breweries to high-tech companies. Its
land uses and architectural/streetscape features will be inspiring and eclectic—artistic,
contemporary, natural, industrial, and historic. Buildings will be at a suitable human
scale, integrating with the historic neighborhoods and existing uses. The heart of
the district—its historic neighborhoods—will be protected and enhanced through
thoughtful design resulting in a street where the past and future are integrated.
A blend of new residential, retail or commercial uses could enhance
the eclectic character of the corridor
Well designed buffers
between residences
and the street could
balance the needs
of bicyclists and
pedestrians, and
privacy of local
residents
LINCOLN CORRIDOR PLAN
40 Draft March 18, 2014
in a sustainable manner.
Social, environmental and economic sustainability strategies will be
employed through the entire corridor. The vision is designed to achieve
the City’s sustainability Triple Bottom Line sustainability goals.
Social elements include transport options beyond the car, including
increased bike, pedestrian and transit mobility. Social interactions are
enhanced through the creation of new gathering places, while existing
historic features and neighborhoods are preserved and protected.
Environmental elements include Low Impact Development (LID)
approaches, such as permeable pavements, restoration of natural ditches,
solar lighting technologies, green building techniques and the use of local
and sustainable building materials. The Poudre River will continue to be
protected and restored, remaining as one of the key defining elements of
the corridor.
Economic elements focus on the creation of a new distinct district
and an extension of downtown. The vision fosters a creative business
environment, and tourist destination with new redevelopment
opportunities anchored by the Woodward Technology Center.
The Lincoln Corridor will be a model for sustainable street design and
the integration of economic, social and environmental factors to create
a lasting legacy for businesses, visitors, and residents of the community
and region.
Draft March 18, 2014 41
LINCOLN CORRIDOR PLAN
Lincoln’s social, environmental and economic characteristics will help contribute to the City’s short- and long-term sustainability goals.
This page is intentionally blank.
LINCOLN CORRIDOR PLAN
42 Draft March 18, 2014
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 43
SECTION 2.0
INTRODUCTION Three corridor design alternatives were developed and reviewed
extensively with the public based on the vision defined in Phase
I. The vision statement is as follows:
The new Lincoln will be recognized as a Great Street: an active
and vibrant destination that celebrates our history and is a
model for sustainability.
The design elements that were considered to achieve the vision
include:
• Consistent sidewalks, with landscaped parkways
• Either protected or standard bicycle lanes (or a combination)
• Off-street multi-use paths (either on the north side or south
side of Lincoln)
• Landscaped medians
• Access control with potential consolidation of driveways
• Streetscape amenities
• New Poudre River bridge, with bicycle and pedestrian
facilities
• Improved transit service to the corridor
The alternatives illustrate different approaches to the operational
organization of the street, including pedestrian & bike facilities,
transit stops, access to businesses and residences, size and
extent of medians, bridge design, and different approaches to
landscape enhancements. Because each of the alternatives has
the potential to fully realize the vision as stated in Section 1, any
are suitable for development as a Preferred Plan.
One of the biggest influences in the design of the corridor is
vehicular and truck access to private properties. Lincoln Avenue
has many individual driveway access points along the corridor
for homeowners and businesses. Some parcels even include
multiple access points. While driveways provide important
access to land uses, they also can be potential conflict points
that impact mobility and capacity. Given that Lincoln Avenue
is not a state highway, a separate Access Control Plan has not
been developed for Lincoln; however, the alternatives explore
different levels of access control, with primary goals to create
a safer traveling environment for bicyclists, pedestrians, and
motorists, to further maintain and improve the functional
integrity (safety, capacity and speed) of transportation service
along the corridor, and improve the aesthetics of the corridor by
offering additional landscaping opportunities.
Evaluation criteria were defined based on the Vision goal
statements. The alternatives were compared based on their
relative performance against each other, as well as against the
city’s standard two-lane arterial street section in achieving
those goals. Budgetary estimates of probable construction and
maintenance costs were prepared for the alternatives; detailed
cost estimates are provided in Appendix B-1. Cost did not
vary greatly among the alternatives, but were generally 30%
higher than a two lane arterial standard. This cost difference
is due to many factors, including more robust landscape
enhancements,streetscape amenities, the cost of bridge
replacement, and costs for ROW acquisition.
In addition to alternatives for the layout of the street,
alternatives were developed for the character of streetscape
elements, and various types of transit that could serve the area.
The potential for a roundabout at the Lemay Avenue intersection
was also studied.
Alternatives for Lincoln Corridor are divided into three
segments. The West segment extends from Jefferson to
1st Street. The Central segment extends from 1st Street
to 3rd Street. The East segment extends from 3rd street to
Lemay
Alternative 1 - Broad Boulevard. Characterized by a generous 30’ wide median, on street bike lanes, and a shared path on the north side of the street.
Lemay
College
Mulberry
Vine
Minor Roads
Major Roads
Streams
Cache la Poudre River ¯
Buckingham
Neighborhood
Lemay
Linden
Buckingham
Jefferson/ Riverside
Po
ud
re River
a
n
d
T
r
a
i
l
West Central East
College
L
INCOLN CORRIDOR PLAN
44 Draft March 18, 2014
SECTION 2.1
ALTERNATIVES Three Alternatives for Lincoln Corridor
The three alternatives are titled “Broad Boulevard”, “Modest Median”, and
“Skinny Street”. The alternatives are divided into three segments: West, Central
and East. This allows for magnified views of the layouts and more detailed
evaluation of how each alternative functions in the context of the existing
development that occurs along the length of the corridor. Right-of-way widths
along the corridor vary greatly. The overall concept, and differences between key
characteristics for the alternatives and the two-lane arterial street standard are
provided. A bird’s eye view of a portion of each segment shows the concepts in
more detail.
Alternative 2 - Modest Median. Characterized by a 16’ wide median, on street bike lanes, and a shared path on the south side of the street
Alternative 3 - Skinny Street. Characterized by a center turn lane and limited median, one way off street bike lanes, and detached walks on both sides of the street.
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 45
Match Line
Willow Street
Jefferson Street Riverside Avenue
Ranch-Way
Feeds
Natural
Resources
Consulting
Engineers
Attached walk with
on street bike lane;
no additional ROW
necessary
Controlled
access at
Ranch-
Way Feeds
Access
Provided
from Willow
Street
Historic
Tree
Ranch-Way
Feeds
Parking
Ranch-Way
Feeds Parking
Udall
Natura
Area
Smokestack
Pottery
Western
Convenience
Diamond Vogel
Paint and
Decorating
Center
Nice Car
Inc.
Maintenance
Access to
Natural Area
Enhancements
to Willow Street
Part of Future
Project
EXISTING
BUS STOP
EXISTING
BUS STOP
BIKE
BIKE
DRIVE
DRIVE
WALK
WALK
?
P
Match Line
Poudre Trail
Ranch-Way
Feeds
ay
trolled
ess at
Ranch-
Feeds
Historic
Tree
Udall
Natural
Area
Lincoln Bridge
Buckingham
Park
tenance
ccess to
ural Area
EXISTING
BUS STOP
Poudre Trail
12’ SHARED PATH
BIKE
BIKE
DRIVE
DRIVE
WALK
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 47
Willow Street
Jefferson Street Riverside Avenue
Detached walk
may require
additional ROW
Access
Provided
from
Jefferson
Street
Access
Provided
from
Riverside
Access
Provided
from Willow
Street
Historic
Tree
Ranch-Way
Feeds
Natural
Resources
Consulting
Engineers
Smokestack
Pottery
Western
Convenience
Nice
Car
Inc.
Udal
Natur
Area
Bus pull out may
require additional
ROW
Limited
Access from
Willow to
Ranch-Way
Feeds
Willow Street
Includes Left
Turn Lane
Maintenance
Access to
Natural Area
Enhancements
to Willow Street
Part of Future
Project
Ranch-Way
Feeds
Ranch-Way Parking
Feeds Parking
Diamond Vogel
Paint and
Lincoln Bridge
Historic
Tree
Poudre Trail
Ranch-Way
Feeds
anch-Way
Feeds
Buckingham
Park
Udall
Natural
Area
may
ional
ited
ess from
ow to
ch-Way
ds
intenance
Access to
tural Area
nch-Way
Feeds
arking
EXISTING
BUS STOP
MULTI-USE PATH
BIKE
BIKE
BIOSWALE
DRIVE
DRIVE
WALK
?
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 49
Match Line
Willow Street
Jefferson Street Riverside Avenue
Detached walk
may require
additional ROW
Access
Provided
from
Riverside
Historic
Tree
Ranch-Way
Feeds
Natural
Resources
Consulting
Engineers
Smokestack
Pottery
Western
Convenience Nice
Car
Inc.
Ud
Nat
Ar
Bus pull out may
require additional
ROW
Willow Street
Includes Left
Turn Lane Limited
Access from
Willow to
Ranch-Way
Feeds
Maintenance
Access to
Natural Area
Enhancements
to Willow Street
Part of Future
Project
Ranch-
Way
Feeds
Parking
Ranch-Way
Feeds Parking
Diamond Vogel
Paint and
Decorating
Center
Access
Provided
from
Jefferson
Street
Access
Provided
Lincoln Bridge
Historic
Tree
Poudre Trail
Ranch-Way
Feeds
ay
Buckingham
Park
Udall
Natural
Area
Udall
Natural
Area
may
ional
d
m
o
ay
ds
intenance
Access to
atural Area
anch-
Way
eeds
rking
EXISTING
BUS STOP
Poudre Trail
BIKE
BIKE
WALK
DRIVE
DRIVE
WALK
?
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 51
Match Line
1st Street
2nd Street
Buckingham
Neighborhood
Team
Petroleum
Team
Petroleum
EXISTING BUS
STOP
Average Distance
From Residences
to Edge of
Pavement: 25’-0”
Potential Improved
Alley Access to
Residences
?
? ? ?
P
2nd Street
LINCOLN CORRIDOR PLAN
52 Draft March 18, 2014
Match Line
Alternative 1 - Broad Boulevard
Central
The Broad Boulevard concept is
characterized by a generous 30’ median
with a double row of trees, located in the
middle section of the corridor. A shared
path is located on the north side of the
street for pedestrians and casual bicyclists
visiting breweries or businesses. Key
characteristics of this alternative include:
• Pedestrian - Shared path on north side
of Lincoln; detached walk on south
side of Lincoln
• Bicycle - One-way on street bike lanes
(both sides); shared path on north side
• On-Street Parking - On-street parking
north side of street
• Neighborhood Buffer - Shared path
with landscape area, potential limited
access at residential driveways;
on-street parking
• Landscape - Trees and plantings in
large central median and at street
edges
• Access - Potential limited access to
some businesses, as shown
?
P
Pedestrian
Bicycle
Shared Path
Access
On-Street
Parking
Landscape
2nd Street
3rd Street
Buckingham
Neighborhood
In-Situ
Rocky
Mountain
Hydroponic
Hydro
Construction
BIKE
BIKE
WALK
DRIVE
DRIVE
12’ SHARED PATH
? ? ? ? ?
P
2nd Street
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 53
Broad Boulevard concept, looking east
Match Line
1st Street
Team
Petroleum
Team
Petroleum
EXISTING BUS
STOP
AVERAGE DISTANCE
FROM HOMES
TO EDGE OF
PAVEMENT: 25’-0”
?
Buckingham
Neighborhood
LINCOLN CORRIDOR PLAN
54 Draft March 18, 2014
Match Line
Alternative 2 - Modest Median
Central
The Modest Median concept is
characterized by a median that extends
most of the corridor. The median varies
in width, with a maximum width of
approximately 16’. A shared path is
provided on the south side of the street,
creating a convenient connection to the
east for both pedestrians and bicyclists.
Key characteristics of this alternative
include:
• Pedestrian - Shared path on the south
side of Lincoln; detached walk on
north side of Lincoln
• Bicycle - One-way on-street bike lanes
both sides; shared path on south side
• On-Street Parking - Angled parking on
north side
• Neighborhood Buffer - Detached walk
with landscape area; no on-street
parking
• Landscape - Trees and plantings at
street edges and in medians
• Access - Potential limited access to
some businesses, as shown
?
P
Pedestrian
Bicycle
Shared Path
Access
On-Street
Parking
Landscape
3rd Street
In-Situ
Rocky
Mountain
Hydroponic
Hydro
Construction
MULTI-USE PATH
BIKE
BIKE
MEDIAN
DRIVE
DRIVE
WALK
2nd Street
ham
hood
Buckingham
Neighborhood
Modest Median concept, looking east
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 55
Match Line
1st Street
Team
Petroleum
Team
Petroleum
AVERAGE DISTANCE
FROM HOMES
TO EDGE OF
PAVEMENT: 40’-0”
EXISTING BUS
STOP
?
P P P
2nd Street
Buckingham
Neighborhood
?
P
Pedestrian
Bicycle
Shared Path
Access
On-Street
Parking
Landscape
LINCOLN CORRIDOR PLAN
56 Draft March 18, 2014
Match Line
Alternative 3 - Skinny Street
Central
The Skinny Street concept is characterized
by a center turn lane and limited
median, providing flexibility in turning
movements along the majority of the
corridor. One-way off-street bike lanes
with generous landscape areas are
provided on both sides of the street. Key
characteristics of this alternative include:
• Pedestrian - Detached walks both sides
• Bicycle - One-way off-street bike lanes
both sides
• On-Street Parking - On-street parallel
parking north side; potential future
parallel parking on south side
• Neighborhood Buffer - Attached
walk with generous landscape area;
residential parking in driveways
within ROW
• Landscape - Trees and plantings at
street edge and in median where
possible
• Access - Potential limited access to
some businesses, as shown
3rd Street
In-Situ
Rocky
Mountain
Hydroponic
Hydro
Construction
BIKE
BIKE
WALK
DRIVE
DRIVE
WALK
P
P P P P P P P
2nd Street
ham
hood
Buckingham
Neighborhood
2nd Street
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 57
Skinny Street concept, looking east
Match Line
ACE Auto
Collision
Experts
Rocky
Mountain
Cultured
Marble
Fort Collins
Monument
Odell Brewing
Company
Woodward Campus
DRIVE
12’ SHARED PATH
PROPOSED BUS
STOP
PROPOSED BUS
STOP
POTENTIAL PEDESTRIAN
CONNECTION FOR BREWERY
TOURS
DRIVE
BIKE
WALK
BIKE
BIOSWALE
BIOSWALE
FUTURE ANGLED
PARKING
? ?
P P
P
LINCOLN CORRIDOR PLAN
58 Draft March 18, 2014
Match Line
?
P
Pedestrian
Bicycle
Shared Path
Access
On-Street
Parking
Landscape
Alternative 1 - Broad Boulevard
East
The Broad Boulevard concept is
characterized by a generous 30’ median
with a double row of trees, located in the
middle section of the corridor. A shared
path is located on the north side of the
street for pedestrians and casual bicyclists
visiting breweries or businesses. Key
characteristics of this alternative include:
• Pedestrian - Shared path on north side
of Lincoln; detached walk on south
side of Lincoln
• Bicycle - One-way on street bike lanes
(both sides); shared path on north side
• On-Street Parking - On-street parking
Lemay Avenue
Bank of
Colorado
Stor-Mor Self Storage
ACE Auto Fort Collins Brewery
Collision
Experts
The
Backporch
Cafe
Lambspun
DRIVE
EXISTING
BUS STOP
EXISTING
BUS STOP
12’ SHARED PATH
DRIVE
BIKE
BIKE
BIOSWALE
BIOSWALE
? ?
P P P P
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 59
Broad Boulevard concept, looking east
Match Line
ACE Auto
Collision
Experts
Rocky
Mountain
Cultured
Marble
Fort Collins
Monument
Odell Brewing
Company
Woodward Campus
PROPOSED BUS
STOP
PROPOSED BUS
STOP
POTENTIAL PEDESTRIAN
CONNECTION FOR BREWERY
TOURS
DRIVE
MEDIAN
BIKE LANE
WALK
DRIVE
BIKE LANE
MULTI-USE PATH
BIOSWALE
BIOSWALE
? ? ?
P P P P
Match Line
Alternative 2 - Modest Median
East
The Modest Median concept is
characterized by a median that extends
most of the corridor. The median varies
in width, with a maximum width of
approximately 16’. A shared path is
provided on the south side of the street,
creating a convenient connection to the
Woodward campus for both pedestrians
and bicyclists. Key characteristics of this
alternative include:
• Pedestrian - Shared path on the south
side of Lincoln; detached walk on
north side of Lincoln
• Bicycle - One way on street bike lanes
both sides; shared path on south side
• On-Street Parking - Angled parking
on north side; potential future parallel
parking on south side
• Neighborhood Buffer - Not applicable
this segment
• Landscape - Trees and plantings at
street edges and in medians
• Access - Potential limited access to
some businesses, as shown
LINCOLN CORRIDOR PLAN
60 Draft March 18, 2014
?
Lemay Avenue
Stor-Mor Self Storage
Fort Collins Brewery Bank of
Colorado
The
Backporch
Cafe
Lambspun
EXISTING
BUS STOP
EXISTING
BUS STOP
DRIVE
MEDIAN
BIKE
WALK
DRIVE
BIKE
FUTURE PARKING
MULTI-USE PATH
BIOSWALE
POTENTIAL LEFT
TURN LANE ON
LEMAY TO BACK
PORCH CAFE
?
Match Line
Modest Median concept, looking east
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 61
Proposed
Bus
Stop
Proposed
Bus Stop
ACE Auto
Collision
Experts
Rocky
Mountain
Cultured
Marble
Fort Collins
Monument
Odell Brewing
Company
Woodward Campus
DRIVE
MEDIAN
BIKE
ENHANCED
CROSSING
WALK
DRIVE
FUTURE PARKING
BIKE
WALK
BIOSWALE
BIOSWALE
POTENTIAL PEDESTRIAN
CONNECTION FOR BREWERY
TOURS
? ?
P P P
?
P
Pedestrian
Bicycle
Shared Path
Access
On-Street
Parking
Landscape
Match Line
LINCOLN CORRIDOR PLAN
62 Draft March 18, 2014
Alternative 3 - Skinny Street East
The Skinny Street concept is characterized
by a center turn lane and limited
median, providing flexibility in turning
movements along the majority of the
corridor. One-way off-street bike lanes
with generous landscape areas are
provided on both sides of the street. Key
characteristics of this alternative include:
• Pedestrian - Detached walks both
sides
• Bicycle - One-way off-street bike lanes
both sides
• On-Street Parking - On-street parallel
Lemay Avenue
Fort Collins Brewery Bank of
Colorado
ACE Auto
Collision
Experts
Campus
The
Backporch
Cafe
Stor-Mor Self Storage
Lambspun
DRIVE
MEDIAN
BIKE
WALK
WALK
DRIVE
BIKE
BIOSWALE
BIOSWALE
POTENTIAL LEFT
TURN LANE ON
LEMAY TO BACK
PORCH CAFE
? ?
P P
P
EXISTING
BUS STOP
EXISTING
BUS STOP
Match Line
Skinny Street concept, looking east
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 63
Pedestrian
Overlook with
Benches and
Flower Pots
Pedestrian
Lights
New Trail
Connection
Shared Path
Drive Lane
Mixing
Zone
Mixing
Zone
Walk
Walk
Walk
Walk Walk
Walk
Plaza
Drive Lane
Poudre Trail
On Street Bike Lane
On Street Bike Lane
On Street Bike Lane
On Street Bike Lane
On Street Bike Lane
On Street Bike Lane
LINCOLN CORRIDOR PLAN
64 Draft March 18, 2014
Washington Avenue Bridge, Golden Colorado was a precedent studied for the Lincoln Bridge because it has broad
walks for pedestrians and overlooks.
Bridge Alternatives
Plan view enlargements of the Poudre
River bridge show the bridge concepts
associated with each alternative. All
three alternatives include improved
connections to the Poudre River Trail,
and a zone where pedestrians and
bicyclists must mix together at the
right end of the bridge where the trail
meets the street. The designs consider
the differences in locations for leisure
bicyclists accommodated on shared use
paths shown on Alternatives 1 and 2,
and the absence of a shared use path on
Alternative 3.
The Broad Boulevard bridge includes bike
lanes, a wide walk on the downstream
side, and a wider walk with a buffer next
to the bike lane and an overlook on the
north side. Bicyclists coming from the east
on the shared use path on the north side
of the street would mix with pedestrians
on the wider walk, or move to the bike
lane to cross the bridge.
Alternative 1 - Broad Boulevard
Pedestrian
Overlook with
Tables, Chairs and
Flower Pots
Pedestrian
Lights
New Trail
Connection
Walk
Median
Drive Lane
Mixing
Zone
Mixing
Zone
Walk Walk
Walk
Walk
Walk
Shared Path
Plaza
Drive Lane
On Street Bike Lane
On Street Bike Lane
Poudre Trail
On Street Bike Lane
On Street Bike Lane
On Street Bike Lane
On Street Bike Lane
Planters
Street Edge
Monuments
Benches
New Trail
Connection
Walk
Drive Lane
Mixing
Zone
Mixing
Zone
Walk Walk
Walk
Walk
Overlook
Walk
Off Street Bike Lane
Off Street Bike Lane
Overlook
Drive Lane
Off Street Bike Lane
Poudre Trail
Off Street Bike Lane
On Street Bike Lane
On Street Bike Lane
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 65
Alternative 2 - Modest Median
Alternative 3 - Skinny Street
The Modest Median bridge includes bike
Jefferson St.
Riverside Ave.
1st St.
2nd St.
3rd St.
Willow St.
Lemay Ave.
College Ave.
Mason St.
Howes St.
Lincoln Ave.
Buckingham St.
Mountain Ave.
Oak St.
Magnolia St.
Mulberry St.
Myrtle St.
Laurel St.
Plum St.
Linden St.
Vine Dr.
Maple St.
Remington St.
Peterson St.
Whedbee St.
Smith St.
Stowe St.
Cowan St.
12th St.
MMou ou unta t Av
Je J St St.
t.
Downtown
Transit
Center
LINCOLN CORRIDOR PLAN
66 Draft March 18, 2014
Bus/ Rail Transit
Alternatives
The study team assessed various
transit options, including continuing
the existing service, enhancing existing
service, adding a Downtown Circulator
(consistent with the Transfort Strategic
Operating Plan), adding a Downtown
Circulator with a custom vehicle (e.g.,
rubber-tired trolley or innovative
bus vehicle), and rail trolley. The
three roadway design alternatives
described previously were developed
to support each transit option except
rail trolley, include transit stops that
can accommodate the existing buses, as
well as alternative types of downtown
circulator vehicles.
The rail trolley was determined to
have substantial costs and challenges
associated with operations, railroad
and bridge crossings, and potential
connectivity through downtown to the
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 67
Transit Alternatives Summary
Description Likely User Groups
Capital/
Ongoing Cost
Vehicle Type
1
Maintain Existing Service
• Route 5 - 60 minute frequency
• Route 14 – 60 minute frequency
• 30 Minute (combined) service connecting to MAX
• Transit Dependent
Populations
• Green Riders
$ / Neutral
2
Enhance Existing Service
• Increase frequencies on existing routes that are currently
serving Lincoln
• 15 Minute (combined) service connecting to MAX
• Transit Dependent
Populations
• Green Riders
• Area Residents
• Area Employees
$ / $
3
Downtown Circulator Service Using Standard Bus
• Shuttle – 10 minute frequency connecting to MAX
• Transit Dependent
Populations
• Green Riders
• Area Residents
• Area Employees
• Area Visitors
$$ / $$
4
Downtown Circulator Service Using Custom Vehicle
• Shuttle – 10 minute frequency connecting to MAX
• Transit Dependent
Populations
• Green Riders
• Area Residents
• Area Employees
• Area Visitors
• Tourists
$$$ / $$
5
Rail Trolley
Downtown Circulator Service Using Custom Vehicle
• Connection between Downtown and Lincoln Avenue
• Transit Dependent
Populations
• Green Riders
• Area Residents
• Area Employees
• Area Visitors
• Tourists
$$$$$ / $$
LINCOLN CORRIDOR PLAN
68 Draft March 18, 2014
Bike Alternatives
The Lincoln Avenue Corridor Plan
considered a variety of on-street bicycle
and shared use pathway facility types
in the Corridor Design Alternatives
phase of the project. A number of
factors are considered to determine the
most appropriate type of facility for a
particular location—roadway speeds,
volumes, right-of-way width, presence
of parking, adjacent land uses, number
of intersections and potential conflicts
with turning vehicles, and expected user
types—are all critical elements.
Studies find that some of the most
significant factors influencing bicycle use
are motor vehicle traffic volumes and
speeds. Most bicyclists prefer facilities
that are separated from higher volume
and higher speed motor vehicle traffic,
perceiving these facilities as efficient and
safe. If a rider perceives that the route is
efficient and safe, she will be more likely
to choose bicycling over driving.
Many types of bike facilities were
considered, including buffered bike lanes;
separate bike-only paths; shared-use
paths; and protected bike lanes, which are
lanes on the roadway that are solely for
bike use but separated from traffic with
physical barriers.
The three alternatives described in the
following section show variations in how
to accommodate leisure bicyclists on
shared paths or walks. All alternatives
also include on-street bike lanes for
more intrepid bicyclists. Options for
lane markings, off-street to on-street
transitions at intersections, road crossings,
and signage for each alternative are
shown in more detail in this section.
Lincoln corridor bike facility options considered
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 69
Diagrammatic illustration of an on-street bike lane with parallel parking
Diagrammatic illustration of a raised cycle track adjacent to parallel parking
A “dual” buffered bike lane in Davis, California provides
cyclists separation from both parked and moving cars.
Colored concrete at driveway
crossing along shared-use path
Colored pavement at driveway
Colored pavement at intersection crossing along buffered bike lane
crossing along buffered bike lane
Colored concrete pavers increase the visibility of a
shared-use path crossing a roadway in Tucson, Arizona.
LINCOLN CORRIDOR PLAN
70 Draft March 18, 2014
Broad Boulevard
The bicycle facilities in the Broad
Boulevard concept are buffered bike lanes
that follow the direction of vehicular
traffic and a separate two-way shared-
use path along the north side of Lincoln
Avenue. The shared-use path provides
an off-street option for less confident or
leisure cyclists, while the buffered bike
lanes can be used by more experienced
riders. A buffer is shown on both the
parking side and the travel lane side
of the bike lane (see image below). The
buffer on the parking side will reduce the
likelihood of bicyclists being hit by the
driver-side vehicle door, and encourages
better parking compliance within the
parking stall.
In order to increase the safety and
visibility of pedestrians and bicyclists
and driver awareness, a number of
elements such as pavement color,
signage, pavement markings, and
crossing treatments are suggested for the
bicycle facilities in the Broad Boulevard
alternative.
Where the Shared-Use Path intersects a
driveway, roadway, or intersection, the
following treatments are recommended:
Driveway and Roadway Crossing
Treatments
• Incorporate colored concrete at
driveway crossings to increase
visibility (Note: Shared-Use Path shall
remain at the same elevation as the
adjacent sidewalk)
• Install bicycle and pedestrian trail
crossing sign with yield lines on
roadway
• Install stop sign and stop line a
minimum of 15’ clear of shared-use
path crossing for queuing vehicles
• Optional Improvement: Add white
“elephants feet” and bike symbols
to increase visibility of the driveway
crossing
Typical driveway and intersection treatments for the shared-use path and buffered bike lane
walk
Sidewalk
Buffered Bike Lane
Buffered Bike Lane
Proposed Trail Access Ramp
Existing Trail
Mixing
Zone
Mixing
Zone
Access Ramp
Intersection crossing markings guide bicyclists in a clear
and direct path through the intersection.
CROSSWALK
A crosswalk in Indianapolis, Indiana provides dedicated
space for users of a Share-Use Path at a roadway
crossing.
A high visibility crosswalk at the
intersection of Lincoln and Lemay
provides shared-use path users a safe
crossing to the on-street bike lanes
Colored pavement at intersections & driveways increase
the visibility of the facility and identifies areas of conflict.
A safe connection at the Poudre River Trail provides users the option to travel both east and west along Lincoln Avenue.
Colored pavement at roadway
crossing along buffered bike lane
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 71
Intersection Crossing Treatments
• Install stop sign, stop bar and ‘high
visibility’ crosswalks on roadway for
increased awareness of bicyclists and
pedestrians
Buffered Bike Lanes
Where the Buffered Bike Lanes intersect
a driveway, roadway, or intersection, the
following treatments are recommended:
Driveway & Roadway Crossing
Treatments
• Install white dotted lines and shared
lane markings on street to increased
visibility of bicyclists at driveways and
roadways
• Optional Improvements: Add green
paint in bike lanes when crossing
roadways or driveways
Intersection Crossing Treatments
• Install white dotted lines and shared
lane markings for increased visibility
of bicyclists
Optional Improvements:
• Colored pavement may be used for
increased visibility within conflict
areas or across entire intersection
Colored concrete at driveway
crossing along shared-use path
Typical driveway crossing treatments for the shared-use path on Lincoln Avenue.
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Modest Median
The bicycle facilities considered in the
Modest Median concept are buffered bike
lanes that follow the direction of vehicular
traffic and an off-street two-way shared-
use path on the south side of Lincoln
Avenue. As described previously, a buffer
should be placed on both the parking side
and the travel lane side of the bike lane
when parking is present.
Where the Shared-Use Path intersects a
driveway, roadway, or intersection, the
following treatments are recommended:
Driveway and Roadway Crossing
Treatments
• Incorporate colored concrete at
driveway crossings to increase
visibility (Note: Shared-Use Path shall
remain at the same elevation as the
adjacent sidewalk)
• Install bicycle and pedestrian trail
crossing sign with yield lines
• Install stop sign and stop line a
minimum of 15’ clear of shared-use
path crossing for queuing vehicles
• Optional Improvement: Add white
“elephants feet” and bike symbols
to the increase visibility of driveway
crossings
Intersection Crossing Treatments
• Install stop sign, stop bar and ‘high-
visibility’ crosswalks for increased
visibility of bicyclists and
pedestrians
Where the Buffered Bike Lanes intersect
a driveway, roadway, or intersection, the
following treatments are recommended:
Driveway and Roadway Crossing
Treatments
• Install white dotted lines and shared
lane markings on street to increased
visibility of bicyclists at driveway
• Optional Improvements: Add green
paint in bike lanes when crossing
roadways or driveways.
Intersection Crossing Treatments
• Install white dotted lines and shared
lane markings for increased visibility
of bicyclists
• Colored pavement may be used for
increased visibility within conflict
areas or across entire intersections
“Elephants feet” treatment increases the visibility of a
shared-use path as it crosses a roadway in Billings,
Montana.
Colored pavement at bus zone
conflict area along buffered bike lane
Colored pavement marks the bus
zone and turning lane conflict areas
along the buffered bike lane
Intersection crossing markings
Dotted lines and shared lane markings guides bicyclists
through the intersection in a straight and direct path.
The use of colored pavement mark the potential conflict area for buses and bicyclists along Lincoln Avenue.
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Intersection crossing markings indicate the intended path of bicyclists.
Intersection crossing markings in Denver, Colorado
raise awareness for both bicyclists and motorists to
potential conflict areas.
Colored pavement and bike symbols identify the
potential conflict area at a roadway crossing
One-way raised protected bike lane
Pavement markings at this driveway crossing on the
Cully Street Cycle Track in Portland, Oregon notify
cyclists and drivers of a potential conflict area.
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Skinny Street
The bicycle facilities considered for the
Skinny Street alternative include one-way
raised protected bike lanes on both sides
of the street that follow the direction of
vehicular traffic. The raised protected
bike lane provides a separated facility
for cyclists while the detached sidewalk,
buffered from the road by a strip of
landscaping, provides a comfortable
walking experience.
Protected bike lanes provide a high
level of comfort for many users,
however innovative treatments still
need to be considered for driveway and
roadway crossings and intersections
and intersection approaches. In order
to increase the visibility of bicyclists
and awareness by drivers, a number of
elements such as pavement color, signage,
pavement markings, and crossing
treatments are suggested for the bicycle
facilities in the Skinny Street alternative.
Where the protected bike lane intersects
a driveway, roadway, or intersection, the
following treatments are recommended:
Graphic shows ways to improve safety at driveways and minor roadway intersections
Driveways crossings are a unique challenge of
protected bike lane design. Color is used to identify the
conflict area along this Cambridge, Massachusetts bike
lane.
Dotted white lines and shared lane markings guide
cyclists through the intersection
Colored pavement at the turning lane conflict area
increases bicycle visibility
Colored pavement at roadway
crossing along buffered bike lane
One-way raised protected bike lane transitions to
a buffered bike lane west of the bridge
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Driveway and Roadway Crossing
Treatments
• Incorporate colored concrete at
driveway crossings to increase
visibility (Note: Shared-Use Path shall
remain at the same elevation as the
adjacent sidewalk)
• Install white dotted lines, shared lane
markings and ‘turning vehicle yield to
bikes’ sign for increased visibility of
cyclists
• Optional Improvements: Add green
paint in bike lanes when crossing
roadways or driveways.
Intersection Crossing Treatments
• At the intersections and roadway
crossings, a raised protected bike lane
can be dropped and merged onto
the street, or it can be maintained at
sidewalk level, where cyclists can
cross with pedestrians and other users.
In addition, moving the protected
bike lane to the curb edge allows for
increased visibility of cyclists.
• Install white dotted lines and shared
lane markings for increased visibility
of bicyclists
• Thin conflict areas or across entire
intersections
Driveway and intersection treatments
Intersection crossing treatments at Lincoln and Jefferson
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Roundabouts
The City of Fort Collins evaluates
roundabouts as a traffic control
alternative to reduce vehicle idling time.
In the Lincoln Corridor, roundabouts
were suggested to assist with vehicle
access when direct access to adjacent
properties is affected by the installation
of raised medians. Essentially, a
roundabout could be used to allow
motorists, and specifically larger trucks,
a convenient and controlled method
of conducting u-turns. In the right
circumstances, a roundabout can be an
efficient traffic control device while also
being a pleasing aesthetic feature.
This approach would be most effective
with Alternatives 1 and 2, the Broad
Boulevard and Modest Median
alternatives, where landscaped medians
are proposed. Two roundabouts were
considered to be the maximum number
needed and their optimal locations for
installation were considered to be at the
Odell Brewery/Woodward West Access
and at the Fort Collins Brewery. These
locations are at the approximate west and
east ends of the Lincoln Corridor Plan
segment that needs a u-turn opportunity
(the East segment).
Advantages
• Provides the u-turn opportunity
discussed above for those alternatives
with raised medians that restrict some
property access
• Provides an opportunity for creating
aesthetic gateway features
Disadvantages
• Not necessarily required to provide
good access for property owners
along the corridor. While some access
would be restricted, access alternatives
to the City’s arterial street network is
available
• If installed, the footprint required for
a roundabout that can accommodate
even a modest truck size would
impact right-of-way on both sides
of Lincoln Avenue. The following
graphics show approximate
dimensions for the inscribed circle of
single-lane roundabouts for a WB-40
vehicle (example: beer delivery truck)
and a WB -67 (a typical semi-truck that
delivers goods to businesses along the
Lincoln Corridor)
Conceptual rendering of a roundabout
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Draft March 18, 2014 77
Conclusion
Given the right-of-way dimensions along the East segment (approximately 107’ to
124’), and considering the additional space needed to accomodate pedestrian and
cyclists, it is clear that the installation of roundabouts would significantly impact
adjacent properties, and require significant right-of-way acquisition.
Based on this analysis, it was determined that roundabouts are not a desired or needed
traffic control element for the Lincoln Corridor.
A 130’ diameter roundabout is needed to accomodate a WB-67, a typical
semi truck
A 105’ diameter roundabout is needed to accomodate a WB-40, a small
delivery truck
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Streetscape Amenities
The analysis of alternatives included an initial assessment of potential streetscape
amenities. Streetscape amenities provide comfortable and engaging gathering areas,
and also reinforce the unique brand and identity of the district. Components associated
with three different styles have been assembled to demonstrate choices regarding the
character of the streetscape amenities. The styles are very conceptual in nature, and
meant to suggest an overall approach to the design of the streetscape amenities, rather
than illustrate the specific furnishings that will be selected for the street. Regardless of
which style is preferred, the streetscape amenities will:
• Connect with Downtown. Although the Lincoln Corridor is not part of the
historic downtown, it is a primary connector to it. The design of the street will be
complementary to the character of downtown.
• Enhance the Eclectic Character of the Corridor. The Lincoln Corridor includes
a diversity of land uses, including natural areas, industrial, commercial and
residential. This blend of uses is what makes Lincoln special and unique in Fort
Collins. The design of the street will support and enhance this eclectic character.
• Create a Fresh Identity. Streetscape amenities will help create a fresh look for the
district, while respecting and celebrating the rich history of the area.
modern
The modern style is characterized by bold forms and
contemporary finishes
organic
The organic style is characterized by sinuous or
irregular forms and natural finishes
rugged
The rugged style is characterized by simple, basic
forms and coarser, earthen finishes
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Signage/Monument
Lighting
Bench
Lighting
Bench
Bike Rack
Trash
Receptacle
Wall/Fence
Trash Receptacle
Wall/Fence
Bench
Bike Rack
Trash Receptacle
Wall/Fence
Signage/Monument
Lighting
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SECTION 2.2
COMMUNITY
ENGAGEMENT Community engagement during Phase
2 included community workshops, a
Stakeholder Group meeting, an online
survey, and visits with Boards and
Commissions. In general, the Broad
Boulevard alternative and Skinny Street
alternative were slightly more supported
than the Modest Median. Other key
themes included:
• Concern over changing access to
the Buckingham Neighborhood and
businesses
• Protecting the privacy of Buckingham
Neighborhood residents and buffer
from adjacent industrial uses
• Providing sufficient access to
businesses for employees, delivery
trucks and patrons
• Providing an attractive streetscape that
incorporates eclectic street character
that matches the unique surroundings
• Concern over safety for pedestrian and
bicyclists
• Overwhelming support for a path that
can accommodate leisure bicyclists on
the north side of the street
• Appreciation for improvements being
made to the Lincoln Bridge
• Support for a Downtown Circulator
with a custom vehicle
A summary of each of the community
outreach events follows.
Community Workshops
September 19, 2013
The Community Workshops provided
the community an opportunity to review
and evaluate three alternatives for the
Lincoln Corridor. Two workshop sessions
were held on September 19 to review and
discuss the alternatives.
Each meeting began with an introduction
to the project, an overview of community
outreach activities and results to-date,
existing conditions, and an overview of
the alternatives and key components.
Participants were asked to break into two
groups to discuss and evaluate the pros
and cons of each alternative. Following
this discussion, each group reported key
discussion points and findings to the
larger group. At the conclusion of the
workshop, participants were asked to
complete an evaluation form and rate the
alternatives. Evaluation criteria included
multi-modal mobility, safety, access to
businesses and residences, and landscape
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neighborhood residents, safety for all
modes of travel, providing separate bike
lanes in all alternatives, and incorporating
a multi-use path on the north side of the
street in the Skinny Street Alternative.
Participants rated the Skinny Street
alternative the highest in the performance
evaluation, but indicated an overall
preference for the Broad Boulevard
Alternative for all three segments of the
corridor. The Rugged style of streetscape
amenities was heavily favored over
Organic and Modern. Participants
voiced appreciation for bridge design
alternatives that incorporated overlooks
and seating areas where pedestrians could
enjoy the view of the Poudre River.
Stakeholder Workshop
September 25, 2013
The purpose of the Stakeholder
Workshop was to provide stakeholders an
opportunity to review and evaluate three
alternatives for the Lincoln Corridor.
The stakeholder group is comprised of
residents from Alta Vista, Andersonville,
and Buckingham neighborhoods,
Lincoln Corridor business owners or
representatives, and other community
leaders.
The workshop began with an introduction
to the project, an overview of community
outreach activities and results to-date,
existing conditions, and an overview of
the alternatives and key components.
Participants were asked to break into two
groups to discuss and evaluate the pros
and cons of each alternative. Following
this discussion, each group reported key
discussion points and findings to the
larger group. At the conclusion of the
workshop, participants were asked to
complete an evaluation form and rate the
alternatives. Evaluation criteria included
multi-modal mobility, safety, access to
businesses and residences, and landscape
enhancements.
Key themes resulting from this workshop
include: protecting the privacy of
Buckingham Neighborhood residents;
providing sufficient access to businesses
for employees, delivery trucks and
patrons; providing sufficient room for on-
street truck turning radii movements; and
providing an eclectic street character that
matches the unique surroundings. Shared
or closed accesses to businesses were not
recommended.
Participants rated the Skinny Street
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Key themes that emerged included:
concern over safety for pedestrian and
bicyclists; an overwhelming preference
for a shared path on the north side
of the street; and an appreciation for
improvements being made to the Lincoln
Bridge.
Survey results indicated an overall
preference for the Broad Boulevard
alternative; nearly 50% of respondents
selected this alternative for all three
segments. Skinny Street came in second
with 30%, followed by Modest Median
with 20%. Respondents favored a
downtown circulator route as a transit
option. Nearly 50% of respondents
preferred a custom bus, with 20%
selecting a standard bus. The Rugged
streetscape amenities style was favored
by over 50% of respondents, with
the Organic style favored by 40% of
respondents.
Combined Results
The combined preferences for the
alternatives, transit options, and
streetscape amenities that were received
during the community workshop,
stakeholder workshop and online survey
are summarized as follows:
Alternatives Survey Summary
1. Rate the strength of each alternative:
Attendees were asked to rate each
alternative from 5 to 1 (5 representing
the strongest; 1 the weakest) using the
following criteria:
• Pedestrian Mobility
• Cyclist Mobility - Commuter
• Cyclist Mobility - Leisure
• Personal Vehicle
• Delivery Truck
• Safety (all modes)
• Enhances Existing Neighborhoods
• Visual Appeal
• Access (for neighborhood and
businesses)
The results varied, but overall the Broad
Boulevard alternative ranked highest,
followed by the Skinny Street alternative.
Results
Findings from the three community outreach events are summarized below:
1. Rate the strength of each alternative:
Attendees were asked to rate each alternative from 5 to 1 (5 representing the strongest; 1 the
weakest) using the following criteria:
• Mobility
o Pedestrian
o Commuter Cyclist
o Leisure Cyclist
o Personal Vehicles
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2. What is your Preferred Plan for
each segment (measured by percent of
respondents)?
The corridor is divided into three distinct
segments: West, Central and East.
Respondents were asked to indicate their
Preferred Plan for each segment. Broad
Boulevard ranked highest for all three
segments, followed by Skinny Street.
3. Which public transit option do you
prefer?
Participants were asked to select
their preference for transit options. A
downtown circulator service using a
custom vehicle was preferred.
4. Which streetscape amenities concept
do you prefer?
Participants were asked to select a
preferred style for streetscape amenities
along Lincoln. The Rugged style was
preferred.
Complete survey results and comments
are found in Appendix B-3.
Preferred alternative preference summary
The corridor is divided into three distinct segments: West, Central and East. Respondents were
asked to indicate their preferred alternative for each segment. Broad Boulevard ranked highest
followed by Skinny Street.
0
10
20
30
40
50
60
West: Riverside
Ave./Jefferson St. to
1st St. (including
Lincoln Bridge)
Central: 1st Street to
3rd Street
East: 3rd Street to
Lemay Avenue
Alt. 1: Broad Boulevard
Alt. 2: Modest Median
Alt. 3: Skinny Street
Page 5 of 10
3. Which public transit option do you prefer?
Participants were asked to select their preference for transit options. A downtown circulator
service using a custom vehicle was preferred.
4. Which streetscape amenities concept do you prefer?
Participants were asked to select a preferred style for streetscape amenities along Lincoln. The
Rugged style was preferred.
Downtown
Circulator
Service Using
Custom Vehicle
46%
Downtown
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84 Draft March 18, 2014
SECTION 2.3
ALTERNATIVES
EVALUATION Evaluation Methodology The alternatives were evaluated by a variety of factors, including performance
criteria, level of community support, cost, and triple bottom line considerations. The
performance criteria are based on a set of five objectives. These objectives emerged
directly from the project vision and support the goal statements developed in Phase I
of the project.
Objective #1 - Improve Multi-Modal Mobility
Objective #2 - Improve Safety
Objective #3 - Create Active Street Environment
Objective #4 - Enhance Appearance
Objective #5 - Incorporate Sustainable Street Design Practices
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For each of the objectives, key criteria
have been defined that are related
to achievement of that objective, as
shown across the top of the alternatives
evaluation table on the following page.
The evaluation table includes a “Base
Alternative”, by which the alternatives
can be compared. This Base Alternative
incorporates both the minor arterial street
standard and the existing condition of the
street as standards for comparison and
evaluation purposes.
The chart on the following page provides
a rating of poor, fair or good for each
corridor segment (West, Central, East)
as well as the specific bridge designs
associated with the alternatives. A “poor”
rating indicates that the alternative
performs below average, with a minor
issue or condition. A “fair” rating
indicates that the alternative performs
average, and in most cases meets the
minor arterial standard, at minimum.
A “good” rating indicates that the
alternative performs well, and in most
cases exceeds the performance of the
minor arterial street standard. Detailed
descriptions of the basis for ratings
associated with each criterion, and
their relationship to triple bottom line
sustainability categories (environmental,
social, and economic) are provided in
Appendix B-4.
The table shows that the existing
condition and minor arterial standard
favor mobility for motorists and trucks,
and are generally less favorable for
bicyclists and pedestrians, as well as
safe intersections and entry drives. The
existing condition and minor arterial
standard also perform worse in creating
an active street environment, appearance
and sustainability.
The performance of the alternatives across
the segments varied. Generally, the Broad
Boulevard alternative and Skinny Street
alternatives performed better than the
Modest Median. However, the evaluations
associated with each criterion for each
segment are important because there are
design elements from each alternative that
can be considered in the development of
a Preferred Plan. The Preferred Plan does
not have to be defined by one alternative
as presented, but rather can incorporate
the most desired and effective elements
from the various alternatives.
For example, the concept for the bridge
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Lincoln Corridor alternatives evaluation table
Objective #1 Improve Multi-Modal Mobility Objective #2 Improve Safety
Alternative Accommodates
Traffic Flow
Pedestrian
Comfort and
Convenience
Commuter
Bicyclist
Comfort and
Convenience
Leisure
Bicyclist
Comfort and
Convenience
Motorist
Access and
Convenience
Commercial
Truck
Access and
Convenience
Transit
Access and
Convenience
Provides
Safe
Crossings at
Intersections
and
Entrance
Drives
Provides
a Buffer
Between
Vehicular
Traffic and
Bicyclists
Reduces
Driveway
Access
Conflict
Points
Base
Alternative
Existing Condition
(Includes Woodward Interim Improvements)
Fair Poor Fair Poor Good Good Fair Poor Poor Poor
Minor Arterial Standard Good Fair Fair Poor Good Good Good Fair Fair NA
West
Broad Boulevard West
Fair Fair Good Good Good Fair Good Good Good Poor
Modest Median West Good Good Good Good Fair Fair Good Good Good Fair
Skinny Street West Good Good Good Good Fair Good Good Good Good Fair
Central
Broad Boulevard Central
Fair Good Good Good Poor Fair Good Good Good Good
Modest Median Central Good Fair Good Good Fair Poor Good Fair Good Fair
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Objective #3 Create Active Street Environment Objective #4 Enhance
Appearance
Objective #5: Incorporate Sustainable Street
Design Practices Community Cost
Promotes
Traffic
Calming
Provides
Convenient
On Street
Parking
Anticipates
Future
Redevelopment
Potential for
Pedestrian
Gathering
Areas
Provides
Adequate
Landscape
Enhancements
Potential for
Streetscape
Amenity
Enhancements
Transit
Oriented
Potential for
Bioswales &
Stormwater
Infiltration
Potential
for Pervious
Pavement
Community
Support
Capital
Cost
Lifecycle
Costs
Poor Poor Poor Poor Poor Poor Fair Poor Poor NA NA NA
Poor Poor Poor Poor Fair Fair Good Fair Poor NA NA NA
Fair Poor Fair Fair Good Good Good Good Fair Good Fair Good
Fair Poor Fair Fair Good Good Good Good Fair Fair Fair Good
Fair Poor Fair Fair Good Good Good Good Fair Fair Fair Good
Fair Good Fair Fair Good Good Good Good Good Good Fair Good
Good Poor Fair Fair Good Good Good Good Fair Fair Fair Good
Fair Fair Fair Fair Good Good Good Good Fair Fair Fair Good
Good Good Good Good Good Good Good Good Good Good Fair Poor
Good Good Good Good Good Good Good Good Good Fair Fair Poor
Good Good Good Good Good Good Good Good Good Fair Fair Poor
Fair NA NA Good Good Good NA NA NA Good Fair Fair
Fair NA NA Good Good Good NA NA NA Good Fair Fair
Good NA NA Good Good Good NA NA NA Good Fair Fair
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Triple Bottom Line Analysis
Lincoln Corridor and Sustainability
Sustainability is a core philosophy of the City of Fort Collins,
one that underpins every City effort, from the smallest of daily
tasks to the largest multi-year initiatives. The central premise
of any sustainable operation is that it considers human (social),
economic, and environmental factors in decision-making and
management. This approach is nothing new to Fort Collins; it
has been a part of the City’s culture for years.
Social, economic, and environmental sustainability are vital to
our community’s success, and our residents expect that we will
be responsible stewards of our financial, natural, and human
resources. These three types of sustainability are commonly
used and referred to as “Triple Bottom Line”. Knowing this,
the City has steadily worked to advance its capacity in “Triple
Bottom Line” (TBL) decision-making over the years.
As part of the alternative development process for the Lincoln,
the project team conducted a TBL analysis to incorporate
social, economic, and environmental considerations into the
alternatives.
General observations from the TBL analysis are highlighted
below. The project team later conducted a TBL analysis for the
Preferred Alternative, as described in Section 3.
Social Considerations
• The social aspects of a street/corridor cannot be understated
in this process, including the opportunity to celebrate the
neighborhoods, provide additional connectivity, and address
concerns related to property values
• Limitations highlight the short-term (during construction)
impacts to neighbors and residents and a need to better
understand the long-term consequences of this effort, e.g.,
how will traffic flow through this area and what will the
impacts be on surrounding neighbors and businesses
• Neighborhood cohesiveness – opportunity to celebrate
historic qualities of existing neighborhoods
• Increased street activity and connectivity – active streetscape
• New design could reduce speed limits and improve overall
safety
• Plan may provide transit loop that will also discourage cut-
through traffic in Buckingham Neighborhood street network
• Art in Public Places will enhance cultural & aesthetic value of
adjacent neighborhoods and businesses
Economic Considerations
• Alternatives test various design options that may support
economic development in area
• Need for reconstructing Lincoln and upgrades to other
infrastructure to meet urban standards will improve
economic health of area
• Could help develop new funding collaborations – sales tax,
DDA expansion, new business attraction
• Attractive streets tend to attract high quality developments
and higher paying employment
• The proposed options for transforming Lincoln into a new
gateway may enhance economic potential for downtown and
East Mulberry areas
• Potential for enhanced/expanded transit service in area
Environmental Considerations
• Is consistent with recent Master Street Plan downsizing of
Lincoln from 4-lane to 2-lane arterial – potential air quality
benefits
• Street design will incorporate sustainability practices such as
“Green Street” and Low Impact Development improvements
• Appropriate landscaping can mitigate heat island effect
• Will preserve historic features in corridor (trees, etc.)
• Utilizing local and sustainable materials reduces embedded
energy and lifecycle costs
• Improved health and air quality created by encouraging
more cycling, walking, and transit use
• New transit vehicles may be prototyped and used in area
Buckingham Neighborhood
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SECTION 3.0
INTRODUCTION
The Preferred Plan illustrates a vision and framework for
Lincoln Avenue. This framework is flexible in accommodating
current uses while allowing for adjustments based on future
change or redevelopment along the corridor. Based on the
Preferred Plan, preliminary engineering drawings for Lincoln
Corridor have also been developed. These technical drawings
are included in Appendix D . The Preferred Plan was developed
based on the results of the alternatives evaluation described
in Section 2.3. It contains preferred components from all
three alternatives and was refined based on specific corridor
conditions and additional stakeholder input.
Key elements of the Preferred Plan include:
• Two travel lanes
• Buffered bike lanes
• Wide sidewalks (generally 10’ on north side, 8’ on south side)
• Special pavement materials to enhance aesthetics and
improve safety at driveways and intersections; delineate
vehicular and bicyclist travel lanes from pedestrian crossings
at driveways and intersections
• Transit stops and shelters
• On-street parking in select locations
• Generous landscaped median
• Streetscape amenities such as gathering areas, furniture,
lighting and art in public places
• New Lincoln bridge design with an enhanced connection to
the Poudre River
• Low Impact Development (LID) applications to improve
stormwater drainage and water quality
SECTION 3.1
COMMUNITY
ENGAGEMENT
The project team continued to meet one-on-one with business
owners and residents to get feedback on the plan as the project
evolved. A key part of this review included coordination of
existing and future driveway access and potential right-of-way
adjustments along the corridor. The Preferred Plan describes a
phased approach for access and right-of-way changes to ensure
existing access is maintained while future redevelopment
is anticipated. An online survey on the preferred plan was
conducted from January 17th through 31st, and received
approximately 170 responses. The project team also hosted a
public open house on January 23, with about 70 attendees. Key
themes that emerged from these events include:
• Encourage safe and accessible routes for bicycles and
pedestrians
• Improvements to the Lincoln Bridge are needed
• Maintain clear and direct access to businesses
Over 75% of survey respondents indicated they were either
somewhat satisfied or very satisfied with the Preferred Plan.
When asked which elements of the Preferred Plan were most
PHASE III PREFERRED PLAN
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 91
A conceptual rendering of the Preferred Plan for Lincoln Corridor. Enhancements will include low water use plantings and water quality treatments.
important, over 25% of respondents indicated buffered bike
lanes, and 16% a new Lincoln Bridge. A complete summary of
the open house and survey results are found in Appendix C-1.
While the initial Preferred Plan generally received support from
the public, key stakeholders identified a few remaining concerns,
including:
• Need for existing driveway access
• Need to accommodate truck movements
• Concern about potential congestion
• Celebrate history of the area
• Sensitivity to potential right-of-way (ROW) acquisition
Adjustments to the Preferred Plan were made based on these
concerns. A detailed summary of these issues and how they
were addressed are found in Appendix C-2.
Lincoln Corridor West Plan
Jefferson Street Riverside Avenue
Lincoln Bridge
Poudre Trail
Ranch-Way
Feeds
Ranch-Way
Feeds
Western
Convenience
Nice
Car
Inc.
Buckingham
Park
Udall
Natural Area
Enhancements
to Willow Street
Part of Future
Project
Ranch-
Way
Feeds
Parking
Ranch-Way
Feeds Parking
EXISTING
BUS STOP
BIKE
BIKE
8’ WALK
DRIVE
DRIVE
DRIVE
10’ WALK
8’ WALK
8’ WALK
1st Street
Bu
Team
Petroleum
Team
Petroleum
EXISTING BUS
STOP
EXISTING BUS
STOP
Entry
Monument
in Median
Interim
Median End to
Accommodate
Truck Turning
Movements into
Team Petroleum
Interim Median.
Neighborhood
Monument
12’
TRAVEL
LANE
12’ VARIES 10’-16’
TRAVEL
LANE
MEDIAN
RIGHT OF WAY
5’
BIKE
LANE
5’
BIKE
LANE
VARIES 18’
0 5 10 20 N
8’
SIDEWALK
8’ 11’ 8’ 10’
LANDSCAPE
ZONE
SIDEWALK SETBACK
VARIES 10’
LANDSCAPE
ZONE
LANDSCAPE
ZONE
3’
BUFFER
3’
BUFFER
5’ 3’ 1
EXISTING BUSINESS
COLORED CONCRETE
BUFFER
VARIES 10’-16’ VARIES 18’ 8’
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 93
Lincoln Corridor West
The west segment of the corridor extends
from Jefferson/Riverside west to 1st Street.
Although there is some variation in the
street section throughout this segment,
the street typically includes a single travel
lane in each direction, a buffered bike
lane on both sides of the street, a central
median, an 8’ walk on the south side of
the street, and an 8’ walk on the north
side. As there is great variation in the
street ROW width along this segment,
some ROW acquisition is necessary in
order to create a unified street condition.
There are also several access drives that
will need to remain open in the short term
but that are envisioned to close if/when
the property redevelops. The Lincoln
Bridge will be enlarged and improved
and is described in greater detail later in
this section. The landscape treatment of
medians and landscape zones is discussed
anch-Way
Feeds
Additional Driveway
Parking within ROW
for Residents
Potential New
Sidewalk
1st Street
2nd Street
3rd Street
Buckingham Neighborhood
Team
Petroleum
Team
Petroleum
In-Situ
EXISTING BUS
STOP
EXISTING BUS
STOP
8’ WALK
BIKE
PARKING
BIKE
MEDIAN
DRIVE
DRIVE
8’ WALK
Interim
Median End to
Accommodate
Truck Turning
Movements
into Hydro
Construction
terim
edian End to
ccommodate
uck Turning
ovements into
eam Petroleum
Neighborhood
Monument
Potential New
Sidewalk
Neighborhood
Monument
ear Term ROW
cquisition for
reet Design
ar Term ROW
quisition for
eet Design
Hydro
Construction
On Street
Parking
Pedestr
Gatheri
Future Bus
12’
TRAVEL
LANE
RIGHT OF WAY
12’ 10’
TRAVEL
LANE
MEDIAN
5’
BIKE
LANE
5’
BIKE
LANE
8’
0 5 10 20 N
SIDEWALK
8’
SIDEWALK
9’
PARKING
LANE
VARIES
12’
LANDSCAPE
ZONE
25’ MIN
PRIVATE YARD
VARIES
14’
LANDSCAPE
ZONE
3’
BUFFER
3’
BUFFER
P
55 10’ 3’ 5’
VARIES
14’
PARKING T’S PLACED 7’ FROM
CURB TO PROVIDE 2’ BUFFER
ALONG “DOOR ZONE”
PERMEABLE PAVERS
PROPERTY FENCE
PRIVATE RESIDENCE
LINCOLN CORRIDOR / BUCKINGHAM NEIGHBORHOOD SECTION
COLORED CONCRETE
BUFFER
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 95
Lincoln Corridor Central
The central segment of the corridor extends from 1st Street
to 3rd Street and includes the Buckingham neighborhood
frontage. The street includes a single travel lane in each
direction, a buffered bike lane on both sides of the street, a
central median, an 8’ walk on the south side of the street, an
8’ walk on the north side, and a landscape buffer between the
street and residences. Parallel parking is provided on the north
side of the street to accommodate both residents and visitors.
ional Driveway
ng within ROW
esidents
Potential New
Sidewalk
*
Potential
Sculpture
Location
Proposed
Bus Stop
Proposed
Bus Stop
ACE Auto
Collision
Experts
Rocky
Mountain
Cultured
Marble
Fort Collins
Monument
Odell Brewing
Company
Woodward Campus
DRIVE
TURN LANE
MEDIAN
BIKE
10’ WALK
DRIVE
BIKE
8’ WALK
P
3rd Street
DRIVE
DRIVE
nterim
Median End to
Accommodate
Truck Turning
Movements
nto Hydro
Construction
Neighborhood
Monument
Hydro
Construction
On Street
Parking
Pedestrian
Gathering Area
Special Event/
Food Truck
Area
Future Bus
Stop When
Property
Redevelops
Pedestrian
12’
TRAVEL
LANE
12’
TRAVEL
LANE
VARIES 6’-22’
MEDIAN
RIGHT OF WAY
5’
BIKE
LANE
5’
BIKE
LANE
13’
0 5 10 20 N
8’
SIDEWALK
8’ 9’ 13’
PARKING
LANE
10’
VARIES
10’
LANDSCAPE
ZONE
SIDEWALK LANDSCAPE
ZONE
SETBACK
VARIES
10’
LANDSCAPE
ZONE
LANDSCAPE
ZONE
3’
BUFFER
3’
BUFFER
P
3’ 5’
PARKING T’S PLACED 7’ FROM
CURB TO PROVIDE 2’ BUFFER
ALONG “DOOR ZONE”
PERMEABLE PAVERS
EXISTING BUSINESS
COLORED CONCRETE
BUFFER
8’ 8’ 55’ VARIES 6’-22’
Lincoln Corridor East A
The east segment of the corridor extends from 3rd Street to
Lemay. Due to its length, this segment is divided into two
parts, A & B. The street includes a single travel lane in each
direction, a buffered bike lane on both sides of the street, a
central median, an 8’ walk on the south side of the street, and
a 10’ walk on the north side. A special event staging area is
provided in front of Odell Brewery, including on-street parking
for food trucks and a shaded seating area.
LINCOLN CORRIDOR PLAN
Long Term ROW
Acquisition
When Property
Redevelops
Long Term ROW
Acquisition
When Property
Redevelops
*
Lemay Avenue
Fort Collins Brewery Bank of
Colorado
ACE Auto
Collision
Experts
Rocky
Mountain
Cultured
Marble
Fort Collins
Monument
Woodward Campus
The
Backporch
Cafe
Stor-Mor Self Storage
Lambspun
DRIVE
MEDIAN
BIKE
8’ WALK
10’ WALK
DRIVE
BIKE
P P
EXISTING
BUS STOP
RELOCATED
BUS STOP
Near Term ROW
Acquisition for
Street Design
Left Turn Lane
Provided Into
Property
Woodward
Entrance
Future Entry Drive
into Woodward
Campus
Semi-Truck
Loading Area.
Future On Street
Parking with
Redevelopment
Pedestrian
Gathering Area
Pedestrian
Lighting
Pedestrian
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 99
Lincoln Corridor East B
Like Part A, Part B includes a single travel
lane in each direction, a buffered bike
lane on both sides of the street, a central
median, an 8’ walk on the south side of
the street, and a 10’ walk on the north
side. Some parallel parking is provided
on the north side of the street, which will
help calm traffic, create an active edge
to the street, and provide convenient
parking for brewery and business guests.
The wide ROW in this area allows for a
generous landscaped median, a feature
that received strong support during the
community input process. In addition
to landscape enhancements, this broad
median provides an excellent location
for sculpture. Concepts for sculpture
are described in more detail later in
this section. The northern edge of the
Woodward campus is proposed to
include heavy plantings of trees to create
a park-like edge, as well as to create
a screen and buffer on the edge of the
property.
SOUTH SIDE
Note: This is the same section provided on East A
NORTH SIDE
Primary Intersections
Because the primary intersections
of Lemay Avenue and Jefferson
Street provide important bicycle and
pedestrian crossings from the Lincoln
Corridor, enlargement plans of these
intersections are provided to illustrate
how these crossings could be enhanced.
Intersections are critical components
of an enhanced bikeway and can act as
barriers to less experienced bicyclists if
bicycle accommodation is not maintained
through them. The design intent for
the Lemay Avenue and Jefferson Street
intersections is to increase awareness and
safety for bicyclists as they approach and
travel through these two intersections.
Providing intersection crossing markings
and a continuous bicycle facility through
the intersection’s helps accomplish
the goal of providing an enhanced
bikeway for a Great Street. Intersection
crossing markings aim to accomplish the
following:
• Provide safe & direct path
• Make path easy to see
• Increase visibility of cyclists
Jefferson Street Intersection
Built upon the recent Jefferson Street
accident analysis, we propose one minor
change to increase safety for cyclists. The
preferred westbound lane configuration
at the intersection of Jefferson Street
and Lincoln Avenue is a dedicated right
turn lane, a buffered bicycle lane, a
through travel lane, and a dedicated left
turn lane. The preferred eastbound lane
configuration at the intersection shall
remain in its current configuration. In
addition, intersection crossing markings
are proposed in both the westbound and
eastbound travel directions from the
leading bicycle facilities. A short bicycle
lane segment on the west side of the
intersection is also proposed to create a
safe area for bicyclists entering Mountain
Avenue. However, based on current
RIVERSIDE AVE
SCALE: 1:200
JEFFERSON STREET
E MOUNTAIN AVE
E LINCOLN AVE
DRIVE
8’ BUFFERED BIkE LANE
8’ BUFFERED BIkE LANE
8’ SIDEWALk
10’ SIDEWALk
TURN
MEDIAN
MEDIAN
Lambspun
Existing
bus stop
Existing
bus stop
LEmaY aVEnuE
tRaVEL LanE
tRaVEL LanE
8’ buFFERED bikE LanE
8’ buFFERED bikE LanE
8’ siDEWaLk
mEDian
10’ siDEWaLk
Right tuRn LanE
tuRn LanE
sCaLE: 1:300
biCYCLists using siDEWaLk
shouLD Dismount anD
usE CRossWaLk LikE
pEDEstRians
1.5’ buFFER on EithER
siDE oF 5’ bikE LanE at
intERsECtion appRoaCh
intERsECtion CRossing
maRkings to inCREasE
aWaREnEss oF potEntiaL
ConFLiCt aREas
3’ buFFER on VEhiCLE
tRaVEL LanE siDE anD 5’
bikE LanE on CuRb siDE
travel patterns and the nearby railroad
crossing, there are challenges to the lane
configuration proposed for the east side of
the intersection that need to be considered
during the final design of this corridor
and intersection. On the approach to
the intersection, colored pavement or
additional signing and markings should
be provided at the conflict area where
vehicles cross the bicycle lane to enter the
dedicated right turn lane. The ROW is not
currently wide enough to accommodate
the improvements, and if gateway
landscape features are desired, even more
ROW will be required at three of the four
corners.
Lemay Avenue Intersection
It is proposed that the westbound lane
configuration at the intersection of
Lemay Avenue and Lincoln Avenue
remain in its current configuration.
However, the preferred eastbound lane
configuration at this intersection is a
dedicated right turn lane, a buffered
bicycle lane, a through travel lane, and
a dedicated left turn lane. In addition,
intersection crossing markings are
proposed in both the westbound and
eastbound travel directions from the
leading bicycle facilities. On the approach
Sandstone Veneer
Wood Weathered Steel Textured Plantings
Crushed Stone Special Pavement
Streetscape Amenities
Streetscape amenities support the desired
vision of an active and attractive street
environment. Streetscape amenities
proposed in the Preferred Plan include
the Lincoln Bridge enhancements,
sculpture, monuments, special
pavements, and lighting as well as site
furnishings, such as benches, trash
receptacles, and bike racks.
Materials Palette
The materials proposed along Lincoln are
inspired by the warm tones and finishes
of many of the businesses and breweries
along the corridor today. The intent is
for the Lincoln streetscape amenities
to complement the architecture that
currently exists along the corridor and to
build a cohesive character and feel to the
district that is unique to Lincoln but that
also connects to and is complementary
to the style of downtown. The materials
proposed include sandstone veneer,
crushed stone, concrete pavers, wood,
weathered metal, and textured plantings.
This combination will create a welcome,
casual environment for visitors.
LINCOLN CORRIDOR PLAN
102 Draft March 18, 2014
In-Situ Fort Collins Brewery Odell Brewing Company
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 103
Stone
Veneer
Weathered
Steel
Sugar Beet History
The Lincoln Corridor is a natural place
for celebrating Fort Collins’ rich sugar
beet history. The site of the historic sugar
beet factory is nearby, and many of the
sugar beet workers lived in the Alta
Vista, Andersonville, and Buckingham
neighborhoods. The Lincoln Corridor
thus provides an excellent opportunity to
tell Fort Collins sugar beet story through
art and sculpture. There are numerous
locations identified in the Preferred Plan
for this story to be expressed, including
monuments, sculpture, and art mosaics.
Interpretive signage, like that used in
Old Town, could be provided at select
locations if desired.
Monuments
The Preferred Plan includes monuments
to mark the entry into the Lincoln
Corridor from Jefferson and Lemay, as
well as at the east and west ends of the
Buckingham neighborhood, near 1st and
3rd Street. The name of the neighborhood
is provided on the face of the monument,
along with an image of a beet. If desired,
backlighting can be provided behind the
beet image, creating a soft, lantern-like
glow.
Sugar beets from 1906
Potential Lincoln Corridor neighborhood monument
Unloading beets at the factory
LINCOLN CORRIDOR PLAN
104 Draft March 18, 2014
Sugar Beet Art or
Similar; Backlit to
Create Lantern
Effect
Sculpture
The Preferred Plan identifies several locations for sculpture
along the corridor, including the center medians in the street.
Large, life size, abstract beet sculptures may be provided in
these medians, similar to the steel sculptures shown here.
Mosaics
The Preferred Plan includes ground-mounted mosaics
in the pedestrian gathering areas. Similar to the historic
plaques provided on Linden Street, these mosaics can
create an illustrative narrative of Fort Collins beet history,
with multiple mosaics expressing a different aspect of Fort
Steel art sphere sculpture in Twisp, Washington Collins’ sugar beet history
Pine cone sculpture by Dave Claussen Lincoln Corridor pedestrian gathering area beet mosaic
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 105
Pedestrian Gathering
Areas
Pedestrian gathering areas are provided
at key intersections, in concert with
pedestrian crossings along the corridor.
These pedestrian gathering areas provide
refuge and amenities for pedestrians
and bicyclists, enhance gateways into
the district, create a sense of place and
destination, and reinforce the Lincoln
brand. Each pedestrian gathering area
includes trash receptacles, bike racks,
benches, seat walls, special pavements,
pedestrian lights, and a commemorative
mosaic that expresses a particular
aspect of Fort Collins sugar beet history.
Materials are rugged, warm and durable,
and create a welcome, casual character
for the street. Pedestrian lighting extends
along the entire corridor on both the north
and south sides of the street, creating a
safe environment for pedestrians.
LINCOLN CORRIDOR PLAN
106 Draft March 18, 2014
Pedestrian gathering areas create a sense of place and destination along the Lincoln Corridor
Bench
Trash Receptacle
Stone Seat Wall
Special Pavement
Pedestrian Light
Bike Rack
Mosaic
Flower Pots
Typical Pedestrian Gathering Area Amenities
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 107
Special Pavements
A key component of the Preferred Plan is
the use of a variety of special pavements
that differentiate uses along the corridor.
This approach creates a safer corridor for
all users, as the special pavements cue
motorists, bicyclists and pedestrians at
intersections, driveways, and crosswalks.
These pavement types also change the
character of the street, creating a more
crafted look and feel, and reinforcing a
sense of place and destination. Special
pavements are used to mark crosswalks
and bike lane edges, parking areas, and
pedestrian zones. Special pavement types
may include colored concrete, permeable
pavers, concrete pavers, and crushed
stone.
Special pavements frame pedestrian crossings, creating a safer street environment for all users.
Special pavements are provided for the buffered bike lane, parallel parking and special event seating area.
LINCOLN CORRIDOR PLAN
108 Draft March 18, 2014
Special
Pavement Bike
Lane Buffer
Special
Pavement at
Crosswalk Edge
Provides Safe
Crossings for
Pedestrians
Colored Concrete
Pavers Buffered
Bike Lane
Concrete Bike Lane
Crushed Stone
Permeable Pavers
On-Street Parking
Plan
Conceptual elevation
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 109
Poudre
River
Trail
Overlook
Lincoln Bridge
The Preferred Plan includes an enlarged
and improved Lincoln Bridge. The bridge
is widened to provide space for buffered
bike lanes, walks, overlooks, seating areas,
pedestrian lighting, special pavements,
and planters. A new Poudre River trail
connection is provided on the south side
of the bridge, eliminating the dangerous
on-street crossing that currently exists.
The arch design reinforces the sense
of gateway and entry into the Lincoln
Corridor. Locally quarried sandstone
veneer and a weathered steel railing
complement the brewery architecture,
evoke a sense of quality and permanence,
and create a memorable gateway into the
district.
ROW
Median - Special Pavement
Overlook
Overlook
Planters
Benches
On-Street Bike Lane
Walk
Walk
On-street Bike Lane
Special Pavement
Special Pavement
Walk
Poudre River Trail
New Trail Connection
LINCOLN CORRIDOR PLAN
110 Draft March 18, 2014
Low Impact Development
Techniques
The Preferred Plan incorporates several
Low Impact Development (LID)
techniques for stormwater management.
These approaches manage rainfall as
close to the source as possible, slow
stormwater and promote infiltration,
and reduce the need and associated cost
of stormwater infrastructure. There are
three primary LID approaches best suited
for the Lincoln Corridor. These include
bioswales, rain gardens, and permeable
pavements. Plan drawings of the LID
approach for the Lincoln Corridor are
included with the technical drawings in
Appendix D. A basic description of each
approach follows:
Bioswales
Bioswales can be used to slow the rate
of stormwater runoff and to encourage
infiltration and treatment. Bioswales
can be attractive features designed with
a variety of plants to provide texture,
color, and interest. As shown on the LID
plans, bioswales are proposed in several
sections along the corridor, particularly
the south edge of the street in front of the
Woodward campus.
Rain Gardens
Rain gardens will be installed throughout
the corridor to treat collected stormwater
runoff. Rain gardens will fit into narrower
sections easier than an extended detention
basin and can be designed to fit into the
surrounding landscape better than a sand
filter basin. Rain gardens are provided at
transit stops and at other key locations
along the corridor.
Permeable Pavements
Permeable pavements reduce the
impervious surface area of a street, reduce
the need for stormwater infrastructure,
and contribute to the replenishment
of local aquifers. In the Preferred Plan,
permeable pavements are provided in all
of the on-street parking areas located on
the north side of the street. This approach
differentiates the parking paving type
from the street paving, and helps to
further articulate and define the different
uses on the street.
Rain gardens collect and filter stormwater
A bioswale at a pedestrian crossing
Permeable pavers
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 111
Landscape Character
The Preferred Plan provides a variety
of landscape types along the corridor,
creating a rich, diverse, and water-
conserving landscape throughout the
corridor. These landscape types are
designed to work in concert with the LID
approach. Three primary landscape types
have been identified for the corridor: Turf
and Trees, Xeric Garden, and Bioswale/
Rain Gardens. A plan of the LID and
landscape approach is included with the
technical drawings in Appendix D.
Type I - Turf and Trees
The Turf and Trees landscape type is
characterized by turf with large shade
trees. This landscape type is proposed
primarily along parkway edges.
Type II - Xeric Garden
The Xeric Garden landscape type includes
shrubs, perennials, ornamental grasses,
decorative mulches, and boulders. This
landscape type is proposed primarily in
medians, at pedestrian gathering areas,
and near pedestrian crossings.
Type III - Bioswale/Rain Gardens
The Bioswale/Rain Gardens landscape
type includes a blend of ornamental
grasses, native grasses, groundcovers
and perennials suited for periodic wet
conditions and for filtering and treating
sediments and pollutants. Bioswales are
provided in key locations throughout the
corridor to slow stormwater. Rain gardens
are provided near transit stops and other
locations throughout the corridor.
Type I - Turf and Trees Type II - Xeric Garden Type III - Bioswale/Rain Garden
m)
LINCOLN CORRIDOR PLAN
112 Draft March 18, 2014
Transit
Proposed Transit Phasing
The Transfort Strategic Operating Plan (TSOP) (2009) proposes
a bi-directional circulator route at 10 minute frequencies,
connecting the Lincoln Corridor to Downtown Fort Collins and
MAX via Lemay Avenue and Buckingham Street.
Implementation of this long-term vision is recommended to be
phased in concert with the corridor building out and creating
demand for the high frequency circulator service proposed
in the TSOP. The three proposed phases for near-/mid-term
implementation include the following:
• Phase 1 – Maintain the existing Routes 5 and 14 at 60 minute
frequencies, but coordinate the operating schedule to create
a 30 minute bi-directional connection between the Lincoln
Corridor and Downtown/MAX.
• Phase 2 – Enhance the frequencies of Route 5 and 14 to 30
minutes each, creating a combined 15 minute bi-directional
connection between the Lincoln Corridor and Downtown/
MAX.
Phase 1 – Maintain the existing Routes 5 and 14 at 60 minute frequencies, but coordinate the operating schedule to create a 30 minute bi-directional connection between the
Lincoln Corridor and Downtown/MAX.
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 113
Phase 2 – Enhance the frequencies of Route 5 and 14 to 30 minutes each, creating a combined 15 minute bi-directional connection between the Lincoln Corridor and
Downtown/MAX.
• Phase 3 – Option A – Expand upon Phase 2, adding a
modified Circulator Route (“Lincoln Shuttle”) that provides
a 15 minute bi-directional connection between the Lincoln
Corridor and Downtown/MAX. This option would realign
Route 14 onto Jefferson/Riverside Avenue and keep 30
minute bi-directional service by Route 5 on Lincoln Avenue.
The combination of the Lincoln Shuttle and Route 5 service
on Lincoln Avenue yields a combined frequency of less than
15 minutes. This option uses standard Transfort vehicles to
operate the proposed Lincoln Shuttle.
• Phase 3 – Option B – This option is the same as Phase 3
Option A, except a customized vehicle would be used on the
Lincoln Shuttle service.
LINCOLN CORRIDOR PLAN
114 Draft March 18, 2014
This phased implementation is supported by recommendations
of the Transit Capacity and Quality of Service Manual, Third
Edition (2013), which states that corridor densities of 15 dwelling
units (du)/acre are needed to support transit service at or below
15 minute frequencies. As this area does not currently, nor
is planned to have such densities with dwelling units alone,
staff recommends also considering employment densities
and phasing service improvements in concert with increased
development and demand expected in the corridor.
A summary chart for the route alignments for near-/mid- and
long-term phases are provided in Appendix C-3.
Phase 3 – Option A – Expand upon Phase 2, adding a modified Circulator Route (“Lincoln Shuttle”) that provides a 15 minute bi-directional connection between the Lincoln
Corridor and Downtown/MAX. This option would realign Route 14 onto Jefferson/Riverside Avenue and keep 30 minute bi-directional service by Route 5 on Lincoln Avenue. The
combination of the Lincoln Shuttle and Route 5 service on Lincoln Avenue yields a combined frequency of less than 15 minutes. This option uses standard Transfort vehicles to
operate the proposed Lincoln Shuttle.
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 115
Phase 3 – Option B – This option is the same as Phase 3 Option A, except a customized vehicle would be used on the Lincoln Shuttle service.
LINCOLN CORRIDOR PLAN
116 Draft March 18, 2014
Triple Bottom Line Analysis
This summary represents a follow-up of the Triple Bottom Line
(TBL) analysis of the corridor design alternatives described
in Section 2. The project team reviewed the information
in the initial TBL analysis and refined responses related to
the Preferred Plan for social, economic, and environmental
considerations.
Economic Considerations
• Preferred Plan implements City Plan policies and priority
catalyst project
• Flexibility incorporated into design that not only supports
existing businesses, but also new development and
redevelopment opportunities
• New opportunity for universal design and infrastructure
improvements
• Potential for enhanced/expanded transit service in area
• Will be the first “New Great Street” project – if successful,
may create similar street opportunities across the city
• Could develop new partnerships and collaborations with
existing and future breweries
• Could help develop new funding collaborations – sales tax,
DDA expansion, new business attraction
• The strategic nature of this planning document will allow for
quick implementation of some elements, which could allow
benefits to be realized more quickly
Social Considerations
• Preferred Plan maintains driveway access and on-street
parking for Buckingham neighbors that front Lincoln;
supports established functionality of existing neighborhood
• Keeping existing residential zoning will preserve important
historical and cultural qualities of neighborhood
• Improved health benefits created by encouraging more
cycling and walking
• Could develop new partnerships and collaborations with
existing/future breweries
• New education and awareness programs and signage could
minimize impacts of cut-through traffic in neighborhood
• Increased activity within the neighborhood may lead to
perceived lack of safety
• Money spent on street project should not preclude funding
for neighborhoods related projects
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 117
Environmental Considerations
• The Preferred Plan incorporates the “Broad Boulevard”
concept of enhanced median and parkway landscaping,
canopy of shade trees and water-wise planting techniques
into the overall street cross-section
• The Lincoln project has the opportunity to collaborate with
other, significant efforts for improving the Poudre River –
synergies with this project and the other, environmentally-
focused efforts will contribute to the City’s overall Triple
Bottom Line goals
• As corridor plan is implemented, increased opportunities to
improve flood protection and overall community resilience
• Incorporation of new Low Impact Development (LID)
facilities within corridor will enhance both surface drainage,
water quality, and connections to the Poudre River
Lincoln Avenue at Buckingham Neighborhood
LINCOLN CORRIDOR PLAN
118 Draft March 18, 2014
SECTION 3.3
IMPLEMENTATION
Introduction
Implementation of the Lincoln Corridor
Plan will likely occur over a period of
time, require a phased approach, and
involve multiple funding sources. There
are two parts to the project that require
funding: Part I is the Lincoln Corridor
street reconstruction, and Part II includes
Neighborhood Improvement Projects.
Both are described in greater detail in this
section, including an the approach for
acquiring funds and implementing the
projects.
Part I - Lincoln Corridor
Funding Options
There is likely no single funding source
able to provide the approximately $19
million or more needed for this corridor
improvement. The project would likely be
funded by a combination of city resources.
The following section presents a variety
of funding options available for corridor
funding.
Voter Approved Sales Tax
Initiative
The most recent voter-approved sales tax
initiative for capital projects is Building on
Basics (BOB), a quarter-cent sales tax that
has provided $57.6 million for various city
projects since 2006. While this tax sunsets
in 2015, the City intends to ask voters to
approve a continuation of the sales tax in
the April 2015 election.
There is some uncertainty whether the
next round of the voter-approved Sales
Tax Initiative for capital projects in 2015
will be an available funding source for this
project. Fort Collins voters have a long
history of approving dedicated sales tax
initiatives; however there is no guarantee
that this initiative will be approved in
April. Even if it does pass, there is also
no assurance that the Lincoln Corridor
project will be included in the initiative.
The City Council retains discretion over
what projects will be eligible for funding.
Although it is not certain, the Lincoln
Corridor project remains a strong
candidate for funding, and it is a
prioritized action item on the Fort Collins
Capital Improvement Plan.
BOB provided $3 million and $4.8 million
for infrastructure improvement projects
along Harmony Road and North College
Avenue, respectively. Based on these
historical projects, the potential 2015 Sales
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 119
restoration and enhancements, and
public improvements to mitigate traffic
congestion in the Lincoln Corridor
area. As infill redevelopment projects
emerge over time, the DDA will entertain
petitions from adjacent Lincoln Corridor
property owners to include their property
in the DDA boundary and consider public
private partnerships that advance the
goals for improvement of the Lincoln
Corridor.
Street Oversizing Fund
Fort Collins collects transportation impact
fees through developer contributions in
order to finance the Street Oversizing
program. Based on interviews with
City staff, the Street Oversizing Fund
contribution for Lincoln Avenue could
be approximately $690,000. This amount
is significantly less than what we would
typically expect from a corridor of
this size that has vacant lands that are
developable; a majority of the Lincoln
corridor is older existing development
with limited opportunity for additional
contributions from redevelopment.
Keep Fort Collins Great
In addition to Building on Basics, Fort
Collins voters approved a 0.85 percent
sales tax initiative, Keep Fort Collins
Great (KFCG), to provide funding for city
projects. KFCG funds projects in many
different categories, including fire, police,
transportation and streets, and parks. In
2013 there was approximately $3.8 million
available for “other transportation needs.”
This could be a potential funding source
for the Lincoln project.
The magnitude of potential assistance
from KFCG will likely be relatively small.
Last year the $3.8 million for “other
transportation needs” contributed funds
to approximately 15 different projects.
Though the funding amounts varied, on
average KFCG provides about $250,000
per project.
Miscellaneous General Funds
The City’s General Fund could also be a
potential funding source for the Lincoln
Corridor project. The recent North College
Avenue project was largely funded out of
City general funds, showing that the City
may be willing to use discretionary funds
if the Lincoln project is deemed to be a
priority. There are a few potential sources
of General Fund revenues that could be
appropriated for the Lincoln Avenue
project.
LINCOLN CORRIDOR PLAN
120 Draft March 18, 2014
While state and federal grant money
may become a possibility in the future,
it is impractical to depend on any of
these sources when funding large capital
projects. The total project funding should
first be allocated from more certain
funds. If grant money is later awarded
for the Lincoln Avenue project, any
previously appropriated funds can then
be reallocated elsewhere.
One major source of federal funds is
the Transportation Alternative Program
section of the Moving Ahead for Progress
in the 21st Century Act (MAP-21). This
funding source consolidated the many
programs from SAFETEA-LU including,
Recreation trails, Safe Routes to Schools
and Transportation Enhancement
Programs. Funds are provided for
“construction, planning and design of…
non-motorized forms of transportation.”
However this act only provides funding
for projects through September 2014.
Congress will have to extend this funding
for this to be a viable option.
The City could also potentially apply
for statewide Funding Advancement
for Surface Transportation & Economic
Recovery (FASTER) grant money. The
FASTER program provides funding
for large capital purchases that have
significant regional impacts. Funds are
awarded on a two year cycle.
Improvement Districts
Municipalities have the option of
raising funds for special projects by
implementing improvement districts.
Improvement districts overlay specific
parts of the city that stand to benefit from
the new project. Land owners within
the district often pay either additional
property taxes or special assessments.
While cities can propose improvement
districts, they must then be approved
by landowners within the district
boundaries.
The specific conditions of the Lincoln
Corridor project make special taxing
districts particularly unappealing as
an option for this project. Asking local
stakeholders to approve districts in order
to pay for the improvements is likely to
be unpopular. Successful districts have
strong support from key stakeholders,
who are often the largest land and
business owners within the area.
In order to raise sufficient funds, the
district would have to cover a larger
1Voter-approved Sales Tax Initiative timing based on observed BOB fund accrual and disbursement from 2011-2012
2The City would need to issue a revenue bond for the $2.85 million + interest with the DDA TIF pledged as a source to repay the
bond principal if a lump sum amount is expected by the City in 2018.
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 121
to the Woodward project and the local
street portion of Lincoln Corridor. By
combining various potential funding
sources, including potential voter
approved dedicated sales tax funds, street
oversizing funds, tax increment revenues,
and released general funds, a total of
$11.3 million may be available for the
Lincoln Corridor project. It is important
to note that the possible 2015 Sales Tax
Initiative is likely to be the single largest
potential funding source and it may be
difficult to fund the project without it.
The funding chart provided presents a
potential time table for the availability
of identified funds. The timing of fund
availability is approximate and based
on best available data. There could be
sufficient funds for the West segment by
2018, contingent upon the timing of future
Sales Tax Initiative funds and completion
of the Woodward project. This represents
a best-case scenario.
Unfortunately, even with all of the above
funding sources, the Lincoln Corridor
project still faces an approximate $8
million funding gap. The estimated $11.3
million in available funding represents
the maximum amount based on realistic
and reasonable assumptions and there
is no evidence that any of these sources
will be able to cover the funding gap
given historic funding practices. It is
Segment Location Cost
West
Union Pacific Railroad (UPRR)
Tracks to 1st Street (includes
bridge replacement)
$11.4M
Central 1st Street to 3rd Street $2.0M
East 3rd Street to Lemay $5.9M
TOTAL $19.3M Category
TOTAL
(Millions)
Notes
Roadway $9.2
Roadway, buffered bike lanes, wider sidewalks, raised wider medians, new connection to
Poudre Trail, transit stops/pull-outs, railroad crossing improvements, existing driveways/
curb-cuts
Landscaping $2.1 Median and parkway plantings, including LID planting treatments
ROW $0.9
SUBTOTAL $12.2
Gateway Amenities $2.6 Site furnishings (e.g., benches, art), pedestrian lighting, special crosswalks, permeable
pavers
Bridge $4.5 Enhanced bridge with seating areas, planters
LINCOLN CORRIDOR PLAN
122 Draft March 18, 2014
recommended that the City explore other
options to fund the project. The most
viable funding options will be for the
City to use general funds to fully finance
the project or for the city to reserve a
larger portion of Building on Basics for
funding. If the City determines that the
Lincoln Corridor project is a priority, then
perhaps available reserve funds could be
appropriated to the project over time in
order to cover the funding gap. Though
it is an uncertain funding opportunity at
the moment, the City could also decide
to make this project, or portions of the
project, contingent upon winning grant
money from the NFR MPO, CDOT, DOLA
or other agencies.
Part II - Neighborhood
Improvement Projects
Funding Options
Introduction
As part of this plan, various
neighborhood improvement projects
have been identified. Additional
details, including a map and chart
of these projects, is provided in the
next section of this document. Many
of the projects have been identified as
priorities in multiple city plans, such
as the Northside Neighborhoods Plan
and the Pedestrian Plan. Primarily, the
neighborhood improvement projects
focus on improving pedestrian mobility
and safety. The improvements include
providing new sidewalks and amenities,
alley improvements, and a push button
pedestrian signal crossing. There are
also plans to make improvements to a
nearby transit stop. Three neighborhoods
adjacent to Lincoln Corridor have been
identified as priority areas. Improvements
for these neighborhoods include installing
new gateway signage and providing new
signage designed to reduce traffic through
the residential areas. Alley and park
projects are also planned to improve the
neighborhoods.
Funding
The potential funding sources for these
neighborhood improvement projects
will look similar to those identified for
the Pedestrian Plan, Transportation Master
Plan, and Lincoln Corridor Project.
The two identified funding sources are
Keeping Fort Collins Great (KFCG)
and the potential next round of Sales
Tax Initiative in 2015. Approximately
17 percent of KFCG revenues can be
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 123
(Clockwise from left) Potential improvements include upgrading the existing East Vine Drive transit stop; developing new gateway/interpretive signage at the Alta Vista,
Andersonville, and Buckingham neighborhoods; installing permanent sidewalks, curbs, and gutters; and adding new neighborhood park elements to the existing park area at the
Streets Department facility.
LINCOLN CORRIDOR PLAN
124 Draft March 18, 2014
Ten implementation strategies with
associated actions have been identified
for the project. Some strategies relate
specifically to the reconstruction of
Lincoln Avenue, and others to the
surrounding neighborhoods. Strategies
are organized into two categories,
Lincoln Corridor and Neighborhood
Improvements:
Part I Lincoln Corridor Strategies
A. Secure funding for developing final
design/construction plans. The next step
for the project is to complete the design
and construction plans for the corridor.
Acquire funding to pay a consultant team
to complete these design efforts is the first
step.
B. Prepare final design/construction
plans and obtain approvals. Construction
drawings will define the extent of impacts
to and mitigation plan for the Poudre
River corridor, and include details on
railroad crossings and the Jefferson Street
intersection, which are necessary to
obtain approvals from agencies such as
the Public Utilities Commission (PUC),
Union Pacific Railroad (UPRR), US
Army Corps of Engineers (USACE), US
Fish and Wildlife Service (USFWS), and
Colorado Department of Transportation
(CDOT). Detailed construction plans
are also needed for obtaining approvals
from the various departments within the
City of Fort Collins and for discussions
with neighbors regarding the specific
improvements in front of their properties
and at road intersections.
C. Finalize potential phasing. A phased
construction approach for the Lincoln
Corridor has not yet been determined.
As outlined in a previous section of the
document, it is recommended that the
corridor be constructed in segments
to minimize impacts to businesses
and residents, and to construct street
improvements in the most efficient means
possible.
D. Coordinate with Jefferson Street final
design. The Jefferson Street reconstruction
will likely precede any improvements
made to the Lincoln Corridor.
Coordination between these two projects
will ensure a seamless connection and
maintain the design intent proposed for
Lincoln Corridor.
E. Secure funding for construction.
The project must be supported by the
community and its elected and appointed
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 125
Part I Lincoln Corridor Action Plan
Strategy Actions (Primary Department(s) Responsible) Timing
FINAL DESIGN
A Secure funding for developing final design/
construction plans 1. Submit Budgeting for Outcomes (BFO) offer for funding (2015/2016) (Engineering, FC Moves, Planning) Short-term
B Prepare final design/construction plans and
obtain approvals
1. Identify and select a consultant team to prepare construction drawings (Engineering)
2. Identify neighborhood representatives to review design of areas in front of Buckingham Neighborhood (FC Moves,
Planning)
3. Prepare preliminary construction plans and refine anticipated construction costs (Consultant)
4. Submit drawings to agencies to acquire approvals as required (Engineering)
Short-term
C Finalize potential phasing 1. Identify a phased approach to construction of corridor improvements; constructing the corridor in segments is
recommended. (Engineering) Short-term
D Coordinate with Jefferson Street final design 1.Incorporate the recommended Jefferson/Lincoln intersection design from the LCP into ongoing Jefferson Street final
design (Engineering, FC Moves) Short-term
CONSTRUCTION
E Secure funding for construction
1. Secure funding for construction of Phase 1 of the project (Engineering)
a. Pursue voter-approved SalesTax Initiative
b. Look for grant opportunities (e.g., MAP-21, FASTER)
2. Identify and secure funding for future phases of the corridor (Engineering)
Short/Mid-term
F Acquire right-of-way
1. Determine right-of-way acquisition necessary for Phase 1 construction. Negotiate with landowners to purchase and
acquire right-of-way (Real Estate Services, Engineering)
2. As properties redevelop, acquire right-of-way for future phases (Real Estate Services, Engineering)
Short/Mid-term
G Conduct construction operations to minimize
impacts to businesses and residences 1. Prepare and submit a plan that reduces construction impacts to residents and businesses (Contractor) Short/Mid-term
H Lower speed limit
1. Secure approvals necessary to lower speed limit from 35 to 30 mph (Traffic Operations)
2. Replace speed limit signs (Traffic Operations)
After
construction
OPERATIONS & MAINTENANCE (O&M)
I Maintain roadway 1. Incorporate into Street Maintenance Program (Streets) After
construction
J Maintain landscaping 1. Maintain landscaping in parkways, medians (Parks) After
construction
Timing: Short-Term (1-2 years); Mid-Term (3-5 years); Long-Term (+ 5 years)
LINCOLN CORRIDOR PLAN
126 Draft March 18, 2014
and sometimes causes people to be
inconvenienced. These impacts must be
minimized as much as is feasible in order
for customers and employees to have
safe and reasonably convenient access to
businesses and places of employment.
Access to residences along the corridor
must be maintained, and acceptable noise
levels not exceeded. People, who walk,
ride bicycles, drive or use transit through
the corridor must be accommodated as
well.
H. Lower speed limit. Lowering the
speed limit from 35 mph to 30 mph will
slow traffic, and create a safer and more
pedestrian friendly street environment
for all users. The City Traffic Operations
department can lead this effort.
I. Maintain roadway. Additional
operations and maintenance resources
may be required to maintain the Lincoln
Corridor. The project will need to
be incorporated into the City Streets
Maintenance program.
J. Maintain landscaping. The Parks
Department will maintain the medians
and other landscape enhancements
proposed along the corridor.
Part II Neighborhood
Improvement Strategies
A. Implement phase I transit
improvements. As described in a
previous section of this document, transit
enhancements and improvements will be
phased over time, providing improved
transit service to the neighborhoods as
transit demands increase. The first phase
improvement includes adjusting routes 5
and 14 schedules for 30-minute combined
bi-directional headway.
B. Secure funding for additional transit
phases. Transfort will need to secure
funding for future transit phases. Funding
and phasing can be incorporated into
the overall system planning and future
budget requests.
C. Implement future transit phases.
Future transit phases can be implemented
as transit demand requires. Whether
the Lincoln Shuttle is a standard bus
or custom vehicle will also need to be
determined.
D. Secure funding for neighborhood
improvement projects. Funding for the
neighborhood projects will need to be
secured. As described in the funding
section of this document, in some cases
the funding sources can dovetail with
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 127
Part II Neighborhood Improvement Action Plan
Strategy Actions (Primary Department(s) Responsible) Timing
TRANSIT
A Implement Phase 1 transit improvements 1. Adjust Route 5 and 14 schedules for 30-minute combined bi-directional headway (Transfort) Short-term
B Secure funding for additional transit phases
1.Incorporate proposed changes into overall system planning and future budget requests (Transfort)
a. Phase 2: Enhance Route 5 and 14 frequencies to 30 minutes each for 15-minute combined bi-directional headway
b. Phase 3: Add Lincoln Shuttle route
Short/Mid-term
C Implement future transit phases
1. Monitor demand and development; implement changes when warranted (Transfort)
2. Determine if Lincoln Shuttle will be standard bus or custom vehicle (Transfort)
Short/Mid-term
NEIGHBORHOOD PROJECTS
D Secure funding for neighborhood improvement
projects
1. Prioritize projects (FC Moves, Planning)
2. Submit Budgeting for Outcomes (BFO) offer for funding (2015/2016)
3. Look for grant opportunities (e.g., MAP-21, FASTER), if needed
Short/Mid-term
E Implement neighborhood improvement
projects*
1. Finalize design (various departments)
2. Coordinate with ongoing maintenance programs for potential implementation opportunities (various departments)
Short/Mid-term
OPERATIONS & MAINTENANCE (O&M)
F Maintain roadway 1. Incorporate into Street Maintenance Program (Streets) After
Construction
G Maintain landscaping 1. Maintain landscaping in parkways, medians (Parks) After
Construction
* See project list and map on next page
Timing: Short-Term (1-2 years); Mid-Term (3-5 years); Long-Term (+ 5 years)
LINCOLN CORRIDOR PLAN
128 Draft March 18, 2014
Lemay
College
Mulberry
Vine
¯
Buckingham
Neighborhood
Woodward
Alta Vista
Neighborhood
Andersonville,
Via Lopez, and San Cristo
Neighborhoods
Vine
Mulberry
Area of Influence
Lemay
Linden
Buckingham
Jefferson/ Riverside
Po
ud
re River
a
n
d
T
r
a
i
l
College
2
3
4
5
6
7
8 9 10
11
1
West Central East
Neighborhood Improvements Project Map
Neighborhood Improvement
Projects
Neighborhood improvement projects
include smaller projects that address
longstanding existing deficiencies and
enhance neighborhood livability. Some
of these projects were already identified
in previous plans (e.g., Northside
Neighborhoods Plan, Pedestrian Plan),
and some projects are new ideas that have
arisen during the public process for the
Lincoln Corridor. The list of potential
neighborhood projects was refined to
best align with the corridor vision and
objectives and meet realistic expectations
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 129
# Location/Neighborhood Project Description Source Project Phasing Cost Estimate
Brewery Destinations Wayfinding to provide routes between breweries that do not
cut through Buckingham Neighborhood LCP Short-term $1,000
East Vine Drive – near Lemay Avenue (north side,
Alta Vista area)
Transit stop improvement: upgrade existing bus stop to add
new shelter and pad PP Short-term $10,000
Lemay Avenue – between Andersonville
Neighborhood and Streets Facility Push-button pedestrian signal, crosswalk LCP Short-term $80,000
Lemay Avenue – between Buffalo Run Apts. and
Wal-Mart (east side) New sidewalk PP Short-term $10,000-15,000
Lemay Avenue – Buckingham Street and Lincoln
Avenue (east side)
Interim asphalt sidewalk; two options:
A) along east side of existing Lemay Avenue
B) along dedicated ROW of realigned Lemay Avenue (10th
Street to future residential project)
PP
LCP
Short-term
A) $60,000
B) $40,000
Alta Vista, Andersonville, and Buckingham
Neighborhoods
New gateway/interpretive signage, or entrance Monument
for neighborhoods
NNP
LCP
Short/Mid-term $90,000
Andersonville Neighborhood New neighborhood park elements to existing park area at
Streets Facility
NNP
LCP
Short/Mid-term $150,000
Buckingham Neighborhood Signage to reduce impacts from cut-through traffic LCP Short/Mid-term $1,000
Buckingham Neighborhood – 1st Street (west
side); 3rd Street (east side) New sidewalks
PP
LCP
Short/Mid-term $150,000-300,000
Buckingham Neighborhood – between 1st Street
and 3rd Street near Lincoln
Alley improvements including ROW acquisition and paving of
alley to provide better access for neighbors
NNP
PP
Short/Mid-term $140,000
Lemay Avenue – Vine Drive to Lincoln Avenue
(both sides)
Permanent sidewalks, curb and gutter; concurrent with
realigned Lemay Avenue; estimate includes ROW
PP
LCP
Long-term $200,000-400,000
Source of Project: Timing of Projects:
NNP - Northside Neighborhoods Plan (2005) Short-Term (1-2 years)
PP - Pedestrian Plan (2011) Mid-Term (3-5 years)
LCP - Lincoln Corridor Plan (2014) Long-Term (5+ years)
LINCOLN CORRIDOR PLAN
130 Draft March 18, 2014
Performance Indicators
Performance indicators are provided
as measures by which the project can
be tracked and evaluated over time
as the Preferred Plan is implemented.
Performance indicators are most effective
if the city monitors pre-construction
conditions and compares this with
conditions over time as the project evolves
to get a sense of the project’s impact and
longer term effects. The performance
indicators are focused on three primary
areas: increased safety for all user groups,
increased multi-modal usage, and
redevelopment activity:
• Multi-modal level of service. This
is a common method of measuring
automobile traffic flow along street
corridors and at intersections. The
street corridor or intersection is
given a grade (A through F) based
on congestion and the amount of
time it takes to travel the corridor or
get through identified intersections
at peak periods. Roads that are not
large enough to handle traffic capacity
have level of service F. The level of
service along the Lincoln Corridor
can be monitored to see if it improves,
worsens, or stays the same following
improvements to the corridor.
• Transit ridership. Increased multi-
modal transportation usage is a
citywide goal. Tracking transit
ridership along the corridor is a key
indicator of whether transit usage has
increased along the corridor.
• Bicycle usage. This is another measure
of multi-modal transportation usage.
Measuring bicycle lane usage, perhaps
by periodic hand counts during peak
period commuting times and during
off-peak hours, would allow the city
to assess corridor usage by different
types of cyclists. The city could
compare a pre-construction bicycle
count to post-construction conditions
to assess the effectiveness of the
corridor project in promoting bicycle
use.
• Accidents. Safety is a key objective
of the project. Comparing auto and
bicycle accident prevalence before and
after corridor construction, as well
as over time, would allow the city to
demonstrate the effectiveness of the
corridor improvements in increasing
safety along the corridor.
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 131
Next Steps
The immediate, short term next steps for
the project in 2014 are provided for both
the Lincoln Corridor and Neighborhood
Improvements:
Lincoln Corridor
1. Construct interim sidewalk
improvements in front of Woodward
Technology Center on the south side of
Lincoln.
2. Secure funding for developing final
design/construction plans.
3. Prepare final design/construction plans
and obtain approvals.
4. Finalize potential phased construction
of Lincoln Corridor.
Neighborhood Improvements
1. Implement Phase I transit enhancement
improvements.
2. Secure funding for neighborhood
improvement projects.
3. Implement neighborhood improvement
projects, as funding sources allow.
The Lincoln Bridge
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132 Draft March 18, 2014
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 133
APPENDICES
The appendices listed below are provided under separate cover and are available online at fcgov.com/lincoln.
Appendix A Phase I Vision
A-1 Transportation Analysis
A-2 Phase I Community Engagement Summary
Appendix B Phase II Alternatives
B-1 Alternative Budgetary Cost Estimates
B-2 Rail Trolley Analysis
B-3 Phase II Community Online Survey Summary
B-4 Alternatives Evaluation Summary
Appendix C Phase III Preferred Plan
C-1 Lincoln Corridor Phase III Online Survey and Open House Summary
C-2 Business and Resident Concerns & Responses
C-3 Transit Route Alignments Chart
C-4 Preferred Plan Budgetary Cost Estimate
Appendix D Lincoln Corridor Technical Drawings
Under separate cover - not included with this document.
• Stormwater infrastructure. A key
objective of the plan is to reduce
the requirement for stormwater
infrastructure by incorporating Low
Impact Development (LID) techniques
such as rain gardens and permeable
pavements along the corridor. The
performance of these techniques,
as well as the long term capital
and maintenance costs associated
with these improvements, can be
monitored over time to determine their
effectiveness and cost savings.
1
4
7
2
5
8
3
6
9
10
11
Neighborhood Improvement Projects
for implementation.
the Lincoln Corridor project, and in some
instances the funding sources may be
different.
E. Implement neighborhood
improvement projects. A map and chart
on the following page identifies projects
and locations for proposed neighborhood
improvement projects surrounding the
Lincoln Corridor.
F. Maintain roadway. Maintenance
requirements for the neighborhood
improvement projects will need to
be incorporated into the City Streets
Maintenance Program.
G. Maintain landscaping. The Parks
Department will provide maintenance
for medians and parkways, and need to
provide resources accordingly.
leaders in order to receive adequate
funding through allocations of sales taxes,
or other city funds. A commitment by the
community to fund the project will allow
the city to apply for matching grants from
State and Federal agencies, and will give
property owners and the development
community confidence to invest in
improvements and redevelopment
projects. The benefits of the project need
to be clearly communicated to the citizens
of Fort Collins.
F. Acquire right-of-way. The Preferred
Plan identifies various locations
throughout the corridor that require
acquisition of additional right-of-way
either in the near-term or as the property
redevelops (shaded as either blue or
purple in the plan). Negotiating with
landowners and purchasing the property
must be completed before construction
can begin.
G. Conduct construction operations to
minimize impacts to businesses and
residences. Construction is disruptive
because it creates noise, is not attractive,
Implementation Strategies and Actions
used for Other Transportation Needs,
which includes approved uses such as
road shoulder, mowing, median and
alley maintenance; safe routes to school;
and traffic operations replacement.
Funds were allocated from BOB for
both the Pedestrian Plan and intersection
improvements. If the next round of Sales
Tax Initiative is approved by voters in
April, it could potentially continue to
provide funds for these types of projects.
As discussed elsewhere, districts are not
a feasible option; therefore the financial
support will have to come from existing
city funding sources. Should the city
choose to prioritize these projects, the
necessary funding could be allocated from
the general fund.
Fort Collins’ Budgeting for Outcomes
(BFO) funding approach helps the city
achieve its priorities by focusing on
desired outcomes rather than limiting
costs. Potential projects are ranked
according to priorities and then funds
are allocated to projects in descending
order until available funds are depleted.
Depending on where these neighborhood
projects rank as city-wide priorities, there
may be sufficient funds for some or all of
the identified improvements in the near or
medium term.
TOTAL $19.3
Note: Totals include design and construction costs
Funding Source 2015 2016 2017 2018 2019 2020 Total
Voter-approved Sales Tax Initiative $1.5M1 $4.0M1 $5.5M1
DDA $2.85M2 $2.85M2
Street Oversizing $0.7M $0.7M
Keep Fort Collins Great $0.25M $0.25M
North College Funds $2.0M $2.0M
Annual Total $2.25M $1.5M $4.7M $2.85M $0M $0M
Cumulative Total $2.25M $3.75M $8.45M $11.3M $11.3M $11.3M $11.3M
Sufficient Funds
West
Segment
Lincoln Corridor Cost by Segment
Lincoln Corridor Potential Funding Scenario
(Pending City Council, voter , and DDA Board of Directors approval)
Lincoln Corridor Cost Summary
area. However, this project has limited
direct benefit to many of the smaller
stakeholders outside of the immediate
area. They are not likely to approve an
improvement district if other landowners
are exempt.
Project Costs
Initial estimates suggest the project will
cost approximately $19.3 million over
three primary segments. These costs are
preliminary and subject to change as more
detailed design exercises occur. A Cost
Summary table and Cost by Segment table
provide additional detail regarding cost.
A complete cost estimate for the Preferred
Plan is provided in Appendix C-4.
Funding Timing
None of the funding sources discussed
above can be guaranteed. The voters and
City Council retain the ability to exercise
discretion in approving and allocating
city revenues. Even if all of the funding
sources are able to provide some funding,
there is uncertainty in the amount any one
source can contribute.
It is possible that any particular
funding source could be unavailable
for this project and the city is under no
obligation to provide any funds beyond
what the DDA has already committed
The City has already allocated funds for
the North College improvement project,
but the project has since received a RAMP
grant from CDOT in order to improve
mobility. This RAMP grant may provide a
new opportunity to use approximately $2
million that can now be allocated to other
projects. It is possible that City Council
could reallocate these funds to the Lincoln
Corridor.
State and Federal Grants
Several recent large-scale transportation
projects in Fort Collins have received state
and federal funds, including the MAX
Bus Rapid Transit and North College
Avenue Improvement projects. These
projects received grants because they will
increase mobility and enhance alternative
transportation methods.
Tax Initiative could fund approximately
$3 to $5.5 million of the Lincoln Corridor
Plan.
Downtown Development
Authority
The DDA has identified the potential
for $2.85 million in TIF revenues to
support a portion of the Lincoln Corridor
improvements. These revenues are
dependent upon the completion of the
phased development of the Woodward
Technology Center project and generation
of the associated tax increment revenues.
Tax increment revenue would begin
accruing in 2018 with full revenue
collection completed in 2031.
In partnership with the City, the
DDA is currently funding natural area
to the intersection, colored pavement or
additional signing and markings should
be provided at the conflict area where
vehicles cross the bicycle lane to enter the
dedicated right turn lane.
Other Intersections
While the major intersections are critical
to the overall success of the enhanced
bikeway, the treatments at the minor
intersections and driveway crossings will
also contribute to the safety of the bicycle
facility in the Lincoln Corridor. Colored
pavement or additional signing and
markings can be used at these potential
areas of conflict within the bicycle lane
to increase the visibility of the facility
and reinforce priority to bicyclists in the
conflict areas.
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 101
Lemay Avenue and Lincoln Avenue intersection
MEDIAN
TURN
BICYCLISTS USING SIDEWALk
SHOULD DISMOUNT AND
USE CROSSWALk LIkE
PEDESTRIANS
1.5’ BUFFER ON EITHER
SIDE OF 5’ BIkE LANE AT
INTERSECTION APPROACH
INTERSECTION CROSSING
MARkINGS TO INCREASE
AWARENESS OF POTENTIAL
CONFLICT AREAS
INSTALL SHORT BIkE LANE SEGMENT
TO CREATE SAFE AREA FOR BICYCLISTS
ENTERING MOUNTAIN AVE.
3’ BUFFER ON VEHICLE
TRAVEL LANE SIDE AND 5’
BIkE LANE ON CURB SIDE
PARKWAY
PARKWAY
LINCOLN CORRIDOR PLAN
100 Draft March 18, 2014
Jefferson Street and Lincoln Avenue intersection
Gathering Area
Potential
Sculpture
Location
Entry
Monument
in Median
P P
Lincoln Corridor East Plan - Part B
*
POTENTIAL ACCESS CHANGE WHEN PROPERTY REDEVELOPS
PROPERTY BOUNDARY/ROW
LONG TERM ROW ACQUISITION
NEAR TERM ROW ACQUISITION
LANDSCAPE (XERIC, TURF AND TREES, OR
BIOSWALE)
SPECIAL PAVEMENT
SCULPTURAL ELEMENT
PEDESTRIAN LIGHTING
LEGEND
N
LINCOLN CORRIDOR PLAN
98 Draft March 18, 2014
Draft March 18, 2014 97
Special event staging areas provides a gathering space in front of the breweries along
the north side of Lincoln
SOUTH SIDE NORTH SIDE
Gathering Area Future Entry Drive
into Woodward
Campus
Semi-Truck
Loading Area.
Future On Street
Parking with
Redevelopment
P P
Long Term ROW
Acquisition When
Property Redevelops
Lincoln Corridor East Plan - Part A
*
POTENTIAL ACCESS CHANGE WHEN PROPERTY REDEVELOPS
PROPERTY BOUNDARY/ROW
LONG TERM ROW ACQUISITION
NEAR TERM ROW ACQUISITION
LANDSCAPE (XERIC, TURF AND TREES, OR
BIOSWALE)
SPECIAL PAVEMENT
SCULPTURAL ELEMENT
PEDESTRIAN LIGHTING
LEGEND
N
LINCOLN CORRIDOR PLAN
96 Draft March 18, 2014
Parallel parking and expanded driveway parking are
provided in front of the Buckingham neighborhood
SOUTH SIDE NORTH SIDE
Stop When
Property
Redevelops
Pedestri
Gatherin
Long Term ROW
Acquisition When
Property Redevelops
Long Term ROW
Acquisition When
Property Redevelops
Lincoln Corridor Central Plan
*
POTENTIAL ACCESS CHANGE WHEN PROPERTY REDEVELOPS
PROPERTY BOUNDARY/ROW
LONG TERM ROW ACQUISITION
NEAR TERM ROW ACQUISITION
LANDSCAPE (XERIC, TURF AND TREES, OR
BIOSWALE)
SPECIAL PAVEMENT
SCULPTURAL ELEMENT
PEDESTRIAN LIGHTING
LEGEND
LINCOLN CORRIDOR PLAN
94 Draft March 18, 2014
N
later in this section as well.
SOUTH SIDE NORTH SIDE
SECTION 3.2
PREFERRED ALTERNATIVE
Potential New
Sidewalk
Pedestrian
Lighting
Near Term ROW
Acquisition for
Street Design
Truck Turning into
Mawson Lumber
Provided Here
Mid Block
Crossing with
Special Pavement
Along Edges
Landscape
Median Proposed
When Property
Redevelops
Landscape
Enhancements
at Corners of
Intersection
Near Term ROW
Acquisition for
Street Design
Lincoln Bridge
See Enlargement
Plan
Near Term ROW
Acquisition for
Street Design
Near Term ROW
Acquisition for
Street Design
Near Term ROW
Acquisition for
Street Design
Retaining Wall
Willow Street
Kiefer
Concrete
Mawson
Lumber
Smokestack
Pottery
Diamond Vogel
Paint and
Decorating
Center
EXISTING
BUS STOP
Historic
Tree
Udall
Natural Area
Limit of Walk
Improvements
Maintenance
Access to Natural
Area
BIKE
BIKE
P
Long Term ROW
Acquisition When
Property Redevelops
LINCOLN CORRIDOR PLAN
92 Draft March 18, 2014
*
POTENTIAL ACCESS CHANGE WHEN PROPERTY REDEVELOPS
PROPERTY BOUNDARY/ROW
LONG TERM ROW ACQUISITION
NEAR TERM ROW ACQUISITION
LANDSCAPE (XERIC, TURF AND TREES, OR
BIOSWALE)
SPECIAL PAVEMENT
SCULPTURAL ELEMENT
PEDESTRIAN LIGHTING
LEGEND
N
Skinny Street Central Fair Poor Good Good Good Fair Good Good Good Poor
East
Broad Boulevard East
Fair Good Good Good Fair Fair Good Good Good Fair
Modest Median East Fair Good Poor Good Fair Poor Good Good Fair Fair
Skinny Street East Good Fair Good Good Good Good Good Good Good Poor
Bridge
Bridge Option 1 - Broad Boulevard
Good Fair Good Good Good Fair NA Good Good NA
Bridge Option 2 - Modest Median Good Fair Good Good Good Fair NA Good Good NA
Bridge Option 3 - Skinny Street Good Good Good Good Good Fair NA Good Good NA
design for the Skinny Street with
overlooks on both sides can be applied
to a Preferred Plan, and the medians and
drive accesses on the Broad Boulevard
alternative could be modified to increase
access for vehicles and trucks.
Circulator
Service Using
Standard Bus
22%
Enhance Existing
Service
16%
Other
8%
Maintain Existing
Service
8%
h public transit option do you prefer?
ants were asked to select their preference for transit options. A downtown circulator
using a custom vehicle was preferred.
streetscape amenities concept do you prefer?
ants were asked to select a preferred style for streetscape amenities along Lincoln. The
style was preferred.
Downtown
Circulator
Service Using
Custom Vehicle
46%
Downtown
Circulator
Service Using
Standard Bus
22%
Enhance Existing
Service
16%
Other
8%
Maintain Existing
Service
8%
Rugged
Organic 53%
35%
Modern
8%
Other
4%
o Delivery Trucks
• Safety
• Enhances Existing Neighborhoods
• Visual Appeal
• Access (for neighborhood and businesses)
The results varied, but overall the Broad Boulevard alternative ranked highest, followed by the
Skinny Street alternative.
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0
4.5
5.0
Alt. 1: Broad Boulevard
Alt. 2: Modest Median
Alt. 3: Skinny Street
alternative the highest in the performance
evaluation, primarily because the
alternative provides the best access
for vehicles. In terms of preference,
participants chose the Broad Boulevard
concept for the West segment, and the
Skinny Street alternative for the Central
and East segments.
Online Survey
September 20 through October 4, 2013
An online survey was prepared to gather
feedback from the larger community on
the alternatives. The survey was similar in
format to the evaluation forms provided
at the Community and Stakeholder
workshops. The survey was available
from September 20 through October 4,
2013. Over 200 people responded to the
online survey.
enhancements. Overarching themes of
the workshop included: concern over
access to the Buckingham Neighborhood,
maintaining a sense of privacy for
Date Session Participants
September 19
4:00-5:30 p.m. 24
6:00-7:30 p.m. 15
existing trolley system. See Appendix B-2
for additional analysis of the rail trolley.
• sing for queuing vehicles
MAX Route
SOURCE: Transfort
LEGEND
Route 5
Route 8
Route 14
Route 18
Route 81
Downtown
Circular Route
Lincoln Avenue Bus Stops
Other Bus Stops
Jefferson St.
Riverside Ave.
1st St.
2nd St.
3rd St.
Willow St.
College Ave.
Mason St.
Howes St.
Lincoln Av
Buckingham
Mountain Ave.
Oak St.
Magnolia St.
Mulberry St.
Myrtle St.
Laurel St.
Plum St.
Elizabeth St.
Linden St.
Vine Dr.
Maple St.
Remington St.
Peterson St.
Whedbee St.
Smith St.
Stowe St.
Cowan St.
MMou ou unta t Av
Je J St St.
t.
Downtown
Transit
Center
lanes and walks on both sides, with an
overlook on the south side. Bicyclists
coming from the east on the shared-use
path on the south side of the street would
move to the bike lane to cross the bridge
because the walk is not wide enough
to safely accommodate them with the
planters and other amenities that are
associated with the overlook.
The Skinny Street bridge includes bike
lanes that are buffered by protective
barriers (street edge monuments) from the
vehicle travel lanes, planters that provide
visual interest and separate pedestrians
from the bicyclists, and overlooks on both
sides of the bridge.
parking north side; potential future
parallel parking on south side
• Neighborhood Buffer - Not applicable
this segment
• Landscape - Trees and plantings at
street edge and in median where
possible
• Access - Potential limited access to
some businesses, as shown
P
Pedestrian
Bicycle
Shared Path
Access
On-Street
Parking
Landscape
north side of street
• Neighborhood Buffer - Not applicable
this segment
• Landscape - Trees and plantings in
large central median and at street
edges
• Access - Potential limited access to
some businesses
from Willow
Street
EXISTING
BUS STOP
EXISTING
BUS STOP
BIKE
BIKE
DRIVE
DRIVE
LEFT TURN
WALK
WALK
?
?
?
LINCOLN CORRIDOR PLAN
50 Draft March 18, 2014
Match Line
?
P
Pedestrian
Bicycle
Shared Path
Access
On-Street
Parking
Landscape
Alternative 3 - Skinny Street West
The Skinny Street concept is characterized
by a center turn lane and limited
median, providing flexibility in turning
movements along the majority of the
corridor. One-way off-street bike lanes
with generous landscape areas are
provided on both sides of the street. Key
characteristics of this alternative include:
• Pedestrian - Detached walks both sides
• Bicycle - One-way off-street bike lanes
both sides
• On-Street Parking - None this segment
• Neighborhood Buffer - Not applicable
this segment
• Landscape - Trees and plantings at
street edge and in median where
possible
• Access - Potential limited access to
some businesses, as shown
Decorating
Center
EXISTING
BUS STOP
EXISTING
BUS STOP
BIKE
BIKE
DRIVE
LEFT TURN
DRIVE
WALK
WALK
?
?
?
?
LINCOLN CORRIDOR PLAN
48 Draft March 18, 2014
Match Line
Alternative 2 - Modest Median
West
The Modest Median concept is
characterized by a median that extends
most of the corridor. The median varies
in width, with a maximum width of
approximately 16’. A shared path is
provided on the south side of the street,
creating a convenient connection to the
east for both pedestrians and bicyclists.
Key characteristics of this alternative
include:
• Pedestrian - Shared path on the south
side of Lincoln; detached walk on
north side of Lincoln
• Bicycle - One-way on-street bike lanes
both sides; shared path on south side
• On Street Parking - None this segment
• Neighborhood Buffer - Not applicable
this segment
• Landscape - Trees and plantings at
street edges and in medians
• Access - Potential limited access to
some businesses, as shown
?
P
Pedestrian
Bicycle
Shared Path
Access
On-Street
Parking
Landscape
Pedestrian
Bicycle
Shared Path
Access
On-Street
Parking
Landscape
LINCOLN CORRIDOR PLAN
46 Draft March 18, 2014
Alternative 1 - Broad Boulevard
West
The Broad Boulevard concept is
characterized by a generous 30’median
with a double row of trees, located in the
middle section of the corridor. A shared
path is located on the north side of the
street for pedestrians and casual bicyclists
visiting breweries or businesses. Key
characteristics of this alternative include:
• Pedestrian - Shared path on north side
of Lincoln; detached walk on south
side of Lincoln
• Bicycle - One-way on street bike lanes
(both sides); shared path for casual
bicyclist on north side
• On-Street Parking - None this segment
• Neighborhood Buffer - Not applicable
this segment
• Landscape - Trees and plantings in
large central median and at street
edges
• Access - Full access this segment
PHASE II ALTERNATIVES DEVELOPMENT
• Does the right-of-way include
sidewalks?
• Is the area pedestrian-oriented?
• Does the right-of-way include bicycle
lanes?
• Does the area contain connections to
off-street trails and greenways?
• Could the street be considered bike-
dominant?
• Does the street include high-efficiency
transit facilities?
Physical Comfort
• Does the right-of-way include
on-street parking?
• Does the right-of-way include
pleasant, interesting, and well-
maintained landscaping?
• Is it safe?
The complete results of the Phase II
community engagement activities can be
found in Appendix A-2.
turning movements difficult, and creates
unsafe conditions for bicyclists and
pedestrians. Speeds should be slowed on
Lincoln from Buckingham Neighborhood
to Old Town.
Aesthetics
Use screening, landscaping, public art,
and clean-up efforts to improve the
aesthetics of the corridor.
Branding and Wayfinding
Clear wayfinding signage and design
elements should be used to provide
visitors with information and give the
district a distinct identity.
Community Engagement
Project team should attend key events in
the Northside Neighborhoods.
LINCOLN CORRIDOR PLAN
28 Draft March 18, 2014
FEMA Flood Insurance Rate Map (FIRM) Panel Number 08069C0979H. Effective Date May 2, 2012,
FEMA Flood Insurance Study (FIS) for Larimer County, Colorado and Incorporated Areas.
Effective Date February 6, 2013
Existing Levee
Existing 100 Year Floodplain
Existing 1 Foot Floodway
Proposed 100 Year Floodplain
Proposed 1 Foot Floodway
LEGEND
Jefferson St.
Riverside Ave.
1st St.
2nd St.
3rd St.
Willow St.
Lemay Ave.
Lincoln Ave.
Mountain
Ave.
C
a
c
h
e
L
a
P
o
u
d
r
e
R
i
v
e
r
1st St.
Li Linc oln llllll AAAAAAAve.
24" Storm
Sewer 18" Storm Sewer
Coy Ditch
(to be abandoned with
planned development)
Coy Ditch
Drainage Ditch
with Culverts
FEMA
Levee
N
Floodplain map. Sources: City of Fort Collins Engineering 2013 survey; FEMA Flood Insurance Rate Map (FIRM) Panel Number 08069C0979H, Effective date May 2, 2012;
FEMA Flood Insurance Study (FIS) for Larimer County, Colorado and Incorporated Areas, Effective Date February 6, 2013.
Another recent project that has affected
the floodplain limits is the Poudre River
floodplain mitigation levee, located
just north of Lincoln Avenue Bridge.
This levee pushed the floodplain limits
closer to the river, which allows more
flexibility for development in adjacent
vacant parcels, and helps mitigate
stormwater issues in already developed
sites. The Poudre River floodplain limits
affect several parcels that abut Lincoln
Avenue. Some parcels are quite affected,
while others more minimally. Some
underground storm sewer systems exist
along the corridor, primarily serving
the Buckingham neighborhood and the
businesses along the north side of Lincoln
Avenue between 3rd Street and Lemay
Avenue.
Link-n-Greens River Restoration Project Plan
Route 18
Route 81
Lincoln Avenue Bus Stops
Other Bus Stops
Jefferson St.
Riverside Ave.
1st St.
2nd St.
3rd St.
Willow St.
Lemay Ave.
College Ave.
Mason St.
Howes St.
Lincoln Ave.
Buckingham St.
Mountain Ave.
Oak St.
Magnolia St.
Mulberry St.
Myrtle St.
Laurel St.
Plum St.
Elizabeth St.
Linden St.
Vine Dr.
Cherry St.
Remington St.
Peterson St.
Whedbee St.
Smith St.
Stowe St.
Cowan St.
12th St.
MMouu ntai Ave.
Je tt
St St.
Downtown
Transit
Center
Existing Transit Routes and Stops
Figure 8
NORTH
Lincoln Corridor Plan 13-014 10/16/13
FELSBURG HOLT & ULLEVIG
SOURCE: Transfort
LEGEND
Route 5
Route 8
Route 14
Route 18
Route 81
Lincoln Avenue Bus Stops
Other Bus Stops
Jefferson St.
Riverside Ave.
1st St.
2nd St.
3rd St.
Willow St.
Lemay Ave.
College Ave.
Mason St.
Howes St.
Lincoln Ave.
Buckingham St.
Mountain Ave.
Oak St.
Magnolia St.
Mulberry St.
Myrtle St.
Laurel St.
Plum St.
Elizabeth St.
Linden St.
Vine Dr.
Cherry St.
Remington St.
Peterson St.
Whedbee St.
Smith St.
Stowe St.
Cowan St.
12th St.
MMouu ntai Ave.
Je tt
St St.
Downtown
Transit
Center
Lincoln Corridor Plan 13-014 10/16/13
FELSBURG HOLT & ULLEVIG
SOURCE: Phase 3 Transfort Strategic Operating Plan
LEGEND
Route 9
Route 2
Route 6
Route 7
New Downtown Circulator Route
MAX
Jefferson St.
Riverside Ave.
1st St.
2nd St.
3rd St.
Willow St.
College Ave.
Mason St.
Howes St.
Lincoln
Buckingh
Mountain Ave.
Oak St.
Magnolia St.
Mulberry St.
Myrtle St.
Laurel St.
Plum St.
Elizabeth St.
Linden St.
Vine Dr.
Cherry St.
Remington St.
Peterson St.
Whedbee St.
Smith St.
Stowe St.
Cowan St.
MMM ntain ta
LL
Downtown
Transit
Center
*
*
*
*
* Renumbered Routes
Source: Transfort Strategic Operating
Plan
Existing transit routes and stops. Planned future transit routes.
N N
between the Downtown Transit Center
and Centro via Lincoln Avenue and
Mulberry Street. There are three bus
stops on the Lincoln Avenue corridor in
the westbound direction and two in the
eastbound direction.
The weekday and Saturday boardings
and alightings for each of the stops along
Lincoln Avenue (serving Routes 5 and 14)
show the highest concentration of transit
boardings/alightings at the intersection
of Lincoln Avenue and Lemay Avenue.
Boardings and alightings along Lincoln
Avenue account for approximately five
percent of the Route 5 total ridership and
approximately ten percent of the Route 14
total ridership
The Transfort Strategic Operating Plan
outlines three phases of improvements/
modifications to the transit routing and
service in Fort Collins. In addition to
renumbering the routes in the future,
several modifications/re-routings of
existing routes are planned. MAX bus
rapid transit service is scheduled to
begin May of 2014 and will connect the
South Transit Center with the Downtown
Transit Center. A new Downtown
Circulator Route is identified in the
Strategic Operating Plan, which would
provide a circulating bus route between
the Downtown Transit Center along
Lincoln Avenue and Buckingham Street.
A/A/A
A/A/A
A/B/B
A/A/A
Existing conditions at Lincoln Bridge
Pedestrian levels of service (LOS) reflect
the comfort experienced by pedestrians as
they walk along a street. Conditions that
affect pedestrian segment LOS include the
width of the sidewalk, buffer separation,
amenities, and the speed and volume
of adjacent traffic. Where sidewalks
are provided, the pedestrian LOS is
good (LOS C or better). The pedestrian
intersection LOS is also based on the level
of delay and interaction with turning
vehicles. The pedestrian intersection LOS
at the two signalized intersections is good
(LOS C or better).
Bicycle LOS is based on the comfort
bicyclists experience when riding the
corridor which can be affected by the
presence and width of bike lanes, on-
street parking encroachment, and the
speed and volume of adjacent traffic.
The bicycle segment LOS on the Lincoln
Avenue corridor is generally good
(LOS C or better), but it is LOS E on the
Poudre River bridge where the bike lanes
end; LOS D adjacent to the residential
neighborhood due to the influence of
on-street parking; and LOS D to the west
of 1st Street where the bike lane in the
westbound direction is very narrow.
Existing bicycle levels of service. Source: HCM Bicycle Segment and Intersection LOS Methodology.
N
Shoulder
Bike
Lane
Bike
Lane
72' 3'
91'
16'
ROW
ROW
G-G. West of Lemay Avenue
6'
Sidewalk
6'
Sidewalk
24' 38'
R
RO
Shoulder
Shoulder
38'
D-D. East of 1st Street
Gravel
Parking
Irrigation
Ditch
Shoulder
Shoulder
6'
Sidewalk
36'
100'
127'
52' 12'
ROW
ROW
E-E. At Odell Brewing Company
27'
Woodward Development
Future ROW
Section E-E at Odell Brewing Company
orridor Plan 13-014 08/22/13
LSBURG HOLT & ULLEVIG
Cross-Sections
ross-Sections are Looking East Figure 2A
RCE: City of Fort Collins Engineering, 2013 Survey
Bike
Lane
Bike
Lane
34.5' 5'
70'
30.5'
ROW
ROW
B-B. West of Willow Street and
Union Pacific Railroad (East Tracks)
+/-105' (in transition)
ROW
ROW
C-C. Poudre River Bridge
and Bike Trail Underpass
42'
7' 28'
SW
5'
SW
5'
Sidewalk
Poudre Bridge
Poudre Trail
Section C-C between Poudre River Bridge and bike trail underpass
Lincoln Corridor Plan 13-014 08/12/13
FELSBURG HOLT & ULLEVIG
Cross-Sections
All Cross-Sections are Looking East Figure 2B
SOURCE: City of Fort Collins Engineering, 2013 Survey
Shoulder Shoulder
44'
80'
Existing
27'
Woodward Development
24' 12'
Irrigation
Ditch
ROW
ROW
Future ROW
F-F. At Stor-Mor Storage
(Begin Eastbound Left Turn Taper)
Shoulder
Shoulder
6'
Sidewalk
36'
100'
52' 12'
Irrigation
Ditch
ROW
ROW
E-E. East of 3rd Street
6'
Sidewalk
100'
24' 38'
ROW
ROW
Shoulder
Shoulder
38'
D-D. East of 1st Street
Shoulder
Bike
Lane
Bike
Lane
72' 3'
91'
16'
ROW
ROW
G-G. West of Lemay Avenue
6'
Sidewalk
Gravel
Parking
Parking Lot
Section F-F at Stor-Mor Storage (begin eastbound left turn taper)
FELSBURG HOLT & ULLEVIG
Cross-Sections
All Cross-Sections are Looking East Figure 2B
SOURCE: City of Fort Collins Engineering, 2013 Survey
Shoulder Shoulder
44'
80'
Existing
27'
Woodward Development
24' 12'
Irrigation
Ditch
ROW
ROW
Future ROW
F-F. At Stor-Mor Storage
(Begin Eastbound Left Turn Taper)
Shoulder
Shoulder
6'
Sidewalk
36'
100'
52' 12'
Irrigation
Ditch
ROW
ROW
E-E. East of 3rd Street
6'
Sidewalk
100'
24' 38'
ROW
ROW
Shoulder
Shoulder
38'
D-D. East of 1st Street
Shoulder
Bike
Lane
Bike
Lane
72' 3'
91'
16'
ROW
ROW
G-G. West of Lemay Avenue
6'
Sidewalk
Gravel
Parking
Parking Lot
Section G-G west of Lemay Avenue
100'
W
W
6'
Sidewalk
100'
24' 38'
ROW
ROW
Shoulder
Shoulder
38'
D-D. East of 1st Street
Gravel
Parking
Section D-D east of 1st Street
C
C
B
B
n
0'
A
A
Existing Right-of-Way (ROW)
Future Right-of-Way (Woodward Development)
Cross Section Locations (refer to Figure 2A and 2B)
Approximate Right-of-Way Width
LINCOLN CORRIDOR PLAN
18 Draft March 18, 2014
Mobility and Safety
Right-of-Way
The Lincoln Avenue right-of-way (ROW)
cross-sections vary along the ¾ mile
corridor. The street includes one vehicular
travel lane in each direction, bike lanes
along most of the corridor. Turn lanes
are provided at the larger intersections
including Jefferson Street/Riverside
Avenue, at Fort Collins Brewery, and at
Lemay Avenue. While curb and gutter are
provided for short segments, most of the
corridor has a more rural feel, including
the Coy Ditch along the Woodward, Inc.
property.
An exciting quality about this section of
Lincoln Avenue is its generous ROW,
particularly in the east part of the
corridor. Although the existing right-of-
way varies between 70 feet to over 100
feet, the vast majority of the corridor
exceeds the standard 84-foot minimum
ROW for a 2-lane arterial. As part of
the Woodward Technology Center
development, an additional 27 feet of
ROW has been dedicated along the south
edge of Lincoln Avenue between 3rd
Street, just west of Lemay Avenue. The
wide ROW presents a unique opportunity
to introduce design solutions that can
transform Lincoln Avenue into a thriving
multi-modal environment.
All Cross-Sections are Looking East
SOURCE: City of Fort Collins Engineering, 2013 Survey
6'
Sidewa
6'
Sidewalk
100'
ROW
16.5' 70' 13.5'
A-A. Between Jefferson Street / Riverside Avenue
and Union Pacific Railroad (West Tracks)
Bike
Lane
Bike
Lane
Bike
Lane
Bike
Lane
34.5' 5'
70'
30.5'
ROW
ROW
B-B. West of Willow Street and
Union Pacific Railroad (East Tracks)
+/-103' (in transition)
ROW
C-C. Poudre River Bridge
and Bike Trail Underpass
42'
7' 28'
SW
5'
SW
5'
Sidewalk
Poudre Bridge
Poudre Trail
The narrowest section (B-B) of the corridor exists at the
UPRR crossing west of Willow Street. Transforming this
pinch point into a pedestrian and bike-friendly gateway
is an important objective of the LCP.
Lincoln Corridor ROW
Standard Fort Collins 2-lane arterial
N
6000
2009 2015 2025 2035
Households
Employment
Structure Plan Land Use Categories
Vine Drive
Jefferson/ Riverside
Mulberry St.
Structure plan and master street plan overlay
Lemay Avenue
Lincoln Avenue
Linden St.
Willow St.
Areas with different
structure plan land use
than zoning
Lincoln Avenue and Lemay
Avenue.
34. Woodward Technology Center
campus
35. Mulberry Bridge
improvements to serve as
gateway into Fort Collins.
36. Open Udall Natural Area to
public, restore right riverbank,
enhance in-channel wetlands,
and construct river overlook
structure.
37. Parking lot and paved trail
improvements.
Natural Area.
11. River restoration from
Linden to Lincoln.
12. Restore floodplain
area from Lincoln
Avenue to Mulberry
Street on the northeast
side of the river to
enhance habitat and
develop a natural
area/river park.
13. Establish a circulator
bus that provides
service between
downtown and the
Lincoln Influence Area
destinations.
14. Jefferson Street: Three
14-foot travel lanes,
raised landscaped
medians, 8-foot
on-street parking on
the southwest side of
street, and streetscape
improvements.
15. Willow Street: Two
travel lanes separated
by diagonal parking
in the center, bicycle
lanes, parallel parking
on both sides, attached
sidewalk on southwest
side of street, and
attached sidewalk
on northeast side of
street.
16. Lincoln Avenue: Two
12-foot travel lanes,
raised median, 8-foot
bicycle lanes, attached
sidewalk on north
side and detached
sidewalk on south side
from Jefferson Street
to Lemay Avenue.
17. New storm sewers
within the street
right-of-way (ROW)
and abandon existing
sewers that cross
mid-block between
Jefferson Street and
Willow Street.
18. Improve existing
outfall at Lincoln
Avenue Bridge.
19. Create new outfall at
Linden Street Bridge.
20. Add a southbound
left-turn lane on
Vine Drive at Lemay
Avenue.
21. Provide gateway
features at entrances
to neighborhoods.
22. Provide pads, benches,
and shelters at all
transit stop locations.
23. Add signal at
Buckingham Street
and Lemay Avenue.
24. Add northbound right
turn lanes on Vine
Drive and Lemay
Avenue.
25. Improvements to
Lemay Avenue ditch
between Vine Drive
and Lincoln Avenue.
26. Installation of curb
and gutter and street
outflows along
Lincoln Avenue.
27. Realign the Vine Drive
and Lemay Avenue
intersection to include
a grade-separated
crossing.
28. Add bicycle lanes to
Vine Drive and Lemay
Avenue.
29. Widened, multi-use
sidewalk along north
side of Buckingham
Street that connects to
downtown.
30. Provide street lighting
along Lincoln Avenue.
Poudre River Downtown Project
(ongoing). City initiative to develop a
master plan for the areas in and adjacent
to the Poudre River from Shields Street
to Mulberry Street. The master plan
will address in-river and bankside
recreation, habitat connectivity restoration
and rehabilitation, bank protection,
stormwater/floodplain management,
water quality, public safety and access,
and transportation
River District Design Standards and
Guidelines (ongoing). Creates standards
and guidelines to promote design that is
consistent with the vision for the area and
that supplements the existing standards
in the River Downtown Redevelopment
Zone.
The following list and map on pages
12-13 illustrate all of the improvements
proposed in existing City-supported plans
within the Lincoln Corridor Influence
Area, some of which have been proposed
and some of which are already completed.
Neighborhood Influence Area overlaps
the LCP Influence Area.
Downtown River District Streetscape
Improvement Project (2008). A sub-
area improvement plan adjacent to
the west part of Lincoln Avenue. The
overarching plan objective is to create
a unique Downtown district through
visually pleasing, welcoming streetscape
improvements that is ready for infill
development. This would be achieved
through traffic calming, enhanced
pedestrian and bicycle amenities, and
robust public involvement.
Jefferson Street Alternatives Analysis
(2012). A transportation plan focusing on
improvements to Jefferson Street from
College Avenue to Lincoln Avenue. The
purpose was to find the most suitable
alternative to improve air quality,
Brewing Co.
New Belgium
Brewery
Fort Collins
Brewery
Alta Vista
Neighborhood
Andersonville,
Via Lopez, and
San Cristo
Neighborhoods
GMA Boundary
LINCOLN CORRIDOR PLAN
Draft March 18, 2014 3
LCP
Influence
Area
LCP Vicinity Map LCP Influence Area
Vine
Lincoln
Mulberry
Lemay
College
Linden
Buckingham
Jefferson/ Riverside
N N
Pou
dre
River
a
n
d
T
r
a
il
former Link-N-Greens site alone will
introduce more than 1,500 employees to
the area at full build-out. This growth will
change the way in which Lincoln Avenue
functions on a daily basis.
Purpose
The purpose of the Lincoln Corridor
Plan (LCP) is to provide an overall
community supported vision for
the corridor and a clear roadmap for
strategies to implement that vision.
The plan provides detailed concepts
for Lincoln Avenue, and also makes
recommendations throughout the Project
Influence Area to ensure that needs from
all stakeholders have been addressed.
PHASE I - VISION
C-1 Lincoln Corridor Phase III Online
Survey and Open House Summary
C-2 Business and Resident Concerns &
Responses
C-3 Transit Route Alignments Chart
C-4 Preferred Plan Budgetary Cost
Estimate
Appendix D Technical Drawings
Note: The complete Appendix is available
under separate cover at fcgov.com/lincoln
PHASE II - ALTERNATIVES DEVELOPMENT PHASE III - PREFERRED PLAN APPENDICES