HomeMy WebLinkAboutVariance Requests - 08/14/2025
301 N Howes Street Suite 100 Ft Collins, CO 80521 | (970) 221-4158 | epsgroupinc.com 1 of 3
August 14, 2025
Engineering Development Review
City of Fort Collins
281 N. College Avenue
Fort Collins, CO 80524
Project # 892-002
Gateway at Prospect BDR200010 – Modified Connector Local Street Section
Variance Description:
This is a request for variance to the standard street section of a connector local street contained in Chapter 7, Fort Collins
Figure 7-8F of the Larimer County Urban Area Street Standards (LCUASS Fort Collins).
Variance to this standard will allow for the omission of a landscape parkway across the proposed span bridge crossing
Boxelder Creek and a safe striped lane for bike travel aADer the bridge and roundabout.
Technical Design Criteria:
Each street that is under the Connector Local classification must conform to Figure 7-8F. This approved requirement is
stated below:
Chapter 7.3 Street Classifications
“Each classification used must conform with the Local Entity TMP, when applicable, and meet all of the criteria for the
specific classification.”
Below is Figure 7-8F of the LCUASS standards showing the required street section for a Connector Local street in Fort
Collins:
301 N Howes Street Suite 100 Ft Collins, CO 80521 | (970) 221-4158 | epsgroupinc.com 2 of 3
Identifying the issue:
Landscape Parkway over Boxelder Creek Span Bridge
The crossing of Boxelder Creek is proposed to be achieved by the use of a rolled girder span bridge. This bridge type
allows for more floodplain conveyance and the ability to keep the existing stream channel undisturbed. Providing a
landscaped parkway over a rolled-girder span bridge is not a typical due to the infeasibility of establishing landscape and
irrigation. The typical Connector Street Section includes a landscape parkway, but it is infeasible for this application.
Striped Bike Lane and Spacer Instead of Parking
The main access (Street E) to the Gateway at Prospect project is provided from a proposed roundabout on the I-25
Frontage Road. The distance along Street E between the roundabout and the next intersection to the northwest is
relatively short. Bike ramps are provided before and aADer the roundabout to route bike traffic around the roundabout.
Once they exit the roundabout they transition into either the through lane or a bike lane. Connector local streets typically
include parking and are not required to be striped. If cars were parked on Street E, it could create dangerous conflicts
points between cars and bicyclists where the bicyclist transition back into the through lane.
Alternatives Considered for Connector Street E over Bridge:
1. Alternative 1: LCUASS Standard Connector Local with Parking and Parkway
a. The LCUASS Connector street section includes parking. Including parking will create a short transition
space for bicyclists. This short transition creates dangerous conflict points between cars and bicyclists.
b. The LCUASS Connector Street section includes an 8’ landscape parkway. A landscaped parkway over a
rolled girder span bridge is infeasible. Options to fill this parkway would include rock cobble or
concrete. Both rock and concrete options increase costs substantially by requiring a wider bridge
section. Additionally, both rock or concrete options would be unsightly and would increase
imperviousness unnecessarily.
2. Alternative 2: Modified Connector Local with Attached 7’ Walk, 11’ Through Lanes and Bike Lane, No Parking
(Chosen Alternative)
a. By removing the parking lane and instead providing a striped bike lane, the safety for bicyclist exiting
the roundabout will be substantially increased by removing conflict points. With the addition of striping
to channelize vehicles, the through lane widths were increased.
b. By attaching and widening the sidewalk, the infeasible landscape parkway would be eliminated. This
option would decrease costs to build the bridge as well as provide an additional 2’ of additional width
for pedestrians.
Alternatives Considered for Connector Street E:
1. Alternative 1: LCUASS Standard Connector Local with Parking and Parkway
a. The LCUASS Connector street section includes parking. Including parking will create a short transition
space for bicyclists. This short transition creates dangerous conflict points between cars and bicyclists.
2. Alternative 2: Modified Connector Local with Bike Lane, 11’ Through lanes, No Parking (Chosen Alternative)
a. By removing the parking lane and instead providing a striped bike lane, the safety for bicyclist exiting
the roundabout will be substantially increased by removing conflict points. With the addition of striping
to channelize vehicles, the through lane widths were increased.
301 N Howes Street Suite 100 Ft Collins, CO 80521 | (970) 221-4158 | epsgroupinc.com 3 of 3
Justification for Eliminated Parking on Street E
To reach a sufficient level of safety for both bikers and pedestrian vehicles, we are proposing to eliminate on-street
parking along Street E and provide striped 7’ bike lane, 11’ through lanes and a 3’ spacer to provide clearance from traffic.
With the addition of striping to channelize vehicles, the through lane widths were increased. In this case, the reduced risk
of an accident between a bicyclist and car outweighed the benefit of street parking.
Justification for Eliminated Parkway on Bridge Section on Street E
We are proposing to eliminate the parkway over the length of the bridge and include a 7’ attached sidewalk. The increase
in sidewalk width is provided for added safety while crossing the bridge. This is a typical treatment over rolled girder
span bridges within the limits of Fort Collins.
In both sections of Street E, the proposed variance provides a wider pavement section and additional right-of-way width.
See table below for a side-by-side comparison of the required street section and the modified ones described above. The
Green indicates an increase from the standard, red indicates a decrease from the standard:
STREET E
Current Standard
Modified Bridge
Section Modified Section
Parking Lane 8' n/a n/a
Parking Spacer n/a 3’ 3'
Drive Lane 10' 11’ 11'
Bike Lane n/a 7’ 7’
Parkway 8' not including curb n/a 8' not including curb
Walk 5' Detached 7' Attached 5' Detached
Utility Easement 9' 9' 9'
Total FL-FL 36' 42’ 42’
Total ROW 63' 69’ 69’
This request is grounded in the acknowledgement of the fact that parkways are not typical in a span bridge. With the
bridge being suspended in air, there is no subsurface material for any landscaping to establish itself. An attached walk
over a short span bridge is typical in most areas. The proposed 7’ walk is wider than average attached sidewalks
providing sufficient space for pedestrians walking in both directions.
Conclusion
We do not feel that this variance will increase risks to public health, safety, or welfare. In fact, we feel this variance greatly
increases public safety and welfare. This variance is expected to create a slight increase in costs for long-term
maintenance as the roadway is 6’ wider with striping. We feel that this increase in maintenance costs is worth the
substantial increase in safety. This variance is not expected to reduce the design life of any public roadway.
Please call if you have any questions.
Stephanie Thomas, P.E.
Project Manager