HomeMy WebLinkAboutRFP - 7482 VINE & SHIELDS INTERSECTION IMPROVEMENTS PROJECTREQUEST FOR PROPOSAL
7482 VINE & SHIELDS INTERSECTION IMPROVEMENTS PROJECT
The City of Fort Collins is requesting proposals from qualified firms to requesting
proposals from a consulting firm or team to provide the City with preliminary engineering
design, final engineering design and design support during construction for the Vine and
Shields Intersection Improvements Project. The successful candidate will identify and
address all of the tasks, issues and deliverables in their proposal. Prospective teams
must possess the expertise and experience necessary to complete the project on time
and within the established budget, and be motivated to work with City staff, the
Colorado Department of Transportation, Larimer County Engineering and all other
affected interests to accomplish the goals and objectives associated with this project.
Proposal submission via E-mail is preferred. Proposals should be submitted in
Microsoft Word or PDF format and e-mailed to: purchasing@fcgov.com. If
submitting hard copy proposals instead, five (5) copies, will be received at the City of
Fort Collins' Purchasing Division, 215 North Mason St., 2nd floor, Fort Collins, Colorado
80524. Proposals will be received before 3:00 p.m. (our clock), March 7, 2013 and
referenced as Proposal No. 7482. If delivered, they are to be sent to 215 North
Mason Street, 2nd Floor, Fort Collins, Colorado 80524. If mailed, the address is P.O.
Box 580, Fort Collins, 80522-0580.
The City encourages all disadvantaged business enterprises to submit proposals in
response to all requests for proposals and will not be discriminated against on the
grounds of race, color, national origin for all proposals for negotiated agreements.
A Disadvantaged Business Enterprise (DBE) goal of nine percent (9%) has been
established for the design phase of the project.
A pre-proposal meeting will be held February 20, 2013 at 2:00 P.M. at 215 North Mason,
Community Room, Fort Collins, CO.
Questions concerning the scope of the project should be directed to Project Manager,
Tim Kemp, PE, LEED AP, Capital Projects Engineer at (970) 416-2719 or
tkemp@fcgov.com.
Questions regarding bid submittal or process should be directed to
John Stephen, CPPO, LEED AP, Senior Buyer, at (970) 221-6777 or jstephen@fcgov.com.
A copy of the Proposal may be obtained as follows:
1. Download the Proposal/Bid from the BuySpeed Webpage,
www.fcgov.com/eprocurement
Financial Services
Purchasing Division
215 N. Mason St. 2nd Floor
PO Box 580
Fort Collins, CO 80522
970.221.6775
970.221.6707
fcgov.com/purchasing
RFP 7482 Vine & Shields Intersection Improvements Project Page 1 of 120
The City of Fort Collins is subject to public information laws, which permit access to
most records and documents. Proprietary information in your response must be clearly
identified and will be protected to the extent legally permissible. Proposals may not be
marked ‘Proprietary’ in their entirety. Information considered proprietary is limited to
material treated as confidential in the normal conduct of business, trade secrets,
discount information, and individual product or service pricing. Summary price
information may not be designated as proprietary as such information may be carried
forward into other public documents. All provisions of any contract resulting from this
request for proposal will be public information.
Sales Prohibited/Conflict of Interest: No officer, employee, or member of City Council,
shall have a financial interest in the sale to the City of any real or personal property,
equipment, material, supplies or services where such officer or employee exercises
directly or indirectly any decision-making authority concerning such sale or any
supervisory authority over the services to be rendered. This rule also applies to
subcontracts with the City. Soliciting or accepting any gift, gratuity favor, entertainment,
kickback or any items of monetary value from any person who has or is seeking to do
business with the City of Fort Collins is prohibited.
Collusive or sham proposals: Any proposal deemed to be collusive or a sham proposal
will be rejected and reported to authorities as such. Your authorized signature of this
proposal assures that such proposal is genuine and is not a collusive or sham proposal.
The City of Fort Collins reserves the right to reject any and all proposals and to waive
any irregularities or informalities.
Sincerely,
James B. O'Neill II, CPPO, FNIGP
Director of Purchasing & Risk Management
RFP 7482 Vine & Shields Intersection Improvements Project Page 2 of 120
REQUEST FOR PROPOSAL
7482 VINE & SHIELDS INTERSECTION IMPROVEMENTS PROJECT
The City of Fort Collins Engineering Department is requesting proposals from a
consulting firm or team to provide the City with preliminary engineering design, final
engineering design and design support during construction for the Vine and Shields
Intersection Improvements Project. The successful candidate will identify and address
all of the tasks, issues and deliverables in their proposal. Prospective teams must
possess the expertise and experience necessary to complete the project on time and
within the established budget, and be motivated to work with City staff, the Colorado
Department of Transportation, Larimer County Engineering and all other affected
interests to accomplish the goals and objectives associated with this project.
This project contains Federal Highway Administration (FHWA) funding as administered
through the Colorado Department of Transportation (CDOT). All work associated with
the project must be in accordance with CDOT specifications and Larimer County Urban
Area Street Standards (LCUASS). A Disadvantaged Business Enterprise (DBE)
goal of nine percent (9%) has been established for the design phase of the
project.
Tasks to complete the project include, but are not limited to, those outlined in the
attached preliminary Scope of Work (Section III).
Please limit the total length of your proposal to a maximum of twenty-five (25) pages
total (excluding covers and dividers).
I. Introduction
The City of Fort Collins is seeking professional consulting services to design the
Vine and Shields Intersection Improvements Project.
The City recently completed an Arterial Intersection Priority Study which ranked
the Vine and Shields intersection in the top ten for needed enhancements. Major
components that brought this intersection to the top of the list include: poor
horizontal geometry, deficient and / or non-existent bicycle and pedestrian
facilities, higher than average accident rates and elevated levels of vehicle delay.
The proposed improvements will follow a multi-modal approach to create a safer
intersection for all users.
The existing intersection was formerly a four-way stop and converted to a
signalized intersection as traffic volumes grew. Currently, the Average Daily
Traffic (ADT) is at 12,000 vehicles per day. The posted speed limits for all legs
of the existing intersection vary from twenty-five (25) to thirty (30) miles per hour.
The intersection currently operates with split-phase signal timing due to lack of
turn lanes in the north / south direction and the offset lane geometry in the east /
west direction.
The Vine Drive and Shields Street intersection is significant to the City of Fort
Collins for many reasons, including the following:
Encompassed within the US 287 Front Range Urban Corridor
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Contains two existing Transfort routes along Vine Drive with a third route
planned in the future for North Shields Street
Shields Street is defined by the City of Fort Collins Transportation Master
Plan as a “High Volume Bike Corridor”
Proximity to the Poudre River Trail, Colorado State University and Poudre
Schools
The City has secured multiple funding sources for the design, right-of-way
acquisition and construction of the project. A rough breakdown of the funding
source percentages is shown in the table below:
FUNDING SUMMARY TABLE
Funding Source Funding Amount
STP-Metro Federal Grant (FHWA through CDOT) $ 1,054,000
Regional Road Impact Fee (Larimer County) $ 325,000
Building on Basics Intersection Fund (City) $ 322,101
Total Anticipated Funding $ 1,701,101
To the north of the Vine Drive and Shields Street intersection, the Larimer County
Engineering Department is currently designing their North Shields Street Corridor
Improvements (County Project No. 301) which will be built in 2014. The
successful Consultant will be responsible for coordinating the “match line” area
between the City and County projects. The northern limit of the City intersection
project will be south of the Arthur Ditch. The County will be replacing the Arthur
Ditch structure and overlying roadway. This coordination effort is further defined
below in Section III.
The intersection improvement project began with an Alternatives Analysis, per
City of Fort Collins Ordinance 2001-120, which mandates the evaluation of a
signalized option and a roundabout option at arterial intersection reconstruction
projects. The City completed this analysis in the spring of 2012 and presented a
Staff recommendation for approval of the single-lane, modern roundabout option.
City Council determined that the roundabout is the preferred alternative for the
Vine Drive and Shields Street Intersection Improvement and approved its’
construction as Resolution 2012-067 on August 21, 2012. A copy of the
Alternatives Analysis titled “Summary Report – City of Fort Collins Arterial
Intersection Study for Shields Street and Vine Drive” is included as an
attachment to the RFP. Additional background information is posted at the
project website http://www.fcgov.com/engineering/vsi.php.
Required elements for the Vine and Shields Intersection Improvements Project:
Correct the sub-standard horizontal geometry by constructing a single-
lane roundabout
Improve air quality through reduced vehicle wait time
Improve safety for vehicles, bicycles and pedestrians
Design and construct utility improvements including water quality features
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Design landscaping, irrigation and urban design elements
Coordinate the intersection improvements with the West Vine Basin
Master Drainage Plan and City floodplain regulations
Design and construct the project in a sustainable fashion which balances
the environmental, social and economic needs of the City and adjacent
land owners
Coordinate with the Larimer County’s North Shields Street Corridor
Improvements (including bike lane and sidewalk connections to the
Poudre River Trail)
The Consultant team must work together in partnership with the City, Larimer
County and CDOT to coordinate and conduct joint reviews at critical milestones
throughout the project. In addition, the project team will offer an extensive public
outreach and engagement process with the many project area stakeholders to
ensure the pedestrian, bicycle, and streetscape improvements meet the
immediate needs of the area, as well as, to serve the long-range vision.
II. Consultant Selection Process and Project Schedule
It is the City’s intent to hire a single Consultant Team capable of handling the
following duties: Planning, Urban Design, Landscaping, Hydraulics Engineering,
Public and Stakeholder Involvement, Roundabout Design, ROW Plan Production
and Design Support during Construction. Consultants should make sure to
address their capabilities, experience and expertise in all of these areas.
Traffic Engineering was previously completed with the Alternatives Analysis
study. Consultant teams do not need to include Traffic Engineering (traffic
volumes, turning movements and traffic count projections) with their Proposals.
The City will provide this data to the selected Consultant.
The City recently updated our Roundabout Design Standards, in conjunction with
Larimer County and the City of Loveland. The standards appear as Appendix “I”
of the LCUASS guidelines. A copy of the revised Appendix “I”, dated August 1,
2012, is included as an attachment to the RFP.
On time delivery is imperative for this project. Proposing teams must explain
their approach and innovative delivery strategy to ensure an efficient schedule.
Consultants shall submit a detailed project schedule outlining all phases of the
project including critical, milestone dates. The City has listed anticipated dates
for the Consultant Selection and Project Schedule as noted below.
Consultant Selection Process:
RFP Available to the Public Week of February 11, 2013
Pre-Proposal Meeting February 20, 2013
RFP Submittal Deadline March 7, 2013
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Conduct Interviews March 27, 2013
Select and Notify Consultant Week of March 25, 2013
Project Schedule:
It is the City’s goal to advertise the project in February of 2015 and begin
construction in April of 2015. Below is a tentative schedule meeting this
goal. We are interested in your proven ability to meet or exceed this
schedule.
Project Kick-Off & Preliminary Engineering April 2013 – Winter 2013
Final Engineering Winter 2013 – Fall 2014
Right-of-Way Acquisition Winter 2013 – Winter 2014
Advertise for Construction February, 2015
Begin Construction April, 2015
The Consultant shall supply a design schedule with the proposal. The
schedule shall detail all items required to meet the Advertisement date
and shall clearly indicate “critical path work items”.
Due to the nature of the funding sources for this project, Consultant costs / fees
will not be considered when evaluating the proposals. The City will negotiate the
costs / fees with the successful Consultant after the evaluation process has been
completed. The Contract will be set up in a “Cost Plus Fixed Fee” format.
The Consultant will be tasked with creating a unique “identity” for this project with
respect to urban design and landscape architecture.
III. Scope of Work
The following is an outline of a general scope of work. The Consultant shall
expand each of the tasks listed below. Additional tasks, if deemed necessary by
the Consultant, shall be added to the list to ensure a good product.
Project Kick-Off Phase:
City Tasks
Provide Aerial Maps
Provide Existing Topographic Survey - per the High Accuracy Reference
Network (HARN), tied to the City of Fort Collins Groundmaster Coordinate
System (Horizontal) and the City of Fort Collins Vertical Control Network
(NGVD 1929 - Unadjusted Vertical)
Provide a Digital Copy (CAD Format) of the Existing Surface and Point
Files
Provide Property Analysis Map – Ownership, Property Lines, Relevant
Easements and Current Tenants based upon Title Commitments
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Provide Preliminary Historical Data
Consultant Tasks
Complete a Survey Request Form to the City of Fort Collins Survey
Department
Existing Utility Locates through Potholing
Horizontal and Vertical Survey of Potholed Utilities (by City)
Produce Mapping based upon information provided by the City
Follow Up with Utility Companies to ensure accurate information is
presented
Provide Assistance with the Identification and Assessment of Historic
Properties
Preliminary Engineering Phase:
This Phase entails development of a preliminary engineering plan set or Field
Inspection Review (FIR) level design. The following design considerations
shall be addressed:
Roundabout Design and Roadway Transitions at Approaches
Safety and Drive Access Improvements
Proposed Property Impacts
Proposed Floodplain Impacts
Thorough Utility Design, including storm sewer, water quality and outfall
location(s)
Pedestrian and Bicycle Facilities
Pavement Design and Geotechnical Engineering Report
Urban Design, Landscaping and Irrigation
The following activities shall be completed within this phase of the project.
Work items are identified according to City and Consultant tasks.
City Tasks
Coordination with impacted businesses and residents regarding proposed
improvements
Provide Legal Descriptions and Exhibits for right-of-way (ROW),
temporary construction easements (TCE) and permanent easement
acquisitions. The City and / or the City’s “on-call” Consultant will handle
all property negotiations; including value finding, appraisals, offers,
negotiations and closings.
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Consultant Tasks
All tasks necessary to deliver Preliminary Engineering Design (Field
Inspection Review - FIR) Plans, Construction Specifications (including
Standard Special Provisions and Project Specific Special Provisions),
Quantity Take-Offs, Bid Tabulations and Cost Estimates. Plans must be
produced in accordance with all Colorado Department of Transportation
(CDOT) and Larimer County Urban Area Street Standards (LCUASS).
Plans, specs, quantity take-offs, bid tabulations, and cost estimates will be
submitted to the City both as hard copies and electronically. The
Consultant is fully responsible for the Quality Assurance and Quality
Control (QA / QC) of the plan set.
Development of two (2) urban design and landscape concept plans. One
plan will be selected and developed during the Final Engineering Phase.
o Urban design elements may include the following:
Treatment of Bicycle and Pedestrian Facilities
Landscaping and Irrigation
Pedestrian Lighting
Enhanced Corner Treatments and Central Island Aesthetics
Coordination with Art in Public Places (separate Contract for
Artist)
o Historical / Cultural Interpretation of the Project Area
o At the time of this RFP, the City is in the process of updating our
Streetscape Design Standards and Guidelines. We anticipate Council
approval of the revised standards in February, 2013. A link to the
“draft” copy of the guidelines updates is provided in the Final
Engineering section.
Identify property impacts and extent of ROW and TCE needed. The
Consultant will provide a digital copy (CAD format) of the line work to the
City of Fort Collins Survey Department for all proposed acquisition areas
(temporary and permanent).
Development of Preliminary Drainage Report
o Include identification of any proposed floodplain work
o Include outfall locations and coordinate with the West Vine Basin
Master Drainage Plan
o If requested by the Consultant, the City will provide floodplain cross
sections at the time of initial topographic survey work. Cross section
locations must be included on the Survey Request Form.
Multi-Modal Analysis
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o Examine interaction of all modes of transportation (vehicular, bicycle,
pedestrian, and transit) within the project area
o Adequately size lanes, access points and crossing locations
Thorough Utility Design
o Coordinate with City Utilities Departments, including but not limited to:
Water/Wastewater, Stormwater, Light & Power, Fiber Optic and Traffic
o Coordinate with all private utilities potentially impacted by the
improvements
o Determine extent and location of any utility relocations
o Develop preliminary level storm water improvement plans
Development of a Pavement Design and Geotechnical Engineering Report
o To include subsurface exploration (borings) with laboratory test results
o The City will provide 20-year and 30-year Equivalent Single Axle
Loads (ESAL’s) for the Consultants pavement design calculations
o To include recommendations for Hot Mix Asphalt (HMA) and Portland
Cement Concrete (PCC) pavement sections
Attend and conduct FIR meeting. Meeting minutes to be developed and
provided by the Consultant.
Preliminary Engineering Phase Deliverables:
Preliminary Engineering Project Schedule
Meeting Minutes (see Public and Stake Holder Involvement Section for
anticipated meetings)
Preliminary Drainage Report
Pavement Design and Geotechnical Engineering Report
Two (2) Urban Design and Landscape Concept Alternatives
Four (4) Half Size Preliminary plan sets (Black and White, 11x17)
One (1) .pdf file of the plan set
One (1) Digital copy of the design drawings (AutoCAD format)
One (1) Electronic copy of Preliminary Project Specification Book
Project Bid Tab and Opinion of Probable Cost
FIR Review Meeting Minutes and comment responses
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Final Engineering Phase:
All tasks necessary to deliver Final Engineering Design (Final Office
Review - FOR) Plans, Construction Specifications (including Standard
Special Provisions and Project Specific Special Provisions), Quantity
Take-Offs, Bid Tabulations and Cost Estimates. Plans must be produced
in accordance with all Colorado Department of Transportation (CDOT) and
Larimer County Urban Area Street Standards (LCUASS). Plans, specs,
quantity take-offs, bid tabulations, and cost estimates will be submitted to
the City both as hard copies and electronically. The Consultant is fully
responsible for the Quality Assurance and Quality Control (QA / QC) of the
plan set. Comments from the FOR meeting will be incorporated into the
“For Bidding” plan set.
Right-of-Way Plans
The Consultant will assist the City with the development of a complete set
of right-of-way (ROW) plans which will be submitted to CDOT for review
and approval. Plans will be per the HARN, tied to the City of Fort Collins
Groundmaster Coordinate System (Horizontal) and the City of Fort Collins
Vertical Control Network (NGVD 1929 - Unadjusted Vertical). Right-of-
Way plans will include the following sheets:
o Title Sheet (project location map)
o Tabulation of Properties
o Project Control Diagram
o Land Survey Control Diagram
o Tabulation of Boundary Evidence
o Monumentation Sheets
o ROW Plan Sheets
o Ownership Map (prepared in Preliminary Engineering Phase –
updates will be based upon additional information gathered by City
Staff)
City Tasks
Coordination with impacted businesses and residents regarding proposed
improvements
Obtain the Authority for the use of Eminent Domain from City Council
Right-of-Way Plans
o Develop legals and exhibits for all proposed ROW, permanent and
temporary construction easements
o Review title commitments
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o Establish existing ROW per the title commitments
o Investigation of existing property pins
o Develop all existing property lines and easements
o Tabulation of monuments for the proposed ROW and easements
o Monumentation sheets for the ROW plan set
o Stamping and signing of the ROW plan set
o Installation of monuments
Consultant Tasks
Right-of-Way Plans
o All drafting necessary for the ROW plan set, minus the
Monumentation Sheets
o Development of proposed ROW and easement line work
o Development of site specific mitigation plans for each parcel. For the
purposes of this proposal, please plan on mitigation plans for six (6)
parcels with two (2) iterations per plan.
Development of a Final Drainage Report
Development of a Letter of Map Revision (LOMR)
Finalize the Urban Design and Landscape Preferred Alternative
Provide design assistance during the ROW acquisition phase
Obtain Environmental / Historical Clearances in accordance with City and
State requirements. This includes, but is not limited to, preparing
necessary resource management plans and obtaining necessary permits.
Attend and conduct FOR meeting. Meeting minutes to be developed and
provided by the Consultant.
All work shall be based upon the requirements and guidelines found in the
following reports:
Larimer County Urban Area Street Standards (LCUASS) April 1, 2007
http://www.larimer.org/engineering/GMARdStds/UrbanSt.htm
Vine and Shields Conceptual Level Website
http://www.fcgov.com/engineering/vsi.php
City of Fort Collins “Master Street Plan” December 18, 2011
http://www.fcgov.com/transportationplanning/msp.php
City of Fort Collins “Multimodal Transportation Level of Service Criteria”
1997
http://www.larimer.org/engineering/GMARdStds/ApdxH_04_01_2007.pdf
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City of Fort Collins “Pedestrian Plan” (2011)
http://www.fcgov.com/transportationplanning/pedplan.php
City of Fort Collins “2008 Bicycle Plan, Update to the 1995 Bicycle
Program Plan” September 2008
http://www.fcgov.com/transportationplanning/msp.php
City of Fort Collins “Transit Strategic Plan” 2009
http://www.fcgov.com/transfort/plan-index.php
City of Fort Collins “North College Corridor Plan” March 14, 2007
http://www.fcgov.com/advanceplanning/pdf/nccp-doc.pdf
“US 287/SH 14 Access Management Report” April 4, 2000
http://www.fcgov.com/transportationplanning/sh14.php
Colorado Department of Transportation Standard Specifications for Road
and Bridge Construction 2011
Colorado Department of Transportation Standard Plans, M&S Standards
July, 2006
Final Engineering Phase Deliverables:
Final Engineering Project Schedule
Meeting Minutes (see Public and Stake Holder Involvement Section for
anticipated meetings)
Final Drainage Report
Storm Water Management Plan
Final Urban Design and Landscape Plan
All CAT-EX Memos necessary for ROW Appraisal Clearance
ROW Plan Set
Four (4) Half Size Final plan sets (Black and White, 11x17)
One (1) .pdf file of the Final plan set
One (1) electronic copy of the Final Project Specification Book
Project Bid Tab and Opinion of Probable Cost
FOR Meeting Minutes and comment responses
“For Bidding” Submittal and Deliverables:
Four (4) Half Size “For Bidding” plan sets (Black and White, 11x17),
stamped by PE
One (1) .pdf file of the Final plan set, stamped by PE
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One (1) electronic copy of the Final Project Specification Book, stamped
by PE
Bidding and Construction Phases:
The Consultant will be tasked with providing any necessary responses
and subsequent documentation for revisions to the plans, specifications
and cost estimate as a result of Requests For Information (RFI), Addenda
and Field Memos which need to be issued during the Bidding and
Construction Phases
The Consultant will incorporate any changes / modifications into the plan
set, specifications and cost estimate, if necessary, as a result of the
bidding process. A memo shall be sent to the City stating the changes
and how they were addressed prior to submitting the “For Construction”
documents.
One (1) digital copy of the design drawings (AutoCAD format). This will
include all design drawings, surfaces, point files and drawing sheets.
Three (3) Full Size “For Construction” sets (Black and White, 24x36),
stamped by PE
Four (4) Half Size “For Construction” sets (Black and White, 11x17),
stamped by PE
One (1) .pdf file of the “For Construction” plan set, stamped by PE
One (1) electronic copy of the “For Construction” Specification Book,
stamped by PE
The Consultant will assist the City during the construction phase and must
be willing to address constructability issues in a timely manner
IV. Public and Stakeholder Involvement
The City will develop and implement a Communication Plan which addresses
public involvement and stakeholder coordination. The process will include
potentially affected interests such as City Council, multiple City departments,
City’s Transportation Board, area property and business owners and bicycle /
pedestrian advocacy groups.
Consultant tasks to support the City’s public and stakeholder involvement
process include:
Graphics production / reproduction
Public mailing preparation
Attendance / participation at property owner meetings and project open house
events
Preparation of presentation materials
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Development of press releases / media materials
Attendance at public meetings
For proposal purposes please plan on attending and providing graphical support
for the following:
Preliminary Engineering Phase:
o One (1) Public Open House Meeting
o Four (4) Project Coordination Meetings
o Four (4) Utility Coordination Meetings
o One (1) City of Fort Collins Council Meeting
Final Engineering Phase:
o One (1) Public Open House Meeting
o Four (4) Project Coordination Meetings
o Two (2) Utility Coordination Meetings
o One (1) City of Fort Collins Council Meetings
V. National Environmental Policy Act (NEPA) Special Requirements
The Consultant will be responsible for preparing documents in accordance with
the National Environmental Policy Act of 1969 (NEPA); along with all federal,
state and local environmental regulations. Most local agency projects will be
covered by a Categorical Exclusion (CAT-EX).
An environmental scoping meeting was conducted on April 6, 2011 with CDOT.
CDOT Form #128a is included as an attachment and will require clearance
actions:
Air Quality (hot spot analysis)
ISA Checklist
Hazardous Waste – MESA (or phase 1) Marked as “maybe” by CDOT
o A Phase 1 may be required if issues are encountered through the ISA
process
History
Paleontological – conducted by CDOT
Archaeological – conducted by CDOT
All applicable documents will be in CDOT format and presented to CDOT /
FHWA as required.
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Hazardous Materials
An initial site assessment using CDOT Form #881 will be conducted by the
Consultant to determine if any hazardous materials may exist in the project area.
If upon this assessment, hazardous materials were found to exist in the area,
CDOT will determine whether a Phase I Site Assessment will be required.
A Phase I Site Assessment (if necessary) will be conducted in accordance with
ASTM E 1527-05 Standard Practice for Environmental Site Assessments: Phase
I Environmental Site Assessment Process.
History
The Consultant will be asked to assist CDOT in completing the Section 106
survey work. The consultant will submit Colorado Office of Archaeology and
Historic Preservation (OAHP) site forms, topographic and sketch maps,
photographs, any relevant documentation of each site recorded and a cultural
resources report including determination of eligibility and effects for each
recorded site for this project to the CDOT Historian. The report will provide a
history of the project corridor’s commercial and social development. The report
will conform to the standards set by the OAHP. These determinations will be
included in the cover letter, forms, and report submitted to the State Historic
Preservation Office (SHPO) by the CDOT Historian.
For proposal purposes, please plan on surveying, researching, and documenting
three (3) possible historic properties within the Area of Potential Effect as
required for compliance with Section 106 of the National Historic Preservation
Act, as amended.
Storm Water Discharge Permit Associated with Construction Activity (CDPS)
During construction if one acre or more of earth disturbance is anticipated a
CDPS permit is required. A Storm Water Management Plan (SWMP) is one of
the requirements for the CDPS permit. All SWMP’s must be approved by CDOT
Region 4 Environmental Staff.
VI. Contact Information
Engineering Department Contacts:
Tim Kemp, PE
Capital Projects Engineer
970.416.2719
tkemp@fcgov.com
Dean Klingner, PE
Interim Capital Projects Program Manager
970.221.6511
dklingner@fcgov.com
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City of Fort Collins Engineering Department
215 North Mason
PO Box 580
Fort Collins, CO 80522-0580
VII. Review And Assessment
Professional firms will be evaluated on the following criteria. These criteria will
be the basis for review of the written proposals and optional interview session.
At discretion of the City, interviews of top rated firms may be held.
The rating scale shall be from 1 to 5, with 1 being a poor rating, 3 being an
average rating, and 5 being an outstanding rating.
WEIGHTING
FACTOR QUALIFICATION STANDARD
2.0 Scope of Proposal
Does the proposal show an understanding of the
project objective, methodology to be used and
results that are desired from the project?
2.0 Assigned Personnel
Do the persons who will be working on the project
have the necessary skills? Are sufficient people
of the requisite skills assigned to the project?
1.0 Availability
Can the work be completed in the necessary
time? Can the target start and completion dates
be met? Are other qualified personnel available to
assist in meeting the project schedule if required?
Is the project team available to attend meetings as
required by the Scope of Work?
1.0 Motivation Is the firm interested and are they capable of doing
the work in the required time frame?
3.0 Firm Capability
Does the firm have the support capabilities the
assigned personnel require? Has the firm done
previous projects of this type and scope?
1.0 UDBE
Is the primary firm a UDBE or has the primary firm
submitted UDBE participation that meets or
exceeds UDBE goal for the project?
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VIII. Reference Evaluation (Top Rated Firm)
The project Manager will check references using the following criteria. The
evaluation rankings will be labeled Satisfactory/Unsatisfactory.
QUALIFICATION STANDARD
Overall Performance Would you hire this Professional again? Did
they show the skills required by this project?
Timetable
Was the original Scope of Work completed
within the specified time? Were interim
deadlines met in a timely manner?
Completeness
Was the Professional responsive to client needs;
did the Professional anticipate problems? Were
problems solved quickly and effectively?
Budget Was the original Scope of Work completed
within the project budget?
Job Knowledge
a) If a study, did it meet the Scope of Work?
b) If Professional administered a construction
contract, was the project functional upon
completion and did it operate properly?
Were problems corrected quickly and
effectively?
IX. Attachments
1. Sample Professional Services Agreement
2. Alternatives Analysis Report – Conceptual Level Layout
3. Roundabout Design Standards – LCUASS Appendix “I”
4. Streetscape Design Standards and Guidelines – “Draft” Copy
5. Environmental Scoping – CDOT Form #128a
RFP 7482 Vine & Shields Intersection Improvements Project Page 17 of 120
ATTACHMENT 1 – SAMPLE PROFESSIONAL SERVICES AGREEMENT
PROFESSIONAL SERVICES AGREEMENT
THIS AGREEMENT made and entered into the day and year set forth below, by and
between THE CITY OF FORT COLLINS, COLORADO, a Municipal Corporation, hereinafter
referred to as the "City" and , hereinafter referred to as "Professional".
WITNESSETH:
In consideration of the mutual covenants and obligations herein expressed, it is agreed
by and between the parties hereto as follows:
1. Scope of Services. The Professional agrees to provide services in accordance
with the scope of services attached hereto as Exhibit "A", consisting of ( ) pages,
and incorporated herein by this reference.
2. The Work Schedule. [Optional] The services to be performed pursuant to this
Agreement shall be performed in accordance with the Work Schedule attached hereto as
Exhibit "B", consisting of ( ) pages, and incorporated herein by this reference.
3. Contract Period. This Agreement shall commence , 200 , and shall
continue in full force and effect until , 200 , unless sooner terminated as herein
provided. In addition, at the option of the City, the Agreement may be extended for additional
one year periods not to exceed four (4) additional one year periods. Renewals and pricing
changes shall be negotiated by and agreed to by both parties. The Denver Boulder Greeley
CPIU published by the Colorado State Planning and Budget Office will be used as a guide.
Written notice of renewal shall be provided to the Professional and mailed no later than ninety
(90) days prior to contract end.
4. Early Termination by City. Notwithstanding the time periods contained herein,
the City may terminate this Agreement at any time without cause by providing written notice of
termination to the Professional. Such notice shall be delivered at least fifteen (15) days prior to
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the termination date contained in said notice unless otherwise agreed in writing by the parties.
All notices provided under this Agreement shall be effective when mailed, postage prepaid and
sent to the following addresses:
Professional:
Attn:
City:
City of Fort Collins
Attn:
PO Box 580
Fort Collins, CO 80522
With Copy to:
City of Fort Collins
Attn: Purchasing Dept.
PO Box 580
Fort Collins, CO 80522
In the event of any such early termination by the City, the Professional shall be paid for services
rendered prior to the date of termination, subject only to the satisfactory performance of the
Professional's obligations under this Agreement. Such payment shall be the Professional's sole
right and remedy for such termination.
5. Design, Project Indemnity and Insurance Responsibility. The Professional shall
be responsible for the professional quality, technical accuracy, timely completion and the
coordination of all services rendered by the Professional, including but not limited to designs,
plans, reports, specifications, and drawings and shall, without additional compensation,
promptly remedy and correct any errors, omissions, or other deficiencies. The Professional
shall indemnify, save and hold harmless the City, its officers and employees in accordance with
Colorado law, from all damages whatsoever claimed by third parties against the City; and for the
City's costs and reasonable attorneys fees, arising directly or indirectly out of the Professional's
negligent performance of any of the services furnished under this Agreement. The Professional
shall maintain commercial general liability insurance in the amount of $500,000 combined single
limits and errors and omissions insurance in the amount of $ .
6. Compensation. [Use this paragraph or Option 1 below.] In consideration of
the services to be performed pursuant to this Agreement, the City agrees to pay Professional a
fixed fee in the amount of ($ ) plus reimbursable direct costs. All such fees and
costs shall not exceed ($ ). Monthly partial payments based upon the
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Professional's billings and itemized statements are permissible. The amounts of all such partial
payments shall be based upon the Professional's City-verified progress in completing the
services to be performed pursuant hereto and upon the City's approval of the Professional's
actual reimbursable expenses. [Optional] Insert Subcontractor Clause Final payment shall be
made following acceptance of the work by the City. Upon final payment, all designs, plans,
reports, specifications, drawings, and other services rendered by the Professional shall become
the sole property of the City.
6. Compensation. [Option 1] In consideration of the services to be performed
pursuant to this Agreement, the City agrees to pay Professional on a time and reimbursable
direct cost basis according to the following schedule:
Hourly billing rates:
Reimbursable direct costs:
with maximum compensation (for both Professional's time and reimbursable direct costs) not to
exceed ($ ). Monthly partial payments based upon the Professional's billings and
itemized statements of reimbursable direct costs are permissible. The amounts of all such
partial payments shall be based upon the Professional's City-verified progress in completing the
services to be performed pursuant hereto and upon the City's approval of the Professional's
reimbursable direct costs. Final payment shall be made following acceptance of the work by the
City. Upon final payment, all designs, plans, reports, specifications, drawings and other
services rendered by the Professional shall become the sole property of the City.
7. City Representative. The City will designate, prior to commencement of work, its
project representative who shall make, within the scope of his or her authority, all necessary and
proper decisions with reference to the project. All requests for contract interpretations, change
orders, and other clarification or instruction shall be directed to the City Representative.
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8. Project Drawings. [Optional] Upon conclusion of the project and before final
payment, the Professional shall provide the City with reproducible drawings of the project
containing accurate information on the project as constructed. Drawings shall be of archival,
prepared on stable Mylar base material using a non-fading process to provide for long storage
and high quality reproduction. "CD" disc of the as-built drawings shall also be submitted to the
City in an AutoCAD version no older then the established city standard.
9. Monthly Report. Commencing thirty (30) days after the date of execution of this
Agreement and every thirty (30) days thereafter, Professional is required to provide the City
Representative with a written report of the status of the work with respect to the Scope of
Services, Work Schedule, and other material information. Failure to provide any required
monthly report may, at the option of the City, suspend the processing of any partial payment
request.
10. Independent Contractor. The services to be performed by Professional are those
of an independent contractor and not of an employee of the City of Fort Collins. The City shall
not be responsible for withholding any portion of Professional's compensation hereunder for the
payment of FICA, Workers' Compensation, other taxes or benefits or for any other purpose.
11. Personal Services. It is understood that the City enters into this Agreement
based on the special abilities of the Professional and that this Agreement shall be considered as
an agreement for personal services. Accordingly, the Professional shall neither assign any
responsibilities nor delegate any duties arising under this Agreement without the prior written
consent of the City.
12. Acceptance Not Waiver. The City's approval of drawings, designs, plans,
specifications, reports, and incidental work or materials furnished hereunder shall not in any way
relieve the Professional of responsibility for the quality or technical accuracy of the work. The
City's approval or acceptance of, or payment for, any of the services shall not be construed to
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operate as a waiver of any rights or benefits provided to the City under this Agreement.
13. Default. Each and every term and condition hereof shall be deemed to be a
material element of this Agreement. In the event either party should fail or refuse to perform
according to the terms of this agreement, such party may be declared in default.
14. Remedies. In the event a party has been declared in default, such defaulting
party shall be allowed a period of ten (10) days within which to cure said default. In the event
the default remains uncorrected, the party declaring default may elect to (a) terminate the
Agreement and seek damages; (b) treat the Agreement as continuing and require specific
performance; or (c) avail himself of any other remedy at law or equity. If the non-defaulting
party commences legal or equitable actions against the defaulting party, the defaulting party
shall be liable to the non-defaulting party for the non-defaulting party's reasonable attorney fees
and costs incurred because of the default.
15. Binding Effect. This writing, together with the exhibits hereto, constitutes the
entire agreement between the parties and shall be binding upon said parties, their officers,
employees, agents and assigns and shall inure to the benefit of the respective survivors, heirs,
personal representatives, successors and assigns of said parties.
16. Law/Severability. The laws of the State of Colorado shall govern the
construction, interpretation, execution and enforcement of this Agreement. In the event any
provision of this Agreement shall be held invalid or unenforceable by any court of competent
jurisdiction, such holding shall not invalidate or render unenforceable any other provision of this
Agreement.
17. Prohibition Against Employing Illegal Aliens. Pursuant to Section 8-17.5-101,
C.R.S., et. seq., Professional represents and agrees that:
a. As of the date of this Agreement:
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1. Professional does not knowingly employ or contract with an illegal alien who will
perform work under this Agreement; and
2. Professional will participate in either the e-Verify program created in Public Law
208, 104th Congress, as amended, and expanded in Public Law 156, 108th
Congress, as amended, administered by the United States Department of
Homeland Security (the “e-Verify Program”) or the Department Program (the
“Department Program”), an employment verification program established
pursuant to Section 8-17.5-102(5)(c) C.R.S. in order to confirm the employment
eligibility of all newly hired employees to perform work under this Agreement.
b. Professional shall not knowingly employ or contract with an illegal alien to perform
work under this Agreement or knowingly enter into a contract with a subcontractor
that knowingly employs or contracts with an illegal alien to perform work under this
Agreement.
c. Professional is prohibited from using the e-Verify Program or Department Program
procedures to undertake pre-employment screening of job applicants while this
Agreement is being performed.
d. If Professional obtains actual knowledge that a subcontractor performing work under
this Agreement knowingly employs or contracts with an illegal alien, Professional
shall:
1. Notify such subcontractor and the City within three days that Professional has
actual knowledge that the subcontractor is employing or contracting with an
illegal alien; and
2. Terminate the subcontract with the subcontractor if within three days of receiving
the notice required pursuant to this section the subcontractor does not cease
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employing or contracting with the illegal alien; except that Professional shall not
terminate the contract with the subcontractor if during such three days the
subcontractor provides information to establish that the subcontractor has not
knowingly employed or contracted with an illegal alien.
e. Professional shall comply with any reasonable request by the Colorado Department
of Labor and Employment (the “Department”) made in the course of an investigation
that the Department undertakes or is undertaking pursuant to the authority
established in Subsection 8-17.5-102 (5), C.R.S.
f. If Professional violates any provision of this Agreement pertaining to the duties
imposed by Subsection 8-17.5-102, C.R.S. the City may terminate this Agreement. If
this Agreement is so terminated, Professional shall be liable for actual and
consequential damages to the City arising out of Professional’s violation of
Subsection 8-17.5-102, C.R.S.
g. The City will notify the Office of the Secretary of State if Professional violates this
provision of this Agreement and the City terminates the Agreement for such breach.
19. Special Provisions. [Optional] Special provisions or conditions relating to the
services to be performed pursuant to this Agreement are set forth in Exhibit " ", consisting
of ( ) pages, attached hereto and incorporated herein by this reference.
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THE CITY OF FORT COLLINS, COLORADO
By: _________________________________
James B. O'Neill II, CPPO, FNIGP
Director of Purchasing & Risk Management
DATE: ______________________________
ATTEST:
_________________________________
City Clerk
APPROVED AS TO FORM:
________________________________
Assistant City Attorney
[INSERT PROFESSIONAL'S NAME] OR
[INSERT PARTNERSHIP NAME] OR
[INSERT INDIVIDUAL'S NAME] OR
By: __________________________________
Title: _______________________________
CORPORATE PRESIDENT OR VICE PRESIDENT
Date: _______________________________
ATTEST:
_________________________________ (Corporate Seal)
Corporate Secretary
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EXHIBIT
CONFIDENTIALITY
IN CONNECTION WITH SERVICES provided to the City of Fort Collins (the “City”) pursuant to
this Agreement (the “Agreement”), the Contractor hereby acknowledges that it has been
informed that the City has established policies and procedures with regard to the handling of
confidential information and other sensitive materials.
In consideration of access to certain information, data and material (hereinafter individually and
collectively, regardless of nature, referred to as “information”) that are the property of and/or
relate to the City or its employees, customers or suppliers, which access is related to the
performance of services that the Contractor has agreed to perform, the Contractor hereby
acknowledges and agrees as follows:
That information that has or will come into its possession or knowledge in connection with the
performance of services for the City may be confidential and/or proprietary. The Contractor
agrees to treat as confidential (a) all information that is owned by the City, or that relates to the
business of the City , or that is used by the City in carrying on business, and (b) all information
that is proprietary to a third party (including but not limited to customers and suppliers of the
City) . The Contractor shall not disclose any such information to any person not having a
legitimate need-to-know for purposes authorized by the City. Further, the Contractor shall not
use such information to obtain any economic or other benefit for itself, or any third party, except
as specifically authorized by the City.
The foregoing to the contrary notwithstanding, the Contractor understands that it shall have no
obligation under this Agreement with respect to information and material that (a) becomes
generally known to the public by publication or some means other than a breach of duty of this
Agreement, or (b) is required by law, regulation or court order to be disclosed, provided that the
request for such disclosure is proper and the disclosure does not exceed that which is required.
In the event of any disclosure under (b) above, the Contractor shall furnish a copy of this
Agreement to anyone to whom it is required to make such disclosure and shall promptly advise
the City in writing of each such disclosure.
In the event that the Contractor ceases to perform services for the City, or the City so requests
for any reason, the Contractor shall promptly return to the City any and all information described
hereinabove, including all copies, notes and/or summaries (handwritten or mechanically
produced) thereof, in its possession or control or as to which it otherwise has access.
The Contractor understands and agrees that the City’s remedies at law for a breach of the
Contractor’s obligations under this Confidentiality Agreement may be inadequate and that the
City shall, in the event of any such breach, be entitled to seek equitable relief (including without
limitation preliminary and permanent injunctive relief and specific performance) in addition to all
other remedies provided hereunder or available at law.
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SUMMARY REPORT
City of Fort Collins Arterial Intersection Study
Shields St. and Vine Dr.
Prepared for:
City of Fort Collins
Traffic Engineering Division
626 Linden Street
Fort Collins, CO 80521
Prepared by:
Muller Engineering Company
777 South Wadsworth Boulevard, Suite 4‐100
Lakewood, Colorado 80226
303‐988‐4939
www.mullereng.com
Project Manager:
Karl Buchholz, P.E., P.T.O.E
Project Engineer:
Nancy Lambertson, P.E., P.T.O.E
Rev. January 30, 2012
ATTACHMENT 2 - ALTERNATIVES ANALYSIS REPORT - CONCEPTUAL LEVEL LAYOUT
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Shields Street and Vine Drive Intersection Study
Page 1 of 12
Table of Contents
1 Introduction and Project Background ......................................................................... 2
2 Operations ................................................................................................................... 4
3 Safety ........................................................................................................................... 5
4 Right‐of‐Way ................................................................................................................ 6
5 Cost .............................................................................................................................. 8
6 Constructability ......................................................................................................... 10
7 Multi‐Modal ............................................................................................................... 10
8 Summary and Conclusions ........................................................................................ 11
LIST OF TABLES
Table 1: ............................................................................................................................... 4
Table 2: ............................................................................................................................... 4
Table 3: ............................................................................................................................... 5
Table 4: ............................................................................................................................... 8
Table 5: ............................................................................................................................... 9
Table 6: ............................................................................................................................. 11
LIST OF FIGURES
Figure 1: ............................................................................................................................. 2
Figure 2: ............................................................................................................................. 7
Figure 3: ............................................................................................................................. 7
Appendix – Concept Plans for Options 1 and 2
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Shields Street and Vine Drive Intersection Study
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Introduction and Project Background
Introduction
The City of Fort Collins has a federally funded capital improvement project to enhance
the operation and safety of the Shields Street and Vine Drive intersection, as shown in
Figure 1. Two options are being considered to improve the intersection: 1) a signalized
intersection that would add turning lanes on each approach, and 2) conversion of the
signalized intersection to a modern roundabout intersection. The purpose of this report
is to compare the two alternatives in terms of operations, safety, right‐of‐way
requirements, cost, constructability, and multi‐modal enhancements.
Figure 1: Location Map
Existing Conditions
Both Shields Street and Vine Drive are classified as 2‐lane arterials by the City of Fort
Collins. The speed limit on all but the east leg of the approach roads is 30 mph. Vine
Drive east of the intersection is posted at 25 mph. Vine Drive carries approximately
2,700 vpd and Shields Street carries 4,300 vpd. Shields Street and the west leg of Vine
Drive are identified as bike routes on Fort Collins’ Bicycle System map. The east leg of
Vine Drive is not currently planned to include bicycle facilities. Only the south half of the
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Shields Street and Vine Drive Intersection Study
Page 3 of 12
intersection currently has sidewalks and curb ramps. Transfort bus routes include the
Route 9 and 91, which both operate in the westbound direction along Vine Drive.
Proposed Improvements
Due to the absence of north/south left turns, the intersection currently operates with
split‐phase signal timing in the north/south direction. Additionally, the 20’ offset
alignment of Vine Drive through the intersection also necessitates the need for
north/south split phasing due to the overlap of turning paths for left turns from Shields
to Vine. Option 1 would consist of realigning the intersection and adding left and right‐
turn auxiliary lanes to the north and south legs, a right‐turn lane to the west leg, and
removing the existing split‐phase signal timing for the north/south traffic on Shields.
Bike lanes and sidewalk would also be included for each approach.
Option 2 also realigns the intersection and would replace the traffic signal with a single
lane modern roundabout. The roundabout would have a slight oval shape to conform to
the existing offset intersection alignment and to minimize right of way impacts on the
northeast and southwest quadrants. The roundabout option also includes bike lanes and
sidewalks on each approach. Figures 2 and 3 in Section 4 show the layout of both
options.
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Shields Street and Vine Drive Intersection Study
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1 Operations
Operational analysis was performed for this intersection using the Synchro/SimTraffic
software package. SimTraffic 7 was used to run 5 simulation runs for each alternative.
Table 1 shows the results of these runs for the AM peak period and Table 2 shows the
results for the PM peak period.
Table 1: AM Simulation Results
Delay
(s/veh)
Total
Delay
(hr)
Stops
Fuel
(gal)
HC
(g)
CO
(g)
Nox
(g)
Existing Conditions 24.8 6.8 808 44.3 211 3593 581
Option 1: Signal with Turn lanes 14.1 3.9 612 43.6 214 3652 591
Option 2: Roundabout 6.1 1.7 225 27.6 115 2109 326
Table 2: PM Simulation Results
Delay
(s/veh)
Total
Delay
(hr)
Stops
Fuel
(gal)
HC
(g)
CO
(g)
Nox
(g)
Existing Conditions 24.2 7.5 916 49.7 213 3806 580
Option 1: Signal with Turn lanes 13.9 4.2 770 30.8 128 2476 360
Option 2: Roundabout 6.1 1.9 300 31.1 129 2423 358
As shown by these tables, both alternatives minimize delay and stops compared to the
existing condition. However, the Roundabout option minimizes delay, stops, fuel
consumption and emissions more than the Signalized option.
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Shields Street and Vine Drive Intersection Study
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2 Safety
Crash reduction factors (CRF) were used in order to estimate the number of accidents
that will be reduced by each option. For Option 1, which CRF was used varied by
direction and accident type. For a left‐turn lane addition, a CRF of 24% was applied to
approach turn crashes and 25% for rear end collisions. For a right‐turn lane addition, a
CRF of 20% was applied to sideswipe collisions, a CRF of 50% for broadsides crashes, and
a CRF of 65% for rear ends. When multiple crash reduction factors could be used, only
the higher CRF was applied. For Option 2, the roundabout, a CRF of 40% was applied to
every crash type in all directions. Each option had a reduction of four accidents, as
shown in Table 3.
Table 3: Crash Reduction
Intersection
Proposed
Improvement Direction Severity Rearend
Approach
turn Broadside Sideswipe Bike Ped
Fixed
Object Other
Total By
Direction
PDO 211
INJ/FAT
PDO 11
INJ/FAT 1
PDO 1
INJ/FAT 1
PDO 11
INJ/FAT
PDO 211
INJ/FAT
PDO 11
INJ/FAT 1
PDO 1
INJ/FAT 1
PDO 11
INJ/FAT
SB 3
WB 2
EB 2
Vine & Shields
Add EB Right, NB Left,
SB Left and Right
NB 4
SB 3
WB 2
EB 2
Vine & Shields Roundabout
NB 4
Accidents
Intersection
Proposed
Improvement Direction Severity Rearend
Approach
turn Broadside Sideswipe Bike Ped
Fixed
Object Other
PDO 40 40 40 40 40 40 40 40
INJ/FAT 40 40 40 40 40 40 40 40
Shields Street and Vine Drive Intersection Study
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3 Right‐of‐Way
The right‐of‐way was obtained from the City of Fort Collins GIS, and the conceptual
designs were overlaid on aerial and right‐of‐way mapping. Muller Engineering prepared
the layout for the traditional intersection, and Ourston Roundabout Engineering
prepared the layout for the Roundabout option. The following text describes the areas
where right‐of‐way is required.
Option 1 (Traditional Intersection):
NW – 4575 SF ROW required from Animal and Horse Adoption Clinic.
NE – 3425 SF ROW required from Gasmart gas station. Some parking will need
to be eliminated and the existing sign will need to be relocated, but the
circulation for the gas pumps should not be affected.
SW – No ROW will be required.
SE – No ROW will be required.
Option 2 (Roundabout):
NW – 3430 SF ROW required from Animal and Horse Adoption Clinic.
NE – 2785 SF ROW required from Gasmart gas station. Some parking will need
to be eliminated and the existing sign will need to be relocated.
SW – 1735 SF ROW required from residential property. No structure is affected
but a few mature trees will need to be removed.
SE – 180 SF ROW required from residential property.
Including the properties to the east of the Gasmart gas station, Option 1 will require
approximately 8,000 SF of additional right‐of‐way, while Option 2 will require
approximately 8,130 SF of additional right‐of‐way. The figures below show the limits of
the right‐of‐way required for the conceptual designs.
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Figure 2: Option 1 Right‐of‐Way Needs
Figure 3: Option 2 Right‐of‐Way Needs
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4 Cost
A breakdown of probable costs for both options is shown below. These cost estimates
are based upon the templates used in the Level 2 Evaluation for the Fort Collins Arterial
Intersection Prioritization Study.
Table 4: Option 1 (Traditional Intersection) Cost Estimate
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Table 5: Option 2 (Roundabout) Cost Estimate
The cost estimates show that the Roundabout (Option 2) will be approximately
$210,000 less than traditional signalized intersection (Option 1). Right‐of‐way costs are
roughly the same for both options ($64,000 for Option 1 versus $65,000 for Option 2).
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Shields Street and Vine Drive Intersection Study
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5 Constructability
The improvements for Option 1 can be built mostly outside of the existing roadway.
During construction, the existing lane utilization can be maintained. A temporary signal
system may be required. There will be some disturbance to the traffic circulation at the
Gasmart gas station, but it should be minimal.
The roadway improvements for Option 2 will be more extensive. Due to the
construction required for the central island, the existing lane utilization may not be
maintained and some short‐term road closures may be required. A temporary signal
system may be required for this option. The disturbance to the traffic circulation at the
Gasmart gas station will also be more extensive.
6 Multi‐Modal
The existing intersection currently has no pedestrian facilities on the NE and NW
corners. Although pedestrian heads and push buttons are available for both the east
and west legs, only the south leg has a marked crosswalk with curb ramps and
sidewalks. Option 1 would add sidewalks and curb ramps to the NE and NW quadrants
and provide crosswalks for all four legs. On street bike lanes would be provided for all
approaches to the intersection.
Option 2 would also provide sidewalks and curb ramps for all legs. A roundabout is
generally viewed as safe or safer for pedestrians when compared to a signalized
intersection, based on studies of other single lane roundabouts in the United States.
Single lane roundabouts also have a good safety record for bicyclists. The proposed
concept design provides a widened path for cyclists who prefer to not travel through the
circulating roadway. More experience riders may choose to stay in the street and “claim
the lane” while traveling through the roundabout. The performance of a roundabout
for visually impaired pedestrians is not as good as a traditional intersection. This is
because visually impaired pedestrians have greater difficulty in determining the
movements of approaching traffic in the roundabout.
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Shields Street and Vine Drive Intersection Study
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7 Summary and Conclusions
Both alternatives achieve the goals of improving operations and increasing safety of the
existing intersection. As shown in the summary table below, Option 1 has less of an
impact to the residential property on the SW corner. It also provides easier
constructability. Option 2 supplies better operational improvements and a cost savings
of roughly $200,000.
Table 6: Summary of Options
Operations Safety ROW Cost Constructability Multi‐Modal
Option 1: Signal with
Turn Lanes
3.9 Hrs Delay, 612
Stops (AM) 4.2 Hrs
Delay, 770 Stops
(PM)
4 Accidents
Reduced
8,000 SF Required
$1,640,000
plus $64,000
for ROW
Built Outside of
Roadway, Maintains
Existing Lanes
Adds curb ramps,
sidewalks and bike lanes
on all legs.
Option 2: Roundabout
1.7 Hrs Delay, 225
Stops (AM) 1.9 Hrs
Delay, 300 Stops
(PM)
4 Accidents
Reduced
8,130 SF Required
(More significant
impact to SW
quadrant)
$1,430,000
plus $65,000
for ROW
More Extensive
Reconstruction of
Intersection.
Adds curb ramps,
sidewalks and bike lanes
on all legs.
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Appendix – Concept Plans for Options 1 and 2
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ATTACHMENT 3 - ROUNDABOUT DESIGN STANDARDS - LCUASS APPENDIX "I"
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2
Contents
A. Introduction ............................................................................................................................................................. 3
B. General Design Criteria ........................................................................................................................................... 4
1. Appropriate Roadways/Locations .................................................................................................................... 4
2. Approach & Circulatory Speeds ....................................................................................................................... 4
3. Design Vehicle ................................................................................................................................................. 5
4. Pedestrian / Bicycles ......................................................................................................................................... 5
5. Design Software ............................................................................................................................................... 6
6. Utilities & Drainage ......................................................................................................................................... 7
7. Landscaping ...................................................................................................................................................... 7
8. Other ................................................................................................................................................................. 7
C. Specific / Geometric Design Elements .................................................................................................................... 8
1. Critical Geometry ............................................................................................................................................. 8
2. Roundabout Design Approach .......................................................................................................................... 8
3. Circulating Roadway ........................................................................................................................................ 9
4. Sight Distance ................................................................................................................................................... 9
5. Splitter Islands .................................................................................................................................................. 9
6. Central Island ................................................................................................................................................... 9
7. Signing & Marking ......................................................................................................................................... 10
8. Landscaping Design Elements ........................................................................................................................ 11
Exhibits ........................................................................................................................................................................ 12
Figure 1 – Roundabout Terminology ....................................................................................................................... 12
Figure 2 – Fast Path (4 Lane/4 Lane) ...................................................................................................................... 13
Figure 3 – Fast Path (2 Lane/2 Lane) ...................................................................................................................... 14
Figure 4 –Sight Distance ......................................................................................................................................... 15
Figure 5 – Construction Details ............................................................................................................................... 16
Figure 6 – Construction Details (continued) ............................................................................................................ 17
Figure 7 – Bicycle Path and Ramp Detail ................................................................................................................ 18
Figure 8 – Standard Signing .................................................................................................................................... 19
Figure 9 – Standard Signing (continued) ................................................................................................................. 20
Figure 10 – 4 Lane by 4 Lane Arterial ..................................................................................................................... 21
Figure 11 – 2 Lane by 4 Lane Arterial ..................................................................................................................... 22
Figure 12 – 2 Lane by 4 Lane Arterial with Bypass Lane ....................................................................................... 23
Figure 13 – 2 Lane by 2 Lane Arterial ..................................................................................................................... 24
Figure 14 –Collector ................................................................................................................................................ 25
Figure 15 –Mini ....................................................................................................................................................... 26
Figure 16 – Residential Compact............................................................................................................................. 27
D. Definitions ............................................................................................................................................................. 28
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A. Introduction
The standards included herein will be used, along with information from other sources and engineering judgment, in
the design of all roundabouts. Where conflicting standards exist, these design standards shall govern.
When designing roundabouts, there are several characteristics that can be standardized, such as signing and marking;
while others must be adapted to fit the demands of the location, such as approach angles and right of way
restrictions. These standards have been created to allow engineers sufficient flexibility to design a roundabout to fit
a particular site, while still maintaining consistency with other roundabouts within the Local Entity in order to
enhance driver expectancy.
All roundabout designs will be required to follow a four stage process (scoping meeting, conceptual design,
preliminary design, and final design), and these stages shall run concurrently with the overall development review
process:
• The Roundabout Scoping meeting will deal specifically with any proposed roundabout intersections, and
will be scheduled within two weeks of the Local Entity's receipt of a completed Roundabout Scoping Form
and any ancillary information necessary to determine the parameters of the proposed roundabout. The
intent of the scoping meeting is to clearly define the expectations for design of the proposed roundabout
and to discuss particular site-specific challenges.
• The conceptual design is intended to vet the general capacity issues, and performance of a roundabout,
conceptual location/layout, and pedestrian / bicycle safety issues based upon direction given in the scoping
meeting.
• Submission of a preliminary design that meets design criteria listed herein, or as modified in accordance
with guidance provided by the Local Entity during the scoping or conceptual design stages of review.
Horizontal design of the proposed roundabout shall be finalized prior to approval of the preliminary design.
The preliminary design may be incorporated into the Preliminary Public Improvement Construction Plans
(PICP’s), or processed separately, as necessary.
• Submission of a final design shall include all: construction details, signing and striping plans, and
proposed construction phasing (if applicable). The final design shall be incorporated in to the Final PICP
submittal.
The final approval of any platting application and/or Final PICP’s will not occur until the final design plans for the
roundabout are also ready for approval.
TABLE 1: ROUNDABOUT CATEGORIES
MULTI LANE ROUNDABOUTS GENERAL USE DESCRIPTION
REFERENCE
EXHIBIT
4-Lane by 4-Lane Arterial Residential/Commercial major arterial intersection Figure 10
2-Lane by 4-Lane Arterial
Residential/Commercial greenfield development access to
existing major arterials
Figure 11
2-Lane by 4-Lane with by-pass lane
Residential/Commercial greenfield development to existing
major arterials with heavy right-turn from minor road entry
Figure 12
SINGLE LANE ROUNDABOUTS
2-Lane by 2-Lane Arterial
Residential/Commercial greenfield development; Arterial-
Arterial or Arterial-Collector
Figure 13
Collector
Residential/Commercial greenfield development;
Collector-Collector or Collector Residential
Figure 14
Mini
Commercial retro-fit, 2-lane road w/o center lane to
facilitate traffic processing and pedestrian safety in place of
4-way stop control or signal
Figure 15
Residential Compact Residential Traffic Calming Figure 16
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B. General Design Criteria
1. Appropriate Roadways/Locations
Roundabouts should only be used where physical conditions, such as approach grades and adequate right of way,
allow for proper entry alignment. Roundabouts are generally limited to use on a roadway with four or fewer through
lanes, resulting in no more than two circulatory lanes. They are not appropriate where their use is expected to
produce greater vehicle delay or significantly increased difficulty for pedestrians without the need for special
accommodation measures. Selection of a roundabout intersection should be proposed and accepted for
consideration at the conceptual level for a proposed development.
The design of the approach roadways must provide adequate visibility from a distance that will allow approaching
drivers to see the roundabout under daytime and nighttime conditions. This decision sight distance (DSD) is the
minimum distance required which will allow deceleration from the 85th percentile travel speed (or posted speed
limit, whichever is greater) to the maximum allowable entry speed of 25 MPH (single lane) or 30 MPH (multilane)
at the Point Of Entry (POE) without exceeding a deceleration rate of 11.2 ft/s/s. The POE shall be considered the
point of curvature of the entry curve (R1). The DSD shall be based on Avoidance Maneuver B from Table 3-4 of
the AASHTO Green Book. The length of the maneuver shall be measured along the vehicle path(s) to the conflict
point as shown on Figure 4.
2. Approach & Circulatory Speeds
The approaching roadway lanes should generally be shifted to the left of center of the proposed roundabout,
producing a “left-loaded” entry design. This should be accomplished by flattening the exit curvature to the
maximum extent possible, and/or realigning the entry lanes through the use of a chicane. This may, or may not
incorporate shifting of the central island or approach roads to achieve the best left-loaded entry for the predominant
entry movements. Approach alignments to the center or slightly right of center will not be acceptable, unless the
fast path criteria and truck turning movements can be met without compromising other design criteria.
As a general rule, roundabouts may have three or four approaches. A fifth approach leg or driveway may be
approved by variance, as long as it can be shown that the additional leg will not significantly degrade the operation
or safety of the roundabout. Increasing the number of approach legs will generally require a larger inscribed
diameter to accommodate the additional leg. A three leg roundabout should be configured as a tee intersection to
minimize fast right-turn movements. All approaches on a three-leg roundabout shall be left loaded to provide
adequate slowing for the entry movements.
Approach roadways may be designed as:
• single-lane
• single-lane with a flare-out to provide an added entry lane
• partial right-turn bypass lane at the circulating roadway
• single-lane with a right-turn by-pass lane
• two lanes
• two lanes with a right-turn by-pass lane
The configuration selection shall be based on the turning movement volumes and pedestrian considerations. Right
turn by-pass lanes should not be considered where significant conflicting pedestrian crossings are expected, unless
special treatments such as rapid flashing beacons or HAWK (High intensity Activated crossWalK) type signals are
proposed. Right-turn by-pass lanes shall not be considered unless the capacity analysis indicates one is necessary to
meet level of service (LOS) requirements.
The approach roadway section is defined to include the length of roadway from the point where an approaching
vehicle begins to decelerate, to the yield line, where the vehicles enter the inscribed circle (see Figure 1 for an
explanation of the various roundabout elements). For design purposes, this section shall extend to the limits of the
decision sight distance, as defined in Exhibit 3-4, Chapter 3, of the AASHTO Green Book, using the “Avoidance
maneuver B: Stop on urban roadway” distance. The central island shall be visible from a minimum distance equal
to the stopping sight distance both day and night (with standard street lighting).
Operating speed maximums are controlled by the “fast path” (FP) as noted in Figure 2. The fast path is the
minimum radius of an arc that is 65 feet in length, fit to the fast path spline and measured along the vehicle path
(not along the curb flowline). Increasing the inscribed diameter, coupled curves, landscaping, roadway narrowing,
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and other forms of psychological speed reduction measures may be required where approach speeds are higher due
to design constraints.
Design speed limitations and their respective radii through the roundabout are shown on Figures 2 & 3, included in
section C – Specific / Geometric Design Elements, identified as R0, R1, R2, R3, R4 and R5. The maximum radius
and respective speeds at various locations on the travel path through the roundabout are critical to the safe operation
of the roundabout. Curb & gutter, splitter islands and the central island placement control the fastest vehicle path,
but are not the same radii. In addition to the overall speed limitation for operation, the maximum speed differential
between any two vehicles of the traveled path is 12 MPH to reduce the potential for rear-end type accidents for
vehicles turning left or exiting. The fast path shall be modeled in accordance with methods described in NCHRP
572, Appendix G.
All alignment parameters, including sight distance restrictions for landscaping, shall be included in the preliminary
design drawings. See Figure 4 for sight distance triangle restrictions.
3. Design Vehicle
All single-lane roundabouts shall be designed to allow single passenger cars, pickups, single unit (SU) trucks and
fire trucks (B-40, BUS-45 AND WB-45) to proceed without requiring the use of the truck apron. For two-lane
roundabouts, the design shall accommodate a WB-50 vehicle without the use of the truck apron. It is expected that
larger trucks will require the use of the truck apron, especially on single-lane roundabouts. In addition to the
aforementioned requirements, all roundabouts shall be designed to accommodate the passage of a WB-67 vehicle.
In the determination of vehicular travel/turning paths, the gutter pans may not be considered as part of the traveled
way, and vehicles shall not be proposed to utilize these areas while negotiating the roundabout. As such, the
designer shall assume a two-foot (2’) offset from the face of curb when defining acceptable truck paths.
The design of Mini roundabouts shall allow for longer trucks (B-40, BUS-45, WB-45, WB-50, and WB-67) to
traverse the central and splitter islands. Therefore, the central and splitter islands on Mini roundabouts shall remain
free of signage and other non-mountable obstructions.
In areas where high truck volumes exist or are anticipated, additional design accommodations may be required as
determined by the Local Entity Engineer. Similarly, it may be necessary to model special vehicles through a
roundabout that is located along a route that is, or may be, used for the transport of oversized equipment, such as,
large transformers, wind turbine parts, heavy military equipment, manufactured housing, etc. Some of these
delivery trailers have adjustable hitches or have steerable rear axles that will need to be considered in the design. If
any, special delivery needs along the proposed route will need to be defined at the conceptual submittal stage. In all
cases, the design vehicle shall be defined and accepted prior to preliminary design.
The adequacy of all roundabouts in regard to the design vehicle shall be evaluated using a Local Entity-approved
truck turning software package to show the appropriate wheel paths for right, through, and left turn movements from
each entry of the roundabout, and shall be submitted with preliminary design. Truck positioning on entry to a
multi-lane roundabout may assume that the truck will occupy both entry lanes and utilize both circulatory lanes
during the traverse of the roundabout. For all truck turning evaluations, the minimum vehicle speed shall be 10
miles per hour.
4. Pedestrian / Bicycles
All roundabouts shall be designed to allow pedestrian crossings whenever sidewalks are existing or planned.
Pedestrian crossings shall be provided with appropriate pavement markings, as outlined in Figure 4. Supplemental
signage may also be required for pedestrian crosswalks located along a school route, bordering a park or shopping
area, or any other area where high pedestrian activity is expected. Crosswalk lighting shall be designed in
accordance with the National Cooperative Highway Research Program publication 672 (NCHRP 672). The designer
shall work with the local power provider to facilitate the necessary power connections. The light standard
placement shall be a minimum of four feet (4’) from the back of curb.
In areas of high potential for vehicle/pedestrian conflict, supplemental active warning devices, such as flashing
beacons or LED supplemented signage, may be required,. The warning devices may be activated either manually by
the user or automatically by a Local Entity-approved detection / actuation technology.
Except in residential compact roundabouts or where otherwise precluded due to site constraints, all sidewalks and
multi-use paths in the area of a roundabout shall be detached from the curb by a minimum distance of 10 feet.
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If the roundabout is on a street with approaching bike lanes or on a roadway with planned bike lanes, the approach
shall provide for a connection from the bike lane to the multi-use path, as illustrated on Figure 7. The intent is to
allow the bicyclist the choice to either proceed through the roundabout as a vehicle, or exit the roadway prior to the
roundabout onto the detached multi-use path. The on-street bike lane should terminate at the point where the bike
lane exits from the roadway using a 40' taper as shown on Figure 7.
Figures 4 thru 9 provide design details for construction, signage, and pavement markings for pedestrians and
bicyclists. Details of site-specific markings and signage shall be included with the preliminary design submittal for
all proposed roundabouts.
5. Design Software
Local Entity-approved design software shall be used to ensure proper design and capacity for any new roundabouts.
For Local Street or Minor Collector intersections where the 20-year projected link volumes are expected to be less
than 500 AADT, a capacity analysis is not required unless the roundabout will experience high peak volumes for
vehicles and/or pedestrians (such as near a school).
At the conceptual level, intersections with collector or higher roadway classifications shall be evaluated with the
Roundabout Capacity Evaluation Spreadsheet 1A.1 and the 2010 Highway Capacity Manual methodology or
RODEL/ARCADY. At the Preliminary Design level, all roundabout intersections will require analysis by methods
detailed in current versions of: RODEL, ARCADY or VISSIM to analyze the roundabout for level of service (LOS)
and queue concerns in relation to the Local Entity’s Adequate Community Facilities (ACF) Ordinance. The City of
Fort Collins may require SIDRA INTERSECTION software for roundabout evaluation. Designers should contact
the Local Entity Engineer for guidance on required analysis and input parameters.
For roundabouts proposed at the intersections with Major Collector, Minor Arterial, or Major Arterial roadways, the
use of RODEL or ARCADY analysis software is required for capacity analysis and evaluation of geometric design
variables. The specific RODEL or ARCADY parameters shall be developed based on the recommendations of their
respective instruction manuals. Additionally, VISSIM analysis may also be required for verification of the RODEL
or ARCADY results. A lane use diagram showing origin-destination turning movement volumes will be a
requirement of preliminary design review. For unbalanced entry and circulation modeling in multi-lane roundabouts,
the analysis software chosen shall consider the key individual conflict zone as determined by the proposed geometry
and striping.
The following guidance is given for the RODEL effective entry width parameter “E”, assuming a striped roundabout
entry:
A. Single-Lane Entry -
1. E shall be a minimum of 3.0m (9.84ft)
2. E shall be a maximum of 4.5m (14.76ft) if the approach feeds a single circulating lane
3. E shall be a maximum of 5.5m (18.05ft) if the single lane approach feeds 2 (or more)
circulating lanes
B. Multi-Lane Entry -
1. The minimum lane width shall be 3.0m (9.84ft)
2. The maximum lane width shall be 4.0m (13.12ft)
Based on the above, a two lane entry can be 6m - 8m (19.69ft – 26.25ft) wide
The Kimber roundabout capacity equations used in the RODEL and ARCADY analysis programs show capacity
increases on a smooth curve related to input parameters that do not consider roadway striping. Where striping is
proposed with the roundabout design, the E values must be input based on the effective width as detailed above and
in the RODEL manual consisting of different lane width sizes. For example, if the measured design entry width E
is 10m in the model, this represents three 3.33m lanes, not two 5m lanes as the entry width E exceeds the maximum
lane width. The effective width should be set in the model to the maximum for two lanes at 8m even though the
measured with is 10m.
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If any lanes are designed wider than 4.0m in order to accommodate trucks, they should be considered to be 4.0m
wide when summing the lane width to get E for use in RODEL. Usually, entry lanes have equal width, but a two
lane approach may have a 3.60m lane and a 5m lane, the latter made over-wide for trucks. For RODEL, the input
would be E = 3.6 + (4.0) = 7.6m, not E= 3.6 + (5.0) = 8.6m
All preliminary designs shall be accompanied by AM and PM peak hour turning movement counts for existing and
build-out conditions and traffic growth projections for both 10 and 20-year horizons. The RODEL or ARCADY
output shall also be provided at this time, when required. Where the roundabout is near a school, shopping center or
other major traffic generator, the peak hour for local traffic with the traffic generator fully developed shall be used
and may be different from standard a.m. or p.m. peak times. In addition to the RODEL or ARCADY output file, a
diagram graphically depicting the input parameters similar to that shown on Figure 1, shall be provided. The
horizontal roundabout layout shall be provided to the Local Entity in CAD format that is compatible with Autodesk
version 11.0 to allow for review of input parameters.
6. Utilities & Drainage
Design of underground and overhead utilities shall be included with the Preliminary Design. Design of water,
sewer, and electric shall meet the appropriate Local Entity's standards, or the standards of any applicable special
district. The placement of manholes and valve risers shall consider maintenance safety issues as well as their
location relative to wheel path in order to minimize surface ride issues. Street lighting shall follow the Local
Entity's standards for pole, light fixture and type of lighting. In general, lighting shall be designed to illuminate any
pedestrians within the crosswalks without causing a backlighting effect. Lighting shall also be situated to help the
driver identify the general shape of the intersection and to highlight conflict points or areas of entry and exit from a
distance equal to, or greater than the stopping sight distance as identified in Figure 4.
Drainage design shall comply with the Local Entity's storm drainage standards. Roundabouts should be generally
designed to slope away from the central and splitter islands with drainage inlets located on the outer curb line of the
approach roadways and away from the pedestrian crossings. Inlets within the roundabout circulatory roadway shall
be constructed with CDOT Type R inlets with sufficient capacity to limit the encroachment into the circulating area
to a maximum depth of 4-inches for the 10-year event. Placement of any inlets shall also consider the vehicle’s
wheel path when traveling through the roundabout.
7. Landscaping
Landscaping is an important part of the design, especially in the central island, as it provides visual awareness of the
roundabout. Landscaping designs must consider pedestrian and vehicle safety, providing year-round amenities for
the roundabout users without causing sight distance problems. This is especially important on approaches to
pedestrian crossings.
All final designs shall include a landscaping design sheet identifying plant types, height from the top of the mature
plant to the roadway surface (including the height of planter area), and the minimum pruning height for the lower
branches of any trees to be planted. See Figures 4 and 6 for areas where plant height is restricted for sight distance
reasons. Within the central island, but outside of the required stopping sight distance line, the use of larger plant
materials is encouraged to improve the driver’s perception of the roundabout location and shape. Care should be
taken to avoid distracting displays, such as signs, intricate sculptures, animated items, glare from lighting, or any
other features that could increase the potential for driver distraction. In no case should anything be placed within the
central island which would encourage pedestrians to access the central island.
8. Other
Other design criteria include but are not limited to:
• The departure width of the roundabout shall be no narrower than the width of the circulatory roadway and
include a transition to the departure lane width cross-section, exclusive of on-street parking and bike lanes
(Figure 7). The roadway shall then taper out to its full width (bike-lane or parking) as shown on Figure 6.
• Transit stops should be located downstream of the roundabout, clear of the exit area, and a minimum of 50
feet downstream of the bicycle re-entry ramp (Figure 7). The transit stops shall be built with a LCUASS
standard pullout or combined with the on-street parking area.
All unusual or location-specific design issues shall be resolved prior to the submission of final design plans.
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C. Specific / Geometric Design Elements
1. Critical Geometry
The roundabout advantage is its ability to move large volumes of traffic at a slow deliberate rate of speed that
processes the necessary turning movements into the through movements with less potential for high speed accidents.
The efficient use of the intersection area is created and controlled by the geometry of the roundabout and
specifically the approach road entry. Roundabout design is a balance between competing objectives and thus
requires a context sensitive approach to meet the design objectives. The design guidance described below is a
standardized approach intended to produce a reasonable, first-cut horizontal design. Intersections with specific
rights-of-way constraints or traffic needs will have to be addressed with a context sensitive approach.
2. Roundabout Design Approach
Once a preliminary roundabout lane configuration has been developed based on projected traffic turning movements
and capacity evaluations, the designer should develop a rough horizontal layout with the process detailed in
Appendix B.
The approach roadway design elements include curb alignment, median width and transition, approach flare,
crosswalk location, horizontal and vertical alignment of the approach lane(s), intersection and stopping sight
distance calculations, approach speed, fast path radii, and other associated elements identified in Figures 1through 7.
Minimum / maximum design standards are as follows:
Fast Path (FP) Single Lane (ICD 115-155) Mult-lane (ICD 150 - 215)
Designation Movement FP Radius Range
(ft)
FP Max
Speed
FP Radius Range
(ft)
FP Max
Speed
R1 Entry 120 – 160 25 175-275 30
R2 Circulating 90 – 115 25 175-215 25
R4 Left
Minimum
40-60 15 70 15
R5 Right Turn 120 -160 25 175-215 25
*R4 has a minimum requirement to reduce rear end accidents caused by excessive speed differential
Note – radii are given as a range for various superelevation rates from 0% to 4%, positive for R1, R3 & R5, and
negative for R2 and R4. Calculations for each specific roadway segment and corresponding cross slope shall follow
the AASHTO Green Book.
Maximum vertical grade (approach) 2% for 200’ on minor and principal arterials
4% for 100’ on minor and major collectors
4% for 50’ on local streets
Approach Decision Sight Distance
(“DSD” on Figure 4 - measured from
the yield line)
400’ for 25 MPH or less
490’ for 30 MPH
596’ for 35 MPH
690’ for 40 MPH
800’ for 45 MPH
910’ for 50 MPH
Note – Approach Decision Sight Distance, DSD, is the distance at which the driver is aware of the change in
alignment caused specifically by the roundabout. If the required DSD is not available due to topographic
limitations, advance warning signs shall be required. Vertical alignment must be checked as well as horizontal
alignment for restrictions to DSD.
Minimum Approach Tangent
(approach centerline to yield line)
300’ on principal arterial
200’ on minor arterial
100’ on all collectors
50’ on local access
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Min. distance to nearest access
(distance from splitter island)
600’ on principal arterial
300’ on minor arterial
100’ on all collectors
30’ on local access
3. Circulating Roadway
The circulating roadway, that portion of the roundabout between the central island and the inscribed circle diameter
(ICD), is the portion of the roadway used by vehicular traffic. The ICD of the roundabout, which encloses the
circulating roadway, shall be large enough to accommodate all road users without exceeding the fast path maximum
radii. Generally, the design of the inscribed circle will be from 140’ to 215’ for multilane roundabouts, and from 90’
to 155’ for single lane roundabouts and 50’ to 90’ for Mini and Residential Compact roundabouts. The outside edge
of the circulating roadway is within and generally the same size as the inscribed circle.
The circulating roadway shall be from 1.0 to 1.2 times the maximum approach roadway width at the widest entry to
the roundabout. Super-elevation for the circulatory road should generally be no greater than 2%, although a super-
elevation of up to 4% may be approved if conditions warrant. Adverse super elevation is preferred for the
circulatory road as it provides a smoother transition for motorists, better drainage, and keeps circulating speeds to an
acceptable level.
Roundabouts may be designed and built in stages, with the initial size of the inscribed circle large enough for a
multilane roundabout, with an oversized central island that restricts the circulating roadway to one lane. In this case,
it is likely that an oversized truck apron will be needed.
Dedicated bypass lanes should be avoided if possible, due to the difficulty for pedestrians to cross three roadway
segments instead of the usual two in other roundabouts. If the capacity analysis with RODEL indicates that the
existing and shorter range projected volumes will operate at LOS D or better, the roundabout should be built without
a bypass. If the 20 year projected volumes show the need for a bypass, adequate right of way shall be included to
accommodate the future expansion and the bypass will be built when the operating LOS exceeds level C.
4. Sight Distance
Stopping Sight Distance (SSD) is the distance between a roadway obstruction and the approaching driver, measured
along the vehicle path. It is used to assess safety for vehicle to vehicle, vehicle to pedestrian or bicycle, and vehicle
to other object hazards. Every conflict point at the intersection must be checked, based on fast path vehicle speed
near the conflict area for obstructions of the required visibility area – see Figure 4.
SSD for the approach and yield at the roundabout shall be based on current AASHTO Green Book standards for
urban roadways.
5. Splitter Islands
Splitter islands are necessary to provide proper deflection of vehicular traffic for speed control and to provide
pedestrian refuge areas. For multi-lane roundabout entries, the alignment of the splitter island curb shall incorporate
an extension of the splitter island that is tangential to the outside flow line of the central island (Figure 1). For
arterial roundabouts, splitter islands shall be a minimum of 150' in length (300' preferred). See Figures for minimum
splitter island lengths for other types of roundabouts.
Splitter islands shall be designed with a minimum 6’x 6’ (8’x 8’ preferred) pedestrian refuge. Crosswalks shall be
located 25’ from the yield line for all roundabouts unless otherwise approved by the Local Entity Engineer (Figure
5). Crosswalks shall also be designed to be radial to the traveled roadway in order to improve visibility for
pedestrians.
The splitter island curb layout shall be designed in accordance with Figure 6.
6. Central Island
The central island is the most visible feature of a roundabout for approaching vehicles and it is the primary factor in
establishing the ultimate geometry of the roundabout. As such, correct central island sizing is critical to the proper
operation of the roundabout.
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The central island diameter for a multilane roundabout shall be determined in a manner that assures that the
deflection for entering vehicles will result in a design that meets the maximum fast path requirements. Generally,
the central island diameter will fall between 115’ and 175’ for a multilane roundabout and between 95’ and 135’ for
single lane roundabouts and 35’ to 75’ for Mini roundabouts.
Truck aprons are required and may not exceed 5% superelevation. They shall be constructed of concrete and be
contrasting in texture and color from the surrounding roadway, easy to maintain, and able to withstand the loadings
of turning trucks (i.e. minimum 6” thick, decorative, contrasting colored concrete, etc.). In no case should a truck
apron resemble a sidewalk. Brick, cobblestone or other individually placed paving materials may be considered
when set on an adequately designed concrete supporting shelf. Additionally, truck aprons shall be provided with a
monolithic 4” mountable perimeter curb that is back-sloped at a 45 degree angle with a rounded top. See Figure 5
for additional truck apron design information.
Elevation drawings of the central island shall be included with the preliminary plans. Except for Mini and
Residential Compact roundabouts, the central island, exclusive of the truck apron and any sight distance restricted
areas, shall be a minimum of 2’ above the surrounding roadway, and shall be of contrasting texture and colors to the
roadway and surrounding areas. The interior surfacing of the central island shall also be designed for low
maintenance, discouraging the use of sod or other high maintenance plantings/materials.
7. Signing & Marking
All signs and pavement markings shall conform to the current Manual on Uniform Traffic Control Devices
(MUTCD) as amended, and by these design standards.
1. Signing - See Figure 9 for sign locations.
• Advance roundabout warning signs with advisory speed plaques are required whenever topography or
driver distraction precludes adequate advance visibility of the roundabout.
• Yield signs shall be placed on the right side of the approach roadway, at the point where vehicles are
required to yield when entering the roundabout. With the exception of Mini and Residential Compact
roundabouts, yield signing will also be required in the splitter islands. Supplemental “YIELD”
pavement markings may also be required where field observation warrants.
• Lane assignment signs, depicting the lanes maneuvering around the roundabout, shall be provided on
all multi-lane approaches (Figure 8). This requirement shall also be applied to single-lane approaches
with auxiliary turn lanes.
• Street name signs with minimum 8” lettering shall be placed on the splitter islands and oriented toward
traffic on the circulatory roadway (Figure 8).
• Flag type guide signs, indicating the correct directional exit for service, recreational and cultural
destinations are required for major destination routes.
• Advanced guide signs (Figure 9) shall be required for the junction of numbered routes.
• Pedestrian crossing signage shall be required where high pedestrian usage is expected, or as otherwise
determined by the Local Entity.
2. Marking – Pavement markings shall consist of pre-formed, hot-applied thermoplastic material. All linear
pavement markings shall be inlaid (rolled-in) with the top mat of asphalt paving or recessed 0.125” to be
even with the surface of concrete paving. Where installed on concrete paving, all markings (lines, symbols,
etc.) shall be outlined in black for increased visibility. See Figures 10-15 for typical pavement marking
types and locations.
• Lane use pavement markings, including arrows and solid or dashed lines shall be used on all multilane
roundabouts. See Figure 5 for their correct spacing and placement.
• Yield lines and “YIELD” pavement markings shall be used to mark the location at which drivers must
yield to circulating traffic. The yield lines shall be curved along the outline of the circulatory roadway
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and shall be oriented toward approaching drivers as depicted on Figures 10-15. Placement and
orientation of “YIELD” pavement markings will also be required as indicated on Figure 5. “Shark’s
Teeth” type yield markings will not be permitted.
• Yellow edge lines shall be placed along the left edge of the approach roadway and along the edge of
the splitter islands. For multilane roundabouts, white edge lines are required along the right side of the
splitter island outlining the circulating roadway and yellow edge lines may be required around the
central island.
• Pedestrian crossings shall be marked with “Denver” or “Continental” style markings, consisting of 1.5’
x 9’ bars located in a manner that avoids the projected wheel path.
• Retroreflective raised pavement markers (RRPM) may be required on the central island and splitter
island curbs where sight distance and/or other concerns indicate that additional warning is necessary
for improved nighttime operational safety.
8. Landscaping Design Elements
In general, landscaping and design elements shall:
• Be aesthetically pleasing
• Fit within the context of the surrounding area
• Not create a distraction for drivers
• Not interfere with pedestrian safety
• Not attract pedestrians into the central island
Splitter islands shall either be hardscape or contain low level vegetation with a maximum height at maturity, of 30”
above the roadway (Figure 6).
In order to reduce approach speeds, and with the exception of Residential Compact and Mini roundabouts; the
central island shall contain vertical features that are visible to approaching traffic under daylight and nighttime
conditions. All vertical features, however, shall be located outside of the stopping sight distance restriction area.
New roundabouts with landscaping shall be subject to a maintenance agreement with the local homeowners
Association (HOA), providing for maintenance of all proposed landscaping. In the alternative, guaranteed funding
for maintenance of the landscaping by other private organizations such as Metro Districts, Property Management
Agencies, etc., may be acceptable. Retrofit roundabouts shall have low-maintenance landscaping or a maintenance
agreement similar to new roundabouts.
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Exhibits
Figure 1 – Roundabout Terminology
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Figure 2 – Fast Path (4 Lane/4 Lane)
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Figure 3 – Fast Path (2 Lane/2 Lane)
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Figure 4 –Sight Distance
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Figure 5 – Construction Details
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Figure 6 – Construction Details (continued)
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Figure 7 – Bicycle Path and Ramp Detail
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Figure 8 – Standard Signing
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Figure 9 – Standard Signing (continued)
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Figure 10 – 4 Lane by 4 Lane Arterial
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Figure 11 – 2 Lane by 4 Lane Arterial
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Figure 12 – 2 Lane by 4 Lane Arterial with Bypass Lane
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Figure 13 – 2 Lane by 2 Lane Arterial
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Figure 14 –Collector
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Figure 15 –Mini
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Figure 16 – Residential Compact
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D. Definitions
AASHTO Green Book – The current version of the American Association of State Highway and Transportation
Officials publication “A Policy on Geometric Design of Streets”.
Central Island - the raised area in the center of a roundabout around which traffic circulates.
Circulating Volume -the total vehicular volume on the circulatory roadway immediately prior to an exit, measured
over a specified period of time.
Circulatory Roadway – the roadway portion of a roundabout which circles the central island.
Circulatory Roadway Width - the distance between the outer edge striping of the circulatory roadway and the
outer margin or lip of gutter of the central island, exclusive of aprons.
Deflection - the change in trajectory of a vehicle imposed by geometric features of the roadway.
Departure Width - the downstream width of the roadway used by vehicles departing the roundabout.
Design Vehicle - the largest vehicle that can reasonably be anticipated to use a facility.
Entry Flare - the widening of an approach upstream of the yield line in order to provide additional capacity.
Entry Path Radius (R1) - the minimum arc radius, fitted to the fast path, that occurs prior to the yield line (See
Figures 2 & 3).
Entry Radius - the minimum radius of curvature of the outside (right) edge stripe, or lip of gutter, of the roundabout
entry.
Entry Speed - the speed of a vehicle as it crosses the yield line.
Entry Width - the width of the roundabout approach where it meets the inscribed circle, measured perpendicularly
from the right edge of the entry to the point of intersection of the left edge line and the inscribed circle (see Figure
1).
Exit Path Radius (R3) - the minimum arc radius, along the fast path, that extends from the roundabout exit (see
Figures 2 & 3).
Exit Width - the width of a roundabout exit where it meets the inscribed circle, measured perpendicularly from the
right edge of the exit to the point of intersection of the left edge line and the inscribed circle (see Figure 1).
Fast Path (FP) - a hand or spline-drawn representation of a vehicle’s path through a roundabout which would allow
the least deflection and thus, the highest travel speed given the geometric constraints. The method of determining
the FP is detailed in NCHRP Publication 572, with further clarification available in Appendix G of that Publication.
Fast Path Radius - the minimum radius on the fastest through path around the central island measured 5’ from any
vertical face and 3’ from center striping, as shown on Figures 2 & 3.
Inscribed Circle - used to define the size of a roundabout, it is the diameter of the largest circle that can be fit
within the outer edges of the circulating roadway.
Local Entity Engineer - The Engineering Division Manager, City Engineer, or another Local Entity representative
authorized to act on behalf of the Local Entity.
Mini-Roundabout - a small, retrofit roundabout intended process traffic volumes greater than 3500 AADT
combined intersection traffic, which is intended to fit into locations with significant right-of-way constraints.
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Multilane Roundabout - a roundabout that has a circulatory roadway that can accommodate at least 2 vehicles
traveling side-by-side.
Partial Right-Turn Bypass Lane - a channelized right-turn lane that does not share the same entrance to the
roundabout as the other entering lanes but yields to exiting vehicles due to the lack of an additional downstream
merge lane.
Residential Compact Roundabout - a new construction, residential roundabout intended for traffic calming in
situations with less than 3500 AADT combined intersection traffic.
Right-Turn Bypass Lane - a lane provided adjacent to, but separate from, the circulatory roadway, that allows
right-turning vehicles to bypass the roundabout. Also known as a right-turn slip lane, this lane must be able to
accommodate the design vehicle.
Roundabout – an intersection with 3 or more approach legs, generally circular in shape where continuous flow of
traffic is facilitated through the use of yielded entry and defined lane use.
Sight Triangle - an area required to be free of obstructions in order to ensure visibility between conflicting
movements.
Single-Lane Roundabout - a roundabout that has one circulatory lane.
Splitter Island - a raised area on an approach designed to separate entering and exiting traffic, deflect and slow
entering traffic, and provide a refuge area for pedestrians crossing the approach.
Stopping Sight Distance - the distance, measured along the centerline of travel, along a roadway that is required for
a driver to perceive an object in the roadway, react, and brake to a complete stop prior to reaching that object.
Truck Apron – a raised, colored and/or textured concrete surface, adjacent to the central island curbing, that is
designed to allow large vehicles to proceed through the roundabout with their rear wheels leaving the circulating
roadway and riding onto the apron area.
Two-Stage Crossing - a process in which pedestrians cross a roadway by crossing one direction of traffic at a time,
waiting in a pedestrian refuge between the two traffic streams if necessary before completing the crossing.
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Streetscape Design Standards and
Guidelines
DRAFT
ATTACHMENT 4 - STREETSCAPE DESIGN STANDARDS & GUIDELINES DRAFT COPY
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Streetscape Design
Standards and Guidelines
Adopted tba
Long Range Planning
281 North College Avenue
Fort Collins, CO 80524
970-221-6376
fcgov.com/advanceplanning
For additional copies, please download from our website, or contact us using the
information above.
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I ► STREETSCAPE DESIGN STANDARDS AND GUIDELINES UPDATE
Table of Contents
1. Purpose and Intent
2. Applicability and Use
2.1 Staff and developers, development projects, capital projects, maintenance and
renovation projects
2.2 How to use – starting point, but also adjust as necessary to respond to context and
constraints.
2.3 Responsibilities for design, installation, and maintenance
3. Landscape Plans Required
3.1 Plan submittal
3.2 Project Statement
4. All Streets
4.1 Street Trees
4.2 Parkway Landscaping – Turf Grass
4.3 Parkway Landscaping – Alternatives to Turf Grass
4.3 Sight Distance Triangles at Corners
4.5 Low Impact Development – Stormwater Management
5. Arterial Streets
5.1 Arterial Streetscapes Map
5.2 Arterial Streetscape Design – Standard Arterial Streetscapes
5.3 Subarea Plans and Other Special Planning Area Streetscapes
5.4 Gateway Intersection Streetscapes
5.5 Constrained Streetscapes
6. Collector and Local Streets
6.1 Tree-Lined Parkways with Turfgrass
7. Plant Palette
8. Maintenance Standards
9. Irrigation Standards
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES UPDATE ◄ II
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1 ► STREETSCAPE DESIGN STANDARDS
CHAPTER 1
Purpose and Intent
Based on the City’s vision to create a
vibrant, world class community, these
standards are to help foster a
coordinated approach to design and
management of streets as visually
appealing public spaces that contribute
to Fort Collins’ distinct identity.
The term “streetscape” generally
encompasses the visual and pedestrian
environment of a street. These
standards generally involve parameters
for tree-lined street edges to define
streets as public space, and landscaped
medians as focal areas featuring mixed
plantings with variety in forms, textures,
and color.
Streetscapes are not limited to plantings,
but may also encompass themed urban
design elements depending on the
setting. Examples include special curb
treatments and median edges, low
planter walls and landscape walls,
railings, bollards, planter pots, stone
features, obelisks, public art, specialty
lighting, signal pole treatments,
specialty paving, transit stops and
furnishings, and the like.
Every streetscape project involves its
own context and constraints. Still, there
is a need for standards to set the bar for
level of quality and investment. These
standards are intended to provide a
framework for programming, budgeting,
designing, maintaining, and renovating
various incremental projects as part of a
whole approach.
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 2
CHAPTER 2
Applicability &
Use
These standards apply to all projects
involving streetscapes in the City right-
of-way. These include:
Private development projects.
City capital projects.
Any other miscellaneous
maintenance and renovation
projects and efforts.
Private development and public capital
projects may involve construction of
new streets, and/or changes to existing
streets.
The standards are intended to be used
by:
Staff, in the design and
management of City streetscapes
over time.
Developers and decision makers in
the development review process.
Property owners, where plans and
activities involve streetscapes.
Citizens, City Councils, and staff, in
discussions involving streetscape
issues.
The standards should be used as the
basis and starting point for each
individual project. Exact details must
then be adapted to fit and function
with the unique context and constraints
which exist even in projects with few
constraints. The intent is for a
designer to consider the context as a
project is designed using the standards.
The context includes existing
conditions that are expected to remain
for the long term, and future change
planned or envisioned by the City.
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3 ► STREETSCAPE DESIGN STANDARDS
CHAPTER 3
Project Plan
Submittal and
Review
3.1 Development applications.
Streetscape projects that are part of
development applications follow a
standard City development review
process.
3.2 City capital projects.
City capital projects involving
streetscapes are reviewed
administratively by interested City
departments in an internal process of
collaboration and routing of plans.
3.3 Project Statement required.
All streetscape projects involving
landscaping and urban design elements
shall include a Project Statement
developed by City staff in collaboration
with any project consultants, upon
completion of design.
The purposes are to prompt designers
and staff to consider and document the
maintenance and renovation needs
related to the design, and to record
design intents and assumptions in a
document 3 pages or less in length,
that avoids the use of any jargon. The
document shall:
Describe the design intent,
assumptions, and maintenance and
renovations that will be needed
over time to realize the design
intent.
Note outstanding questions that
need to be monitored.
Examples of topics to be summarized
include:
Reasons and concepts for all project
decisions including planting,
irrigation, mulches, boulders,
hardscape, and urban design
elements.
Plant species needing pruning or
trimming, specific weeding control
practices, annual clean-up, dividing
or periodic replacing to achieve the
intent.
Plant species with a limited track
record in streetscapes that warrant
monitoring.
Mulches that need replenishing or
clean-up.
Urban design features that may
need touch ups, replacements,
stocking of parts, or other
maintenance and renovations.
Any other information useful for
STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 4
CHAPTER 4
All Streets
The following standards apply generally
to all street classifications city-wide,
except where alternative standards are
adopted for specific planning areas.
4.1
STREET TREES
4.1.1 Purpose and intent.
Rows of street trees along street edges
are the fundamental element of
continuity that these standards require.
The general overall approach to City
street edges is to establish and
maintain rows of street trees in
parkways where the sidewalk is
separated from the curb.
Street trees can be considered as
multi-functional public infrastructure
that:
Defines the street as distinct space,
providing a unifying framework for
abutting developments.
Provides canopy shading along
streets and sidewalks to reduce
glare and summer heat build-up.
Provides a buffer between
pedestrians on the sidewalk and
vehicles in the roadway.
Provides space for streetlights and
signs, and for snow storage in
winter.
Street trees in an arterial parkway.
4.1.2 Tree planting in parkways.
Wherever the sidewalk is separated
from the curb by a parkway at least 4
feet in width, rows of canopy shade
trees shall be planted in the parkway at
30 to 40 foot intervals, centered
between the curb and the sidewalk.
Street trees shall not be planted where
a parkway is less than 4 feet in width.
Street trees in a collector street parkway.
4.1.3 Tree planting outside of
sidewalks where existing constraints
preclude parkway tree planting.
Where a sidewalk is attached to the
curb and is less than 8 feet in width,
canopy shade trees shall be established
in an area ranging from 3 to 7 feet
behind the sidewalk at 30 to 40 foot
intervals. This standard shall also
apply where unusual constraints
preclude tree planting in a parkway.
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5 ► STREETSCAPE DESIGN STANDARDS
Any such planting will typically require
coordination with abutting property
owners.
Street trees outside of sidewalks.
4.1.4 Species groupings within tree
rows.
To the extent reasonably feasible,
street tree rows in landscape areas,
whether inside or outside of the
sidewalk, shall be in groupings of three,
five, or more of a single species. The
purpose is to provide a degree of
species diversity within a deliberate,
repeating design pattern.
Designers are encouraged to locate
changes in species to reflect roadway
conditions, such as open stretches of
roadway between access points,
stretches approaching intersections and
driveways, and/or changes in abutting
land use.
4.1.5 Street trees in sidewalk
cutouts.
If a project involves a new sidewalk
that needs to be attached to the curb
due to unique constraints or context,
then to the maximum extent feasible,
the sidewalk width shall be wide
enough to incorporate planting cutouts
with tree grates.
To the maximum extent feasible,
such sidewalks shall be 12-15 feet
wide with cutouts at least 25 square
feet at 30- to 50-foot spacing.
In all cases, trees in sidewalk
cutouts shall be located at least 10
feet away from buildings and offset
from building entrances.
If such an attached sidewalk has an
abutting landscape area, 8 feet
shall be the minimum width in
which canopy trees shall be
provided in sidewalk cutouts. 16
square feet shall be the minimum
area of any such cutouts, using 4x4-
foot tree grates. Larger cutouts
with more than 16 square feet of
area are encouraged, for example
4x6-foot or 4x9-foot tree grates, or
multiple tree grates, to support tree
health.
8-foot sidewalk with 4’x4’ tree grates
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 6
The soil surface in a sidewalk cutout
shall be level with the bottom of
the sidewalk slab. Trees shall then
be planted with the top of the root
ball 2 inches above the soil surface.
All tree grates shall be installed per
manufacturer’s instructions.
Frames shall be set in a true, flat
plane to prevent rocking of the
grate. The grate or a template shall
be set in the frame before concrete
is poured to ensure the final
installation is square and flat.
Grates shall be of a pedestrian-safe
ADA-compliant style with slot
openings 3/8-inch or less.
A spacing interval up to 50’ shall be
permitted for street trees in grates
where abutting commercial
buildings face the street with no
intervening vehicle use area
between the street and the
building.
4.1.6 Adjustment of spacing
intervals.
The Director or the City Forester may
approve or require larger or smaller
spacing intervals to better fit the
growth habits of different street tree
species, for safe use of the street, or
sidewalk, and to better fit with existing
trees or other existing conditions
unique to the location.
4.1.7 Overhead power line conflict.
Ornamental trees may be planted in
substitution of the canopy shade trees
where overhead lines and fixtures
prevent normal growth and maturity.
4.1.8 Spacing from driveways.
No tree shall be planted closer than 8
feet from any driveway or alley.
4.1.9 Tree separation From utilities.
Landscape and utility plans shall be
coordinated. Following are the
minimum dimension requirements for
the most common tree/utility
separations. Exceptions to these
requirements may occur where utilities
are not located in their standard
designated locations, as approved by
[the Director.] Tree/utility separations
shall not be used as a means of
avoiding the planting of required street
trees.
40 feet between canopy shade trees
and streetlights. Fifteen (15) feet
between ornamental trees and
streetlights
10 feet between trees and water or
7 ► STREETSCAPE DESIGN STANDARDS
Plan view of street tree rows, groupings, and
spacings.
4.2
PARKWAY LANDSCAPING – TURF
GRASS
4.2.1 Explanation.
Efficiently irrigated, mowed turf grass
provides a living green edge to city
streets over a long growing season.
The green edge is a unifying element
that can help define City streets as
continuous spaces, in conjunction with
street trees. Like street trees, turf
grass can be considered part of public
infrastructure.
Turf can be a sustainable, functional
landscape solution consistent with
“Xeriscape” and “Water-Wise” water
conservation principles. These
principles recognize turf as an
appropriate use of water in high
visibility, multi-functional, high-use
areas, and parkways typically fit that
description.
Turf can be relatively drought tolerant,
with the degree and nature of drought
tolerance dependent on grass species
and cultivar. Problems resulting from
periods of neglect are relatively easy to
correct, and turf seldom if ever needs
replacement.
Non-gardeners and low-bid commercial
crews can readily maintain turf. It
naturally inhibits weeds, and mowing is
an efficient way to control weeds that
do occur. It works well in conjunction
with street trees with tolerance for
partial shading. In winter, dormant
turf is easy to keep tidy and trash-free.
Turf parkway provides continuity and mulitple
functions including walking access and sitting.
Plan graphic, no median, rows, groupings,
spacing, detached and attached, a
driveway, a sight triangle.
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 8
4.2.2 Turf generally encouraged.
Irrigated turf grass is generally
encouraged as a solution for
landscaping in parkways, except:
Where a plan document
recommends alternatives.
Where the existing development
pattern is characterized by
alternatives to turf grass as part of
the established context.
4.2.3 Requirements.
Chapter 5 includes parkway landscaping
standards for Arterial Streets. Chapter
6 includes parkway landscaping
standards for Collector and Arterial
Streets.
4.3
PARKWAY LANDSCAPING -
ALTERNATIVES TO TURF GRASS
4.4.1 Explanation. Mulched planting
beds and non-turf ground cover
plantings can be acceptable alternative
solutions to turf grass for parkway
landscaping in some situations.
These solutions require less water than
turf grass. With appropriate plant
selection and proper maintenance they
can offer visual interest and seasonal
beauty. While maintenance needs can
be less frequent than a turf-mowing
regime, they can be more complex and
occasionally more time-consuming as
weeding, trimming, mulching and
replacing materials are important to
keep the plantings healthy and
attractive.
4.3.2 Where Appropriate. Alternatives
to irrigated turf grass can be an
appropriate choice for property owners
abutting collector and local streets,
depending on whether the parkways
are governed by an approved
Development Plan, and for projects
involving arterial streets in special plan
areas that recommend alternatives.
4.3.3 Requirements.
Chapter 5 includes parkway landscaping
requirements for Arterial Streets.
Chapter 6 includes parkway landscaping
requirements for Collector and Arterial
Streets.
Mulched planting bed in the parkway limits
water use and can provide visual interest.
4.4
SIGHT DISTANCE TRIANGLES AT
CORNERS
A visual sight distance triangle, free of
any structures or landscape elements
shall be maintained at street
9 ► STREETSCAPE DESIGN STANDARDS
Site Distance Triangle concept.
Fences shall not exceed forty-two (42)
inches in height and shall be of an open
design.
Deciduous trees may be permitted to
encroach into the clearance triangle
provided that the lowest branch of any
such tree shall be at least six (6) feet
from grade.
4.5
LOW IMPACT DEVELOPMENT –
STORMWATER MANAGEMENT
4.5.1 Purpose and intent. In a “Low
Impact Development” (LID) approach to
streetscapes, landscaped parkways and
medians are depressed rather than
raised, to help manage stormwater
runoff closer to the source. Depressed
landscape areas are designed with
special soil mixes, corresponding
plantings, and other design techniques
to infiltrate and filter runoff, instead of
concentrating and conveying all runoff
to centralized detention and treatment
facilities.
The City’s Stormwater Criteria Manual,
which governs the management of
stormwater in the City, describes LID
techniques including techniques
applicable to streetscapes.
LID concepts.
Artist illustration of LID concepts.
4.5.2 Low Impact Development
streetscape projects. In any
streetscape where a Low Impact
Development approach is used,
Streetscape Standards shall be adapted
or modified as needed to comport with
the Stormwater Criteria Manual.
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 10
CHAPTER 5
ARTERIAL STREETS
The City’s arterial streets are complex
and expensive public infrastructure,
combining virtually all utility and
transportation systems of the city.
Besides the functional needs for traffic
and utilities, a pervasive theme
throughout the City’s Comprehensive
Plan is the importance of streets as
public space. As high-visibility public
space, arterials create first
impressions, are experienced by all
residents on a daily basis, and play a
large role in determining the character
and conveying the civic intention of
Fort Collins as a City.
Arterial streetscapes vary widely, from
the Downtown urban core, to suburban
residential areas, to the Natural Areas
in the Poudre River valley.
Downtown core
Suburban residential area
Poudre River valley
Medians in a roundabout
Some arterials are distinguished by the
inclusion of medians along street
corridors and in roundabouts. Besides
managing traffic, medians provide very
high-visibility space for landscaping,
and provide a refuge for pedestrians
crossing the road. Medians can
humanize the scale of a wide street,
and add beauty and civic identity.
They are a highly visible mainstay of
urban design, and thus are a major
aspect of the City’s streetscape efforts.
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11 ► STREETSCAPE DESIGN STANDARDS
5.1
ARTERIAL STREETSCAPES MAP
5.1.1 Purpose and Intent. The
Arterial Streetscapes Map recognizes
differences between various arterials
throughout the City. It indicates where
a “Standard Arterial Streetscape”
approach should apply, and where
other corridor segments and gateway
intersections warrant their own
tailored approach to streetscape design
and management.
The map works in conjunction with
design standards in the following
chapters to guide investment in
streetscapes throughout the City.
Types of Arterial Streetscapes:
Standard Arterial Streetscapes.
Enhanced Travel Corridors.
Special Planning Areas
Gateway Intersections
Constrained by Existing
Development.
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 12
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13 ► STREETSCAPE DESIGN STANDARDS
5.2
ARTERIAL STREETSCAPE DESIGN:
STANDARD ARTERIAL
STREETSCAPES
The primary focus of “Standard Arterial
Streetscapes” is on medians, including
the medians in roundabouts.
The whole approach of the median
standards emphasizes mixed plantings
of perennials, grasses, shrubs, and tree
groupings, with a mulched ground
surface. The intent is to reflect Fort
Collins’ western regional character
with regionally-specific plants suited to
the harsh roadway environment.
Illustration of arterial median landscaping approach.
Planting compositions will include:
Varied plant forms, textures, and
foliage in addition to flowers.
Coordinated, repeating groupings of
plants to form an overall pattern.
Accent groupings to add detail and
variation within the overall pattern.
Related elements such as mulches
and boulders.
5.2.1 Median grading. The ground
surface in medians shall be crowned
with a high point in the center, with
slopes not to exceed 7:1 or
approximately 14 percent.
Exception: where a median has a
cross slope due to opposing traffic
lanes and curbs having different
elevations, a crown may not be
feasible.
5.2.2 Median planting general
approach. Tree groupings and mixed
plantings of other plant types shall be
established and maintained in
medians. Exceptions:
Trees shall not be planted in
medians less than seven feet wide.
Medians less than three feet wide
shall be paved rather than planted.
Tree groupings with mixed planting in open intervals
between tree groupings
5.2.2 Median tree groupings.
Large Deciduous Trees, Large Evergreen
Trees, and Ornamental Trees shall be
planted in groups of three, five, or
more, with open intervals between the
groups. Open intervals between tree
groups shall constitute 30%-60% of the
length of a given median. These
percentages are intended to convey a
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 14
general proportion rather than a
precisely measured formula.
Determination of the open intervals
shall be based on the design intent and
growth assumptions for trees over a
given time frame, made by the
designer. Where median length allows,
repetition of tree groupings is
encouraged.
5.2.3 Tree Separation from median
edges. Separation of trees from
concrete edges shall be provided by
designers as needed based on
assumptions for growth and pruning
over a given time frame. The
following minimum separations shall
be provided:
Large canopy trees – 2.5 feet.
Ornamental trees – 1.5 feet.
Large evergreen trees – 5 feet.
Small evergreen trees – 4 feet.
5.2.4 Evergreen tree setbacks from
face of curbs. Evergreen trees shall
be set back from the face of curbs:
Large evergreen trees – 8 feet.
Small evergreen trees – 6 feet.
5.2.5 Staggered median tree
groupings if space permits.
Tree groupings shall be staggered
rather than aligned in straight rows,
where median width permits a stagger
of at least two feet. This equates to 15
feet in a median where typical
concrete edges total 8 feet.
Example plan view of a median
showing tree groupings.
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15 ► STREETSCAPE DESIGN STANDARDS
5.2.6 Mixed p`lantings.
Mixed plantings of perennials,
ornamental grasses, shrubs, shrubby
trees and small evergreen trees shall
be planted and maintained to cover at
least 75% of the median area within 5
years, based on assumptions for growth
and maintenance of plants by the
designer.
Mixed plantings shall be composed
of groupings of at least 3 plants per
grouping.
Mixed plantings shall be composed
for understory conditions at tree
groupings, and open conditions in
intervals between tree groupings.
Mixed plantings shall be arranged in
an informal pattern rather than
formal rows or geometrically-shaped
groupings. The informal pattern
shall include coordinated, repeating
groupings of plants in an overall
composition, rather than random
placement. Plantings shall be
designed and maintained to span
the full width of the median at
maturity.
This – informal pattern of mixed plantings, but with
repeated groupings to create an overall order in the
design pattern.
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 16
Not This – formal, geometric pattern of massed
plantings. While this kind of design pattern is not the
“Standard Arterial Streetscape” approach, it may be
appropriate for special planning areas.
5.2.7 Mixed plantings – two options
for intensity. Two options for mixed
plantings shall be permitted:
Perennial Variety Style.
Shrub Variety Style.
Perennial Variety Style: this option
emphasizes the maximum degree of
planting intensity, color, and variety,
with perennials used for the full length
of a median. This results in a higher
number of different plant groupings
and higher total number of plants to
achieve the required 75% plant
coverage. An average of at least 4
perennial or ornamental grass groupings
and 3 shrub groupings per 250 square
feet shall be planted and maintained.
This equates to about a 23-foot length
in a standard 19-foot wide median.
Extra emphasis on color and variety
shall be implemented within about 23
feet of the end of any median.
Shrub Variety Style: this option allows
the use of larger shrubs, shrubby trees
and small evergreen trees to achieve
the required 75% coverage with a lower
number of different plant groupings
and lower total number of plants. An
average of at least 3 groupings of
shrubs per 250 square feet shall be
planted and maintained. Within about
23 feet of the end of a median, at least
4 perennial or ornamental grass
groupings and 3 shrub groupings shall
be planted and maintained.
5.2.8 Decision on options
The option to be used in any project
shall be approved by the Director based
on consideration of the relative
importance of a given median to
community image, intensity of adjacent
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17 ► STREETSCAPE DESIGN STANDARDS
land uses, the width and length of the
median, and City budget
considerations. In general, the
Perennial Variety Style is more
appropriate in higher-activity, mixed-
use areas. The Shrub Variety Style is
generally more appropriate in
residential and other lower-activity
areas.
5.2.9 Plants and mulches in
conjunction.
Plant groupings shall be designed in
association with either cobble mulch or
organic mulch. Plants selected to
feature green leaves and flowers are
generally complemented by organic
mulch, while stone mulch can detract
from their effects. Stone mulch can
complement evergreens, other plants
selected to feature distinct forms or
textures, and xeric plants grey-green
foliage.
5.2.10 Mulches.
Organic mulch shall be used, either
solely or in combination with stone
mulch to add visual interest with a
design pattern. Organic mulch shall be
undyed shredded woody material. If a
combination is used, the pattern shall
be designed in conjunction with plant
groupings, and the pattern shall span
the full width of the median rather
than dividing the median lengthwise
into linear strips or lining the edge of
the median.
This - mulch pattern spans the median.
Not this – mulch pattern in linear strips.
Stone mulch, if used, shall consist of 2-
4-inch stone combined with groupings
of 4-8 inch or larger stone hand placed
as accents for visual interest and to
separate abutting organic and stone
mulches. Larger stone shall be placed
first, to be embedded, mingled, and
settled with the smaller stone rather
than loosely dumped.
Stone mulch placement example.
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 18
5.2.11 Boulders.
Boulders may be used to structure and
complement plant groupings. They
shall be designed and placed in
deliberate groupings in association with
the planting and mulch design pattern.
They shall be placed prior to planting
and mulching, and slightly sunk into the
ground, to be embedded and mingled
with mulches and plantings. Permitted
boulders shall be tan Masonville
sandstone quarry blocks, rounded river
boulders, or weathered moss rock
boulders. Selection shall be based on
continuing any established theme, or
based on establishing a theme where
none exists.
Tan Masonville sandstone quarry blocks.
Rounded river boulders as part of a whole design
approach to plantings and mulches
5.2.12 Median hardscape – edges
and paving.
Hardscape treatments depend on
different median widths and different
contexts throughout the city:
In median areas that are at least 7
feet wide, a double curb edge shall
be installed where a project
includes 1) a new median, or 2) an
existing median that lacks splash
blocks or has splash blocks that
warrant replacement. The purposes
are to provide additional depth for
planting areas, space for
maintenance personnel, an
additional correction barrier for
vehicles leaving the roadway, and a
visual design that complements the
curb and gutter.
Double curb design.
Illustration of double curb.
Exception to the double curb:
Sloped concrete splash blocks with
integral tan tint and exposed
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19 ► STREETSCAPE DESIGN STANDARDS
aggregate finish shall be permitted
in lieu of a double curb if a median
project is located in a street
segment or area of the city where
existing splash blocks establish a
prevailing theme and are expected
to remain for a long term.
Sloped splash block design.
Standard Arterial Streetscape corridors throughout
the city include extensive segments with existing
sloped concrete splash blocks, per a former standard.
Median areas 3-7 feet wide shall be
planted with low mixed planting
under 30 inches in height.
Median areas under 3 feet wide
shall be paved rather than planted.
Paving shall be rectangular concrete
pavers set on a concrete base.
Exception to pavers: where existing
tan exposed-aggregate concrete
median paving establishes a
prevailing theme, it shall be
permitted for paving of mediains
under 3 feet wide.
Narrow median areas.
5.2.14 Roundabout planting and
hardscape.
Roundabout medians in Standard
Arterial Streetscape areas shall be
developed and maintained with tree
groupings and mixed plantings in the
Perennial Variety Style, with
boulders and a mulched ground
surface. Landscape walls may be
included to reinforce the pattern
and provide year-round structure for
plantings.
Apron paving shall be designed for
visual interest with tinted, textured
concrete or pavers.
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 20
Plan view of roundabout elements.
Illustration of roundabout elements.
Illustration of roundabout elements.
5.2.15 Parkway landscaping.
Parkways in Standard Arterial
Streetscapes shall consist of irrigated
turf grass.
5.3
ARTERIAL STREETSCAPE DESIGN:
ENHANCED TRAVEL CORRIDORS
(ETC’S)
5.3.1 Explanation.
Standard Arterial Streetscape standards
may or may not be adequate and
appropriate for design and
maintenance of these corridors,
depending on unique circumstances in
each ETC.
These arterial corridors are intended to
evolve as a framework that
incorporates and supports high
frequency transit with special emphasis
on walkability and bicycling.
Generalized artist illustration of a multi-modal corridor
emphasizing walkability and bicycling in the whole
approach to street design in conjunction with land
use.
For streetscape projects where
previous ETC plans do not define a
streetscape approach, the Standard
Arterial Streetscape standards in
Section 5.2 shall be considered as a
basis for the level of quality and
investment.
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21 ► STREETSCAPE DESIGN STANDARDS
Design and maintenance shall then be
adapted to unique circumstances in
each corridor as appropriate, based on
study of and response to:
Guiding policies for ETC’s.
Established precedents in the
corridor that are consistent with the
vision and policies for ETC’s.
Examples of potential design variations
include:
Planting patterns to reinforce the
pattern of transit facilities.
Hardscape elements – edge
treatments, paving, planters, and
the like, particularly where related
to transit stops and shelters.
Urban design amenities in a
coordinated program, particularly
including paving, furnishings, and
structures at transit stops and
shelters.
In all cases, design should include
repeating elements to create a theme
for the corridor and avoid clutter of
unrelated elements.
5.4
ARTERIAL STREETSCAPE DESIGN:
SPECIAL PLANNING AREAS
5.4.1 Explanation.
These arterial corridors and segments
warrant their own distinctive
streetscapes with tailored design and
maintenance characteristics, rather
than the Standard Arterial Streetcape.
These areas have subarea plans,
corridor plans, or other planning
documents that recognize their unique
context and character. The level of
specific direction for streetscapes
varies among the plans.
For streetscape projects where plan
documents are not definitive, the
Standard Arterial Streetscape standards
in Section 5.2 shall be considered as a
basis for the level of quality and
investment.
Design and maintenance shall then be
adapted by project designers and staff
based on study of and response to the
context and any established precedents
that are consistent with the vision and
policies for the area, and are thus
expected to remain.
Examples of potential design variations
on the Standard Arterial Streetscape
include:
Distinct patterns of tree and other
plant groupings.
Signature plant species.
STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 22
5.5
CONSTRAINED CORRIDORS AND
SEGMENTS
5.5.1 Explanation.
These are arterial corridors and
segments where the Standard Arterial
Streetscape is not feasible due to
physical constraints of existing
development. Typically, both parkways
and medians are constrained.
Example of a constrained arterial (East Prospect).
Streetscape projects in these areas
shall incorporate aspects of a Standard
Arterial Streetscape to the extent
reasonably feasible. Each individual
project must determine the allocation
of available space and the compromises
on each component of the street.
In general, the most important aspects
are safe sidewalks and street trees as
described in Chapter 4.
5.4
GATEWAY INTERSECTIONS
5.4.1 Purpose and intent – standard
arterial streetscape PLUS.
Gateways are exceptional locations
where the Standard Arterial
Streetscape shall be augmented with
additional intensity of streetscape
development. These locations warrant
the highest level of investment for
design, construction and maintenance.
The intent is to highlight entryways
into the city, and also edges of districts
within the city. The locations generally
consist of intersections, extending out
as appropriate to include approaching
medians, up to about 1/8 mile.
The point is for the user to notice the
change in passing through, recognizes it
as an entry, and has a "sense of
arrival."
5.4.2 Special Planning Areas.
Where a gateway is designated in a
Special Planning Area on the Arterial
Streetscapes Map, any previous
planning direction shall be factored
into design and maintenance decisions
in a streetscape project. In addition,
designers and staff should study and
factor in the unique context to build
upon or adapt the Standard Arterial
Streetscape approach.
5.4.2 Components.
Gatways shall be enhanced with a
coordinated program of components
such as:
Plantings of annual flowers in beds
or large pots.
23 ► STREETSCAPE DESIGN STANDARDS
Obelisks, columns, or other urban
design structures.
Pole treatments.
Color themes in repeated
components.
Specialty paving.
Example of gateway enhancements – annuals,
planter pots on plinths, railings, pedestrian lights, and
public art pylons, and tinted concrete paving in
addition to standard plant groupings.
Example of median approaching a gateway
intersection incorporating themed railings mingled
with plant groupings.
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STREETSCAPE DESIGN STANDARDS AND GUIDELINES ◄ 24
CHAPTER 6
COLLECTOR AND
LOCAL STREETS
6.1
PARKWAY LANDSCAPING
5.1.1 Purpose and Intent.
Streetscapes on collector and local
streets typically consist of parkways
only. The primary intent for parkway
landscaping is to provide a setting for
street trees, and work in conjunction
with street trees for a number of
purposes:
Define streets as the framework of
public space within which individual
properties fit.
Contribute to the attractiveness and
visual interest of the street edge.
Mark the transition from public to
private space.
Blend public interests in street
infrastructure with interests of
abutting property owners who are
required to maintain these parkways
by City Code.
6.1.2 Two approaches. Two main
approaches to landscaping parkways
are permitted: turf grass, and non-turf
ground cover plantings. These involve
different benefits and commitments to
maintenance as noted in chapter 4.
6.1.3 Approved development plans
govern. Where an approved
development plan governs parkway
landscaping, they shall determine the
required landscaping.
A Homeowners Association may request
a Minor Amendment to an approved
plan for parkway landscaping.
6.1.4 Turf grass. Irrigated turf grass
shall be permitted and is encouraged as
the landscape solution that is simplest
to maintain over a long term. With
proper soil preparation and an efficient
irrigation system, the water required
can be reasonable and appropriate
given the multiple functions and
benefits of turf grass noted in chapter
4. The choice of grass species can
make an incremental difference in
water regime requirements.
Turf grass is particularly appropriate
where it is congruent with multiple
properties along a street.
6.1.5 Non-turf ground cover
plantings. Alternatives to turf grass
shall be permitted, including mulched
planting beds and ground cover
plantings. With an understanding of
25 ► STREETSCAPE DESIGN STANDARDS
• Plant materials shall be under 2
feet tall if within 5 feet of a
driveway and under 3 feet tall in
other areas. Owners are
encouraged to select plants that
maintain these height limits with
little or no pruning.
• In mulched planting beds, the
soil surface shall be 2-3 inches
below the curb and sidewalk to
allow for mulch to be contained.
No additional timbers, concrete
products, or the like shall be
included, to avoid clutter.
• No edging shall be used to divide
the parkway into thinner strips.
If edging is needed to separate
turf and mulch areas
perpendicular to the street, such
edging shall be flush or within
than 1 inch of the ground
surface, so as not to be a visible
element.
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26 Section 7 N Irrigation Standards
CHAPTER 7
PLANT PALETTE
7.1 Purpose.
The plant palette contains recommended plant species for streetscapes. This palette
will be monitored by staff as part of an ongoing program with periodic updates based
on evaluation of success of plantings over time.
Designers of individual streetscape projects may propose plants not on the palette
based on the design intent for the particular project.
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Section 7 N Irrigation Standards
CHAPTER 8
MAINTENANCE STANDARDS
8.1 Purpose.
To ensure a consistent, high quality appearance for all streetscapes, whether
maintained by the City, its agents, or by private developers, businesses, or individuals.
Given the high visibility of city streetscapes, the public is able to observe maintenance
practices in the field as well as the results of that maintenance. The public perception
of a well-maintained landscape is promoted by practices which benefit the health of
the landscape materials and achieve a neat, well-cared for appearance. Quality
maintenance is a function of workmanship, funding, knowledge, and technique. These
standards will ensure that all streetscapes are cared for in a manner which reflects the
high esteem that citizens have for these important public spaces. Generally, all
landscaping shall be maintained in a healthy condition throughout the growing season.
A neat and attractive appearance is essential. Irrigation systems, structures, and
sidewalks shall be maintained to represent the original integrity of the design and
installation.
8.2 Tree Planting and Maintenance Standards.
The City Forestry Standards and Specifications serve as the standard for planting and
maintenance for all trees in the public rights-of-way and apply whether the work is
performed for the City contractually, by the City, or by private entities or individuals.
Exceptions to the City Forestry Standards and Specifications require written approval
of the City Forester.
8.3 Street Tree Permits.
A free permit must be obtained from the City Forester before any planting, pruning,
removal, or destruction of any tree, shrub, or hedge in or upon the public right-of-way.
Businesses performing this work must be licensed by the City. No tree shall be cut back
in such a manner that its health will be impaired or it creates an unsafe condition. An
exception to this rule may occur to provide emergency relief of an immediate danger
to persons or property. Any such emergency procedures must be reported promptly to
the City Forester with plans for completion or follow-up work submitted for approval.
See the City Forestry Standards and Specifications on “Pruning and Removal
Specifications” for details on acceptable pruning practices.
All work requiring a permit shall be conducted in a manner as to cause the least
possible interference with or annoyance to others. Pedestrian and vehicular traffic shall
be allowed to pass through the work areas only under conditions of safety and with as
little inconvenience and delay as possible.
8.4 Maintenance Responsibilities.
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28 Section 7 N Irrigation Standards
Maintenance of parkway planting of streetscapes on Connector Local streets,
Residential Local streets, and Narrow Residential Local streets shall be the
responsibility of the adjacent property owner. Surface maintenance of streetscapes
on arterial streets with the following characteristics will be the responsibility of the
Cit.
The parkway is considerably isolated from the adjacent private property(s) and its
location in reference to the street is such that it is highly visible to the general
public.
There is no individual, organization, or homeowners’ association that could be fairly
allocated the landscape maintenance based on their benefit. This situation usually
occurs where the parkway is to the back of a private property, separated from it
with a privacy fence and located along an arterial street. However, a gate in the
fence indicates the ability of the property owner to maintain the parkway.
Street trees located on the City right-of-way are the responsibility of the City
Forestry Division for planting and management regardless of who maintains the
surface. Four different scenarios for planting and continuing maintenance are
possible.
The developer installs the landscape and the City takes responsibility for tree
maintenance, after a two-year period in which specific obligations are met. The
surface (turf, shrubs, irrigation) is still maintained by the developer, homeowners’
association, or other responsible party.
The developer installs the landscape and after meeting obligations during the first
two years, the City takes responsibility for both tree and surface maintenance.
Medians in arterial streets are maintained by the City.
The landscape is part of a Capital Improvements Project and a contractor does the
landscape work. The City is responsible for tree maintenance and may or may not
be responsible for surface maintenance.
Due to street oversizing, the City installs and maintains the trees although once
again, the surface may or may not be maintained by the City.
Adopt A Median. The City encourages homeowners’ associations, business groups,
and other civic groups to take part in the Adopt-A-Median program. Contact the
City Parks Division at 221-6660 for further information.
8.5 Approval.
Any landscaping not to these standards may be rejected by the City for inclusion in its
maintenance program. Developers shall notify the City Parks Division and have a walk
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Section 7 N Irrigation Standards
through with Parks and Forestry Division staff at the end of the developer’s
maintenance period. Any defects in the landscaping or irrigation system shall be
corrected by the developer.
8.6 Maintenance Standards.
To ensure a quality appearance of the landscape, trash and weeds will be removed on
a regular basis. In addition, proper maintenance of plant materials is necessary for
plant health and appearance. This maintenance includes:
8.6.1 Trees.
Public trees shall be managed in such a manner as to promote their general health
by providing the necessary cultural practices which may include insect and disease
control, fertilization, irrigation, staking, guying, wrapping, cabling, bracing, and
pruning.
Trees shall be maintained in such a manner so as not to endanger, interfere, or
otherwise conflict with requirements of safe public use of an area. Hanging limb and
branch height shall be maintained fourteen (14) feet above streets and eight (8)
feet above sidewalks.
Every owner of any tree overhanging any street or public right-of-way within the
City shall prune the branches of the tree so that such branches shall not interfere
with the safe use of the street or sidewalk or obstruct the view of any street
intersection.
The City is responsible for trimming trees per the City schedule and as needed.
Excessive sprout growth from the stems and root collars of trees shall be removed
each year early in the growing season by the Forestry Division or the City’s
designated contractor after City maintenance responsibility begins.
Suckers shall be removed from trees as they appear. Clipping them off shall be the
preferred method or as directed by Forestry Division.
8.6.2 Turf grass.
Grasses shall be maintained at a three inch cut during the growing season. Trimming
shall also be on a weekly basis concurrent with mowing to match height of open turf
area around obstructions – generally hard to reach areas such as trees, curbs, vacuum
breakers, etc. Turf grass shall be edged concurrent with mowing; visible clippings shall
be removed from sidewalks and streets after each mowing, trimming, or edging.
Fertilization of turf grass shall be based on soil tests. Litter and leaves shall be picked
as needed to ensure a quality appearance.
8.6.3. Native grass.
Mowing shall be performed depending on the growth of the turf. This turf will grow
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30 Section 7 N Irrigation Standards
rapidly in the early season and go dormant with the heat of summer and may pick up
again in the cool of fall. The last mowing should be timed to either pick up or mulch
the remaining leaves of the season. Litter and leaves shall be picked as needed to
ensure a quality appearance.
8.6.4 Shrubs.
Shrubs shall be pruned as needed to maintain size, remove dead or diseased branches,
and ensure plant health. Shrubs must not extend outside the median line or over
splash block. All dead shrubs shall be removed immediately, and replaced as
necessary.
8.6.5 Perennials.
Perennials shall be deadheaded and trimmed throughout the growing season.
Depending upon the variety, perennials should be cut back in late fall or early spring
prior to new growth. All dead perennials shall be removed immediately, and replaced
as necessary.
8.6.6 Annuals.
Planting of annuals in the spring in designated annual flower beds. Annuals must be
regularly deadheaded of spent blooms. Annuals should be removed in the fall after the
first hard freeze.
8.6.7 Mulch.
Organic mulch will be replaced every 2-3 years as needed. Rock mulch will be
replaced as needed.
8.6.8 Weeds.
All landscaped areas within the specified maintenance areas shall be kept free of
weeds. (WEEDS=Any plant material not intended for placement in the landscape.)
Weeding may be done manually or by the use of selective herbicide and or pre-
emergent. The use of any restricted herbicides or soil sterilants is prohibited. In
accordance of Best Management Practices observation of the effectiveness of the
herbicide shall be monitored at this time.
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Section 7 N Irrigation Standards
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32 Section 7 N Irrigation Standards
CHAPTER 9
IRRIGATION STANDARDS
Purpose and Intent.
Irrigation to median and parkway plant material is necessary to provide adequate
moisture to maintain a high quality appearance and long term health for plants.
It is the City’s intent to be good stewards and assure a high quality appearance along
landscape right of ways in a sustainable manner.
All irrigation systems will be tailor designed to meet the needs of each unique
landscape by following best management practices and up to date technology.
Without proper irrigation design and maintenance, good stewardship of the landscapes
is not achievable.
Proper watering systems help achieve the City goals and citizens expectations of public
spaces and thoroughfares.
9.1. General.
9.1.1. Irrigation design shall be done by a certified irrigation designer or someone
approved by the City Parks Division.
9.1.2. Irrigation system design and installation shall be monitored, inspected, and
approved by the City Parks Division. Irrigation systems shall be installed and
maintained so that irrigation equipment will not spray onto any streets, walkways, or
features and structures that could be damaged from water.
9.1.3. The irrigation system must comply with the International Plumbing Code and with
the City of Fort Collins Electrical Code.
9.1.4. Any deviation in taps from the approved construction plans must be approved by
City of Fort Collins Utilities prior to installation. Any water service line shall be
coordinated with City of Fort Collins Utilities, 221-6700.
9.1.5. Any deviation in layout of the irrigation system from the approved construction
plans must be reviewed and approved by the City Parks Division prior to or during
installation.
9.1.6. The irrigation system must be designed to provide full coverage and matched
precipitation rates. Lateral piping shall be sized based on flow demands (gpm's);
velocities shall not exceed five and a half (5.5) feet per second. Xeriscape principals
shall be utilized in the design of the irrigation system. All designs should meet the
industry’s Best Management Practices from the Irrigation Association and ALCC
(Associate Landscape Contractors of Colorado). Newly installed irrigation systems will
be subject to authorize water audits and must meet minimum requirements. The
minimum distribution uniformity for spray heads should be .55, rotor heads should be
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Section 7 N Irrigation Standards
.65, stream rotors should be .75 and impacts should be .65. Some design
considerations will include: 1) shrub and perennial beds are to be zoned separately
from turf areas; 2) sloped areas will have separate zoning for heads at the higher
elevations from those at the lower elevation; 3) areas with different exposures are to
be zoned separately; and 4) In-head check valvesare to be used for all areas adjacent
to walkways and at the bottom of berms and pond areas.
9.2 Materials.
9.2.1 Contractor is responsible for supplying saddle for the PVC or AC pipe.
9.2.2. Backflow device and water meter per the City of Fort Collins standards and the
flow meter to be Data Industrial.
9.2.2a A curb stop shall be installed between the meter pit and the backflow for
isolation purposes. The curb stop should be sleeved from the valve to grade and
covered with a round valve box.
9.2.2b A blowout tube no larger than ¼” should be placed between the meter pit-curb
stop and the back flow. The injection port on the blow out tube must be sweated on
attaching a female adapter with a threaded brass plug.
9.2.2c A blowout tee install immediately downstream of the back flow. This is
preferred over a quick coupler.
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34 Section 7 N Irrigation Standards
9.2.3. Copper is to be type K rigid conforming to ASTM Standard B88.
9.2.4. Mainline: Class 200 PVC, NSF approved. If three (3) inches or larger use ringtite
pipe.
9.2.5. Laterals:
9.2.5.a. Two (2) inches or larger: Class 200 PVC, NSF approved.
9.2.5.b. One and a half (1.5) inches or one (1) inch: Class 200 PVC, NSF approved.
9.2.5.c. No laterals smaller than one (1) inch.
9.2.5.d. Trickle tubing shall be weather and UV resistant material.
9.2.5.e. Polyethylene Drip Pipe: NSF approved, SDR pressure rated pipe, only as
approved for drip applications.
9.2.6. Pipe Fittings:
9.2.6.a. Funny pipe (pop-up spray heads only): to be compatible to the elbows needed
for the sprinkler heads.
9.2.6.b. Lateral fittings: Schedule 40, Type 1, PVC solvent weld with ASTM Standards
D2466 and D1784
9.2.6.c. Copper or cast bronze fittings, soldered or threaded per installation details for
all copper pipe.
9.2.7. Mainline fittings: Ductile iron for three (3) inches and larger, PVC Schedule 80
for two and a half (2.5) inches and under.
9.2.8. Sleeving: Ductile iron pipe or PVC under all paved surfaces.
9.2.8.a. Sizes to be a minimum of two sizes larger than the pipe being sleeved.
Minimum two (2) inches in diameter, or larger where appropriate, for irrigation lines.
9.2.8.b. Wires to be in separate sleeve from pipe, two (2) inch minimum size pipe for
control wire sleeves.
9.2.8.c. Shall have traceable marker tape on upper side and both ends for future
locates.
9.2.9. Valves:
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Section 7 N Irrigation Standards
9.2.9.a. Remote Control Zone Valves: Electrically operated, appropriate for the water
supply, with manual bleed device and flow control stem. Shall have a slow-opening and
slow-closing action for protection against surge pressure. Brand and model to be
Rainbird PE Series Remote Control Valves, scrubber option with self cleaning screen
unless City specifies other brand and model.
9.2.9.a.1 Valves used for two-wire system need to be properly grounded per
manufactures recommendation.
9.2.9.a.2 Drip Valves –Bubbler Valves-Micro Spray Valves: require pressure reducing
devices matched with recommended filters to assure proper operation and reduced
failure of such equipment.
9.2.9.b. Isolation Gate Valves: Kennedy 1571X or Matco #100M, able to withstand a
continuous operating pressure of 150 psi. Clear waterway equal to full diameter of
pipe. Shall be opened by turning square nut to the left (wheel opening is
unacceptable).
9.2.9.c. Manual Drain Valve: Three-quarter (0.75) inch ball valve with tee handle.
Watts, #B-6000, or approved equal.
9.2.9.d. Quick Couple Valves: One (1) inch brass, Rainbird #5RC units with rubber
cover. Supply one (1) inch brass key for Rainbird 55K.
9.2.9.e Spears True Union ball valves – installed upstream of the remote control
zone valve – substitutes will be accepted.
9.2.10 Valve Boxes:
House valves in valve box with matching locking cover: Carson,
Pentex or approved equal. Only one (1) valve per box. Install in box sizes as specified.
9.2.11. Control System:
9.2.11.a. Controller: Must have smart controller technology controller must be
approved by Parks Department . Number of stations shall include two (2) extra stations
for possible future use. Controller box shall be weather tight and vandal resistant with
locking exterior disconnect. One (1) Eicon pigtail or compatible remote controller
pigtail for each 12 stations.
92.11.b. Control System Enclosure: Hofman Model A242408LP with A24P24 steel
panel, Model A-FK1208 floor stand kit and AL-2BR lock kit, or approved equal.
7.2.11c. Surge Protection: Eight (8) foot copper grounding rod, #4 solid copper wire,
grounding buss receptacle, ground terminal strip and Irritrol SPD-587 surge protector
per details.
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36 Section 7 N Irrigation Standards
9.2.12. Electric Control Wiring: #14 solid copper direct burial UF or PE cable, UL
approved, or larger, per system design and manufacturer's recommendations.
9.2.12.a. Five (5) wires with consistent color scheme throughout: Red = live; White =
ground; Black, Blue and Green = extra
If two-wire systems are used approved shielded wire or manufactures recommended
wire must be met.
9.2.12.b. Approved wire connectors and water-proofing sealant to be used to join
control wires to zone valve wires.
1) The wire connectors should be what each specific manufacture recommends.
2) Two wire systems need to use manufactures specified wire, warranty may be
void.
9.2.12.c Master valve should be normally opened.
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Section 7 N Irrigation Standards
9.2.12.c. All sprinkler heads shall be of the same manufacturer as specified on the
plans, marked with the manufacturer's name and model in such a way that materials can
be identified without removal from the system. City will specify brands and models to
match other equipment in use in public systems in the vicinity. Gear driven rotor heads
are to be Hunter or approved equal. Pop-up spray heads are to be Hunter, Rainbird, or
approved equal. All heads should have pressure regulating device integrated in them to
maintain proper operating pressure. They also should have anti water draining valves to
avoid water waste when not in operation. Example: Rain Bird 1804 PRS/SAM heads. A
minimum of 4” pop up is required.
9.2.12.d. Xeric Irrigation and Drip Systems come in a wide variety of configurations.
It’s essential that the correct application is approved for each landscape design by the
City Parks Department.
9.2.12.e. Trees that are planted in non-turf irrigated landscape require short term and
long term irrigation and should be on individual or separate zones. Supplemental
emitters shall be installed on top and around the root ball for short term health.
Perimeter irrigation of the root ball shall be installed for long term and permanent
irrigation.
9.3. Inspection.
9.3.1. Locate all utilities prior to trenching and protect from damage. Required calls shall
include, but are not limited to the following: City Parks Division, 221-6660, for locates
and 1-800-922-1987 for utility locates within the City of Fort Collins. Contact other
utilities as required.
9.3.2. Inspect tap or other existing irrigation system, as applicable, prior to work.
9.4. Execution.
9.4.1. Water Service Connections (Taps): 48 hours prior to connection, contact the City
of Fort Collins Utilities (Water), at 221-6700 to schedule the work for water taps and
inspections. Minimum two (2) weeks prior notice is to be given to the Water Meter Shop,
221-6759, for installations which will require meters and / or backflow devices larger
than two (2) inches.
9.4.1.a. Contractor is responsible for excavation, connection to corporation stop at the
water main, providing the saddle for the PVC or A.C. pipe, making the connection to the
existing water service, backfill and compaction, and pavement / shoulder / surface
treatment replacement as needed. Soldered joints or fittings are permissible above
grade or inside a vault. No solder, sealants, fluxes, pipe dope, and other materials shall
RFP 7482 Vine & Shields Intersection Improvements Project Page 113 of 120
38 Section 7 N Irrigation Standards
contain any lead. All taps and installations are subject to approval and inspection by the
City of Fort Collins Utilities (Water). Install meter as specified in precast vault.
Inspection of service line (where appropriate), vault, water meter and backflow is to be
coordinated with the City of Fort Collins Utilities (Water).
9.4.1.b. Install winterization assembly downstream of meter vault on copper a minimum
of six (6) feet away from the outside of the meter vault on the copper pipe.
9.4.1.c. Copper pipe to be soldered so that a continuous bead shows around the
joint circumference. Insert a dielectric union wherever a copper-based
metal (copper, brass, bronze) and an iron-based metal (iron, galvanized
steel, stainless steel) are joined.
9.4.2. Pipe trenching:
9.4.2.a. Install pipe in open cut trenches of sufficient width to facilitate thorough
tamping / puddling of suitable backfill material under and over pipe
9.4.2.b. Trench depths:
Mainline – Minimum of twenty-four (24) inches deep from top of pipe to finished grade.
Trenches should be straight as possible and when there is 20 degrees or more bend
proper fittings need to be used to reduce stress on the pipe.
Lateral – Minimum of sixteen (16) inches deep from top of pipe to finished grade.
Sleeves – Install sleeving at a depth which permits the encased pipe or wiring to remain
at the specified burial depth.
9.4.3. Sleeving: Boring shall not be permitted unless obstruction in pipe path cannot be
moved, or pipe cannot be re-routed.
9.4.3.a. Mainline installed in existing sleeves at greater depth than adjacent pipe, shall
have a manual drain valve at each end if the sleeve is longer than twenty (20) feet, or at
one end if the sleeve is less than twenty (20) feet.
9.4.3.b. Install sleeve so ends extend past edge of curb, gutter, sidewalk, bikepath or
other obstruction, a minimum of two (2) feet.
9.4.3.c. Mark all sleeves with an “x” chiseled in walk (or other surface) directly over
sleeve location.
9.4.3.d. Shall be laid to drain at minimum grade of five (5) inches per onehundred (100)
feet.
9.4.3.e. Shall be bedded in two (2) inches of fill sand and covered by six (6) inches of fill
sand.
9.4.3.f. Sleeves installed for future use shall be capped at both ends.
9.4.3.g. Separate sleeve (two (2) inch minimum size) shall be used for all wiring.
9.4.3.h. Sleeving shall not have joints unless necessary due to length of sleeving
run. If joints are necessary, only solvent welded joints are allowed.
9.4.3.i. Compaction of backfill for sleeves shall be 95% of Standard Proctor
Density, ASTM D698-78. Use of water (puddling) around sleeves for
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Section 7 N Irrigation Standards
compaction, will not be allowed.
9.4.4. Pipe Installation:
9.4.4.a. Use Teflon tape on all threaded joints; only Schedule 80 pipe may be
threaded.
9.4.4.b. Reducing pipe size shall be with reducing insert couplings, at least six (6)
inches beyond last tee of the larger pipe.
9.4.4.c. Snake PVC lateral pipe from side to side within trench.
9.4.4.d. Cut pipe ends square and deburr. Clean pipe ends before using primer and
solvent cement. Join in a manner recommended by manufacturer and in accordance
with accepted industry practices. Cure for 30 minutes before handling and 24 hours
before allowing water in pipe.
9.4.4.e. Backfill shall be free from rubbish, stones larger than two (2) inch
diameter, frozen material and vegetative matter. Do not backfill in freezing weather.
If backfill material is rocky, the pipe shall be bedded in two (2) inches of fill sand
covered by six (6) inches of fill sand.
9.4.4.f. After puddling or tamping, leave all trenches slightly mounded to allow for
settling.
9.4.4.g. Compact to proper densities depending on whether surface area over the line
will be paved or landscaped.
9.4.5. Thrust blocks:
9.4.5.a. Shall be installed where PVC mainline two and a half (2.5) inches or larger
changes direction over 20 degrees.
9.4.5.b. Minimum of one (1) cubic foot of concrete.
9.4.5.c. Keep pipe joint clean of concrete. Do not encase.
9.4.5.d. Place wiring away from thrust block to avoid contact with concrete.
9.4.6. Valve Installation: Install at least twelve (12) inches from and align with
adjacent walls or paved edges.
9.4.6.a. Automatic Remote Valves: Install in such a way that valves are accessible for
repairs. Make electrical connection to allow pigtail so solenoid can be removed from
valve with twenty-four (24) inches (minimum) slack to allow ends to be pulled twelve
(12) inches above ground.
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40 Section 7 N Irrigation Standards
The zone wire should be coiled.
Flush completely before installing valve. Thoroughly flush piping system under full
head of water for three (3) minutes through furthest valve, before installing heads.
Valve assembly to include ball valve and union per detail for ease of maintenance and
repair.
Install in valve box per details.
7.4.6.b. Quick Couple Valve. Install in ten (10) inch round locking valve box. Flush
completely before installing valve. Thoroughly flush piping system under full head of
water for three (3) minutes through furthest valve.
9.4.6.c. Isolation Gate Valves. Install in valve box.
9.4.6.d. Valve Boxes.
Brand all valve boxes with the following codes: “SV” and the controller valve number
per As-built plans for all remote control valves; “DV” for all drain valves; “GV” for all
isolation valves; “DRGV” for all drip system isolation valves; “QC” for all quick
coupling valves; “WA” for all winterization assemblies; “FM” for all flow meter
assemblies; and “MV” for all master valve assemblies. Use a branding iron stamp with
three (3) inch high letters.
Valve box shall NOT rest on mainline, use brick or other noncompressible material per
detail. Top of valve box to be flush with finish grade.
Install valves in box with adequate space to access valves with ease. Valves shall not
be too deep to be inaccessible for repairs. A three (3) inch depth of three-quarter
(0.75) inch washed gravel to be placed in the bottom of each valve box with enough
space to fully turn valve for removal (see detail)
6” valve boxes should be limited to wire splices, drip end caps, and drains..
9.4.7. Head Installation:
7.4.7Set heads plumb and level with finish grade. In sloped area, heads to be
tilted as necessary to provide full radius spray pattern.
9.4.7.b. Flush lateral lines before installing heads. Thoroughly flush piping system
under full head of water for three (3) minutes through furthest head, before installing
heads. Cap risers if delay of head installation occurs.
9.4.7.c. Pop-up heads along walks and bikeways: bed heads in a six (6) inch
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Section 7 N Irrigation Standards
layer of sand under the base of the head. Heads that boarder
sidewalks
and curbs shall be 1” – 11/2” from concrete.
9.4.7.d. Nozzles: Supply appropriate nozzle for best performance.
9.4.7.e. Adjustment: Adjust nozzles and radius of throw to minimize overspray onto
hard surfaces.
9.4.8. Electrical Connections: New connections to be approved through City of Fort
Collins Utilities (Light & Power), call 221-6700 to obtain power information and request
connection. Actual connection to transformer or other power source to be done by City
of Fort Collins Utilities (Light & Power). Work to be coordinated and scheduled with
them by calling 221-6700. All work other than actual connection, including access to
the transformer box where applicable, to be supplied by the contractor. All materials
to be provided by the contractor. When working near any City Electric facility, prior
coordination and approval is required.
9.4.9. Controller Installation:
9.4.9.a. To be installed in an above ground location suitable to prevent vandalism and
provide protection from adverse weather conditions, and per City direction. All
exposed wiring to and from the controller shall be encased in galvanized metal
conduit. Exterior controllers to be installed on a six (6) inch thick concrete pad.
9.4.9.b. Install Controller per City direction and in accordance with manufacturers
specifications. Install surge protection, grounding rods and other accessory components
as specified.
9.4.9.c. Attach wire markers to the ends of control wires inside the controller
unit. Label wires with the identification number of the remote control valve activated
by the wire.
9.4.10 Wiring:
9.4.10.a. Comply with City of Fort Collins Electrical Code.
9.4.10.b. Power source brought to controller to a ground fault receptacle installed
within controller casing.
9.4.10.c. String control wires as close as possible to mainline, consistently along and
slightly below one side of the pipe.
9.4.10.d. Leave minimum loop of twenty-four (24) inches at each valve and controller
and at each splice, at the ends of each sleeve, at one-hundred (100) foot intervals along
continuous runs of wiring, and
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42 Section 7 N Irrigation Standards
change of direction of 90 degrees or more. Band wires together at ten (10) foot
intervals with pipe wrapping tape.
9.4.10.e. Install common ground wire and one control wire for each remote control
valve. Multiple valves on a single control wire are not permitted. Install three (3) extra
wires, as specified, to the furthest valve on the system and / or each branch of the
system.
9.5 Testing.
All tests to be run in the presence of staff from the City Parks Division. Schedule all
tests a minimum of 48 hours in advance. Repeat any failed tests until full acceptance is
obtained. Operational Test: Activate each remote control valve from the controller in
the presence of staff from the City Parks Division. Replace, adjust or move heads and
nozzles as needed to obtain acceptable performance of system as directed by that
staff member. Replace defective valves, wiring or other appurtenances to correct
operational deficiencies.
9.6 Completion Services.
9.6.1. When project construction is complete, request a punchlist inspection for
Construction Acceptance from the City Parks Division.
9.6.1.a. Demonstrate system to staff from the City Parks Division.
9.6.1.b. Provide staff from the City Parks Division with ordering information
including model numbers, size and style for all components.
9.6.1.c. Provide (2) electronic As-built drawings on disc and two (2) sets of As-built
drawings per below, showing system
as installed with each sheet clearly marked “As-built Drawings”, the
name of the project and all information clearly provided.
One set of reproducible mylars, no larger than 24" x 36".
One set of all sheets reduced to 11" x 17", with each station color coded, and each
sheet plastic laminated.
Provide completed backflow test for backflow device by licensed backflow tester.
9.6.1.d. Clean Up. Remove all excess materials, tools, rubbish and debris from site.
9.6.2. Once Construction Acceptance is obtained, begin warranty and maintenance
period by contractor. Maintain irrigation system in optimal working condition for
duration of period between Construction Acceptance and Final Acceptance. Make
periodic adjustments to system to achieve most desirable application of water.
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Section 10 N Streetscape Maintenance Standards
9.6.3. Request Final Acceptance
inspection from the City Parks Division
at least 30 days before the end of the
one year maintenance period. Provide
the City Parks Division with operating
keys, servicing tools, test equipment,
warranties / guarantees, maintenance
manuals, and contractor's affidavit of
release of liens. Submittal of all these
items must be accompanied by a
transmittal letter and delivered to the
City Parks Division offices, delivery at
the project site is not acceptable.
Provide the yearly backflow test on the
backflow device and submit report to
the City Parks Division.
9.7 Guarantee/Warranty and
Replacement.
For the period following Construction
Acceptance notice by City of Fort
Collins, and prior to Final Acceptance,
all irrigation materials, equipment,
workmanship and other appurtenances
are to be guaranteed / warranted
against defects. Settling of trenches or
other depressions, damages to
structures or landscaping caused by
settling and other defects to be
corrected by the contractor at no cost
to the City of Fort Collins. Make repairs
within seven (7) days of notification by
the City Parks Division. Guarantee /
Warranty applies to all originally
installed materials and equipment, and
to replacements made during the
guarantee/warranty period.
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ATTACHMENT 5 - ENVIRONMENTAL SCOPING - CDOT FORM #128A
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plant selection and proper irrigation
and maintenance, these plantings can
provide seasonal beauty and visual
interest with little water required.
Property owners are encouraged to
incorporate choices that provide a
degree of congruence with neighboring
properties in terms of mulches and
character of plantings.
6.1.6 Requirements for Non-Turf
Ground Cover Plantings.
At least 50 percent of the area shall be
covered with live plant material after 2
years of establishment.
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Railings or low walls.
Bollards.
Pedestrian lighting/ other specialty
lighting.
Public art.
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Hardscape elements – edge
treatments, paving, low planter
walls or landscape walls, and the
like.
Urban design amenities such as
paving, street furnishings, and
transit stop shelters or other
themed structures in a coordinated
program.
In all cases, design should include
repeating elements to create a theme
for the area and avoid clutter.
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intersections and driveways, as
required in Figure 7-16 in the Larimer
County Urban Area Street Standards.
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sewer lines
4 feet between trees and gas lines
Streetlight Separation Graphic
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future understanding and
management of the streetscape.
3.4 Project Statement File.
All Staff shall maintain Project
Statements for streetscapes on file in
an internal administrative process.
RFP 7482 Vine & Shields Intersection Improvements Project Page 79 of 120
PDO 40 40 40 40 40 40 40 40
INJ/FAT 40 40 40 40 40 40 40 40
PDO 40 40 40 40 40 40 40 40
INJ/FAT 40 40 40 40 40 40 40 40
PDO 40 40 40 40 40 40 40 40
INJ/FAT 40 40 40 40 40 40 40 40
PDO 25 24
INJ/FAT 25 24
PDO 65 24 50 20
INJ/FAT 65 24 50 20
PDO
INJ/FAT
PDO 65 50 20
INJ/FAT 65 50 20
Vine & Shields Roundabout
NB
SB
WB
EB
Vine & Shields
Add EB Right, NB Left,
SB Left and Right
NB
SB
WB
EB
CRF (%)
Intersection
Proposed
Improvement Direction Severity Rearend
Approach
turn Broadside Sideswipe Bike Ped
Fixed
Object Other Total
PDO 0.80.40.40.00.00002
INJ/FAT 0.00.00.00.00.00000
PDO 0.40.00.40.00.00001
INJ/FAT 0.40.00.00.00.00000
PDO 0.00.00.40.00.00000
INJ/FAT 0.00.00.00.00.40000
PDO 0.00.40.40.00.00001
INJ/FAT 0.00.00.00.00.00000
PDO 0.50.20.00.00.00001
INJ/FAT 0.00.00.00.00.00000
PDO 0.70.00.50.00.00001
INJ/FAT 0.70.00.00.00.00001
PDO 0.00.00.00.00.00000
INJ/FAT 0.00.00.00.00.00000
PDO 0.00.00.50.00.00001
INJ/FAT 0.00.00.00.00.00000
WB
EB
Number of Accidents Reduced
Vine & Shields Roundabout
NB
SB
WB
EB
Vine & Shields
Add EB Right, NB Left,
SB Left and Right
NB
SB
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