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HomeMy WebLinkAboutTHE GROVE AT FORT COLLINS - PDP - 16-10B - CORRESPONDENCE - VARIANCE REQUEST (5)FORT COLLINS ONLY 56.6 PUBLIC ACCESS, DRAINAGE, AND UTILITY EASEMENT 8' 4.6 WAK 32' ROADWAY WALK (MIN) "4-89�R/✓r� (MIN) 6' PKWY 6' PKWY (MIN.) (MIN.) 6'.5 Min. Fence Setback 9' 18' (MIN.) UT1L. ESMT. .q&} 9' UT1L. TRAVEL ESMT. PARK PARK T 7' INTERSECTIONS (WHERE NEEDED) ROADWAY WIDTH:88'veide. 32' wide. (20' at neckdowns to prohibit parking) RIGHT OF WAY WIDTH: 51' (rmin)56.6 public access, drainage, and utility easement TRAVEL LANES: 46-wide: 18' wide (min). LEFT TURN LANES: None. BIKE LANES: Bicyclists to share travel lane with motor vehicles. Additional street width, up to 4' wider, may be required in the travel lane to accommodate bike traffic to serve activity areas, such as schools and parks. PARKING: Two lanes 7' wide. SIDEWALK: 4.5' (min.) width. Additional width may be required for higher pedestrian traffic serving activity areas. MEDIANS: None. WHERE USED: All residential local streets where traffic volume is anticipated to be 1000 vpd or less. (unless the Narrow Residential Local Street or Rural Residential Local Street standards are used) DESIGN SPEED: 25 MPH SPEED LIMIT: 25 MPH ACCESS: Access will be unlimited in accordance with these standards. CONTINUITY: The street shall be continuous for no more than 1320 feet. FENCES: Fences shall be setback a minimum of 6.5' from the parkway edge of the sidewalk. CURB AND GUTTER: Vertical curb and gutter, or driveover. However, if driveover is used, the parkways must be widened by 1' and thereby, the required right of way width will increase by 2' to provide 53'. RESIDENTIAL LOCAL STREET (PRIVATE) LARIMER COUNTY REVISION NO: GROVE FIGURE URBAN AREA DESIGN VARIANCE STREET STANDARDS FIGURE DATE: -69/1 fI ee 7-9F HKE TRAVEL I TRAVEL BIKE ' LN. LN� oeov f PA LN.I: 12' TN%A ✓), 12' INTERSECTIONS (WHERE NEEDED) ROADWAY WIDTH: 581 vide-48' wide (32' at neckdowns to prohibit parking) RIGHT OF WAY WIDTH: 72(mim..) 69' TRAVEL LANES: Two lanes,4 41::lae-10' wide. LEFT TURN LANES: 12' wide, provided at certain intersections where needed. BIKE LANES: Two lanes, 6' wide, 7' wide where a left turn lane is provided. PARKING: Two lanes, 8' wide. None provided at intersections or where a left turn lane is required. PARKWAY: U (min.) width. Additional width optional.14' (max.) SIDEWALK: 5' (min.) width. Additional width may be required within and leading to activity areas. MEDIAN: Not required, except where necessary to control access and/or to provide pedestrian refuge. Additional roadway and right of way width may be required. WHERE USED: These specifications shall apply to streets used in commercial areas for local access and circulation, when the traffic volume on the street is anticipated to be'-' ff apeJ erless. less than 1,Vvpd DESIGN SPEED: 30 MPH SPEED LIMIT: 25 MPH ACCESS: Access will be limited. Points of access must be approved by the Local Entity. CONTINUITY: Streets are limited in length to 1320 feet. . FENCES: Setback a minimum of 7from the parkway edge of the sidewalk. CURB AND GUTTER: Vertical curb and gutter. COMMERCIAL LOCAL STREET (PUBLIC) I ARIMER COUNTY REVISION NO: GROVE URBAN AREA DESIGN VARIANCE FIGURE 6 Lan STREET STANDARDS DATE: 11 1j FIGURE 7-6F FORT COLLINS ONLY 70' ROW 5' B 6 48'ROADWAY 8�5 5' WALK KWY (MIN) WALK (MIN.) (MIN) UTIL. ESMT. *11N.) 6' 6' 9' UTILBIKE 10' 10' BIKE 4 LN. ESMT.LN. TRAVEL TRAVEL 8' FENCE 16' 12' 16' 6 BIK OMBINED EFT TUR COMBINE BIKE LN. a 9+ LN. TRAVE44 TRAVEL Roadway INTERSECTIONS (WHERE NEEDED) ROADWAY WIDTH:39L. 48' (typ.), 4V where parking on one side only, 32' at neckdowns RIGHT OF WAY WIDTH: ?8' (1 irr.) 79 TRAVEL LANES: Two lanes, 1 140de. 10 wide. LEFT TURN LANES: 12' wide at intersections where needed. BIKE LANES: Two lanes, 6 wide. ( ) PARKING: Two lanes, 8' wide; parking may be remdved at certain locations to provide a left tum laneatintersections where needed. PARKWAY: $ min.) width. Additional width optional. 14' (max.) SIDEWALK: 5' (min.) width. Additional width may be required for higher pedestrian traffic within and leading to activity areas.10.5' wide attached walk w/ intermittent 5'x5' tree grates in urban streetscape sections MEDIAN: Not.required, except where necessary to control access and/or to provide pedestrian refuge. additional roadway and ROW width may be required. WHERE USED: These specifications shall apply as required by the Local Entity, when a Collector street is shown on the Master Street Plan or when the traffic volume on the street is anticipated to be in the range off 599 to59@vehicles per day. less than 2,500 DESIGN SPEED: 4e NIP' 1 30 MPH SPEED LIMIT: 25-30 MPH ACCESS: Access will be limited. Points of access must be approved by the Local Entity. CONTINUITY: The street shall be continuous for no more than 1320 feet. FENCES: Fences shall be setback a minimum of 7' from the parkway edge of the sidewalk. CURB AND GUTTER: Vertical curb and gutter.(curb extensions with ecological rain garden planters at select locations) LARIMER COUNTY URBAN AREA STREET STANDARDS MINOR COLLECTOR STREET(PUBLIC) REVISION NO: GROVE FIGURE DESIGN VARIANCE FIGURE DATE: -e9 Z.1 -f 9>� 7 - 5 F Grove I Variance Request Letter 1 01.06.11 NORTHERN ENGINEEa1NG The three variances proposed with the Grove combine to provide a plan that advances the public purpose of the standard LCUASS sections (as depicted on Figures 7-5F, 7-6F, and 7-9F) equally well or better than a plan that is in strict compliance with the prescribed standard street sections. The requested variances are necessary due to the multiple physical, environmental and safety constraints of the site. The proposed alternative design will result in a far superior public street environment over that prescribed by LCUASS. Additionally, the proposed Grove project helps fill a much needed demand for safe, modern, consolidated student housing. Its proximity to campus and the Mason Corridor allows for a significantly reduced carbon footprint, and a substantial reduction in resource consumption and impact on the City as a whole. The Grove student housing community aligns with the growing visions of the university, Plan. Fort Collins, and the community at large. Please feel free to contact me if you have any questions. I.;incerely Nicholas W. Haws, PE, LEED AP enc. CC: Marc.Virata, PE Ward Stanford Matt Wempe, AICP Steve Olt Chris Russ, PE Stu MacMillan Linda Ripley Lucia Liley — City of Fort Collins Engineering Development Review — City of Fort Collins Traffic Systems Engineer — City of Fort Collins Transportation Planner — City of Fort Collins Community Development and Neighborhood Services — Campus Crest Development — Colorado State University Research Foundation — Ripley Design, Inc. — Liley, Rogers & Martell, LLC Page 5of5 NORTHERN ENGINEEWW9 Grove I Variance Request Letter 1 01.06.11 While code allows a private street in this application without any Land Use Code modifications or engineering variances, the private street does need to be designed to LCUASS public street standards. Since Figure 7-9F specifies an explicit travel lane width (as opposed to a minimum), an engineering variance is technically' necessary. The request to widen this street is in direct response to discussion with PFA regarding fire protection and emergency access to the multi -family residential structures that will front the roadway. Therefore, not only is this variance in the best interest of the public, but it is an essential health and safety issue. Since this is a private street, the additional width does not impose an increased maintenance burden on the City. Summary The variances requested above will not have an adverse impact on the City's capital and maintenance costs, nor are they expected to reduce the design life of the respective improvements. In fact, the proposed variances will result in a reduced burden to the City. Rolland Moore Drive and Public Street #1 will each have less asphalt than if constructed in accordance with the prescribed LCUASS sections. Not only does less asphalt result in lower City maintenance costs, but it also reduces stormwater runoff, lessens heat island effect, and helps preserve finite natural resources. While Private Street #1 has slightly more concrete and asphalt than the minimum LCUASS section, this roadway will be privately owned and maintained, thereby negating any increased capital or maintenance costs borne by the City. The long-term operation and maintenance of the curb extension rain gardens are unknown at this time since there is little data or precedence in our region for these treatment facilities. However, the City of Fort Collins Stormwater Utility will be providing the necessary assurance for the rain gardens. The implementation and testing of low -impact development solutions furthers Fort Collins' position as a regional leader in sustainability. The rain gardens will benefit the public through improved water quality, stream and habitat protection, as well as the educational opportunity and exposure. The requested variances will not be detrimental to the public health, safety, or welfare. The reduced travel lane widths on Rolland Moore Drive and Public Street #1 follow established engineering practice for roadways with similar traffic volumes, speeds, and purpose. 10' travel lanes are already the standard LCUASS width for connector streets, and are part of the City's current mission of "putting streets on diets." The public streets (as proposed) also help lower vehicular driving speeds, which increases the safety for all modes of travel within the right-of-way. The widened travel lane on Private Street #1 is proposed specifically to improve public health, safety, and welfare by allowing the necessary space for emergency response vehicles and operations. Page 4 of 5 ■ I NORTHERN Grove I Variance Request Letter 1 01.06.11 EH8?NEERfR'G The aforementioned curb extensions introduce another deviation from prescribed standards. Gutter flows will be routed through the curb extension areas to create ecological rain gardens. Currently, LCUASS does not allow for such low -impact stormwater strategies, thus, a formal variance is required to allow them within the public right-of-way. This letter merely documents the variance. Additional measures addressing the long-term viability, and potential replacement, of such facilities can be found in correspondence between the City of Fort Collins Utilities Department and the City of Fort Collins Engineering/Streets Department. The Preliminary Drainage and Erosion Control Report for the Grove also contains representative photographs and further explanation of the rain garden planters. Variance Request 2 — Public Local Street #1 The prescribed commercial local street section specified in LCUASS Figure 7-6F is not in the public interest for the section of Public Local Street #1 connecting Rolland Moore Drive and Botanic Place (fka, Rolland Moore Drive stub south of Gardens on Spring Creek). A better street section has been developed through an iterative process involving discussions with City Staff, as well as input received from the community at numerous public meetings. The resultant improved street section for Public Local Street #1 is attached as a redlined markup of LCUASS Figure 7-6F. The referenced attachment contains a detailed depiction of both the standard commercial local street section as well as the preferred section for Public Local Street #1. The only noteworthy change is proposed 10' travel lanes. Other deviations include sections of parkway up to 14' wide as well as roadway and right-of-way widths commensurate with the 10' travel lanes. Perhaps the greatest distinction between the standard commercial local street section and that proposed with the Grove is the vehicles per day expected to utilize the roadway. Long-range traffic volumes (as forecasted by Delich Associates) for Public Local Street #1 are well below the threshold of a commercial local street. Whereas a standard section specified on LCUASS Figure 7- 6F is to be used when traffic volumes are anticipated to be 2,500 vpd or less, the actual forecasts for Public Local Street #1 are less than 1,000 vpd. The volumes are much more consistent with that of a connector local street, which utilizes travel lanes 10' in width. The 10' travel lanes, combined with the neckdowns where parking is prohibited, will provide a certain degree of traffic calming, similar to that along Rolland Moore Drive. In fact, the typical roadway width and lane configuration for Public Local Street #1 will match that of the proposed new Rolland Moore Drive. Not only would 11, travel lanes for this stretch of roadway mislead the public, but it would create an unnecessary increase in asphalt surface as well. Variance Request 3 — Private Local Street #1 The prescribed residential local street section specified in LCUASS Figure 7-9F is not in the public interest for Private Local Street #1, which loops around the Grove amenity area connecting Rolland Moore Drive and Public Local Street #1. A better street section has been developed with input from various agencies and boards, as well as the neighboring community. The resultant improved street section for Private Local Street #1 is attached as a redlined markup of LCUASS Figure 7-9F. The referenced attachment contains a detailed depiction of both the standard residential local street section as well as the preferred section for Private Local Street #1. The largest change worth noting is the increase in minimum travel width from 16' to 18'. This was done at the specific request of the Poudre Fire Authority (PFA). Other deviations include an 8' wide outer path instead of a 4.5' wide sidewalk, as well as a "public way" width adjusted for the included components. Said public way is a 56.5' public access, drainage and utility easement in lieu of a public right-of- way. Page 3 of 5 NORTHERN �ENGIN EER I'NG Grove I Variance Request Letter) 01.06.11 This variance request letter is in regards to public and private roadways proposed with the Grove at Fort Collins PDP submitted on 12.08.10. Specifically, the following three (3) variances are requested: 1 — Request to vary Rolland Moore Drive from the typical Minor Collector Street standard 2 — Request to vary Public Local Street #1 from the typical Commercial Local Street standard 3 — Request to vary Private Local Street #1 from the typical Residential Local Street standard Variance Request 1 — Rolland Moore Drive The prescribed minor collector street section specified in LCUASS Figure 7-5F is not in the public interest for the section of Rolland Moore Drive to be constructed through the Grove subdivision boundary. A better street section has been developed through a collaborative process involving multiple discussions with City Staff, as well as input received from the community at numerous public meetings. The resultant improved street section for Rolland Moore Drive is attached as a redlined markup of LCUASS Figure 7-51F. The referenced attachment contains a detailed depiction of both the standard minor collector street section as well as the preferred section for Rolland Moore Drive. Key changes include 10' travel lanes, 6' parkways, 70' right-of-way, and a 30 mph design speed. Other changes include sections of parkway up to 14' wide, portions of 10.5' wide attached sidewalk with tree grates, and curb extensions with ecological rain gardens in select locations. The intersection configuration at Centre Avenue is different as well. Perhaps the greatest distinction between the standard minor collector street section and that proposed with the Grove is the vehicles per day (vpd) expected to utilize the roadway. Long-range traffic volumes (as forecasted by Delich Associates) for Rolland Moore Drive are right on the threshold of a connector local street and a minor collector for the segment between Public Street #1 and Centre Avenue. All other traffic projections for this street are at connector level volumes. The City of Fort Collins, through its own regional transportation modeling, forecasted volumes that were at connector levels for all of Rolland Moore Drive. Consequently, the proposed lane widths, parkways, intersection configuration, and design speed all meet or exceed the requirements of a connector local street, which is the LCUASS classification commensurate with the actual traffic volumes expected for Rolland Moore Drive. However, this does not imply in any way that Rolland Moore Drive is no longer a collector street. It remains a collector on the City's Master Street Plan (which is a planning document, and not a detailed engineering instrument), and provides the necessary critical elements of travel lanes, bike lanes, on -street parking, and wider sidewalks. There are three main reasons why a non-LCUASS street section is proposed. First and foremost is the existing site constraints related to topography, the irrigation ditch, FEMA floodplain, and mapped wetlands. A narrower roadway corridor helps to minimize wetland disturbance, while also providing for sensible earthwork and separation from the Larimer Canal No. 2. The second factor resulting in the contracted cross-section is the desire to reduce driving speeds. Both City Staff and neighborhood residents expressed the concern for this roadway section to become a cut -through for Shields Street and Centre Avenue traffic. The narrower travel lanes, striped bike lanes, on -street parking, enhanced crosswalks and curb extensions combine to offer substantial traffic calming. The final issue driving the need for a variance from. LCUASS is the intent to create a multi -functioning street in the spirit of sustainable infrastructure design. Not only is an active and engaged streetscape strongly desired by both Plan Fort Collins and the Developer, but it further complements the alternative roadway sections and encourages slower vehicle speeds, similar to what is experienced in Old Town. Page 2 of 5 NORTHERN: EN.GINEERA iVG ._'. Variance Request Letter Date: January 6, 2011 ADDRESS, . PHONE 970 221.4158 WE851TE;. F&t Giihil-0 a Suite1O0 wwmnortherwgigeering.com �ottColims,CO9(1524� EA7f 97O;22i:4159 Project: The Grove at Fort Collins Project No. 502-001 Fort Collins, Colorado Attn: Mrs. Sheri Langenberger Development Review Manager City of Fort Collins Development Engineering 281 North College Avenue Fort Collins, Colorado 80521 Dear Mrs. Langenberger: Introduction As you are aware, the Larimer County Urban Area Street Standards (LCUASS) — Repealed and Reenacted April 1, 2007 governs the design and construction of all public transportation improvements within the City of Fort Collins (aka, the Local Entity). Public safety and convenience, maintaining public use, and optimizing the use of limited physical capacity of right-of-way are among the objectives of LCUASS stated in Section 1.2.2.8. LCUASS also addresses decision making authority and the process for engineering variances. Section 1.4 states that the Local Entity Engineer shall have the authority on behalf of the Local Entity, and Section 1.9.4.A.(1) dictates that the Local Entity Engineer must approve any design that does not exactly conform to the prescriptive standards contained in LCUASS. The Variances and Appeals Processes section further states that Variances from these Standards will be considered administratively on a case -by -case basis following a written request for a variance prepared by a Professional Engineer and submitted to the Local Entity Engineer. Section 1.9.4.A.2.e) goes on to say that, if the Local Entity Engineer approves the variance request, the plans will continue to be reviewed and approved within the typical review process. LCUASS variances are not uncommon requests, nor is their granting an unusual occurrence. Numerous engineering variances have been granted throughout the City of Fort Collins since LCUASS was first adopted in 2001. The non -conforming design items and reasons vary widely. Diagonal parking has been allowed in areas to provide a more vibrant retail streetscape. Horizontal and vertical geometry standards have been varied, streets have been widened and narrowed, and alternate lane configurations have been provided. In some instances the deviations have been deliberate for purposes of creative design, function, and aesthetics; whereas in other instances the changes were driven more by physical site constraints, such as irregular property boundaries, steep topography, natural features, storm drainage, etc. However, the commonality is that the variances were approved administratively by the Local Entity Engineer based upon their satisfaction of the criteria outlined in LCUASS Secticjn 1.9.4.A.2.