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HomeMy WebLinkAboutMAX FLATS - PDP - PDP120034 - REPORTS - MODIFICATION REQUESThigh -frequency transit. Encourage vertical mixed -use; however, limit maximum building height to five (5) to six (6) stories. Policy LIV 35.4 — Transform through Infill and Redevelopment Support the transformation of existing, underutilized Community Commercial Districts through infill and redevelopment over time to more intense centers of activity that include a mixture of land uses and activities, an enhanced appearance, and access to all transportation modes. (Also see the Infill and Redevelopment section in this chapter.) Policy LIV 35.5 — High -Frequency Transit Many of the city's Community Commercial Districts are located along Enhanced Travel Corridors and are intended to serve as primary hubs of the city's high -frequency transit system. Locate transit stops centrally and adjacent to the commercial core of the District. Retail, restaurants, and other active uses should be visible and accessible from the transit stop. Provide for transfers to feeder buses (local bus network) in the design and location of these stops. Provide comfortable waiting areas, appropriate for year-round weather conditions, at all transit stops. Passenger loading zones should be close to the stop, but should not interfere with pedestrian access. Principle LIV 43: Enhanced Travel Corridors will be strategic and specialized Transportation Corridors that contain amenities and designs that specifically promote walking, the use of mass transit, and bicycling. Enhanced Travel Corridors will provide highfrequency/ high efficiency travel opportunities for all modes linking major activity centers and districts in the city. Policy LIV 43.3 — Support Transit -Supportive Development Patterns Support the incorporation of higher intensity, transitsupportive development along Enhanced Travel Corridors through infill and redevelopment. Encourage the densities and broader mix of uses necessary to support walking, bicycling, and transit use while accommodating efficient automobile use. Transportation Principle T10: Using transit will be a safe, affordable, easy, and convenient mobility option for all ages and abilities. Policy T 10.1 —Transit Stops Integrate transit stops into existing and future business districts and Neighborhood Commercial Centers in a way that makes it easy for transit riders to shop, access local services, and travel to work. Provide transit stops within easy walking distance of most residences and destinations. Design and locate transit stops as an integral part of these origins and destinations and provide adequate lighting, security, pedestrian amenities, wheelchair accessibility, bicycle parking, and weather protection. Policy T 10.6 — High Frequency Transit Service Implement high frequency transit service on Enhanced Travel Corridors as shown in adopted transit plans and encouraged on Enhanced Travel Corridors with supportive land uses, providing links between activity centers and districts, and recognizing target markets within the City. MAX F1atsPDP Compact Car Modification of Standards 4-2-13 6 • 0 Policy LIV 30.5 — Parking Structures Do not allow parking structures to dominate the street frontage. Other parking structure considerations include the following: a. Minimize interruptions in pedestrian interest and activity for parking structures fronting primary pedestrian streets with retail or other uses with a high level of walk-in clientele along the ground -level frontage. b. On other streets where a parking structure's ground level will be occupied by cars, require a landscaped setback to soften the visual impact on the street and sidewalk. c. Use architectural elements to establish human scale at the street level along the frontage of primary pedestrian streets, plazas, and public spaces where practical. d. Incorporate architectural design that is compatible with adjacent buildings. e. Locate auto entrances so as to minimize pedestrian and traffic conflicts. f. Provide a safe and secure environment for both pedestrians and vehicular traffic. Principle LIV 31: Each commercial District should feature a mix of uses and an attractive and inviting public realm that encourages pedestrian activity, reinforce the unique identify of the District, and complements the scale and character of surrounding neighborhoods. Policy LIV 31.1 — Relationship of Commercial District Uses Organize uses in Commercial Districts to support existing and planned transit and promote pedestrian activity: • Encourage a vertical mix of uses or a combination of vertically and horizontally mixed uses based on site size, access, adjacent uses, and the overall development context. Seek to locate active uses, such as retail shops and restaurants at the ground level to provide pedestrian interest. • Concentrate active uses and vertical mixed -use portions of a Commercial District at key intersections, near existing or planned transit stops, or near major public spaces to increase visibility and promote pedestrian activity. • Locate uses along College Avenue and paralleling Mason Street to the west with access between each corridor, at mid -block, and between uses for both pedestrian and vehicular circulation. Principle LIV 35: Community Commercial Districts will be communitywide destinations and hubs for a high -frequency transit system. They will be quality mixed -use urban activity centers that offer retail, offices, services, small civic uses, and higher density housing, in an environment that promotes walking, bicycling, transit and ridesharing. Policy LIV 35.1 —Location Community Commercial Districts are located along Enhanced Travel Corridors where they may be more readily served by existing or future transit. Policy LIV 35.3 —Scale Encourage higher intensity infill and redevelopment in Community Commercial Districts to promote the creation of active destinations for surrounding neighborhoods and the community and to create concentrations of housing and employment sufficient to support MAXF1atsPDP Compact Car Modification of Standards 4-2-13 5 • "community spine" shall be considered the highest priority area for public investment in streetscape and urban design improvements and other infrastructure upgrades to support infill and redevelopment and to promote the corridor's transition to a series of transit -supportive, mixeduse activity centers over time. Established residential neighborhoods adjacent to College Avenue and the Mason Corridor will be served by improvements to the "community spine" over time, but are not intended to be targeted for infill or redevelopment. (Also see the Economic Health chapter's principles and policies on infill and redevelopment.) Principle LIV 7: A variety of housing types and densities for all income levels shall be available throughout the Growth Management Area. Policy LIV 7.1 — Encourage Variety in Housing Types and Locations Encourage a variety of housing types and densities, including mixed -used developments that are well -served by public transportation and close to employment centers, shopping, services, and amenities. Policy LIV 7.4 — Maximize Land for Residential Development Permit.residential development in most neighborhoods and districts in order to maximize the potential land available for development of housing and thereby positively influence housing affordability. Policy LIV 7.7 — Accommodate the Student Population Plan for and incorporate new housing for the student population on campuses and in areas near educational campuses and/or that are well -served by public transportation. Principle LIV 10: The city's streetscapes will be designed with consideration to the visual character and the experience of users and adjacent properties. Together, the layout of the street network and the streets themselves will contribute to the character, form, and scale of the city. Policy LIV 10.2 — Incorporate Street Trees Utilize street trees to reinforce, define and connect the spaces and corridors created by buildings and other features along a street. Preserve existing trees to the maximum extent feasible. Use canopy shade trees for the majority of tree plantings, including a mixture of tree types, arranged to establish urban tree canopy cover. Policy LIV 11.2 — Incorporate Public Spaces Incorporate public spaces and activities such plazas, pocket parks, patios, children's play areas, transit facilities, sidewalks, pathways, "street furniture" such as benches and planters, and public art into the urban designs for residential, mixed -use, commercial, and civic development projects. Principle LIV 30: Commercial Districts will be designed to accommodate all modes of travel — pedestrian, bicycle, transit, and motor vehicle — in a compact setting. Policy LIV 30.4 — Reduce Visual Impacts of Parking Reduce the visual impacts of parking lots from primary pedestrian streets, plazas, an public spaces and promote a more pedestrian -friendly environment by: • Locating lots behind buildings, in side yards, or in the interior of blocks. • Softening and screening their visual impacts with a perimeter landscape buffer. MAXFlatsPDP Compact Car Modification of Standards 4-2-13 4 The proposed alternative plan is consistent with the following Principles and Policies of the February 2011 City Plan: Economic Health Principle EH 4: The City will encourage the redevelopment of strategic areas within the community as defined in the Community and Neighborhood Livability and Neighborhood Principles and Policies. Policy EH 4.1 —Prioritize Targeted Redevelopment Areas Create and utilize strategies and plans, as described in the Community and Neighborhood Livability and Neighborhood chapter's Infill and Redevelopment section, to support redevelopment areas and prevent areas from becoming blighted. The Targeted Infill and Redevelopment Areas (depicted on Figure LIV 1 in the Community and Neighborhood Livability chapter) shall be a priority for future development, capital investment, and public incentives. Policy EH 4.2 — Reduce Barriers to Infill Development and Redevelopment Develop new policies and modify current policies, procedures, and practices to reduce and resolve barriers to Infill development and redevelopment. Emphasize new policies and modifications to existing policies that support a sustainable, flexible, and predictable Environmental Health Policy ENV 19.2 — Pursue Low Impact Development Pursue and implement Low Impact Development (LID) as an effective approach to address stormwater quality and impacts to streams by urbanization. Low Impact Development is a comprehensive land planning and engineering design approach with a goal of minimizing the impact of development on urban watersheds through the use of various techniques aimed at mimicking predevelopment hydrology. Community and Neighborhood Livibilitv Principle LIV 5: The City will promote redevelopment and infill in areas identified on the Targeted Infill and Redevelopment Areas Map. Policy LIV 5.1 — Encourage Targeted Redevelopment and Infill Encourage redevelopment and infill in Activity Centers and Targeted Infill and Redevelopment Areas identified on theTargeted Infill and Redevelopment Areas Map (See Figure LIV 1). The purpose of these areas is to: • Promote the revitalization of existing, underutilized commercial and industrial areas. • Concentrate higher density housing and mixed -use development in locations that are currently or will be served by high frequency transit in the future and that can support higher levels of activity. • Channel development where it will be beneficial and can best improve access to jobs, housing, and services with fewer and shorter auto trips. • Promote reinvestment in areas where infrastructure already exists. • Increase economic activity in the area to benefit existing residents and businesses and, where necessary, provide the stimulus to redevelop. Policy LIV 5.2 — Target Public Investment along the Community Spine Together, many of the Targeted Redevelopment Areas and Activity Centers form the "community spine" of the city along College Avenue and the Mason Corridor. The MAX FlatsPDP Compact Car Modification of Standards 4-2-13 3 Requested Modification: The property is in the TOD Overlay zone district, which does not require parking for the residential units. The MAX Flats project is providing 64 off-street parking spaces. 27 are standard (9' x 19') spaces and 37 are compact (8' x 15) spaces. Due to unique challenges with the 100' wide site, there is scarcely sufficient room for the required drive aisle widths, parking stall depths and the parking structure. The following parking spaces are provided Standard Parking Stalls = 27 (42.2%) Compact Parking Stalls = 37 (57.8%) Total 64 (100.0%) The Code requires 64 spaces x 40% = 25 compact spaces maximum Given the above, we respectfully request that the MAX Flats PDP project be allowed to exceed the maximum number of compact spaces by 12 spaces. Justification We feel that the granting of this modification of standards would not be detrimental to the public good, and the plan as submitted will not diverge from the standards of the Land Use Code that are authorized by this Division to be modified except in a nominal, inconsequential way when considered from the perspective of the entire development plan, and will continue to advance the purposes of the Land Use Code as contained in Section 1.2.2 for the following reasons: • The modification is minor, when considered from the perspective of the entire development plan, which provides consistency with the Land Use Code in terms of enhanced architecture, building articulation and quality materials. • While not required in the TOD, the off-street spaces provided help reduce on -street parking demand, thus providing a benefit to the surrounding neighborhood. The project is providing 1 space per unit and .64 spaces per bedroom. • We feel that the proposed alternative plan ensures sensitivity to the surrounding neighborhood by building an attractive, desirable product that the community can be proud of. Although not strictly a criteria for justification, the consruction of the project would be a benefit to the neighborhood. The resulting project enhances the established character of the neighborhood with an intensity of use that is consistent with the purpose statement of the C-C zone district which "provides a combination of retail, offices, services, cultural facilities, civic uses and higher density housing. Multi -story buildings are encouraged to provide a mix of residential and nonresidential uses. Offices and dwellings are encouraged to locate above ground -floor retail and services." MAX FlatsPDP Compact Car Modification of Standards . 4-2-13 2 u April 2, 2013 Planning and Zoning Board c/o City of Fort Collins Current Planning Department 281 North College Ave. Fort Collins, CO 80524 Re: MAX Flats Project Development Plan 1i= GROUP II, Please accept this request for a Modification of Standards to Section 3.2.2(L)(2) of the Land Use Code. Background The MAX Flats PDP is located at 203 West Mulberry. The .70-acre lot is currently being used as a small auto dealership. The site will be redeveloped into an L-shaped building to be oriented to the corner of Mulberry and Mason Streets. The mixed use building will be 5 stories in height, with 64 dwelling units and approximately 1,500 sq. ft. of retail space propsed on the ground floor. Overall net density of the project is 91.4 dwelling units per acre. The project will provide 64 off- street spaces, located at the rear of the building and partially tucked under a parking structure. The site is in the C-C zoning district as well as within the TOD Overlay district. The Mulberry Station for the MAX BRT stop is located on the east side of the building. This modification requested is in accordance with the review procedures set forth in Section 2.8.2(H) of the Land Use Code as follows: Modification to Section 3.2.21L1121 Code Language: Section 3.2.2(L)(2) Parking Stall Dimensions statess the following: "(L) Parking Stall Dimensions. Off-street parking areas for automobiles shall meet the following minimum standards for long- and short-term parking of standard and compact vehicles: (2) Compact Vehicle Spaces in Long-term Parking Lots. Those areas of a parking lot that are approved as long-term parking have the option to include compact parking stalls. Such approved long-term parking areas may have up to forty (40) percent compact car stalls using the compact vehicle dimensions set forth in Table B." 444 MountEdn Ave. Tm 9M.532.5891 Bed nA,C080513 I wFs TBGroup.us 0 high -frequency transit. Encourage vertical mixed -use; however, limit maximum building height to five (5) to six (6) stories. Policy LIV 35.4 — Transform through Infill and Redevelopment Support the transformation of existing, underutilized Community Commercial Districts through infill and redevelopment over time to more intense centers of activity that include a mixture of land uses and activities, an enhanced appearance, and access to all transportation modes. (Also see the Infill and Redevelopment section in this chapter.) Policy LIV 35.5 — High -Frequency Transit Many of the city's Community Commercial Districts are located along Enhanced Travel Corridors and are intended to serve as primary hubs of the city's high -frequency transit system. Locate transit stops centrally and adjacent to the commercial core of the District. Retail, restaurants, and other active uses should be visible and accessible from the transit stop. Provide for transfers to feeder buses (local bus network) in the design and location of these stops. Provide comfortable waiting areas, appropriate for year-round weather conditions, at all transit stops. Passenger loading zones should be close to the stop, but should not interfere with pedestrian access. Principle LIV 43: Enhanced Travel Corridors will be strategic and specialized Transportation Corridors that contain amenities and designs that specifically promote walking, the use of mass transit, and bicycling. Enhanced Travel Corridors will provide highfrequency/ high efficiency travel opportunities for all modes linking major activity centers and districts in the city. Policy LIV 43.3 — Support Transit -Supportive Development Patterns Support the incorporation of higher intensity, transitsupportive development along Enhanced Travel Corridors through infill and redevelopment. Encourage the densities and broader mix of uses necessary to support walking, bicycling, and transit use while accommodating efficient automobile use. Transportation Principle T10: Using transit will be a safe, affordable, easy, and convenient mobility option for all ages and abilities. Policy T 10.1 —Transit Stops Integrate transit stops into existing and future business districts and Neighborhood Commercial Centers in a way that makes it easy for transit riders to shop, access local services, and travel to work. Provide transit stops within easy walking distance of most residences and destinations. Design and locate transit stops as an integral part of these origins and destinations and provide adequate lighting, security, pedestrian amenities, wheelchair accessibility, bicycle parking, and weather protection. Policy T 10.6 — High Frequency Transit Service Implement high frequency transit service on Enhanced Travel Corridors as shown in adopted transit plans and encouraged on Enhanced Travel Corridors with supportive land uses, providing links between activity centers and districts, and recognizing target markets within the City. MAX FlatsPDP Parking Setback Modification of Standards 4-2-13 6 Policy LIV 30.5 — Parking Structures Do not allow parking structures to dominate the street frontage. Other parking structure considerations include the following: a. Minimize interruptions in pedestrian interest and activity for parking structures fronting primary pedestrian streets with retail or other uses with a high level of walk-in clientele along the ground -level frontage. b. On other streets where a parking structure's ground level will be occupied by cars, require a landscaped setback to soften the visual impact on the street and sidewalk. c. Use architectural elements to establish human scale at the street level along the frontage of primary pedestrian streets, plazas, and public spaces where practical. d. Incorporate architectural design that is compatible with adjacent buildings. e. Locate auto entrances so as to minimize pedestrian and traffic conflicts. f. Provide a safe and secure environment for both pedestrians and vehicular traffic. Principle LIV 31: Each commercial District should feature a mix of uses and an attractive and inviting public realm that encourages pedestrian activity, reinforce the unique identify of the District, and complements the scale and character of surrounding neighborhoods. Policy LIV 31.1 — Relationship of Commercial District Uses Organize uses in Commercial Districts to support existing and planned transit and promote pedestrian activity: • Encourage a vertical mix of uses or a combination of vertically and horizontally mixed uses based on site size, access,. adjacent uses, and the overall development context. Seek to locate active uses, such as retail shops and restaurants at the ground level to provide pedestrian interest. • Concentrate active uses and vertical mixed -use portions of a Commercial District at key intersections, near existing or planned transit stops, or near major public spaces to. increase visibility and promote pedestrian activity. • Locate uses along College Avenue and paralleling Mason Street to the west with access between each corridor, at mid -block, and between uses for both pedestrian and vehicular circulation. Principle LIV 35: Community Commercial Districts will be communitywide destinations and hubs for a high -frequency transit system. They will be quality mixed -use urban activity centers that offer retail, offices, services, small civic uses, and higher density housing, in an environment that promotes walking, bicycling, transit and ridesharing. Policy LIV 35.1 —Location Community Commercial Districts are located along Enhanced Travel Corridors where they may be more readily served. by existing or future transit. Policy LIV 35.3 —Scale Encourage higher intensity infill and redevelopment in Community Commercial Districts to promote the creation of active destinations for surrounding neighborhoods and the community and to create concentrations of housing and employment sufficient to support MAX FlatsPDP Parking Setback Modification of Standards 4-2-13 5 Ol 0 "community spine" shall be considered the highest priority area for public investment in streetscape and urban design improvements and other infrastructure upgrades to support infill and redevelopment and to promote the corridor's transition to a series of transit -supportive, mixeduse activity centers over time. Established residential neighborhoods adjacent to College Avenue and the Mason Corridor will be served by improvements to the "community spine" over time, but are not intended to be targeted for infill or redevelopment. (Also see the Economic Health chapter's principles and policies on infill and redevelopment.) Principle LIV 7: A variety of housing types and densities for all income levels shall be available throughout the Growth Management Area. Policy LIV 7.1 — Encourage Variety in Housing Types and Locations Encourage a variety of housing types and densities, including mixed -used developments that are well -served by public transportation and close to employment centers, shopping, services, and amenities. Policy LIV 7.4 — Maximize Land for Residential Development Permit residential development in most neighborhoods and districts in order to maximize the potential land available for development of housing and thereby positively influence housing affordability. Policy LIV 7.7 — Accommodate the Student Population Plan for and incorporate new housing for the student population on campuses and in areas near educational campuses and/or that are well -served by public transportation. Principle LIV 10: The city's streetscapes will be designed with consideration to the visual character and the experience of users and adjacent properties. Together, the layout of the street network and the streets themselves will contribute to the character, form, and scale of the city. Policy LIV 10.2 — Incorporate Street Trees Utilize street trees to reinforce, define and connect the spaces and corridors created by buildings and other features along a street. Preserve existing trees to the maximum extent feasible. Use canopy shade trees for the majority of tree plantings, including a mixture of tree types, arranged to establish urban tree canopy cover. Policy LIV 11.2 — Incorporate Public Spaces Incorporate public spaces and activities such plazas, pocket parks, patios, children's play areas, transit facilities, sidewalks, pathways, "street furniture" such as benches and planters, and public art into the urban designs for residential, mixed -use, commercial, and civic development projects. Principle LIV 30: Commercial Districts will be designed to accommodate all modes of travel — pedestrian, bicycle, transit, and motor vehicle — in a compact setting. Policy LIV 30.4 — Reduce Visual Impacts of Parking Reduce the visual impacts of parking lots from primary pedestrian streets, plazas,' an public spaces and promote a more pedestrian -friendly environment by: • Locating lots behind buildings, in side yards, or in the interior of blocks. • Softening and screening their visual impacts with a perimeter landscape buffer. MAX FlatsPDP Parking Setback Modification of Standards 4-2-13 4 The proposed alternative plan is consistent with the following Principles and Policies of the February 2011 City Plan: Economic Health Principle EH 4: The City will encourage the redevelopment of strategic areas within the community as defined in the Community and Neighborhood Livability and Neighborhood Principles and Policies. Policy EH 4.1 —Prioritize Targeted Redevelopment Areas Create and utilize strategies and plans, as described in the Community and Neighborhood Livability and Neighborhood chapter's Infill and Redevelopment section, to support redevelopment areas and prevent areas from becoming blighted. The Targeted Infill and Redevelopment Areas (depicted on Figure LIV 1 in the Community and Neighborhood Livability chapter) shall be a priority for future development, capital investment, and public incentives. Policy EH 4.2 — Reduce Barriers to Infill Development and Redevelopment Develop new policies and modify current policies, procedures, and practices to reduce and resolve barriers to Infill development and redevelopment. Emphasize new policies and modifications to existing policies that support a sustainable, flexible, and predictable Environmental Health Policy ENV 19.2 — Pursue Low Impact Development Pursue and implement Low Impact Development (LID) as an effective approach to address stormwater quality and impacts to streams by urbanization. Low Impact Development is a comprehensive land planning and engineering design approach with a goal of minimizing the impact of development on urban watersheds through the use of various techniques aimed at mimicking predevelopment hydrology. Community and Neighborhood Livibility Principle LIV 5: The City will promote redevelopment and infill in areas identified on the Targeted Infill and Redevelopment Areas Map. Policy LIV 5.1 — Encourage Targeted Redevelopment and Infill Encourage redevelopment and infill in Activity Centers and Targeted Infill and Redevelopment Areas identified on theTargeted Infill and Redevelopment Areas Map (See Figure LIV 1). The purpose of these areas is to: • Promote the revitalization of existing, underutilized commercial and industrial areas. • Concentrate higher density housing and mixed -use development in locations that are currently or will be served by high frequency transit in the future and that can support higher levels of activity. • Channel development where it will be beneficial and can best improve access to jobs, housing, and services with fewer and shorter auto trips. • Promote reinvestment in areas where infrastructure already exists. • Increase economic activity in the area to benefit existing residents and businesses and, where necessary, provide the stimulus to redevelop. Policy LIV 5.2 — Target Public Investment along the Community Spine Together, many of the Targeted Redevelopment Areas and Activity Centers form the "community spine" of the city along College Avenue and the Mason Corridor. The MAX FlatsPDP Parking Setback Modification of Standards 4-2-13 3 0 Requested Modification: The property is in the TOD Overlay zone district, which does not require parking for the residential units. The MAX Flats project is providing 64 off-street parking spaces. 27 are standard (9' x 19') spaces and 37 are compact (8' x 15') spaces. Due to unique challenges with the 100' wide site, there is scarcely sufficient room for the required drive aisle widths, parking stall depths and the parking structure. Because of these factors, the landscape area along the west property line ranges from 3.6' to 4.7' wide, with an everage of 4.15 feet. Given the above, we respectfully request that the MAX Flats PDP project be allowed to have an average setback of 4.15 feet instead of 5 feet along the west property line. Justification We feel that the granting of this modification of standards would not be detrimental to the public good, and the plan as submitted will not diverge from the standards of the Land Use Code that are authorized by this Division to be modified except in a nominal, inconsequential way when considered from the perspective of the entire development plan, and will continue to advance the purposes of the Land Use Code as contained in Section 1.2.2 for the following reasons: • The intent of the required 5' vehicular use area setback is to provide sufficient space for visual screening and to enhance the appearance of the vehicle use area, The 4.7 feet of landscape area, in combination with a 6' privacy fence, will provide a softened edge of landscape interior to the pakring area while mitigating the visual impact to the property to the west. • The modification is minor, when considered from the perspective of the entire development plan, which is in compliance with all applicable building design standards in terms of enhanced architecture, building articulation and quality materials. • The width of the landscape area in the proposed alternative plan is short, on average, by 8/10ths of a foot. • The parking plan as modified permits a development plan that accommodates off-street parking. While not required, the off-street spaces provided help reduce on -street parking demand, thus providing a benefit to the surrounding neighborhood. • We feel that the proposed alternative plan ensures sensitivity to the surrounding neighborhood by building an attractive, desirable product that the community can be proud of. Although not strictly a criteria for justification, the consruction of the project would be a benefit to the neighborhood. The resulting project enhances the established character of the neighborhood with an intensity of use that is consistent with the purpose statement of the C-C zone district which "provides a combination of retail, offices, services, cultural facilities, civic uses and higher density housing. Multi -story buildings are encouraged to provide a mix of residential and nonresidential uses. Offices and dwellings are encouraged to locate above ground -floor retail and services." MAX FlatsPDP Parking Setback Modification of Standards 4-2-13 2 'a= GROUP LIMISM IWsI April 2, 2013 Planning and Zoning Board c/o City of Fort Collins Current Planning Department 281 North College Ave. Fort Collins, CO.80524 Re: MAX Flats Project Development Plan Please accept this request for a Modification of Standards to Section 3.2.2(J) of the Land Use Code. Background The MAX Flats PDP is located at 203 West Mulberry. The .70-acre lot is currently being used as a small auto dealership. The site will be redeveloped into an L-shaped building to be oriented to the corner of Mulberry and Mason Streets. The mixed use building will be 5 stories in height, with 64 dwelling units and approximately 1,500 sq. ft. of retail space propsed on the ground floor. Overall net density of the project is 91.4 dwelling units per acre. The project will provide 64 off- street spaces, located at the rear of the building and partially tucked under a parking structure. The site is in the C-C zoning district as well as within the TOD Overlay district. The Mulberry Station for the MAX BRT stop is located on the east side of the building. This modification requested is in accordance with the review procedures set forth in Section 2.8.2(H) of the Land Use Code as follows: Modification to section 3.2.20) Code Language: Section 3.2.2(J) Setbacks. Any vehicular use area containing six (6) or more parking spaces or one thousand eight hundred (1,800) or more square feet shall be set back from the street right-of-way and the side and rear yard lot line (except a lot line between buildings or uses with collective parking) consistent with the provisions of this Section, according to the following table: Minimum average of Minimum width of setback entire landscaped setback at any point (feet) area (feet) Along an arterial street 15 5 Along a nonarterial street 10 5 Along a lot line 5 5 444 Mwntain Ave. to 970.532.5891 Be#oA,0080513 I w® TBGroup.us high -frequency transit. Encourage vertical mixed -use; however, limit maximum building height to five (5) to six (6) stories. Policy LIV 35.4 — Transform through Infill and Redevelopment Support the transformation of existing, underutilized Community Commercial Districts through infill and redevelopment over time to more intense centers of activity that include a mixture of land uses and activities, an enhanced appearance, and access to all transportation modes. (Also see the Infill and Redevelopment section in this chapter.) Policy LIV 35.5 — High -Frequency Transit Many of the city's Community Commercial Districts are located along Enhanced Travel Corridors and are intended to serve as primary hubs of the city's high -frequency transit system. Locate transit stops centrally and adjacent to the commercial core of the District. Retail, restaurants, and other active uses should be visible and accessible from the transit stop. Provide for transfers to feeder buses (local bus network) in the design and location of these stops. Provide comfortable waiting areas, appropriate for year-round weather conditions, at all transit stops. Passenger loading zones should be close to the stop, but should not interfere with pedestrian access. Principle LIV 43: Enhanced Travel Corridors will be strategic and specialized Transportation Corridors that contain amenities and designs that specifically promote walking, the use of mass transit, and bicycling. Enhanced Travel Corridors will provide highfrequency/ high efficiency travel opportunities for all modes linking major activity centers and districts in the city. Policy LIV 43.3 — Support Transit -Supportive Development Patterns Support the incorporation of higher intensity, transitsupportive development along Enhanced Travel Corridors through infill and redevelopment. Encourage the densities and broader mix of uses necessary to support walking, bicycling, and transit use while accommodating efficient automobile use. Transportation Principle T10: Using transit will be a safe, affordable, easy, and convenient mobility option for all ages and abilities. Policy T 10.1 —Transit Stops Integrate transit stops into existing and future business districts and Neighborhood Commercial Centers in a way that makes it easy for transit riders to shop, access local services, and travel to work. Provide transit stops within easy walking distance of most residences and destinations. Design and locate transit stops as an integral part of these origins and destinations and provide adequate lighting, security, pedestrian amenities, wheelchair accessibility, bicycle parking, and weather protection. Policy T 10.6 — High Frequency Transit Service Implement high frequency transit service on Enhanced Travel Corridors as shown in adopted transit plans and encouraged on Enhanced Travel Corridors with supportive land uses, providing links between activity centers and districts, and recognizing target markets within the City. MAX F1atsPDP Bicycle Parking Modification of Standards 4-2-13 6 Policy LIV 30.5 — Parking Structures Do not allow parking structures to dominate the street frontage. Other parking structure considerations include the following: a. Minimize interruptions in pedestrian interest and activity for parking structures fronting primary pedestrian streets with retail or other uses with a high level of walk-in clientele along the ground -level frontage. b. On other streets where a parking structure's ground level will be occupied by cars, require a landscaped setback to soften the visual impact on the street and sidewalk. c. Use architectural elements to establish human scale at the street level along the frontage of primary pedestrian streets, plazas, and public spaces where practical. d. Incorporate architectural design that is compatible with adjacent buildings. e. Locate auto entrances so as to minimize pedestrian and traffic conflicts. f. Provide a safe and secure environment for both pedestrians and vehicular traffic. Principle LIV 31: Each commercial District should feature a mix of uses and an attractive and inviting public realm that encourages pedestrian activity, reinforce the unique identify of the District, and complements the scale and character of surrounding neighborhoods. Policy LIV 31.1 — Relationship of Commercial District Uses Organize uses in Commercial Districts to support existing and planned transit and promote pedestrian activity: • Encourage a vertical mix of uses or a combination of vertically and horizontally mixed uses based on site size, access, adjacent uses, and the overall development context. Seek to locate active uses, such as retail shops and restaurants at the ground level to provide pedestrian interest. • Concentrate active uses and vertical mixed -use portions of a Commercial District at key intersections, near existing or planned transit stops, or near major public spaces to increase visibility and promote pedestrian activity. • Locate uses along College Avenue and paralleling Mason Street to the west with access between each corridor, at mid=block, and between uses for both pedestrian and vehicular circulation. Principle LIV 35: Community Commercial Districts will be communitywide destinations and hubs for a high -frequency transit system. They will be quality mixed -use urban activity centers that offer retail, offices, services, small civic uses, and higher density housing, in an environment that promotes walking, bicycling, transit and ridesharing. Policy LIV 35.1 —Location Community Commercial Districts are located along Enhanced Travel Corridors where they may be more readily served by existing or future transit. Policy LIV 35.3 —Scale Encourage higher intensity infill and redevelopment in Community Commercial Districts to promote the creation of active destinations for surrounding neighborhoods and the community and to create concentrations of housing and employment sufficient to support MAX FlatsPDP Bicycle Parking Modification of Standards 4-2-13 5 "community spine" shall be considered the highest priority area for public investment in streetscape and urban design improvements and other infrastructure upgrades to support infill and redevelopment and to promote the corridor's transition to a series of transit -supportive, mixeduse activity centers over time. Established residential neighborhoods adjacent to College Avenue and the Mason Corridor will be served by improvements to the "community spine" overtime, but are not intended to be targeted for infill or redevelopment. (Also see the Economic Health chapter's principles and policies on infill and redevelopment.) Principle LIV 7: A variety of housing types and densities for all income levels shall be available throughout the Growth Management Area. Policy LIV 7.1 — Encourage Variety in Housing Types and Locations Encourage a variety of housing types and densities, including mixed -used developments that are well -served by public transportation and close to employment centers, shopping, services, and amenities. Policy LIV 7.4 — Maximize Land for Residential Development Permit residential development in most neighborhoods and districts in order to maximize the potential land available for development of housing and thereby positively influence housing affordability. Policy LIV 7.7 — Accommodate the Student Population Plan for and incorporate new housing for the student population on campuses and in areas near educational campuses and/or that are well -served by public transportation. Principle LIV 10: The city's streetscapes will be designed with consideration to the visual character and the experience of users and adjacent properties. Together, the layout of the street network and the streets themselves will contribute to the character, form, and scale of the city. Policy LIV 10.2 — Incorporate Street Trees Utilize street trees to reinforce, define and connect the spaces and corridors created by buildings and other features along a street. Preserve existing trees to the maximum extent feasible. Use canopy shade trees for the majority of tree plantings, including a mixture of tree types, arranged to establish urban tree canopy cover. Policy LIV 11.2 — Incorporate Public Spaces Incorporate public spaces and activities such plazas, pocket parks, patios, children's play areas, transit facilities, sidewalks, pathways, "street furniture" such as benches and planters, and public art into the urban designs for residential, mixed -use, commercial, and civic development projects. Principle LIV 30: Commercial Districts will be designed to accommodate all modes of travel — pedestrian, bicycle, transit, and motor vehicle — in a compact setting. Policy LIV 30.4 — Reduce Visual Impacts of Parking Reduce the visual impacts of parking lots from primary pedestrian streets, plazas, an public spaces and promote a more pedestrian -friendly environment by: • Locating lots behind buildings, in side yards, or in the interior of blocks. • Softening and screening their visual impacts with a perimeter landscape buffer. MAX FlatsPDP Bicycle Parking Modification of Standards 4-2-13 4 The proposed alternative plan is consistent with the following Principles and Policies of the February 2011 City Plan: Economic Health Principle EH 4: The City will encourage the redevelopment of strategic areas within the community as defined in the Community and Neighborhood Livability and Neighborhood Principles and Policies. Policy EH 4.1 —Prioritize Targeted Redevelopment Areas Create and utilize strategies and plans, as described in the Community and Neighborhood Livability and Neighborhood chapter's Infill and Redevelopment section, to support redevelopment areas and prevent areas from becoming blighted. The Targeted Infill and Redevelopment Areas (depicted on Figure LIV 1 in the Community and Neighborhood Livability chapter) shall be a priority for future development, capital investment, and public incentives. Policy EH 4.2 — Reduce Barriers to Infill Development and Redevelopment Develop new policies and modify current policies, procedures, and practices to reduce and resolve barriers to Infill development and redevelopment. Emphasize new policies and modifications to existing policies that support a sustainable, flexible, and predictable Environmental Health Policy ENV 19.2 — Pursue Low Impact Development Pursue and implement Low Impact Development (LID) as an effective approach to address stormwater quality and impacts to streams by urbanization. Low Impact Development is a comprehensive land planning and engineering design approach with a goal of minimizing the impact of development on urban watersheds through the use of various techniques aimed at mimicking predevelopment hydrology. Community and Neighborhood Livibility Principle LIV 5: The City will promote redevelopment and infill in areas identified on the Targeted Infill and Redevelopment Areas Map. Policy LIV 5.1 — Encourage Targeted Redevelopment and Infill Encourage redevelopment and infill in Activity Centers and Targeted Infill and Redevelopment Areas identified on theTargeted Infill and Redevelopment Areas Map (See Figure LIV 1). The purpose of these areas is to: • Promote the revitalization of existing, underutilized commercial and industrial areas. • Concentrate higher density housing and.mixed-use development in locations that are currently or will be served by high frequency transit in the future and that can support higher levels of activity. • Channel development where it will be beneficial and can best improve access to jobs, housing, and services with fewer and shorter auto trips. • Promote reinvestment in areas where infrastructure already exists. • Increase economic activity in the area to benefit existing residents and businesses and, where necessary, provide the stimulus to redevelop. Policy LIV 5.2 — Target Public Investment along the Community Spine Together, many of the Targeted Redevelopment Areas and Activity Centers form the "community spine" of the city along College Avenue and the Mason Corridor. The MAX F1a1sPDP Bicycle Parking Modification of Standards 4-2-13 3 E Multi -Family Residential 1 per bedroom 60%/40% Requested Modification: MAX Flats PDP will have 100 bedrooms, therefore 100 bike parking spaces are required. Of the 100, 60 spaces are required to be enclosed and 40 spaces are to be in fixed racks. The project provides 64 enclosed spaces located within the units. 21 spaces are located in fixed racks along Mason Street and 7 spaces on the west side of the building. In addition, there will be 10 spaces in racks located within the right-of-way on Mason Street, totaling 38 fixed spaces. 4 bike parking spaces for the retail area are located on the west side of the building. 1 is enclosed in a bike locker and 3 are in fixed racks. Retail Bike Parking Required: 4 spaces Retail Bike Parking Provided: 1 enclosed (80%) 3 fixed racks (20%) Total 4 Residential Bike Parking Required: 100 bedrooms = 100 spaces (60% enclosed/40% fixed) Residential Bike Parking Provided: 64 enclosed (64%) 38 fixed racks (38%) Total 102 Since 10 of the fixed rack spaces are in the Mason Street right-of-way, we are requesting a Modification to allow the project to be able to count the spaces towards the total requirement. Justification We feel that the granting of this modification of standards would not be detrimental to the public good, and the plan as submitted will not diverge from the standards of the Land Use Code that are authorized by this Division to be modified except in a nominal, inconsequential way when considered from the perspective of the entire development plan, and will continue to advance the purposes of the Land Use Code as contained in Section 1.2.2 for the following reasons: • The development will provide a site that enhances the safety and convenience of walking and bicycling as alternative means of transportation • The site is located right on the MAX BRT/Mason Street Corridor. There will be a stop on the east side of the building. There is a public benefit by providing racks within the right- of-way that will be used adjacent to he transit stop. Further, the Mason Street right-of-way is in its ultimate location, thus the risk of removing the bike racks in the future is minimal. MAX FlatsPDP Bicycle Parking Modification of Standards 4-2-13 2 Ir= GROUP BIWsI April 2, 2013 Planning and Zoning Board c/o City of Fort Collins Current Planning Department 281 North College Ave. Fort Collins, CO 80524 Re: MAX Flats Project Development Plan Please accept this request for a Modification of Standards to Section 3.2.2(C)(4)(b) of the Land Use Code. Background The MAX Flats PDP is located at 203 West Mulberry. The .70-acre lot is currently being used as a small auto dealership. The site will be redeveloped into an L-shaped building to be oriented to the corner of Mulberry and Mason Streets. The mixed use building will be 5 stories in height, with 64 dwelling units and approximately 1,500 sq. ft. of retail space propsed on the ground floor. Overall net density of the project is 91.4 dwelling units per acre. The project will provide 64 off- street spaces, located at the rear of the building and partially tucked under a parking structure. The site is in the C-C zoning district as well as within the TOD Overlay district. The Mulberry Station for the MAX BRT stop is located on the east side of the building. This modification requested is in accordance with the review procedures set forth in Section 2.8.2(H) of the Land Use Code as follows: Modification to Section 3.2.2(C)(4)(b) Code Language: Section 3.2.2(C)(4)(b) Bicycle Facilities states the following: "(b) Bicycle Parking Space Requirements. The minimum bicycle parking requirements are set forth in the table below. For uses that are not specifically listed in the table, the number of bicycle parking spaces required shall be the number required for the most similar use listed." Use Categories Bicycle Parking Space % Enclosed Minimums Bicycle Parking/ % Fixed Bicycle Racks Residential and Institutional Parking Requirements I 444 Mountain Ave. T& 970.5325891 Bedho id,C080513 I w® TBGroup.us high -frequency transit. Encourage vertical mixed -use; however, limit maximum building height to five (5) to six (6) stories. Policy LIV 35.4 — Transform through Infill and Redevelopment Support the transformation of existing, underutilized Community Commercial Districts through infill and redevelopment over time to more intense centers of activity that include a mixture of land uses and activities, an enhanced appearance, and access to all transportation modes. (Also see the Infill and Redevelopment section in this chapter.) Policy LIV 35.5 — High -Frequency Transit Many of the city's Community Commercial Districts are located along Enhanced Travel Corridors and are intended to serve as primary hubs of the city's high -frequency transit system. Locate transit stops centrally and adjacent to the commercial core of the District. Retail, restaurants, and other active uses should be visible and accessible from the transit stop. Provide for transfers to feeder buses (local bus network) in the design and location of these stops. Provide comfortable waiting areas, appropriate for year-round weather conditions, at all transit stops. Passenger loading zones should be close to the stop, but should not interfere with pedestrian access. Principle LIV 43: Enhanced Travel Corridors will be strategic and specialized Transportation Corridors that contain amenities and designs that specifically promote walking, the use of mass transit, and bicycling. Enhanced Travel Corridors will provide highfrequency/ high efficiency travel opportunities for all modes linking major activity centers and districts in the city. Policy LIV 43.3 — Support Transit -Supportive Development Patterns Support the incorporation of higher intensity, transitsupportive development along Enhanced Travel Corridors through infill and redevelopment. Encourage the densities and broader mix of uses necessary to support walking, bicycling, and transit use while accommodating efficient automobile use. Transportation Principle T10: Using transit will be a safe, affordable, easy, and convenient mobility option for all ages and abilities. Policy T 10.1 —Transit Stops Integrate transit stops into existing and future business districts and Neighborhood Commercial Centers in a way that makes it easy for transit riders to shop, access local services, and travel to work. Provide transit stops within easy walking distance of most residences and destinations. Design and locate transit stops as an integral part of these origins and destinations and provide adequate lighting, security, pedestrian amenities, wheelchair accessibility, bicycle parking, and weather protection. Policy T 10:6 — High Frequency Transit Service Implement high frequency transit service on Enhanced Travel Corridors as shown in adopted transit plans and encouraged on Enhanced Travel Corridors with supportive land uses, providing links between activity centers and districts, and recognizing target markets within the City. MAX FlatsPDP 6%Landscape Modification of Standards 4-2-13 7 Policy LIV 30.5 — Parking Structures Do not allow parking structures to dominate the street frontage. Other parking structure considerations include the following: a. Minimize interruptions in pedestrian interest and activity for parking structures fronting primary pedestrian streets with retail or other uses with a high level of walk-in clientele along the ground -level frontage. b. On other streets where a parking structure's ground level will be occupied by cars, require a landscaped setback to soften the visual impact on the street and sidewalk. c. Use architectural elements to establish human scale at the street level along the frontage of primary pedestrian streets, plazas, and public spaces where practical. d. Incorporate architectural design that is compatible with adjacent buildings. e. Locate auto entrances so as to minimize pedestrian and traffic conflicts. f. Provide a safe and secure environment for both pedestrians and vehicular traffic. Principle LIV 31: Each commercial District should feature a mix of uses and an attractive and inviting public realm that encourages pedestrian activity, reinforce the unique identify of the District, and complements the scale and character of surrounding neighborhoods. Policy LIV 31.1 — Relationship of Commercial District Uses Organize uses in Commercial Districts to support existing and planned transit and promote pedestrian activity: • Encourage a vertical mix of uses or a combination of vertically and horizontally mixed uses based on site size, access, adjacent uses, and the overall development context. Seek to locate active uses, such as retail shops and restaurants at the ground level to provide pedestrian interest. • Concentrate active uses and vertical mixed -use portions of a Commercial District at key intersections, near existing or planned transit stops, or near major public spaces to increase visibility and promote pedestrian activity. • Locate uses along College Avenue and paralleling Mason Street to the west with access between each corridor, at mid -block, and between uses for both pedestrian and vehicular circulation. Principle LIV 35: Community Commercial Districts will be communitywide destinations and hubs for a high -frequency transit system. They will be quality mixed -use urban activity centers that offer retail, offices, services, small civic uses, and higher density housing, in an environment that promotes walking, bicycling, transit and ridesharing. Policy LIV 35.1 —Location Community Commercial Districts are located along Enhanced Travel Corridors where they may be more readily served by existing or future transit. Policy LIV 35.3 —Scale Encourage higher intensity infill and redevelopment in Community Commercial Districts to promote the creation of active destinations for surrounding neighborhoods and the community and to create concentrations of housing and employment sufficient to support MAX F1atsPDP 6% Landscape Modification of Standards 4-2-13 6 "community spine" shall be considered the highest priority area for public investment in streetscape and urban design improvements and other infrastructure upgrades to support infill and redevelopment and to promote the corridor's transition to a series of transit -supportive, mixeduse activity centers over time. Established residential neighborhoods adjacent to College Avenue and the Mason Corridor will be served by improvements to the "community spine" over time, but are not intended to be targeted for infill or redevelopment. (Also see the Economic Health chapter's principles and policies on infill and redevelopment.) Principle LIV 7: A variety of housing types and densities for all income levels shall be available throughout the Growth Management Area. Policy LIV 7.1 — Encourage Variety in Housing Types and Locations Encourage a variety of housing types and densities, including mixed -used developments that are well -served by public transportation and close to employment centers, shopping, services, and amenities. Policy LIV 7.4 — Maximize Land for Residential Development Permit residential development in most neighborhoods and districts in order to maximize the potential land available for development of housing and thereby positively influence housing affordability. Policy LIV 7.7 — Accommodate the Student Population Plan for and incorporate new housing for the student population on campuses and in areas near educational campuses and/or that are well -served by public transportation Principle LIV 10: The city's streetscapes will be designed with consideration to the visual character and the experience of users and adjacent properties. Together, the layout of the street network and the streets themselves will contribute to the character, form, and scale of the city. Policy LIV 10.2 — Incorporate Street Trees Utilize street trees to reinforce, define and connect the spaces and corridors created by buildings and other features along a street. Preserve existing trees to the maximum extent feasible. Use canopy shade trees for the majority of tree plantings, including a mixture of tree types, arranged to establish urban tree canopy cover. Policy LIV 11.2 — Incorporate Public Spaces Incorporate public spaces and activities such plazas, pocket parks, patios, children's play areas, transit facilities, sidewalks, pathways, "street furniture" such as benches and planters, and public art into the urban designs for residential, mixed -use, commercial, and civic development projects. Principle LIV 30: Commercial Districts will be designed to accommodate all modes of travel - pedestrian, bicycle, transit, and motor vehicle — in a compact setting. Policy LIV 30.4 — Reduce Visual Impacts of Parking Reduce the visual impacts of parking lots from primary pedestrian streets, plazas, an public spaces and promote a more pedestrian -friendly environment by: • Locating lots behind buildings, in side yards, or in the interior of blocks. • Softening and screening their visual impacts with a perimeter landscape buffer. MAX FlatsPDP 6%Landscape Modification of Standards 4-2-13 5 The proposed alternative plan is consistent with the following Principles and Policies of the February 2011 City Plan: Economic Health Principle EH 4: The City will encourage the redevelopment of strategic areas within the community as defined in the Community and Neighborhood Livability and Neighborhood Principles and Policies. Policy EH 4.1 —Prioritize Targeted Redevelopment Areas Create and utilize strategies and plans, as described in the Community and Neighborhood Livability and Neighborhood chapter's Infill and Redevelopment section, to support redevelopment areas and prevent areas from becoming blighted. The Targeted Infill and Redevelopment Areas (depicted on Figure LIV 1 in the Community and Neighborhood Livability chapter) shall be a priority for future development, capital investment, and public incentives. Policy EH 4.2 — Reduce Barriers to Infill Development and Redevelopment Develop new policies and modify current policies, procedures, and practices to reduce and resolve barriers to Infill development and redevelopment. Emphasize new policies and modifications to existing policies that support a sustainable, flexible, and predictable Environmental Health Policy ENV 19.2 — Pursue Low Impact Development Pursue and implement Low Impact Development (LID) as an effective approach to address stormwater quality and impacts to streams by urbanization. Low Impact Development is a comprehensive land planning and engineering design approach with a goal of minimizing the impact of development on urban watersheds through the use of various techniques aimed at mimicking predevelopment hydrology. Community and Neighborhood Livibility Principle LIV 5: The City will promote redevelopment and infill in areas identified on the Targeted Infill and Redevelopment Areas Map. Policy LIV 5.1 — Encourage Targeted Redevelopment and Infill Encourage redevelopment and infill in Activity Centers and Targeted Infill and Redevelopment Areas identified on theTargeted Infill and Redevelopment Areas Map (See Figure LIV 1). The purpose of these areas is to: • Promote the revitalization of existing, underutilized commercial and industrial areas. • Concentrate higher density housing and mixed -use development in locations that are currently or will be served by high frequency transit in the future and that can support higher levels of activity. • Channel development where it will be beneficial and can best improve access to jobs, housing, and services with fewer and shorter auto trips. • Promote reinvestment in areas where infrastructure already exists. • Increase economic activity in the area to benefit existing residents and businesses and, where necessary, provide the stimulus to redevelop. Policy LIV 5.2 — Target Public Investment along the Community Spine Together, many of the Targeted Redevelopment Areas and Activity Centers form the "community spine" of the city along College Avenue and the Mason Corridor. The MAX FlatsPDP 6%Landscape Modification of Standards 4-1-13 4 with the 100' wide site, there is scarcely sufficient room for the required drive aisle widths, parking stall depths and the parking structure. The project has 16 parking spaces located along the west edge of the parking lot. As stated above, the Code requires a landscape island every 15 spaces. The project is providing 1 space per unit and .64 parking stalls per bedroom and we feel it is important to keep the parking ratios as is. Given the above, we respectfully request that the MAX Flats PDP project be allowed to have 16 parking spaces in a row without a landscape island. Justification We feel that the granting of this modification of standards would not be detrimental to the public good, and the plan as submitted will not diverge from the standards of the Land Use Code that are authorized by this Division to be modified except in a nominal, inconsequential way when considered from the perspective of the entire development plan, and will continue to advance the purposes of the Land Use Code as contained in Section 1.2.2 for the following reasons: • The intent of the Code section of having a landscape island every 15 parking spaces is to provide trees that maximize areas of shade. We believe this requirement is intended for large parking areas and this parking lot is fairly small. The landscape plan shows oak trees spaced every 40' in the landscape strip along the west property line. We feel that these trees will provide sufficient shade for the parking area. • The modification is minor, when considered from the perspective of the entire development plan, which is in compliance with all applicable building design standards in terms of enhanced architecture, building articulation and quality materials. • The parking plan as modified permits a development plan that accommodates off-street parking. While not required, the off-street spaces provided help reduce on -street parking demand, thus providing a benefit to the surrounding neighborhood. • We feel that the proposed alternative plan ensures sensitivity to the surrounding neighborhood by building an attractive, desirable product that the community can be proud of. Although not strictly a criteria for justification, the consruction of the project would be a benefit to the neighborhood. The resulting project enhances the established character of the neighborhood with an intensity of use that is consistent with the purpose statement of the C-C zone district which "provides a combination of retail, offices, services, cultural facilities, civic uses and higher density housing. Multi -story buildings are encouraged to provide a mix of residential and nonresidential uses. Offices and dwellings are encouraged to locate above ground -floor retail and services." MAX FlatsPDP 6% Landscape Modification of Standards 4-2-13 3 Given the above, we respectfully request that the MAX Flats PDP project be allowed to have 224 sq. ft. of landscape instead of 505 sq. ft. feet. Parking lot area: 8,415 sq. ft. 6% required landscape: 505 sq. ft. Provided landscape: 224 sq. ft. Amount deficient: 281 sq. ft. Justification We feel that the granting of this modification of standards would not be detrimental to the public good, and the plan as submitted will not diverge from the standards of the Land Use Code that are authorized by this Division to be modified except in a nominal, inconsequential way when considered from the perspective of the entire development plan, and will continue to advance the purposes of the Land Use Code as contained in Section 1.2.2 for the following reasons: • The intent of the required 6% interior parking lot landscape for vehicular use areas is to provide sufficient canopy shade trees and landscaping that provides visual quality, visual screening, and to enhance the appearance of the vehicle use area. The 224 square feet of landscape area, in combination with a 6' privacy fence, will provide a softened edge of landscape interior to the pakring area while mitigating the visual impact to the property to the west. • The modification is minor, when considered from the perspective of the entire development plan, which is in compliance with all applicable building design standards in terms of enhanced architecture, building articulation and quality materials. • The parking plan as modified permits a development plan that accommodates off-street parking. While not required, the off-street spaces provided help reduce on -street parking demand, thus providing a benefit to the surrounding neighborhood. • We feel that the proposed alternative plan ensures sensitivity to the surrounding neighborhood by building an attractive, desirable product that the community can be proud of. Although not strictly a criteria for justification, the consruction of the project would be a benefit to the neighborhood. The resulting project enhances the established character of the neighborhood with an intensity of use that is consistent with the purpose statement of the C-C zone district which "provides a combination of retail, offices, services, cultural facilities, civic uses and higher density housing. Multi -story buildings are encouraged to provide a mix of residential and nonresidential uses. Offices and dwellings are encouraged to locate above ground -floor retail and services." Modification to Section 3.2.1(E)(5)(e) Code Language: Section 3.2.1(E)(5)(e) states the following: "(e) Parking bays shall extend no more than fifteen (15) parking spaces without an intervening tree, landscape island or landscape peninsula.". Requested Modification: The property is in the TOD Overlay zone district, which does not require parking for the residential units. The MAX Flats project is providing 64 off-street parking spaces. 27 are standard (9' x 19') spaces and 37 are compact (8' x 16) spaces. Due to unique challenges MAX FlatsPDP 6% Landscape Modification of Standards 4-2-13 2 • April 2, 2013 Planning and Zoning Board c/o City of Fort Collins Current Planning Department 281 North College Ave. Fort Collins, CO 80524 Re: MAX Flats Project Development Plan Yjy+F 9� ,fti Please accept this request for a Modification of Standards to Landscaping and Tree Protection, Section 3.2.1(E)(5) and 3.2.1(E)(5)(e) of the Land Use Code. Back -ground The MAX Flats PDP is located at 203 West Mulberry. The .70-acre lot is currently being used as a small auto dealership. The site will be redeveloped into an L-shaped building to be oriented to the corner of Mulberry and Mason Streets. The mixed use building will be 5 stories in height, with 64 dwelling units and approximately 1,500 sq. ft. of retail space propsed on the ground floor. Overall net density of the project is 91.4 dwelling units per acre. The project will provide 64 off- street spaces, located at the rear of the building and partially tucked under a parking structure. The site is in the C-C zoning district as well as within the TOD Overlay district. The Mulberry Station for the MAX BRT stop is located on the east side of the building. This modification requested is in accordance with the review procedures set forth in Section 2.8.2(H) of the Land Use Code as. follows: Modification to Section 3.2.1(E)(5) Code Language: Section 3.2.1(E)(5) states the following: "(5) Parking Lot Interior Landscaping. As required in Section 3.2.2(M)(1) Access, Circulation and Parking, six (6) percent of the interior space of all parking lots with less than one hundred (100) spaces, and ten (10) percent of the interior space of all parking lots with one hundred (100) spaces or more shall be landscape areas." Requested Modification: The property is in the TOD Overlay zone district, which does not require parking for the residential units. The MAX Flats project is providing 64 off-street parking spaces. 27 are standard (9' x 19') spaces and 37 are compact (8' x 16) spaces. Due to unique challenges with the 100' wide site, there is scarcely sufficient room for the required drive aisle widths, parking stall depths and the parking structure. Because of these factors, the project does not meet the 6% parking lot interior landscaping requirement. 444 Mamtein Ave. Ta 970.5325891 Baru 0080513 I wm TBGroup.us