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HomeMy WebLinkAboutSPRING CREEK FARMS NORTH - ODP - 24-00A - REPORTS - RECOMMENDATION/REPORT W/ATTACHMENTScurrent land designation limits the uses on the Spring Creek Farms parcel. The DevelopmentfMarket Analysis indicates that there are significant land resources available for present and future commercial uses. It also indicates that the resources to support lower density residential and medium density multi -family uses are likely to be depleted within approximately ten (10) years, creating a city-wide shortage of this housing type. In the analysis, which focused on the proposed development site specifically, the findings were much the same. In fact, they indicate that the Spring Creek Farms site would not be likely to succeed as a commercial site for the following reasons: 1. There are many areas in the Harmony, Prospect, and Mulberry Corridors where better opportunities for commercial land uses already exist. 2. The Harmony, Prospect, and Mulberry Corridors have direct connections to Interstate 25. The Spring Creek Farms site does not. 3. The Timberline Corridor has historically developed as a residential location. As a result, the Spring Creek Farms site is not located near a proven commercial center. 4. The Cache la Poudre River limits the local retail market by eliminating most of the potential customer base to the east of the site. 5. Once Rigden Farm, a neighboring development with approved commercial space of 275,000 to 488,000 square feet, is complete it can reasonably be expected to' eliminate any notable retail opportunities in the Timberline Corridor for the foreseeable future. Research in the same report revealed that the Spring Creek Farms site would be viable as a residential development for these reasons: 1. Unless there are significant changes in zoning in the future, the supply of land that is viable in terms of size and location for multi -family housing will grow more and more scarce. 2. The Spring Creek Farms site is the appropriate size to support a variety of housing densities and types, in accordance with City planning objectives. 3. The visibility of existing and proposed land uses, and the anticipated higher traffic volumes along the Timberline Corridor will increase the market for potential renters. 4. The nearby Rigden Farm development will provide attractive and convenient retail opportunities that will be within walking distance of the residents of Spring Creek Farms. It is our belief that the development of the Spring Creek Farms site as a mixed use community is more likely to promote the specific City Plan objectives stated earlier than keeping the site in the employment zone designation. Increased residential development on this site will promote the compact urban form the City of Fort Collins desires. This Overall Development Plan will virtually eliminate leapfrog development. Instead, it will bring a significant edge parcel into the market soon after the Ridgen Farm project. Allowing the Spring Creek Farms site to have a greater percentage of residential use will result in more consumers being located directly adjacent to the significant planned commercial development in Rigden Farm. It follows that more consumers will result in more economic support for the approved retail uses in that area. This course of action will allow Spring Creek Farms to provide the land uses most compatible with existing adjacent areas. It will also allow for the future development of a variety of land uses and housing alternatives within the region. SUB CATEGORY — Employment Districts (ED) PRINCIPLE ED-I: Employment Districts will be major employment centers in the community. These districts will also include a variety of complementary uses to meet the needs of employees, such as business services, convenience retail, lodging, childcare, recreation, housing and restaurants. By design, they will encourage non -auto travel, car and van pooling, telecommuting and transit use. Their attractive appearance should allow them to locate adjacent to residential neighborhoods and along primary entryways into the community. Convenience Shopping Centers 12 North Access Center Access V) 0 a 95South Access — Q IF: 0 0 Co at— 5/5 875/1160 60/901 1180/1200 —► LEGEND: AM/PM Dail NOTE: Rounded to nearest 5 vehicles. 125/130 1305/1020 —► 360/525 15/50 _J4 30/90 --), 0 0 Co 0 0 :2 0 O M �1 30/15 - 40/20 0 0 Co a- M N M L �1 30/15 -JA 35/20 --�j 60/110 830/1310 130/515 Mom o 04 o N N m O Ln I 0 0 ,LO 0 M C> o Co 0 vLO o� 0 N M I LO co LO o 0 rn 225/230 4--- 225/280 ,�' 110/125 Prospect Drake 430/255 ---1' V) 1 250/355 -♦ 0 o0 cq> 5051595 Q r o o v0r� qqr N C G7 a E F- Figure 10 20 LONG-TERM TOTAL TRAFFIC 2067 Stoney Hill Ct. Ft. Collins, CO 80525 October 14, 2000 Mr. Troy W. Jones 281 N. College Ave. Ft. Collins, Co Dear Mr. Jones: My concern for the Spring Creek Farm is how are the dwellings going to look. The RYLAND himes being built on Drake east of Timberline are monstrosities. I sure wouldn't want anything so ugly in our neighborhood. Sincerely, Roland Olderog 2312 Eastwood Drive Fort Collins, Colorado 80525 _ November 15, 2000 Mr. Troy Jones Planning Department Fort Collins, CO BETH NELSON Telephone 1-970-495-9903 email at: bnelson@fril.com RECEIVED NOV 15 2000 CURRENT PLANNING Dear Troy, I tried to send this via email, but for some unknown reason it did not send. Anyway, I was glad to speak with you yesterday. After I talked with Brock Chapman I realized I would not be able to attend the meeting on Thursday evening.. I am leaving the next morning, but I did not realize how early I had to be at the airport. I went to the first presentation meeting at the Fort Collins High School when the subdivision being planned for the northwest comer of Drake and Timberline was presented. Of course, I would prefer the comer stay as farmland, but given a choice I am delighted to find that homes will be built on that corner and NOT any kind of commercial business. Homes mean grass and trees. The northeast corner at Horsetooth and Timberline was designated for business when the plans were first announced for the Fort Collins High School, and it still sits there with just McDonalds. The Rigden Farm proposal has business planned for the immediate southeast corner and there has been no sign of anything happening there either. One mile to the west is the large Toddy's Shopping Center, which quite often has empty spaces for rent. Therefore I can see no reason for any commercial business being at that northwest corner. So for this proposed subdivision on the northwest corner I am pleased that homes will be built and the plans for further north on the property are for medical/business type office buildings with landscaping. I am extremely sorry that I cannot attend the meeting and I hope this positive response will be passed along. Beth Nelson -4'�L- �Wtz� Hopefully you will give serious consideration to these fairly modest suggestions. We understand the inevitability of the growth in the Ridgen Farm area. However, this is an enormous level of development, one in which many ways defines the "quality" of growth in this city, and we are very concerned that it be done tastefully, with minimum impact on existing neighborhoods and in a way that provides additional community -scale amenities such as parks, open space, recreation and bike trails. Jane W. Jackson cc: City Council Parks and Recreation Department William L. Jackson Jane W. Jackson 2418 Creekwood Drive Fort Collins, CO 80525 December 12, 2000 Troy Jones, City Planner Fort Collins Planning Department P.O. Box 580 Fort Collins, CO Dear Mr. Jones, We are residents of Parkwood East and attended the recent series of information meetings on the planned development at the Rigden Farm area. This letter is to follow-up on input we informally provided during the meetings. We support requiring the following amenities as part of this development to help minimize its impact on our neighborhood, in general, and Edora Park specifically. We understand that development "amenities" are either a part of the city "code" or are otherwise "up to the developer." I encourage city planners and officials to communicate the community's interest in these amenities to the developer. 1. Edora Park already is severely over crowded, especially on "youth sports" weekends. It lacks adequate parking and level terrain for youth sports. The only access from Rigden farms is through Parkwood East. It is ABSOLUTELY CRITICAL that the new Rigden Farm population (estimated between 8,000- 10,000) NOT be dependent on Edora Park for municipal park services such as youth soccer fields, youth baseball, picnic facilities, etc. We believe the developers should be requested to dedicate between 30-50 acres for municipal park, sports, recreation and open space services. If it is unrealistic to request this of the developers, perhaps the city could pursue open space funds or bonds for this purpose. 2. The attractiveness of this development, especially from Drake Ave., and Parkwood East is of great importance to us. We suggest trees be planted along the railroad tracks on the east side of the tracks. Furthermore, we suggest that a wide (wider than the "code" requirement) tree -planted city strip be required along the north side of Drake Ave. 3. A new "detached" bike path should connect the bike path along the west side of the railroad tracks with the Poudre Trail at the east end of Drake. Such a path did not appear on any of the planning documents presented at the recent community meeting. 4. A new elementary school on the east side of Timberline is absolutely necessary. NE iHBORHOOD Ii�IFOR ATION MEETING :41 for Project: w. Meetini? Location: nA City of Fort Collins Date: 3 Attendees: PIease sign this sheet. The information will be used to update the project mailing list and confirm attendance at neighborhood '4 ..lJ .: I a 5 meetings. Contact the Planning Department (221-6750) if you wish to receive minutes of this meeting. Did You Receive Written Notification of this meeting? Correct Address. Name Address Zip Yes No Yes No VV_ r.oV,6�lt, 2RoI l, 9-u-' C ) ? I D L—�t,u ✓ ✓' (oesL� zoo �_ ���j0 !� Al o1lXJ I�U%� � �Usa 5 ✓ `� I �a�;., �'�%e�S /(�`6S� K�-kwoo�fl pr�vi_ �'oS2S ✓ '� N,u�FFuZ 2�f31 ?2 J�C ve. Q C OSZ Y�w U,3 L �U YL JS�aD52,5 NE' 'HBORHOOD INFOR: kTION MEETING for � l � Project: lxvi01 rwx ke-.�ev L ( ODP w Meeting Location:: City of Fort Collins Date: _16/ 1 Z /Zaoo 3 Attendees: Please sign this sheet. The information will be used to - update the project mailing list and confirm attendance at neighborhood jJ. e v v V V RAV 7 meetings. Contact the Planning Departmedt (221-6750) if you wish to receive minutes of this meetina Vre�J Did You Receive Written NotificationAddress? of this meeting? orrect Name Zip Mr. William Hales S-ol'- 1618 Trailwood Dr. 1 �) A Fort Collins, CO 80525-2058 r 29010 E65-tviond br, go52 Yes No Yes No X X x Lvr-rl. C / o4� vJOOCJ C� evr e_ Ce C&O su f4-ot Cvj�. i9�tJO =5 /7 Ir /J � L d,kar L "6G c�t o�7 SToirC /y-1cL �� X I 9 DF v00�w Dr. X1 ` ✓ r�Fis� 1731 �1 %73p L�fSTi,dvva �r X L rn An/IJahnsOn l&awl IVJoOd t)r 7a)e 'ricDr. mzs— The problem is that is difficult to make a left hand turn onto a local street that is so close to an arterial street. There are no opportunities to put a traffic signal on Drake Road between Timberline and Lamay. Eric stated that the City recognizes it is a difficult situation, but the 'warrants' that must be met for signal do not exist at this time. 46. The City has requested and the ODP drawings depict, only one (1) signalized entry for Spring Creek Farms. The intersection closest to Drake Road will be right in/ out as per the City. 47. Residents asked where the new people generated by this development would be driving to work. Eric Bracke stated that such a projection is not possible, other than to say that is a totally random distribution of people with regard to work destination, similar to other existing neighborhoods. 48. The area to the east of the "E" area on the Spring Creek Farms site is designated mostly LMN, some MMN, and mixed use/commercial. Troy said that Rigden Farm is a high -density development, and there are three (3) multi- family projects within the larger development that are soon to be approved. 49. A neighbor inquired as to how many apartments/condos would be included in Rigden Farm at built out. The answer is not known at this time. Troy Jones will research. 50. One neighbor wanted to know if the land in question could become 2 or 3- acre lots. Troy responded that the land would have to be re -zoned for estate lots and that was/is very unlikely to happen. 51. The development team stated that there is no significant fill need on the site, and that the detention area is to be located in the corner of the property closest to the intersection of Drake Road and Timberline Road, near the new storm drainage facilities installed by the City of Fort Collins. CK: eom Revised per Client request 10.18.00 8 conceptual sketch of Spring Creek Farms are driven by the City code(s) and standard requirements. 39. One resident was wondering if our drawings depicted the other side of Union Pacific Railroad property. The applicant indicated that the property lines shown on the ODP drawings represent the project limits. UPRR owns the entire railroad R.O.W. 40. A neighbor wanted to know how it was possible for the proposed development plan to generate less traffic than an "E - Employment" use. Gene Coppola responded that the amount of traffic generated depends on type of "E" use. The Traffic Impact Study used the Business Park to north of the property to generate typical uses for the Spring Creek Farms site (offices, clinics, etc.). The resulting traffic level fell in the middle of the expected ranges for an "E" land use, and that traffic level was considerably less than what would be expected from the range of uses depicted on the ODP. 41. The development team was asked about what sort of input from the neighbors was wanted? The applicant is looking for constructive information/responses regarding compatibility, transitional uses, etc. 42. More information was requested regarding the entry points shown on the ODP drawings. Gene Coppola responded that the City dictated the signalized entry location to the applicant, it is standard for any property adjacent to an arterial street, it meets vehicle storage requirements, and vehicle movement requirements. The planned traffic charette will look at how this project ties into other areas. Eric Bracke reiterated that he required the proposed entry placement(s) and explained the placement of other planned signals in the general area. 43. The City was asked if there is a proposal for the other piece of the lohnson's 12rol2eriy. Yes, the 'James' Company is interested in the property, but has no plans other than to buy the land at this point. As an aside, it was mention that the piece land to the north of Spring Creek Farms would utilize the signalized intersection shown on the ODP drawings. 44. Troy Jones stated that the traffic charette was open to the public. It is the City's responsibility to inform the public of the meeting, and this will probably happen via a press release that states when and where the charette will take place. 45. The development team stated that an intersection is planned on Drake Road across from the Sagebrush Drive. A resident countered that morning traffic out of Eastwood is already a problem. Eric Bracke responded that there are only 350' between the intersection of Sagebrush and the railroad tracks along Drake Road. explained that the sketch is simply a depiction of all the possible options, and that nothing can be built from an ODP drawing. It was also stated that in future submittals the streets must be in compliance with City standards, and that the plans must meet the requirements of the L.U.C. in order to meet the conditions of approval. 32. If this development proposal is not successful, it is unlikely that the applicant would come back with a proposal that depicted an all "E - Employment" use for all of the reasons stated with regard to the performed market analysis. 33. A neighbor asked Troy Tones which type of development would be more profitable for the City from a tax -based standpoint. Troy replied that he believed employment would perhaps be more profitable, but he also wanted the resident to know that the City looks at far broader issues when making decisions about development. 34. One (1) resident asked where the idea of balanced development had gone? There was concern over the fact that Rigden Farm has 400,000-sq. ft. of planned commercial development, and that more commercial development is planned to the north. That is one of the reasons why Spring Creek Farms is designed the way it is - to promote a balance in development. *35. The traffic charette will be held the week after Thanksgiving. 36. The question was asked, if Rigden Farm was the most dense project to be developed in Fort Collins. Troy responded that Rigden Farms is the largest project approved under the new City Plan, and perhaps the most dense, and that the plan encourages growth in a compact urban form. The Spring Creek Farms development proposal meets the requirements of compact urban growth and that is one of the reasons why it gained approval from the Advanced Planning Department. 37. Eric Bracke clarified that after the currently planned road improvements are complete Timberline Road will be the 3rd largest road in Fort Collins. Timberline will be a major arterial. The City's planning for roads and road improvements anticipated the City Structure Plan designations. 38. The residents wanted to know what a charette is? The process was explained. Then the residents wanted to know is the Planning and Zoninghearing for Spring Creek Farms could take place after the charette, as that seemed more logical? Troy replied that the applicant has the right to go to the hearing before the charette procedurally (the charette is not a requirement of approval). Troy asked that the resident raise the question again at the hearing. Eric Bracke, Gene Coppola, and Troy Jones all agreed that the applicant's involvement in the charette is with regard to refinements only. The locations of all the entries/roads depicted on the 3 Eric Bracke stated that the City has tried to work with the HOA's and other neighborhood groups in the developments that surround this site regarding current traffic problems. In the case of residents desiring improvements such as speed bumps, the City has not been able to get 70% neighbors to agree to place speed bumps in the neighborhoods. Without the 70% consensus, the City cannot implement any improvements in the neighborhoods. Another neighbor stated for the record that Parkwood East has no HOA. Eric Bracke indicated that there will be no continuation of Stuart to Timberline Road because there is no R.O.W., and existing utilities further prevent the possibility. He also corrected a misconception and stated that elementary schools can be located on collector streets. Furthermore, it is the parents driving children to schools that pose the biggest traffic problems around schools and not the passing traffic. The applicant offered to help further facilitate this discussion between residents and the City. A resident objected to the applicant's involvement in resolving this problem. 28. The estimated price range of the low to mid $200,000's for single family lots is a projection for the time of occupancy. The projected figures use base prices. Cumberland Companies is not a homebuilder, but a property developer. The proposed 40 to 50' wide lots accommodate a wide range of housing types. - The single-family lots will be in the 1st phase of development. It is estimated that work will begin on the single-family lots in about a year and a half and they will be built out within three (3) years. - The density of the site is what drives the price, and the presence of the railroad is considered a nominal impact. The multi -family product has also been proposed on this site as a means of transitioning from Drake Road and Timberline Road into the site and through to existing surrounding uses. 29. The market study covered Fort Collins in general and then focused in on the specific site area. It was conducted 4 to 6 months ago, and was resubmitted about four (4) months ago with additional information per City comments/request. 30. Troy Jones stated that the next step in the City process is the November 161h hearing in front of the Planning and Zoning Commission to request approval of the re -zone request and the ODP. 31. A resident asked if this project similar to other projects in terms of time frame and how true the conceptual sketch is to the actual buildings and uses. It was 5 21. A neighbor was interested in the issue of water needs. They were especially interested in how the proposed development would impact Parkwood and Parkwood East. Brock Chapman stated that he was not aware of problems at this time. 22. Another resident wanted to know if there would be a new road into Parkwood East from the Spring Creek Farms site. The answer is NO from the Union Pacific Railroad. The City did not require a vehicle connection. No connection was indicated in previous planning. Not approving another connection across the tracks is an issue of practically on the part of the railroad. The proposed plans do not call for any road connections to Parkwood East from this site. *23. One resident is very concerned about how the current neighbors will protect their existing neighborhood(s) from additional through traffic that will be generated by the development of Spring Creek Farms. What can they do to prevent it? The City has offered to work with Parkwood East residents on this issue, provided their neighborhood can organize amongst themselves and a reach a consensus on traffic calming within their neighborhood. 24. Another neighbor is concerned about the traffic problems they have with the existing apartment complex. Will it be possible to block apartment access at Kirkwood (Drive)? This is an issue to be taken up with the City and not this developer. Eric Bracke, the City Traffic Engineer, stated that the apartment complex is required to have two (2) points of access by the fire department. Eric also stated that there is a previous history in the area that is the source of the current problem and not this developer. The planned traffic charette will address just such problems. 25. Eric Bracke stated that of the 5,000 potential daily trips generated by this proposal, only a small number of those trips would go through the adjacent neighborhood. 26. The one of the reasons the proposed ODP will generate less traffic than the current zoning is because the "E - Employment" designation will put traffic on the arterial streets, whereas a residential development is more likely to put traffic on the residential streets. Both Eric Bracke and Gene Coppola believe that the issue here is background traffic. 27. A neighbor stated that there is an existing traffic problem on Rollingwood and Eastwood. In addition, the storm sewer on Rollingwood is prone to flash flooding. This neighbor recognizes that the City is the problem with regard to these issues and not the current applicant, nevertheless, the resident believes that the proposed Spring Creek Farms project will only further increase the problems. 4 17. A neighbor asked about the value of a home on the single-family lots. At this point Brock Chapman wished to address several questions that came before this particular one about the value of single family lots. Thus, he stated the following: - that the Johnson family currently owns the property. The "E" designation was reached in consensus with the City. - He went on to explain that the "E" uses allowed L.U.C. are very broad, (they are categorized as Type 1 and 2) and that the designations did not allow for market specific research for even Type 1 "E" uses. - The performed market analysis does not support the development of the site as all single family residential. - The research did agree with the City's designation of the site as a transition area. - The Johnson's wanted ability to respond to market at the time of sale, whenever that might be. - The proposed residential use is in response to the market analysis and desires expressed by current neighbors. - It clearly states in the City's L.U.C.'s that the applicant is required to have at least 2 to 3 different housing types on the site due to the size of the property. In answer to the specific question asked, Brock Chapman informed the resident that the proposed single family housing is anticipated to be in the low to mid $200,000's, town houses are likely to be in the high $100,000's, and for rent units will be based upon the prevailing market rates. 18. The Cumberland Companies will likely only buy the property if it the Structure Plan Amendment and Re -zoning are successful. 19. Troy Jones stated that more input from the City and the surrounding residents is required for the applicant to move to the next step in the approval process. Nothing can be built based on the O.D.P. drawing, and the Project Development Plan, the next step in the approval process, is what determines the specific uses and specific details of the project. Troy also stated the LMN designation requires 5 to 8 density units per acre. 20. The Lot sizes shown on the conceptual sketch are projected; there are no specific minimums; 40' in width is a practical minimum but the lots can be smaller. The applicant must meet the minimum density required by the City. Troy Jones noted that on a site under 20 acres, the proposed residential product can be all single family homes, but a series of model varieties are dictated by the City. 9. A resident asked which roads in the area would be used by/for new elementM school students? It has been determined that any new students generated by this project will attend Laurel Elementary. 10. Area residents feel that short cuts through Parkwood will be used to get to Rifenburgh Elementary. The school district representative stated that elementary and junior high children would be bused from the area to their respective schools, and that these elementary aged students would attend Laurel Elementary School (which is currently under capacity), not Rifenburgh Elementary School. 11. The school district representative stated that the last major change to the school district occurred two (2) years ago, and any changes before that were considered minor. 12. The school district representative said that it was not possible to predict if there would be any new schools built for this area. Currently, the district is looking at areas to the south. The school district representative also stated that the years 2007 through 2009 are too far out to predict new facility needs. 13. The applicant is in contact with the Union Pacific Railroad and the Public Utilities Commission regarding possible railroad crossings. 14. The 1997 Comprehensive Plan designated the site for "E - Employment" use without the consideration of any specific development proposal. The neighbors would like to know what has happened to change use. The City's Advanced Planning department now recognizes that there may be more appropriate uses for the site than the use the City decided on previously. 15. Cumberland Companies is interested in creating a product that the market will bear/receive well, and this proposed set of uses makes the development of the site viable and acceptable with the City goals/uses and the potential market. - Residents who attended the previous Neighborhood Meeting expressed a clear preference for residential development of the site rather than "E". 16. The applicant believes that the City will be less likely to support a proposal that depicts all single family lots. The City has a clearly expressed a desire/goal of providing a diversity of housing types, located near transit access, and commercial development, such as what is planned at Rigden Farm. The applicant voluntarily included the LMN use on the project, the City did not ask for it. In addition, due to the size of the site (55+ acres) at least three (3) different housing types are required under the Fort Collins Land Use Code. F1 Spring Creek Farms (Johnson Farm) 10/12/00 Fort Collins, Colorado 2nd Neighborhood Meeting Fort Collins, Colorado 2nd Neighborhood Meeting RE: Structure Plan Amendment, Re -zone, & O.D.P. 1. Three (3) years ago the Spring Creek Farms site was zoned "T - Transitional" because the City and the owner could not agree on zoning; the Structure Plan designation was "E" at that time. 2. Ross Consulting and Realtec performed the Spring Creek Farms market study. It was both a city wide and immediate site area study. 3. The commercial uses planned at Rigden Farm include the designation "Neighborhood Commercial" which in this case means a grocery anchor, and associated accessory uses. Office will not be the primary use. - The Market Study for Spring Creek Farms addressed all potential commercial uses and concluded that the Spring Creek Farms site would be at a disadvantage as "E". Please refer to study on record with the City for further information. 4. A neighbor asked what percentage of the proposed buildings would be rentals? The answer to the question is unknown at this time. 5. The single family detached portion of Parkwood East is approximately 3 units per acre. Spring Creek Farms must achieve the City's minimum densities in order to gain City approval. The LMN minimum is 5 units/acre and the maximum is 8 units/acre. MMN has no specific cap except to limit buildings to 40' in height (3 stories) and adequate parking must be provided. The minimum density for MMN is 12 du/ac. 6. The proposed plan for Spring Creek Farms generates significantly less traffic than a site designated for all "E - Employment" use. 7. One of the residents asked what the vacancy rates are in the existing apartments surrounding the site. The answer to the question is unknown at this time. S. The required Traffic Impact Study was performed by Gene Coppola, a Cumberland Companies consultant, and is on record with the City staff. Commui.-_y Planning and Environmental 1. _vices Current Planning City of Fort Collins Johnson Farm (Spring Creek Farm) Second Neighborhood Meeting 7 p.m. to 9 p.m. on October 12, 2000 at Riffenburgh Elementary School Several neighbors recommended that a second neighborhood meeting be held because the first meeting was apparently scheduled on the same night as another neighborhood event, and there were also some neighbors beyond the required 500 foot notification area that wanted to have the opportunity to hear about and comment on the project. Therefore, a second neighborhood meeting for the Johnson Farm Rezone and O.D.P. was held on October 12, 2000. It was recommended by a neighbor active in the Parkwood homeowners association that the members of the Parkwood East, Parkwood, and Stonehenge homeowners associations be invited to this second neighborhood meeting. The applicant was not required to conduct the second meeting, or pay for the mailing of invitations for the second meeting but volunteered to do so at the neighbor's request. The applicant has provided staff with a copy of their notes from the meeting and responses to the questions raised at the meeting. Please find the attached Neighborhood Meeting Notes for the second neighborhood meeting. Staff has reviewed the notes and find them to be an accurate account of the meeting. 281 North College Avenue • P.O. Box 580 • Fort Collins, CO 80522-0580 • (970) 221-6750 • FAX (970) 416-2020 PC:reJQ NoTi55 'A;,V,r >ego /i;d� 1737 D' / 7 t 3 6a,8 LOo Q L+, l Q1 3 l ? 3 G T,4,41Lwood C3oo s. s�(cfZbAC.C�..�,siC- u,,ttY\ aS3 t—ZMCLQ Woop� THBORHOOD LNFOR for Project: - 1c�Y/NSn.V Meeting Location: Date: 6 ATION MEETING Attendees: PIease sign this sheet. The information will be used to update the project mailing list and confirm attendance at neighborhood meetings. Contact the Planning Department (221-6750) if you wish to receive minutes of this meeting. Did You Receive rdrdrress ect ritten Notification. of Chic maatin n� Name Address Zip Yes No Yes No �3oc, S. Sy RA c�.SE vxA�� a�j 01 . C'e i73T-AILw000 1) k 2625- x n t"cgOsZ I 1/ /i J&,C- b e N 7 :l A & e .a - (f 7 ,i r�� GUCC S ✓ I� "SI�"-tlen i%nn 1713 6miwazg Cf. �Os ►� I A b'OS95 �✓ �+=-f C' f Fc?c � s �sof2s C-n 2zz� cRErlswc�on vR � �— ' ` W � 01Lf0 -r uv CQ r 40 SLS � I � 3-Z � g °y 1✓` Ct— BUSS- which calls for higher densities in strategic location to reduce sprawl, the plan provides the required neighborhood parks near dwelling units, and promotes the City's vision of a more urbanized form based on the regulations within the Land Use Code. In a nutshell, the applicant stated that the project meets the goals and objectives of City Plan, which was established to enhance the quality of life for all residents of Fort Collins. Another neighbor mentioned after the meeting that providing multifamily housing may not improve the quality of life for existing Parkwood residents, but on a city-wide scale, the provision of apartments allows a larger base of more affordable housing, which in turn possibly improves the quality of life for someone who may otherwise not be able to find housing opportunities in Fort Collins. Also, this neighbor made the point that a higher density configuration developed with the high quality design features required in City Plan would allow more people access to a higher quality of life. It was discussed that Timberline will ultimately be a 6-lane major arterial that will carry roughly 45,000 vehicle trips per day (College Avenue currently carries roughly 55,000 trips per day). There will be three through -lanes in both directions plus additional left and right turn lanes in key locations. A resident from the Parkwood neighborhood stated that this development would add cut - through traffic on Eastwood Drive because some of the residents of this proposed development would drive through the Parkwood to get to the EPIC center. This resident stated that he and his neighbors along Eastwood drive would like Parkwood East Apartment access to Eastwood Drive and Kirkwood closed off. City staff clarified that such an effort is out of the scope of this proposed development. The city policies generally favor multiple and direct connections within and between neighborhoods, and it is unlikely the closing of this access point would be supported by staff. Any discussions of this nature should be directed to Eric Bracke, the city's Traffic Engineer, and Kathleen Reavis from the city's Transportation Planning Department. k] A neighbor asked about the applicant's plans for drainage, and pointed out that they have problems with basement flooding when the detention pond fills up. The applicant went over plans for a major stormdrainage line to be build along Drake going east, and mentioned the water on the north part of the site goes to another basin. What will be built first? The single family area next to the tracks, then the multifamily portion on the eastern part of the site. How many accesses/street connections will be provided on Drake? There will be one at the current alignment of Sagebrush which goes into the Meadows East neighborhood. This intersection will start off as a unsignalized full movement intersection, but may change to a limited movement in the future when and if it conflicts with the smooth operation of Drake traffic. It will not be signalized. How many accesses/street connections will be provided on Timberline? One traffic light roughly 1/3 mile north of Drake, and two limited movement intersections between Drake and the new light. The traffic projections for this use compared to if the property were developed as "E- Employment show that the am/pm peaks have 40% less traffic with the proposed use that with the E use. It is projected that there will be a total volume out of 5300 trips. 25 to 30% going north, 30 to 35% going west, 35 to 40 % going south, and 5% going east. A neighbor asked if the traffic study had addressed the issue that FCHS will impact the traffic on Drake and Timberline at times other than the standard peaks, namely 7:30 a.m. and 3:00 p.m., and pointed out that there are currently a lot of accidents on Timberline. The applicant responded that the widening of Timberline from Vermont to Drake will help to solve the problems that the FCHS impacts create. The traffic generation counts in the traffic study were based on actual traffic counts. A neighbor from the Parkwood neighborhood stated that this development will add substantial traffic impacts to the Parkwood neighborhood. One of the current traffic problems that the Parkwood residents are experiencing is a high number of cut through traffic from the Parkwood East Apartments through the neighborhood to get to Drake. The neighbors are concerned that this will add to an already problematic situation. The applicant responded that the traffic study reflects the proposed density, and that they are willing to take any unanticipated traffic issues into account. The applicant also pointed out the proposed residential uses would have less of an impact to Timberline and Drake during the a.m. and p.m. peaks than an E-Employment development would. A neighbor asked what price range the single family component would be. The applicant answered that it's to soon to tell for sure, but most likely they will range in prices from the low to mid 200's. A neighbor asked the applicant how this project is anticipated to improve the quality of life in Fort Collins. The applicant responded that it embraces the philosophy of City Plan 2 City of Fort Collins Commun..y Planning and Environmental ._avices Current Planning NEIGHBORHOOD MEETING for the Johnson Farm Rezone and ODP conducted from 7 to 9 p.m. on August 24, 2000 by Troy Jones at the FCHS school library It was discussed that the timing of Improvements of Timberline Road will tentatively be as follows: • Construction of the portion from Vermont to just north of Drake will start within about 8 weeks, • The extension of the improvements from just north of Drake to Prospect is still up in the air. This development will have to contribute to the improvements in some way. It was discussed that the "E" uses will be located on the north part of the site to act as a buffer between the residential and the existing vacant pipe factory. A neighbor asked what the lot sizes will be in the LMN portion of the site. The applicant responded that the lots will range in size from around 40'x 80' to about 50' x 100'. Neighbors asked about whether or not there would be any plans to make a street connection across the railroad track at any point between Drake and Prospect. There are no new street connections across the RR tracks possible for this specific site. The site just east of the tracks in the EPIC center vicinity has yet to have a development proposal, so it cannot be determined if any connections at that location may be made. It looks unlikely. Neighbors expressed a desire to have a street connection across the tracks between the cul-de-sac at the end of Riverside and Timberline Road so that the uses of the EPIC center and the Parkwood East Apartments would have another route south rather than driving through the residential neighborhood. Neighbors asked what the pipe plant is currently zoned. It is zoned T-Transition, and has an E-Employment designation on the structure plan. It was asked what the plans for the Employment area of the site are. The developer anticipates selling the land to office, financial services, medical clinics and/or childcare developers. Who is that applicant? The Cumberland Companies, who have the project under contract with the Johnson's, who have farmed the land for years. 1 281 North College Avenue • P.O. Box 580 • Fort Collins, CO 80522-0580 • (970) 221-6750 • FAX (970) 416-2020 The Overall Development Plan for Spring Creek Farms has been designed to meet the requirements outlined in this section regarding the design of Medium Density Mixed -Use Neighborhoods. The O.D.P./conceptual site plan for Spring Creek Farms incorporates opportunities for a variety of housing types. These include the traditional single family homes, alley loaded single family homes, row houses, townhouses, flats above garages, carriage houses, and apartments. The projected densities at Spring Creek Farms are in compliance with stated City requirements. Policy MMN-3.3 Urban Design Character. Buildings will be placed to form active commercialstreet fronts and other connecting pedestrian spaces. The visual dominance of parking should be reduced by breaking large lots into smaller blocks of parking, forming interior -block locations for parking, locating employee parking in less -used areas, maximizing on -street parking, and using angled parking stalls. Parking lots should include generous shade tree planting and walkways that directly connect origins and destinations. Signs should be coordinated to reinforce unique identity and character. Policy MMN-3.4 Block Pattern. The pattern of streets and blocks in the surrounding neighborhood will be strongly encouraged to carry directly into and through a Neighborhood Commercial Center as a simple and sure way to achieve the urban design character described in MDN-3.3 (above) and integrate the Center with surrounding neighborhood. Policy MMN-3.5 Building Height. Two to three-story buildings are encouraged to reinforce the Neighborhood Commercial Center as a focal point of activity and increase the potential for mixing uses, such as locating dwellings or offices over shops. One-story buildings will be permitted. Policy MMN-3.6 Central Feature or Gathering Place. A Neighborhood Commercial Center will include a comfortable, prominently located square, plaza, or other public gathering place with amenities such as benches, monuments, kiosks, and public art. Other civic and recreation uses could be combined with the public gathering space. The commercial area at Spring Creek Farm is anticipated to serve the daily needs of area residents traveling on East Drake and Timberline Roads, as well as the local neighborhood, offering a variety of goods and services allowable within the employment district. The site plan for this area is oriented with the surrounding neighborhoods and land uses in mind, including an effective transitionibuffer to the industrial property located north of this site. It is configured to provide easy pedestrian and vehicular access to the same users it serves. The design of any use within the commercial area will be architecturally "finished" to a similar degree. This compatibility will be expressed in terms of similar building materials, color, massing, scale and design details in accordance with the City's visual goals for commercial properties, and the requirements outlined in Policies MMN 3.3 — 3.6 above. Environment (ENV) PRINCIPLE ENV-1: Continually improve Fort Collins' air quality as the City grows. Policy ENV-1.21 Land Use. The City shall support proposals for higher density residential development and mixed land use development in appropriate neighborhoods and districts, if they are designed to enhance the use of alternatives to single -occupant motor vehicle transportation, and if they comply with all other criteria necessaryfor approval ofsuch proposals. Increasing the residential component of the Spring Creek Farms site will reduce the Vehicle Miles Traveled (VMT). And therefore, improve the air quality in Fort Collins by locating higher density residential (particularly multi -family and single family attached housing) between the Ridgen Farm commercial area and the future multi -modal corridor planned for the Union Pacific Railroad right-of-way to the west. In addition, this request for a higher density residential development complies with other criteria necessary for approval, as outlined in this document. 17 The Overall Development Plan for Spring Creek Farms has been designed to meet the requirements outlined in this section regarding the design of Medium Density Mixed -Use Neighborhoods and Non - Residential Uses. The O.D.P./conceptual site plan for Spring Creek Farms incorporates a variety of housing types. These include the more traditional single family homes, row houses, townhouses, flats above garages, carriage houses, and apartments. The projected densities at Spring Creek Farms are in compliance with stated City requirements. Public spaces are designed to be the focus of daily living at Spring Creek Farms. These public spaces include streets, parks, and a neighborhood center. The neighborhood center may incorporate a community facility, a recreation facility, a service center, offices, a clinic, or a gallery. The entire community has been arranged to encourage pedestrian movement from place to place. Round -a -bouts, a park, and other community gathering spots are strategically located throughout the new neighborhood. Gaining access to these spots is safe and simple for pedestrians and bikes. PRINCIPLE MMN-2: The layout and design of a Medium Density Mixed -Use Neighborhood will form a transition and a link between surrounding neighborhoods and the Neighborhood Commercial Center or Community Commercial District. Policy MMN-2.1 Size. A Medium Density Mixed -Use Neighborhood should extend an average about one - quarter (114) of a mile from the adjacent Neighborhood Commercial Center or Community Commercial District, subject to adjustment for site -specific or pre-existing circumstances such as duplex and detached houses, further from the core and closer to the surrounding lower density neighborhoods. Policy MMN-2.2 Relationships and Transitions at Edges. Non-residential uses and larger buildings of attached and multiple family housing should be encouraged to be near the commercial core, with a transition to smaller buildings, such as duplex and detached houses, further from the core and closer to the surrounding lower density neighborhoods. Policy MMN-2.3 Building Orientation. Buildings will face public sidewalks or other public outdoor spaces that connect to streets, the commercial core and to transit stops. Parking lots must not be the primary focus of buildings. Examples of public outdoor spaces include parks, squares, gardens with walkways, and courtyards. Policy MMN-2.4 Block Pattern. A unifying pattern of streets and blocks, with buildings fronting the streets, will be strongly encouraged as an effective way to integrate housing with other uses to form a coherent, livable transitional area. Such a pattern incorporates attached housing types into the community fabric in a manner similar to detached houses, by facing buildings into attractive neighborhood streets and sidewalks that are part of the community network. This block pattern will maximize other positive housing characteristics, including: - individual identity - easy way -finding for visitors - more and better accessibility and personal mobility - human scale - a defined transition from front to back, thus providing a logical, rear location to incorporate parking and garages, service functions, and outbuildings for storage - the security that comes with visibilityfrom and to public streets the sense of community that comes with dwellings sharing a neighborhood street Policy MMN-2.5 Block Characteristics and Street Layout. While blocks should generally be rectilinear or otherwise distinctly geometric in shape, they may vary in size and shape to avoid a monotonous repetition of a basic grid pattern, or to follow topography. In order to be conductive to walking block size should be determined by f •equent street connections, within a maximum range of about 300 to 700 feet. 16 Policy LMN-2.4 Neighborhood Center Design. A Neighborhood Center should either be designed in collaboration with the residents, or otherwise be custom -designed by its developer to reinforce the positive identity, character, comfort and convenience of its surrounding neighborhood. Policy LMN-2.5 Neighborhood Center Access. Access for pedestrian and bicycles should be a priority. Policy LMN-2.6 Additional Services and Conveniences. In addition to Neighborhood Centers, non -retail development such as places of worship, day care, recreation facilities, schools, and small civic facilities, may be incorporated into a neighborhood in other locations. Policy LMN-2.7 Neighborhood Retail Uses. Retail uses will be permitted only in Neighborhood Centers. Retail centers will be separated by at least three-quarters (314) of a mile. Policy LMN-2.8 Access to Transit Either the Neighborhood Center or another focal point for possible transit stop should be provided in a location that is logical, and has convenient access for pedestrians, bicyclists and motorists. Policy LMN-2.9 Outdoor Spaces. Small neighborhood parks, squares and other common outdoor spaces will be included within new neighborhoods. These spaces should be attractive settings, highly visible and easily observed from public streets. Public spaces are designed to be the focus of daily living at Spring Creek Farms. These public spaces include streets, parks, and a neighborhood center. The northeast corner of the community has been considered as the possible location for a neighborhood center. This location will meet distance criteria to serve the residents of Spring Creek Farms. This location also provides opportunity for access to transit and may include a variety of uses to serve the neighborhood and surrounding area. The neighborhood center may incorporate a community facility, a recreation facility, a service center, offices, a clinic, or a gallery. The entire community has been arranged to encourage pedestrian movement from place to place. Rounda- bouts, a park, and other community gathering spots are strategically located throughout the new neighborhood. Gaining access to these spots is safe and simple for pedestrians and bikes. SUB CATEGORY — New Medium Density Mixed -Use Neighborhoods (MMN) PRINCIPLE MMN-1: Housing in new Medium Density Mixed -Use Neighborhoods will have an overall minimum average density of twelve (12) dwelling units per acre, achieved with a mix of housing types. Policy MMN-1.2 Housing Types and Lot Sizes. Various housing types can fit this transitional, higher activity location, including the following: - small lot single-family houses (lots under 6,000 square feet) - townhouses (attached housing) - accessory dwelling units - multi family housing - dwelling units stacked above or mixed with offices or work space These housing types can readily share streets and blocks with other uses, and offer opportunities for low - and medium -cost housing to be mixed with higher -cost housing and non-residential uses. Policy MMN-1.3 Non -Residential Uses. Secondary uses can fit this transitional, higher -activity location including the following: - parks and recreation - places of worship and assembly - civic uses - day care (adult and child) - offices and clinics - small businesses with low traffic and visibility needs such as service shops, studios, workshops, bed -and -breakfasts, and uses of similar intensity - Neighborhood -serving retail uses 15 Policy HSG-2.5 Distribution of Affordable Housing. The City will encourage a community -wide distribution of affordable housing in all neighborhoods to promote diverse neighborhoods. As stated earlier, by committing the land use at Spring Creek Farms to a higher residential density, particularly to multi -family and single family attached housing, the City can maintain the affordability and accessibility of housing, thereby improving the balance between multi -family housing opportunities within the City, relative to other land uses supplies. SUB CATEGORY — New Low Density Mixed -Use Neighborhoods (LMN) PRINCIPLE LMN-1: Low density Mixed -Use Neighborhoods will have and overall minimum average density offive(5) dwelling units per acre, achieved with a mix of housing types. Policy LMN-1.2 Mix of Housing Types and Lot Sizes. Builders and developers are encouraged to use their ingenuity to combine and distribute a variety of housing types to make an attractive, marketable neighborhood with housing for a diversity of people. At least two (2) housing types shall be included in any residential project containing more than thirty (30) acres. As the acreage of the residential project increases, so shall the number of housing types increase. This can be achieved in various ways, with a variety of housing types, including the following: - small lot single-family houses (lots 6, 000 square feet, or less) - townhouses (attached housing) - accessory dwelling units - multi family housing (provided there are compatible in scale and character with other dwellings in the proposed neighborhood, and limited to a maximum of four to eight dwelling units in a building) The Overall Development Plan for Spring Creek Farms has been designed to meet the requirements outlined in this section regarding the design of Low Density Mixed -Use Neighborhoods. The O.D.P./conceptual site plan for Spring Creek Farms incorporates a variety of housing types. These include options for the more traditional single family homes, row houses, townhouses, flats above garages, carriage houses, and apartments. The projected densities at Spring Creek Farms are in compliance with stated City requirements. PRINCIPLE LMN-2: The size, layout and design of a Low Density Mixed -Use Neighborhood should make it conductive to walking, with all the dwellings sharing the street and sidewalk system and a Neighborhood Center. Policy LMN-2.1 Size of Neighborhood. A typical neighborhood will be an area about one-half (112) mile across, subject to adjustment for site -specific or pre-existing conditions. Policy LMN-2.2 Neighborhood Center. A neighborhood should be planned to include other neighborhood -serving uses and features in addition to residential use. At a minimum, each neighborhood will include a Neighborhood Center that serves as a year-round gathering place accessible to all residents. A Neighborhood Center will be no larger that 7 acres, and will include some of the following: recreation facility; school; children's and adults' day care; place of assembly and worship; small civic facility; neighborhood -serving market, shops, small professional offices, clinics, or other small businesses. Any such uses should have limited needs for signage and limited traffic attraction into or through the neighborhood. The inclusion of rooms or indoor space for meetings and neighborhood functions is encouraged, as is a square, plaza, pavilion, or other outdoor space accessible to all residents. Policy LMN-2.3 Neighborhood Center Location. A Neighborhood Center should be encouraged to locate near the center of the neighborhood, but will be permitted to be located elsewhere such as on an edge. 14 Single-family and multi family housing The conceptual plan for Spring Creek Farms incorporates many of the complementary uses outlined above ,that are required to meet the needs of Employment Districts. In addition to providing a variety of housing options and some commercial uses, the plan also includes a network of streets and sidewalks that are connected to and encourage the use of existing transportation opportunities. Housing (HSG) PRINCIPLE HSG-1: A variety of housing types and densities will be available throughout the urban area for all income levels. Policy HSG-l.l Land Use Patterns. The City will encourage a variety of housing types and densities, including mixed -used developments, that are well -served by public transportation and close to employment centers, services, and amenities. In particular, the. City will promote the sitting of higher density housing near public transportation, shopping, and in designated neighborhoods and districts. Policy HSG-1.2 Housing Supply. The City will encourage public and private, for profit and non-profit. sectors to take actions to develop and maintain an adequate supply of single- and multiple family housing, including mobile homes and manufactured housing, that is proportionately balanced to the wages of our labor force. Policy HSG-1.4 Land for Residential Development. The City will permit residential development in all neighborhoods and districts in order to maximize the potential land available for development of housing and thereby positively influence housing affordability. Policy MSG-1.5 Special Needs Housing. The housing needs of all special populations within the community should be met. Residential -care facilities, shelters, group homes, elderly housing, and low- income housing should be dispersed throughout the Fort Collins urban area and the region. Spring Creek Farms is located along two (2) existing Transportation Corridors and near a designated multi - modal transportation corridor. The proposed site plan calls of a mix of detached single family dwelling, single family attached housing, and multi -family housing. The site is in close proximity to Rigden Fames, where a considerable amount of land has been dedicated to commercial/retail uses. By committing the land use at Spring Creek Farms to a higher residential density, particularly to multi -family and single family attached housing, the City can maintain the affordability and accessibility of housing, and a logical and appropriate land use pattern will be maintained. Based on a detailed market analysis completed by Ross Consulting Group, there exists an imbalance of available lands between commercial and multi -family uses. Approval of this Spring Creek Farms proposal will improve the balance of available lands so that multi- family lands will not be depleted at such a fast rate as compared to commercial lands. While the single family lots also incorporated in the Spring Creek Farms plan may be the embodiment of the `American Dream' for some, other individuals may be looking for a more diverse set of options. The more traditional main street model of living, that includes row houses, town homes, flats above garages, carriage houses, and apartments may be better suited to fulfill their desires. Spring Creek Farms will be an environment where a mix of housing styles, sizes, and prices allow for the integration of people of all ages and economic means. It will be a place where physical connections make it easy for residents to walk or bike to local services, a place where some residents can work at or close to home. Spring Creek Farms will be an environment where the emphasis is placed on creating a cohesive community by accommodating the full range of the population's needs. PRINCIPLE HSG-2: The City will encourage the creation and expansion of affordable housing opportunities and preservation of existing housing stock. 13 drives and alleys, to provide access to rear -loaded garages, may be included in the individual block designs as well. Any home that has an alley at the rear of the lot it is located will have its garage accessed from the alley. The proposed street pattern creates order and provides a transition from transportation efficiency to a calm, walkable community. The streets of Spring Creek Farms are designed to foster a sense of place. To that end, the streets are designed to end in a visual reference point, a significant feature, or a vista such as a park, public space, or round -a -bout rather than a garage door. In addition, the street and sidewalk design is intended to foster interaction among residents; they have parkway lawns and are fronted by attractive building facades. Shade trees and other landscape amenities will be included in the streetscape, to be detailed on the landscape plan. Street trees will be used in a formal architectural way to reinforce, define, and connect the space created by the lot layout and street formation. A mixture of canopy shade trees will make up the majority of the tree plantings and they will be arranged to establish a partial tree canopy cover. The shade trees will be balanced by the presence of evergreen and decorative flowering species. Existing healthy trees will be preserved whenever possible. Economic Sustainability and Development (ECON) PRINCIPLE ECON-1: The City will pursue a balanced and sustpinable economic development program. Policy ECON-1.4 Jobs/Housing Balance. The City will strive to ensure that a reasonable balance exists between housing demand created by growth in lower income jobs and residential development capacity. The City will encourage existing and future major employers locating within the City to develop employer - assisted housing programs for lower income employees. The City should provide technical assistance to employers wishing to obtain information on model programs. The Fort Collins City Plan/Comprehensive Plan identifies several important objectives to which the appropriate placement and balanced allocation of land resources are critical. These objectives include the promotion of compact urban form, mixed -use development, varied and affordable housing options, and a balance between jobs and housing and good air quality. The citywide objectives also address the reduction of Vehicle Miles Traveled, which is tied to good air quality. The O.D.P. for Spring Creek Farms addresses each one of these issues. This parcel is currently zoned "T" - Transition with an " B" - Employment designation under the City of Fort Collins City Plan which limits the majority of the site to commercial employment related uses. Based on a city-wide and area specific market analysis, the proposed Overall Development Plan for Spring Creek Farms proposes a combination of uses beyond the single "E" - Employment use established by the structure plan in 1997. It is designed to meet and promote the same planning objectives as the City of Fort Collins within the specific parcel of land and in the surrounding areas. The plan for Spring Creek Farms clearly originates in the wish to link the demand for a specific land use with a viable, well conceived, and planned development. Based on a city-wide and area specific market analysis, the proposed Overall Development Plan is the best land use plan for the site, and is the result of the desire to match market needs, based on current and future land uses. Approval of this O.D.P.would help achieve stated citywide planning goals by allowing the proposed land uses and putting in place a plan that meets the objectives. The Overall Development Plan that accompanies this request depicts a site where a balance between commercial, multi -family, SFA, and SFD residential uses combine to effectively meet the needs of the existing market conditions, as identified in the recently completed market analysis by the Ross Consulting Group. In this Development/Market Analysis, a study of the projected land uses for this area indicated that these uses and densities were in keeping with future expected land use demands. As stated earlier, the 11 All residential and non-residential development within Spring Creek Farms will follow design guidelines. The guidelines are not intended to stifle the creativity or originality of any designs, but rather to maintain harmony in the design of the Spring Creek Farms community as it is built out. The variety of housing options, combined with streets carrying light traffic loads and strategically located neighborhood open areas, will allow a small community setting to be established for the overall development. The O.D.P. for Spring Creek Farms is planned to compliment the existing land use patterns and efficiently utilize existing City services/utilities. Spring Creek Farms will connect to and be administered by existing services and utilities. The plan is designed with a clustered density that is appropriate for the particular site as well as the surrounding areas and it encourages connections to the properties, amenities, and services that already surround Spring Creek Farms. Multiple -family housing within Spring Creek Farms will be designed to meet the criteria noted in Policies AN-4.1 through AN-4.3 above. Detailed architectural design will be provided with future Project Development Plan submittals. PRINCIPLE AN-5: All new residential buildings should be designed to emphasize the visually interesting features of the buildings, as seen from the public street and sidewalk. The visual impact of garage doors, driveways, and other off-street parking will be minimized and mitigated. Policy AN-5.1 Garages and Driveways. To foster visual interest along a neighborhood street, the street frontage devoted to protruding garage doors and driveway curb crossings will be limited. Generally, garages should be recessed, or if feasible, tucked into side or rear yards, using variety and creativity to avoid a streetscape dominated by the repetition of garage doors. Locating garages further form the street can allow narrower driveway frontage at the curb, leaving more room for an attractive streetscape. Policy AN-5.2 Alleys and Shared Driveways. Alleys and various forms of shared driveways are encouraged in order to improve the visual interest of neighborhood streets by reducing driveway curb cuts and street facing garage doors. Such alleys and driveways can also serve as locations for ancillary buildings, utilities, service functions, and interior -block parking access. Policy AN-5.3 Street Vistas. If possible, the view down a street should be designed to terminate in a visually interesting feature, and not terminate directly in a garage door. Each of these Principles and Policies of neighborhood design will be incorporated into the Spring Creek Farms Master Plan and will be enhanced and articulated through the detailed neighborhood design process and Project Development Plan submittals. The single-family product types may include alley loaded lots as well as conventional front loaded lots. All front loaded products will meet the garage door setback criteria. Because garage doors have recently become such a dominant feature in house facades, special attention will be focused on the design and placement of the garage in all the Spring Creek Farms homes. Garages will be designed to fully integrate with the floor plan of a house rather than appearing to be an after thought. All home designs shall incorporate methods to diminish the impact of the garage and garages doors and prevent residential streetscapes from being dominated by protruding garage doors. Several building techniques can be employed to achieve the desired effect. This will help to soften the impression of the garage on the streetscape. Varying the location and/or orientation on the garage will further mitigate their impact. All garage restrictions will be clearly defined in the design guidelines, after Spring Creek Farms receives P.D.P. approval from the City of Fort Collins. Garage guidelines will comply with the latest residential design guidelines set forth in the City's Land Use Code. All roads at Spring Creek Farms are intended to be safe and aesthetically pleasing byways for pedestrians as well as cars. A network of residential roads extends throughout the community and provides efficient access between the various individual blocks and other areas of interest. This network interconnects the blocks with the open spaces scattered throughout the community, but discourages through traffic at high speeds, rather the streets are intended to move traffic at safer and more modest speeds. These streets conform to an interconnected hierarchy of narrower pavement widths in order to calm traffic. Shared 10 Open space areas in Spring Creek Farms consist of public parkways along the road network, pedestrian paths, community entries, and a central community park. Parkway lawns and small landscape areas are anticipated along the collector and local streets to further enhance community identity and sense of openness for Spring Creek Farms. The open spaces have been strategically placed throughout the community so as to be within short walking distance of as many homes as possible. They are also located to have a strong visual impact from neighborhood entries and local streets. Many of these open spaces will function primarily as semi -private, neighborhood landscaped areas where children and neighbors can congregate and recreate. The park may include a play area that is handicap accessible, a grassy area for "free -form" games„ a shaded picnic area, and/or an arbor/gazebo structure. The park will be surrounded by low volume local streets and defined by the fronts of homes, or will have the sides of homes facing it. The picnic area and play area, which are likely to be the most heavily used resources, will be screened with dense plantings as necessary, in order to offer privacy to adjacent neighbors. PRINCIPLE AN-4: Design policies for residential buildings are intended to emphasize creativity, diversity, and individuality. The following design policies are based on the premise that truly creative design is responsive to its context and the expressed preferences of citizens, and contributes to a comfortable, interesting community. Policy AN-4.1 Multiple -Family Housing Characteristics. All multiple family buildings should be designed to reflect, to the extent possible, the characteristics and amenities typically associated with single- family detached houses. These characteristics and amenities include orientation of the front door to a neighborhood sidewalk and street, individual identity, private outdoor space, adequate parking and storage, access to sunlight, privacy, and security. Policy AN-4.2 Multiple -Family Building Variation. Multiple -building projects should offer variation among individual buildings, yet stay within a coordinated overall "design theme". Variation among buildings should be achieved by a combination of different footprints, facade treatment, roof forms, entrance features, and in specialized cases, building orientation. Monotonous complexes of identical buildings shall be discourage, although there may be ways to achieve visual interest among substantially identical buildings with a high degree of articulation on each building, combined with variation in massing on the site. Policy AN-4.3 Single -Family Housing Characteristics. Variation in house models in large developments should be encouraged, to avoid a monotonous streetscape, and eliminate the appearance of a standardized subdivision. The residential neighborhoods in Spring Creek Farms will have clearly definable edges. A variety of housing opportunities (size, type, neighborhood density, price, etc.) will be offered. The overall theme and image of the Spring Creek Farms community will be reflected through the architecture, lot and building layout and organization, landscape architecture, and the design and details of all ancillary structures in each neighborhood. By using streets that do not encourage high-speed through -traffic such as round -a -bouts and short through streets, pedestrian -friendly byways will be created in the neighborhoods. Spring Creek Farms fits well with the City's stated desire to promote quality developments. The proposed lot design and layout is responsive to the existing site conditions and surrounding uses. The size and shape of lots allow for a certain amount of creativity, diversity, and individuality not easily found among current residential developments. The intent of the residential design will be to emphasize visual interest and environmental quality within the community and through the residential architecture. Special care will be given to regulating the visual impact of items such as garage doors and porches, ensuring that all homes will be compliant with the City's latest residential design guidelines. The Spring Creek Farms plan is designed to maintain a residential neighborhood character. In order to ensure a strong street presence along the sidewalk, a uniform building fagade line will be encouraged. However, townhouse -style attached units will be designed to appear as individual townhouses. 9 separation between the park, and the vehicle traffic in the neighborhood. Site furnishings will include benches and a gazebo. SUB CATEGORY — All New Neighborhoods (AN) PRINCIPLE AN-1: New neighborhoods will be integral parts of the broader community structure. Policy AN4.1 Relationship to Residential Districts. A new neighborhood will be considered as part of a Residential District. In a Residential District, Low Density Mixed -Use Neighborhoods will be located around a Medium Density Mixed -Use Neighborhood which has a Neighborhood Commercial Center or Community Commercial District as its core. This provides nearby access to most things a resident or household needs on an everyday basis. Policy AN-1.2 Street Networks. Neighborhood streets and sidewalks will form an interconnected network, including automobile, bicycle and pedestrian routes within a neighborhood and between neighborhoods, knitting neighborhoods together and not forming barriers between them. Dead ends and cul-de-sacs should be avoided or minimized. Multiple streets and sidewalks will connect into and out of a neighborhood. Streets will converge upon or lead directly to the shared facilities in the neighborhood. Policy AN-1.3 Traffic Calming. For a network to provide a desirable residential environment, it must be designed to discourage excessive speeding and cut -through traffic. Street widths and corner curb radii should be as narrow as possible, while still providing safe access for emergency and service vehicles. Frequent, controlled intersections, raised and textured crosswalks, and various other specialized measures may be used to slow and channel traffic without unduly hampering convenient, direct access and mobility. The Overall Development Plan for Spring Creek Farm is designed to reflect the new neighborhood requirements as outlined in Policy An-1.1. The plan incorporates both low and medium density housing and a small commercial center, with easy access to existing transportation opportunities. The plan includes a neighborhood street system that is in compliance with stated traffic calming principals. The interior streets are intentionally designed to have a lane style. This will serve to provide visual interest to the streetscape, reduce neighborhood traffic speeds, and reinforce the sense of the small neighborhood scale sought for this community. These goals are also achieved through the use of traffic calming devices such as round -a -bouts, which control traffic flow and speed, and raised and/or patterned pedestrian crosswalks. The interior street layout has also been designed to ensure that Fire apparatus can enter, exit, and maneuver within the neighborhood. The entry landscapes of Spring Creek Farms development will feature shade trees, attractive landscaping, fencing, and some form of distinctive community identification monumentation. Pedestrians will be able to move conveniently along the perimeter of the site as well as through the site and out onto East Drake Road or Timberline Road and access the multi -modal transportation corridor along the community's western boundary. The internal road is designed to safely and comfortably accommodate pedestrians and vehicles under the City's design standards. The street light fixtures will be designed for pedestrian scale, while providing adequate lighting for safety and community identification purposes. PRINCIPLE AN-2: A wide range of open lands, such as small parks, squares, greens, play fields, natural areas, orchards, and gardens, greenways, and other outdoor spaces should be integrated into neighborhoods. Policy AN-2.1 Neighborhood Parks and Outdoor Spaces. Each neighborhood should have small parks or other outdoor spaces located within walking distance of all homes. Outdoor spaces should be designed in conjunction with streets and walkways, to be a formative, purposeful part of land development, and not merely residual areas leftover from site planning for other purposes. They should be mostly surrounded by streets orhouse fronts, to maintain safety and visibility. building massing, and relationships to streets and sidewalks will contribute to a distinctive local district, corridor, or neighborhood. The commercial area at Spring Creek Farm is anticipated to serve the daily needs of area residents traveling on East Drake and Timberline Roads, as well as the local neighborhood, offering a variety of goods and services. The site plan for this area is oriented with the surrounding neighborhoods and land uses in mind. It is configured to provide easy pedestrian and vehicular access to the same users it serves. The design of any use within the commercial area will be architecturally "finished" to a similar degree. This compatibility will be expressed in terms of similar building materials, color, massing, and scale and design details in accordance with the City's visual goals for commercial properties. There will also be a common landscape concept and a master circulation plan that compliments the overall theme of the Spring Creek Fauns community. Established landscape and parking lot standards for commercial areas will be utilized. Parking lot screening will be required. SUB CATEGORY — Residential Districts (RD) Policy RD-1.2 Pattern of Streets and Blocks. Multiple connecting streets in a Residential District should knit the neighborhoods together, not form barriers. Streets, bikeways and walkways must form a unifying network that provides convenient routes to destinations within the district without forcing trips onto arterial streets. Connecting streets should lead directly to or converge upon Neighborhood Commercial Centers or a Community Commercial District. Policy RD-1.3 Street Design. Prominent connecting streets in a Residential District should be enhanced by forming circles, squares, medians, or other special places to recall history, give identity, and calm traffic. Tree -lined streets and boulevards, with inviting, landscaped walkways, parkways and medians, will add to the image of these districts as safe and comfortable places to live. The street and block design and pattern at Spring Creek Farms responds to the directives of Policies RD- 1.2 and RD- 1.3 listed above. Spring Creeks Farms has been organized to create an environment in which connections to various areas and uses within the development are clear and comfortable for pedestrians and bikes, as well as cars. There is no need to use arterial streets to access destinations such as the Neighborhood Center within the community. The streets within Spring Creek Farms knit the site together and also provide convenient connections to the various modes of transportation located adjacent to the property, including the City's Multi -Modal Transportation Corridor situated along the western edge of this community. The streets are used to form a centrally located park within Spring Creek Farms. Shade trees and other landscape amenities will be an integral part of the streetscape, and are to be detailed on the future landscape plan. Street trees will be used in a formal architectural way to reinforce, define, and connect the space created by the lot layout and street formation. A mixture of canopy shade trees will make up the majority of the tree plantings and they will be arranged to establish a partial tree canopy cover. The shade trees will be balanced by the presence of evergreen and decorative flowering species specifically selected to flourish in Colorado's climate. Existing healthy trees will be preserved whenever possible. Policy RD-5.2 Parks. Several types ofparks should be planned a. Small Neighborhood Parks (about 1 to 2 acres): Small parks and outdoor spaces should be provided within walking distance (about 113 mile) of most residences to provide both informal recreation opportunities and neighborhood gathering places. These parks should typically consist of unprogrammed multi -use grassy areas, walking paths, plazas, picnic tables, benches, gardens, and other features for all ages to enjoy. The Overall Development Plan for Spring Creek Farms includes a one (1) acre park, centrally located and easily accessible from any area on the site. This park is essentially an unprogrammed multi -use grass field. A path will encircle the park and the center of the park will be slightly depressed in order to enforce the 7 Policy CAD-1.4 Street Tree Design. Street trees should be used in a formal architectural fashion to reinforce, define and connect the spaces and corridors created by buildings and other features along a street. Canopy shade trees shall constitute the majority of tree plantings, and a mixture of tree types shall be included, arranged to establish partial urban tree canopy over. Existing trees shall be preserved to the maximum extent feasible. The Overall Development Plan for Spring Creek Farms indicates one (1) access point for public vehicles off of East Drake Road, and three (3) access points along Timberline Road, meeting the City's access/intersection criteria. Spring Creek Farms will be designed with an interconnected, hierarchical street system that is integrated with the surrounding community as demonstrated on the Overall Development Plan. Turn lanes into Spring Creek Farms will be provided to maximize traffic safety and as required by City standards. The proposed Spring Creek Farms project will be served by East Drake Road and Timberline Road, existing minor and major arterial roads, and will not require the construction of any new roads other than the interior roads that will serve the new development. These new streets will be functional, safe, and visually appealing, and have been planned to meet City design standards to maximize visual appeal, functionality, and accessibility. The plan includes a neighborhood street system that is in compliance with.stated traffic calming principals. The interior streets are intentionally designed to have a lane style. Well -landscaped and lighted street corridors will be a key component of the community identity. This will serve to provide visual interest to the streetscape, reduce neighborhood traffic speeds, and reinforce the sense of the small neighborhood feel sought for this community. These goals are also achieved through the use of traffic calming devices such as round -a -bouts, which control traffic flow and speed, and raised and/or patterned pedestrian crosswalks. The interior street layout has also been designed to ensure that Fire apparatus can enter, exit, and maneuver within the neighborhood. All streets within Spring Creek Farms will meet city design standards. Shade trees and other landscape amenities will be an integral part of the streetscape, to be detailed on the landscape plan. Street trees will be used in a formal architectural way to reinforce, define, and connect the space created by the lot layout and street formation. A mixture of canopy shade trees will make up the majority of the tree plantings and they will be arranged to establish a partial tree canopy cover. The shade trees will be balanced by the presence of evergreen and decorative flowering species specifically selected to flourish in Colorado's climate. Existing healthy trees will be preserved whenever possible. Streetscape tree design will reinforce the structure of the Spring Creek Farms plan and define connections between spaces and places within the community. PRINCIPLE CAD-2: Public spaces, such as plazas, civic buildings, outdoor spaces, parks, and gateway landscapes should be designed to be functional, accessible, attractive, safe and comfortable. Policy CAD-2.2 Public Space Design. Mixed -use commercial and civic design proposals should incorporate one or several design components related to the public outdoor space including pedestrian circulation, transit facilities, plazas, pocket parks, sitting areas, children's play areas and public art. The proposed site plan for Spring Creek Farms incorporates a large centralized park that will include a combination of an active play area and passive landscaped open space designed for all aspects of the public realm. The plan also provides multiple opportunities for designated smaller outdoor areas as public spaces, in addition to the landscaped corridors established in the pedestrian circulation system. PRINCIPLE CAD-3: Commercial developments create a powerful impression of the city, both individually and taken together as a whole. While corporate franchises and chain stores will remain vital and recognizable, commercial developments will be designed to contribute to Fort Collins 'distinct visual quality and uniqueness. Policy CAD-3.2 Compatibility with Surrounding Development. Proposed commercial buildings must contribute to the positive character of the area. Building materials, architectural details, color range, Policy TC-4.5 Infill and Redevelopment. The city will encourage infill and redevelopment in corridors that complement and support the efficiency of the Transportation Corridor. Spring Creek Farms offers the City of Fort Collins the opportunity to approve an excellent example of integrated planning. The site location and proposed product mix at Spring Creek Farms is very much in keeping with the City's stated desire to locate new development so as to take advantage of existing or planned transit services. People who live and/or work in Spring Creek Farms will be able to make use of the existing Transportation Corridors, East Drake Road and Timberline Road, and/or the multi -modal transportation system. This infill development certainly supports the City's desires with regard to the utilization of public transportation and integrated planning. Policy TC-5.2 Integrated Transportation Systems. A network of Enhanced Travel Corridors will connect to other Transportation Corridors and to regional facilities in cooperation with neighboring and regional transportation systems. Policy TC-5.3 Facility Design. Facility design will support pedestrians, transit, and bicycles, and will be matched to appropriately support the surrounding development to create a substantially focused pedestrian scale urban design. Policy TC-5.4 PedestrianlTransit Interface. Enhanced Travel Corridors shall have the highest level of service with respect to the interface of pedestrian and transit. A fundamental consideration in the design of an Enhanced Travel Corridor will be to make the environment of the corridor — and access to transit — safe, secure, and convenient for pedestrians. Part of the concept for Spring Creek Farms is the improvement of existing pedestrian connections around and into the site. Spring Creek Farms is uniquely located to take advantage of existing transportation options as well as the commercial development that is planned around the site. The existing pedestrian and bicycle facilities could be improved to generate more use and the existing transportation corridors would certainly benefit from some enhancement efforts. Both types of improvements would help create a better Pedestrian/Transit interface as described in Policy TC-5.4 above. As the application/approval process progresses, the Municipal Transit Authority will be contacted in order to integrate viable public transportation stops into the overall community design. . Community Appearance and Design (CAD) PRINCIPLE CAD-]: Each addition to the street system will be designed with consideration to the visual character and the experience of the citizens who will use the street system and the adjacent property. Together, the layout of the street network and the street themselves will contribute to the character, form and scale of the city. Policy CAD-1.1 Street Design Standards. All new public streets must conform to City street standards. Alternative street designs may be approved by the City where they are needed to accommodate unique situations, such as important landscape features or distinctive characteristics of a neighborhood or district, provided that they meet necessary safety, accessibility and maintenance requirements. Policy CAD-1.2 Street Layout. New streets will make development an integrated extension of the community. The street pattern will be simple, interconnected and direct, avoiding circuitous routes. Multiple routes should be provided between key destinations. Streets should be located to consider physical features, and to create views and prominent locations for civic landmarks such as parks, plazas and schools. Policy CAD-1.3 Streetscape Design. All new streets will be functional, safe and visually appealing. Shade trees, landscaped medians and parkways, public art, and other amenities will be included in the streetscape. 5 Transportation Corridors in the Fort Collins City Plan. The O.D.P./conceptual site plan was designed in accordance with the City's block standards, providing a pedestrian scale to the entire community. The plan includes a pedestrian .circulation system that is integrated within the neighborhood and surrounding development and open spaces and a neighborhood street system that is in compliance with stated traffic calming principals. The interior streets are intentionally designed to have a lane style. This will serve to provide visual interest to the streetscape, reduce neighborhood traffic speeds, and reinforce the sense of the small neighborhood feel sought for this community. These goals are also achieved through the use of traffic calming devices such as round -a -bouts, which control traffic flow and speed, and raised and/or patterned pedestrian crosswalks. The interior street layout has also been designed to ensure that Fire apparatus can enter, exit, and maneuver within the neighborhood. PRINCIPLE T-6: Street crossings will be developed to be safe, comfortable, and attractive PRINCIPLE T-7: The City will encourage the development of comfortable and attractive pedestrian facilities and settings to create and interesting pedestrian network. PRINCIPLE T-8: The City shall develop secure pedestrian settings by developing a well -lit inhabited pedestrian network and by mitigating the impacts of vehicles. Spring Creek Farms will incorporate a variety of design elements that provide traffic calming and allow for safe and convenient pedestrian travel. Details for crossings, lighting, signalization, areas for searing and outdoor art will be determined and provided for with subsequent project development plan submittals. Part of the concept for Spring Creek Farms is the improvement of existing pedestrian connections around and into the site. Spring Creek Farms is uniquely located to take advantage of existing transportation options as well as the commercial development that is planned around the site. The existing pedestrian and bicycle facilities could be improved to generate more use and the existing transportation corridors would certainly benefit from some enhancement efforts. Both types of improvements would help create a better Pedestrian/Transit interface. SUB CATEGORY — Transportation Corridor (TC) PRINCIPLE TC-3: The essential element in a Transportation Corridor is the pedestrian/transit interface. Convenience, access, safety, and aesthetics should be of priority when designing for pedestrian access. Policy TC-3.1 Pedestrian Plan. The safety and security of the pedestrian will be a fundamental consideration in the design of a Transportation Corridor. The five principles of the City's adopted Pedestrian Plan — directness, continuity, street crossings, visual interest and amenity, and security — as well as he the standards, policies and regulations of the Plan, will be implemented in Transportation Corridor. While the plan has been organized to encourage pedestrian travel within Spring Creek Farms, it is especially concerned with encouraging travel to the existing public transportation opportunities that surround the site, especially the planned Multi -Modal Transportation Corridor. The plan of Spring Creek Farms is sensitive to needs of pedestrians and bicyclist, moving inside the development, and their need to safely reach the public transportation options available to them just outside the proposed community. Sidewalks are located on every street and there are multiple points where a pedestrian can exit the neighborhood and make his or her way directly, and conveniently to the existing Transportation Corridors. Policy TC-4.1 Integrated Planning. The important relationship between land use and transportation will be reflected in policy decisions, management strategies, and investments that are coordinated, complementary and support the City Structure Plan. 4 Pedestrian walks are planned throughout Spring Creek Fames. Local streets will complete an efficient road system and transit stops will be located as required for convenient use by residents and multiple links from Spring Creek Farms to the multi -modal transportation corridor will exist. PRINCIPLE T-4: Bicycling will serve as a viable alternative to automobile use for all trip purposes. Policy 4.1 Bicycle Facilities. The City will encourage bicycling for transportation through an urban growth pattern that places major activity centers and neighborhood destinations within a comfortable bicycling distance, that assures safe and convenient access by bicycle, and that reduces the prominence of motorized transportation in neighborhoods and other pedestrian and bicyclist -oriented districts. Facility design will also plan for: a. Continuous bicycle facilities that establish system continuity 'and consistency city-wide. Facility design will be incorporated into development and street construction projects -linking to adjacent facilities. b. Bicycle access should be improved to major activity centers, schools and neighborhoods, and barriers removed in these areas to improve circulation. Facility development, safety and convenience should be established throughout these destinations. Level of service standards for bicyclists should be higher within these areas. The plan for Spring Creek Farms will include a bicycle transportation system that will be well integrated with the city-wide system. Appropriate details for safety, lane widths, and other design treatments will be incorporated into the Spring Creek Farms Master Plan during subsequent project development plan submittals. PRINCIPLE T-5: The City will acknowledge pedestrian travel as a viable transportation mode and elevate it in importance to be in balance with all other modes. Direct pedestrian connections will be provided and encouraged from place of residence to transit, schools, activity centers, work and public facilities. Policy T-5 .1 Land Use. The City will promote a mix of land uses and activities that will maximize the potential for pedestrian mobility throughout the community. Policy T-5.2 Connections: Pedestrian connections will be clearly visible and accessible, incorporating markings, signage, lighting and paving materials. Other important pedestrian considerations include: a. Building entries as viewed from the street should be clearly marked. Buildings should be sited in ways to make their entries or intended uses clear to and convenient for pedestrians. b. The location and pattern of streets, buildings and open spaces must facilitate direct pedestrian access. Commercial buildings should provide direct access from street corners to improve access to bus stop facilities. Shopping areas should provide for pedestrian and bicycle connections to adjoining neighborhoods. c. Creating barriers which separate commercial developments from residential areas and transit should be avoided. Lot patterns should provide safe and direct pedestrian connections from residential areas to schools, parks, transit, employment centers, and other neighborhood uses. The O.D.P./conceptual site plan for Spring Creek Farms has been very carefully planned to encourage pedestrian circulation throughout the development and to adjacent uses. The plan is designed with densities that are appropriate for the particular site as well as the surrounding areas and the plan encourages connections to the properties, amenities, and services that already surround Spring Creek Farms. The proposed streets in and out of Spring Creek Farms provide direct access for vehicles, bicycles, and pedestrians via detached sidewalks within a parkway/tree lawn travel environment. The proposed streets also provide direct access to East Drake Road and Timberline Road, which have been identified as 3 PRINCIPLE LU-2: The city will maintain and enhance its character and sense of place as defined by its neighborhoods, districts, corridors, and edges. Policy LU-2.1 City -Wide Structure. The city will adopt a city-wide structure of neighborhoods, districts, corridors, and edges as means of creating identifiable places and achieving the goals of compact development that is well -served by all modes of travel. Policy LU 2.2 Urban Designs. The design review process, supplemented by design standards and guidelines, will be used to promote new construction and redevelopment that contribute positively to the type of neighborhoods, districts, corridors, and edges described herein while emphasizing the special identity of each area. Spring Creek Farms fits within the larger context of Fort Collins, Colorado as a neighborhood linked to existing community facilities, employment opportunities, and public amenities. Spring Creek Farms is ideally located to take advantage of existing transportation, meet current housing needs, and contribute to the preservation of the City's integrity/existing assets while providing logical connections to the separate uses that surround the property. Spring Creek Farms will be designed as an easily identifiable neighborhood with a strong sense of place. The pattern of streets, arrangement and relationship of land use and housing types and placement of key open space elements all influence the image and identity of the community. Strict attention to quality urban design and landscape architecture will be emphasized with formalized landscape treatments and monumentation along streetscapes and the neighborhood park, open spaces, and the neighborhood center. Transportation (T) PRINCIPLE T-1: The physical organization of the city will be supported by a framework of transportation alternatives that maximizes access and mobility throughout the city, while reducing dependence upon the private automobile. Policy T-1.1 Land Use Patterns. The city will implement land use patterns, parking policies, and demand management plans that support effective transit, and efficient roadway system, and alternative transportation modes. Appropriate residential densities and non-residential land uses should be within walking distance of transit stops, permitting public transit to become a viable alternative to the automobile. Policy T-1.2 Multi -Model Streets. Street corridors will provide for safe and convenient use of all modes of travel, including motor vehicles, transit, bicycles, and pedestrians. Policy T-1.3 Street Design Criteria. The City will establish street design criteria to support transit, ride - sharing and non -motorized modes of transportation, which minimize conflicts between transportation modes, are compatible with surrounding land uses, and meet the needs of the users. The proposed site plan for Spring Creek Farms carefully integrates several residential densities with non- residential employment uses in an area that benefits from existing transit options. East Drake Road and Timberline Road have been identified as Transportation Corridors in the City Plan. The site plan for Spring Creek Farms calls for a mixture of residential and non-residential uses to be located within easy walking distance of the established transportation corridors. The site plan for Spring Creek Farms is organized on the premise that the planned for multi -model system and existing land use patterns will be used and supported by this new development. In addition, transit in a variety of forms, with appropriate residential densities and land uses have been arranged in Spring Creek Farms to encourage walking and the use of alternatives to the automobile. The proposed streets in and out of Spring Creek Farms provide direct access to both roads for vehicles, bicycles, and pedestrians via detached sidewalks. East Drake Road, a minor arterial collector and Timberline Road, a major arterial, will be accessed via a collector and/or connector streets that are planned in compliance with the City of Fort Collins Master Streets Plan. K Statement of Planning Obiectives/Princiules and Policies SPRING CREEK FARMS — OVERALL DEVELOPMEMT PLAN: This document will address the Community Wide Principles and Policies of the Fort Collins City Plan in the following order: - Land Use (LU) - Transportation (T) - Transportation Corridor (TC) - Community Appearance and Design (CAD) - Residential Districts (RD) - All New Neighborhoods (AN) - Economic Sustainability and Development (ECON) - Employment Districts (ED) - Housing (HSG) - All New Low Density Mixed -Use Neighborhoods (LMN) - All New Medium Density Mixed -Use Neighborhoods (MMN) - Environment (ENV) - Natural Areas and Open Lands (NOL) - Growth Management (GM) Because the Overall Development Plan for Spring Creek Farms presents a distinct and diverse place that contains a mixture of use and activities, the plan and this document addresses the four (4) basic kinds of places identified in the City Structure Plan (Neighborhoods, Districts, Corridors, and Edges). In each of the eight (8) categories and sub -categories listed above, areas of general and/or specific compliance have been identified. Each of the City's four (4) kinds of places is also discussed within the specific framework laid out by the City Principles and Policies. Land Use (LU) PRINCIPLE LU-1: Growth within the city will promote a compact development pattern within a well- defined boundary. Policy LU-1.1 Compact Urban Form. The desired urban form will be achieved by directing future development to mixed -use neighborhoods and districts while reducing the potential for dispersed growth not conductive to pedestrian and transit use and cohesive community development. The proposed land uses, densities, and design included in the rezoning request and O.D.P. for Spring Creek Farms depict a development that is compact and has clearly defined boundaries. The development plan also reflects a desire to compliment contiguous growth and development in Fort Collins. The Spring Creek Farms site is located within an area where mixed uses already exist. Because the area is already well defined, and the proposed development compliments the contiguous uses, Spring Creek Farms will help in the creation of a more cohesive neighborhood, that is consistent and complimentary to adjacent land uses. Spring Creek Farms will be developed as a mixed -use neighborhood with a variety of housing types and densities including single-family homes, multi -family homes, a neighborhood center, a neighborhood park, and open spaces with a variety of pedestrian and bicycle trails and walks, all providing for growth within a desired compact urban form. This development plan represents an infill condition that exemplifies compact urban development. The pattern created by the street layout, the lot arrangement, and the relationship of the building envelopes to open space all influence the image and identity of the neighborhood. Detailed attention to community design in relation to the Fort Collins Land Use Code has been emphasized in the planning of Spring Creek Farms. In summary, the transportation demands associated with Spring Creek Farm are considered manageable. They can be absorbed and accommodated by the trans- portation system planned in conjunction with other nearby development and the City's Street Oversizing Program. With these improvements, acceptable operating condi- tions can be expected in the vicinity of this development through the long-term time frame. 9 X. CONCLUSIONS Based upon the analyses, investigations, and findings documented in earlier sections of this report, the following can be concluded: • Current roadway operations in the area of Spring Creek Farm are accept- able during all peak hour periods per City definitions. • Site traffic associated with the Spring Creek Farm development is expected to be 497 morning peak hour trips, 543 afternoon peak hour trips, and 5,113 trips per day. These trips are considered manageable. • The impact of site traffic is moderate since overall intersection levels of service remain relatively constant whether or not Spring Creek Farm is de- veloped. This is directly attributable to the vigorous growth anticipated in background traffic due to other development activity. • Per City criteria, acceptable traffic operations can be achieved with the identified roadway features and Spring Creek Farm fully built. This applies to both the short- and long-term time frames. • Internal to the Spring Creek Farm site, the north -south roadway and the north access road should be built to connector standards. All other internal streets should be designated as local streets. • City pedestrian level of service criteria will be satisified with this develop- ment. • Current and future bicycle levels of service will exceed those required by City standards. This site has access to both north -south and east -west on - street bicycle lanes. • Future transit operations are expected to achieve level of service 'B' condi- tions. This level of service satisfies City standards. 37 +� � Ir ir.► �. - a■s� w�► +� � � �■t � �■a ri � Ili � w M a Table 3 Future Transit Level of Service Travel Time Factor Worksheet Destination Approximate Distance Auto Travel Time Bus Travel Time Travel Time Factor Fort Collins Hi hSchool 3/4 mile 7 min. 3 min. Foothills Fashion Mall 2 3/4 miles 13 min. 49 min. CSU Transit Center 4 1/2 miles 18 min. 22 min. Downtown 1 4 1/2 miles 18 min. 45 min. Total Travel Time 1 56 min. 119 min. 2.12 Service Level Standards Worksheet Standard Mixed Use Centers and Commercial Corridors Remainder of the Service Area Meets Standard Fails Standard Score Hours of Weekday Service 18 Hours 16 Hours 1 0 1 Weekday Frequency of Servic 15 Minutes 20 Minutes 1 0 1 Travel Time Factor 2.0 X 2.0 X 1 0 0 Peak Load Factor <= 1.2 <= 1.2 1 0 1 J VI Y LOS 'B' With the high frequency transit corridor designation along Timberline Road, route extensions, improved headways, faster travel times and longer service hours can be anticipated in the future. This is expected to result in at least a future LOS "B" as shown on Table 3. Accordingly, the City's LOS criteria will be satisfied for this activity center. 35 IX. TRANSIT A. Existing Conditions The nearest transit stops are currently located in the northeast and southwest corners of the Timberline Road — Drake Road intersection. Bus route 10 provides 60-minute service to this location. Service originates at the CSU Transit Center and travels to and from the Fort Collins High School. Service is available from 6:18 A.M. to 6:40 P.M., which is about 12%2 hours per day. The current peak load factor is less than 1.20 for a representative weekday peak hour. B. Planned Improvements Timberline Road is designated as a high frequency transit corridor. With this desig- nation, improved transit service and extended service hours can be anticipated. It is expected to easily satisfy future demands. C. Levels of Service Using the criteria presented in the Manual, current and future transit levels of service were determined. Current travel time factors were determined for both transit and automobile trips to Fort Collins High School, Foothills Fashion Mall, the CSU Transit Center, and the downtown area as defined in the Manual. Automobile travel times were estimated using an average speed of 20 miles per hour plus a total park and walk time of 5 minutes. Bus travel times, and transfer times were reviewed using the current Transfort bus schedule. 34 0 w 0 w 0 specific connections to priority sites: N description of destination area within 1,320' including address Fort Collins High School Bike Trail System Rigden Farms Commercial (future) Further than 1,320 feet from the site. Table 2 Bicycle LU5 worKsneet level of service - connectivit VIII. BICYCLE FACILITIES A. Existing Conditions Timberline Road and Drake Road currently have on -street bicycle lanes. These lanes connect to established bicycle routes on other area roadways and off-street bicycle trails. Excellent connectivity is therefore provided in both the north -south and east - west directions. B. Planned Improvements No off -site improvements are planned on the area bicycle system in conjunction with this development. Internally, however, a system of bicycle lanes will be available as well as direct bicycle connections from the site to adjacent facilities. These facilities �1 will be upgraded with the widening of the adjacent street. C. Levels of Service The City of Fort Collins defines level of service based upon connectivity of the site to existing and planned bicycle facilities. In this instance, bicycles will have direct con- nections to the bicycle lanes on both Timberline Road and Drake Road. This results in level of service'A' being realized both currently and in the future. The bicycle level of service worksheet is presented on Table 2. III 1 32 M s3 A3 WWI WR I= fr Mo. C im w r TABLE 1 Pedestrian LOS Worksheet project location classification: Activity Center/School Walk Area/Other F5 level minimum actual gminosed minimum actual pro osed minimum actual ro osed minimum actual ro osed of service minimum based on project location classification description of applicable destination area within 1,320' Including address destination area classification Activity Center Activity Center directness continuity street crossings visual interest& amenities Fsec7un Rigden Farms Commercial (Future) B B B B B © A A B A A On -site Office (Future) B B B B B ED A A A A A aJ iiiiiM W i >W C L0 400 WW TABLE 1 Pedestrian LOS Worksheet project location classification: Activity Center/School Walk Area/Other FTI description of applicable destination area within 1,320' including address Fort Collins High School Rigden Farms Residential areas (Future) Residential area to west and south Recreation Pedestrian Trail astination area classification Institutional Other Other Other B. Planned Improvements The pedestrian system planned with Spring Creek Farm will conform to current City criteria. It will connect to the existing and planned external pedestrian system via an internal pattern of sidewalks accommodating and complimenting the integration of pedestrians into the site. On -site amenities will consist of a number of connections to the railroad right-of-way and the existing trail in this corridor. The City is also planning to build both Timberline Road and Drake Road to arterial standards in 2001. This will include the pedestrian features which will connect to the currently available system of sidewalks and trails. Internal sidewalks will form an effective pedestrian circulation system with connections to adjacent facilities. C. Levels -of -Service The City of Fort Collins multi -modal transportation Level -of -Service Manual (the Manual) was used to assess both current and future pedestrian conditions. It was determined that only nearby residential attractions and Fort Collins High School should be investigated. Walking distance to Laurel Elementary School and Lasher Junior High School were determined to be about one and one-half miles. This is significantly greater than the one -mile threshold set by the Manual. Accordingly, the analysis focused on neighborhood to neighborhood pedestrian activity, the Rigden Farms commercial area, access to the high school and on -site attractions. This resulted in the finding that the City's level of service criteria will be fully satisfied. The Pedestrian LOS Worksheet is available on Table 1. 29 As shown above, all intersections are expected to operate acceptably with this devel- opment. Also of note is the fact that Spring Creek Farm will not cause a reduction in the overall level of service at any intersection. Capacity worksheets are in Appendix G. E. Internal Streets A review of traffic on the internal street system was undertaken. This resulted in the determination that the north -south road and the north access should be built to con- nector standards. All other streets should be considered local streets. VII. PEDESTRIAN FACILITIES A. Existing Conditions ' The existing sidewalk system was field reviewed within 1,320 feet of the Spring Creek Farm site. Sidewalks currently exist along the west side of Timberline Road. Along Drake Road, they are available from the railroad tracks to the west; however, are lacking along the site frontage. Pedestrian facilities have been installed under several editions of City design stan- dards. They are comprised of both attached, detached and combined pedestrian/ bicycle trails. This has resulted in varying designs; however, all facilities were deter- mined to be in generally good condition. 28 ' Operating conditions were calculated for total traffic. This represents the long-term 1 11 1 11 time frame with Spring Creek Farm fully built. Levels of service are presented below for key intersections. LONG-TERM TOTAL OPERATIONS (With Project) INTERSECTION CONTROL APPROACH/ MOVEMENT LEVEL OF SERVICE AM PK HR PM PK HR Timberline — Drake Signal EB D D WB D E NB D D SIB C E Overall D D Timberline/Drake — Typical Access Stop Mainline LT B C Side Street LT E F Side Street RT C C Overall A A Timberline — North Access Stop NB LT B C EB LT E F EB RT C C Overall A A Timberline — Prospect Signal EB D E WB D E NB D F SB E F Overall D E 27 D. Long -Term Operating Conditions Long-term operations were assessed from both a background traffic and total traffic standpoint. Operating conditions are presented on the following table for conditions without the Spring Creek Farm development. As indicated, with the long-term road- way geometry and controls shown on Figure 12, acceptable conditions can be ex- pected. It should be noted, however, that operating conditions are nearing the threshold where consideration should be given to widening Timberline Road to six lanes. This improvement is consistent with the City's Master Street Plan. LONG-TERM BACKGROUND OPERATIONS (Without Project) INTERSECTION CONTROL APPROACH/ MOVEMENT LEVEL OF SERVICE AM PK HR PM PK HR Timberline — Drake Signal EB D D WB D E NB D D SB C E Overall D D Timberline — Prospect Signal EB D E WB D E NB D F SB E F Overall D E Capacity worksheets are in Appendix F. 25 SHORT-TERM TOTAL OPERATIONS (With Project) INTERSECTION CONTROL APPROACH/ MOVEMENT LEVEL OF SERVICE AM PK HR PM PK HR Timberline — Drake Signal EB D D WB D D NB C C SB D D Overall C C Timberline/Drake — Typical Access Stop Mainline LT A B Side Street LT C D Side Street RT B B Overall A A Timberline — North Access Stop NB LT B B EB LT D D EB RT B C Overall A A Timberline — Prospect Signal EB D D WB D D NB C C SB D D Overall D D As shown above, acceptable operations are expected under all traffic volume sce- narios with the existing roadway geometry. Of particular importance is the fact that all overall intersection levels of service remain constant whether or not this development is built. Capacity sheets are in Appendix E. 24 �1 North Access Center Access OR CO Cn South Access U U Q N I I T 4t Prospect Drake c a E ~ Figure 11 22 SHORT-TERM ROADWAY GEOMETRY C. Short -Term Operating Conditions Short-term operating conditions were assessed with both background traffic and total traffic. Total traffic includes full development of Spring Creek Farm. Background levels of service (without Spring Creek Farm) were calculated at all key intersections. This investigation used the traffic volumes shown on Figure 7 and the short-term roadway geometry shown on Figure 11. This geometry is consistent with the roadway features identified in the Rigden Farms traffic study. It resulted in the operating conditions presented below which indicate acceptable conditions. SHORT-TERM BACKGROUND OPERATIONS (Without Project) INTERSECTION CONTROL APPROACH/ MOVEMENT LEVEL OF SERVICE AM PK HR PM PK HR Timberline - Drake Signal EB D D WB D D NB C C SB C C Overall C C Timberline - Prospect Signal EB D D WB D D NB C C SB D D Overall D D For evaluation purposes, the standard arterial level of service at arterial intersections within activity centers is level of service (LOS) 'E'. This applies to the study area in the area of the Timberline Road - Drake Road intersection. At arterial/local street 21 0 O o °' fO CO 45/80 f— 640/1010 105/390 95/100 - 1 Prospect 1005/785 v m o 280/410 --4 O Ln0 f0 R M N r � N LO LO LO O O CO O O 4 1 1900 North Access 15/50 30/90 LO m rn O, o m o � � N v O � o m rn � 1 ,000 Center Access 30/15 --,4 40/20 v o o� `O Co i COI O O O N QI 0 O 950 u South Access Qd 30/15 --14 1 I N 35/20 M M y c o LO o O O � N rn O CO 125/155 aoo LO I� In ^ 4-- 110/160 `� 5/5 ) r ♦ 20/10 4--- 575/765 Drake 60/90 —11 355/150 t 890/570 —11" 110/100 iO o m 4301325 -� M m Q LOo o v y r c� o � LEGEND: AM/PM y a Dail E H Figure 9 NOTE: Rounded to nearest 5 vehicles. 19 SHORT-TERM TOTAL TRAFFIC combined with site traffic) was developed. Short-term total traffic_ is shown on Figure 9 with long-term total traffic shown on Figure 10. Prior to commencing the analysis, short- and long-term traffic volumes were reviewed. This review focused on the need to provide additional through lanes, auxiliary lanes, and/or an upgrade in traffic con- trol. The results of this review are discussed in the following sections. A. Auxiliary Lane Requirements Short-term traffic movements at key intersections were reviewed. This review found that the appropriate turn lanes are either currently available or will be provided when area roadways are built to City standards. Per arterial street standards, center left turn lanes will be available when Timberline Road and Drake Road are improved in 2001. No other auxiliary lanes were deemed needed in the short-term. Long-term traffic volumes were also reviewed to determine what auxiliary lanes, if any, might be needed. With a four -lane Timberline Road, a southbound right turn lane may be warranted at the north access to Timberline Road in conjunction with the office/warehouse part of Spring Creek Farm. This assumes the anticipated site traffic and background traffic materializes. With a six -lane Timberline Road, this auxiliary lane is not warranted. Worksheets are in Appendix C. B. Other Roadway Improvements Timberline Road traffic is expected to grow to the point where three through lanes may be needed in both directions. This need is not site related but is attributable to vigorous growth in background traffic. For analysis purposes, two lanes were as- sumed available in the long-term with recognition that Timberline Road might be approaching thresholds requiring three through lanes in each direction. 18 O O N NU) O 60/110 -ItI Lo `- CO Ln ♦— 830/1310 1 105/485 125/130 *) I I 1305/1020 N N LLO 345/505 CD CV nLno O rn rn M LA V Ln O N Ln N a M r N L�� O 1� Ln N O 405/245 1 250/355 —► 505/595 -� LEGEND: AM/PM NOTE: Rounded to nearest 5 vehicles. Prospect k- 220/225 f— 225/280 �- 110/125 Drake I Ln O O m M O L\n CD m LO o M Ln r, � lA N C N E Figure 8 17 LONG-TERM BACKGROUND TRAFFIC r M to M CO45/80 to " f— 640/1010 1 80/360 95/100 V) 1 1005/785 0 Lo oro 265/390 M d inino CO r O N h � O O LO r� N N O M coW Lr) CO W 330/140 110/100 430/325 LEGEND: AM/PM NOTE: Rounded to nearest 5 vehicles. Prospect k— 120/150 t-- 110/160 20/10 t Drake I O o In M CO 0 0 o Cn co O aD c a> a E H Figure 7 16 SHORT-TERM BACKGROUND TRAFFIC i A B. Short -Term Background Traffic Volumes Background traffic was developed using an annual growth rate in the range of 2 percent per year on the arterial street system. This factor was applied to existing traffic volumes to. approximate short-term conditions. Additionally, the initial phase of Rigden Farms was assumed built with some 5,300 trips per day added to reflect that area of development. Other developments included in the Rigden Farms traffic study were carried into the short-term conditions for Spring Creek Farm. Short-term conditions reflect the year 2007. By this time, Spring Creek Farm will be fully built. Short-term background traffic volumes are shown on Figure 7. C. Long -Term Background Traffic Volumes Long-term background traffic was developed using growth factors of 2 percent on Timberline and Drake Roads. Continuation of Drake Road to the east with a connec- tion to Harmony Road is planned in conjunction with future phases of Rigden Farms. This extension is expected to cause a shifting of traffic patterns resulting in fewer turns at the Timberline Road — Drake Road intersection. Long-term peak hour back- ground traffic is shown on Figure 8. It is consistent with long-term traffic shown in the Rigden Farms Transportation Study and includes the 24,000± trips per day associ- ated with Rigden Farms. VI. TRAFFIC IMPACTS In order to assess operating conditions with Spring Creek Farm fully occupied, capac- aity analyses were conducted at key intersections. Total traffic (background traffic 1 15 V. FUTURE CONDITIONS A. Roadway Improvements Significant roadway improvements are planned in the area of the site over the short- term. These improvements were identified by Matt Baker with the City's Street Over - sizing Program. Per Mr. Baker, the following improvements are being driven by Rigden Farms and are scheduled for completion in 2001. Timberline Road Construct to arterial street standards the section of Timberline Road from Vermont Drive to north of Drake Road. Include auxiliary lanes such as double left turn lanes where needed.. Drake Road Construct to arterial street standards from the railroad tracks to the east including the Timberline Road intersection and needed auxiliary lanes. The following improvements are expected to be available by 2006: Timberline Road Construct this roadway to arterial street standards from Drake Road through the Prospect Road intersection and beyond. Major improvements are also anticipated over the long-term. These include possibly widening Timberline road to major arterial standards and the expansion of the street system east of Timberline Road. 14 0 11900 North Access Center Access 1� 000 950 aSouth Access — Q N N 3 ROO: CD CD Co LI 5/5 60/90 1 C. M O M 1 25/30 15/20 -), *) 1 ( Ln 0 0 T M CO up) O O N M co M T LO 0 A 15/50 30/90 M 0 M 1 T 30/15 --4, 40/20 -� 0 T N /IN A 30/15 --), V) 35/20 U.3 O T 25/10 1 J�- 5/5 Prospect Drake LEGEND: AM/PM Dail E 1= Figure 6 NOTE: Rounded to nearest 5 vehicles. 13 SITE TRAFFIC 'rospect Drake Figure 5 12 SITE TRAFFIC DISTRIBUTION Land Use Size Daily AM Peak Hour PM Peak Hour Rate Trips Rate In Out Rate In Out Single Family 121 D.U. 9.57 1,158 0.75 23 68 1.01 78 44 Townhomes 155 D.U. 5.86 908 0.44 12 56 0.54 56 28 Apartments 253 D. U. 6.63 1,677 0.51 21 108 0.62 105 52 Office Park 120,000 S.F. 11.42 1,370 1.74 186 23 1.50 25 155 TOTAL 5,113 242 255 264 279 As shown above, Spring Creek Farm will generate 497 morning peak hour trips, 543 afternoon peak hour trips, and 5,113 trips per day. Peak hour trips are reasonably balanced with 240 — 280 inbound and outbound vehicles. As indicated above, the employment district is the major peak hour traffic generator. It balances the remainder of the site due to off -direction peak hour flows compared to the residential areas. No reductions for internal/captured trips have been considered in this study; however, the mix of uses promotes internal trips. Therefore, a conser- vative analysis is provided. C. Trip Distribution Trip distribution is a function of the origin and destination of site users and the avail- able roadway system. In this case, all site traffic must use either Timberline or Drake Roads to access the site. Site traffic distribution to area streets was developed using patterns consistent with Rigden Farms. This pattern will likely fluctuate over time; however, it is considered to be a reasonable approximation through the long-term time frame. Site traffic distributions are shown on Figure 5. In the long-term, Drake Road is expected to turn south (east of Timberline Road) and connect to Horsetooth Road. This will tend to reduce the amount of turning traffic. Morning and afternoon peak hour traffic resulting from these distributions is presented on Figure 6. 11 Sei! w No so m m m m m w m we w m m m 0 IM U DRAKE & TIMBERLINE PROPERTY --" CONCEPT PLAN XUTIF, Figure 4 CONCEPT PLAN IV. DEVELOPMENT ISSUES A. Project Description Spring Creek Farm is primarily a residential development that may have about 530 dwelling units (121 single family, 155 townhomes, and 253 apartments). It will also have 9 acres of employment which is assumed to develop as office/warehouse space for purposes of this study. Construction is expected to start as soon as possible with the residential areas completed by 2005 and the employment area fully built by 2007. Site access is planned via three full movement accesses to Timberline Road and one full movement access to Drake Road. These access points are equally spaced at intervals of 660 feet (centerline) from the Timberline Road — Drake Road intersection. A concept plan for this development is presented on Figure 4. B. Site Traffic Site traffic was estimated using Institute of Transportation Engineers (ITE) publication, "Trip Generation, 6th Edition", a nationally recognized reference. The apartment ITE -� category was selected to best fit the proposed development. Trips associated with Spring Creek Farm development are indicated below. 1 9 CURRENT OPERATIONS INTERSECTION CONTROL APPROACH/ MOVEMENT LEVEL OF SERVICE AM PK HR PM PK HR Timberline - Drake Signal EB C E WB C D NB C E SIB D D Overall D D Timberline — Prospect Signal EB E D WB D E NB D D SB C D Overall D D Per City standards, overall level of service 'E' is defined as acceptable for arterial street intersections within activity centers/mixed use districts. In this case, however, current conditions are more indicative of a mixed residential area and therefore, level of service 'D' or better defines acceptable standards. As shown above, all intersec- tions currently operate at acceptable levels of service during peak hour periods. Capacity work sheets are presented in Appendix B. M. I �i li 11 � I I's LEGEN I I site. The first phase of Rigden Farms is expected to be built in the next three years. Follow-on phases are uncertain at this time. Spring Creek Farm is located within a designated activity center. C. Existing Traffic Weekday morning and afternoon peak hour traffic counts were conducted at key intersections as part of this study. Data was also collected from City sources. This information is presented on Figure 3. D. Existing Traffic Operations Highway Capacity Manual procedures were used to quantify current intersection oper- ations. Resultant levels of service (LOS) are indicated below for both morning and afternoon peak hour conditions at key intersections. Traffic volumes from Figure 3 were loaded onto the current roadway geometry shown on Figure 2. 0 Who 'rospect Drake Figure 2 EXISTING ROADWAY GEOMETRY III. EXISTING CONDITIONS A. Existing Road Network Spring Creek Farm is located in the northwest corner of the Timberline Road — Drake Road intersection. It is bordered on the west by the railroad. Timberline Road is a major arterial roadway. It currently has one lane in each direc- tion with auxiliary lanes at key intersections. Bicycle lanes exist along Timberline Road. The posted speed limit is 40 miles per hour. It is the major north -south arterial roadway along the east side of the City of Fort Collins. Drake Road is an east — west arterial roadway that currently has two lanes (one in each direction), auxiliary lanes, and bicycle lanes adjacent to the site. It carries an arterial roadway classification to the west of Timberline Road and a minor arterial designation to the east of Timberline Road. The Drake Road — Timberline Road intersection is under traffic signal control. Prospect Road is another east -west arterial roadway to the north of the site. It pro- vides a connection to Interstate 25 (1-25) as does Harmony Road which is located south of the site. Current effective roadway geometry and controls are presented on Figure 2. B. Surrounding Land Uses The Spring Creek Farm site is currently vacant. Residential developments currently exist to the south and west; however, a large part of the surrounding area is undevel- oped. Rigden Farms is a major mixed use development located catty -corner from the 4 II. AGENCY DISCUSSIONS Prior to undertaking this study, a scoping session was held with Eric Bracke, City Traffic Engineer. During that discussion, study contents, critical items, and assump- tions used in this study were determined. Key items of agreement and direction are identified below. • A full assessment of pedestrian, bicycle, and transit levels of service needs to be conducted. • The Timberline Road — Drake Road, Timberline Road — Prospect Road, and site access intersections require evaluation. Weekday morning and afternoon peak hour conditions should be investigated. • An assessment of existing conditions, short-term future conditions and long- term future conditions is appropriate. Short- and long-term conditions rep- resenting both background and total traffic should be investigated. • Regional growth on arterial streets of 2 percent per year is reasonable to estimate future background traffic. • Mr. Bracke asked that Rigden Farms traffic be added to background traffic in addition to regional growth. The above items are included or addressed in the following sections of this report. The Transportation Impact Study, Base Assumptions, and Pedestrian Analyses worksheets are provided in Appendix A. �3 N CD CD D Eastb rou h Dr o m Nelson L coo m z m EF Elndborpuyh Or 0 $ Weigh $ O M Emi h St °co Broo d Dr o Alford St' 6i (D m a) Meeker Dr maker St r s >O m m He s St ollin o d Or m co )O m v reekwood Dr m m rn m � Le Plate Ave Q) O O �� K m arklak 1 U) Adobe Dr o 0 a d o c m SITE S mbrero Ln v m o Timberline Rd Timberline Rd 0 � a N Or 'a N. , s JO w; or o 0 m I. INTRODUCTION Spring Creek Farm is a mixed use development in the northwest corner of the Tim- berline Road — Drake Road intersection in Fort Collins, Colorado. The site is planned to have 121 single family residences, 155 townhomes, 253 apartments, and some 130,000 square feet of office/warehouse space. A vicinity map is presented on Figure 1. This transportation impact study follows the established guidelines for such studies as are applicable and appropriate to the proposed project. The following key steps were undertaken as part of this study. • Obtain current traffic and roadway data in the immediate area of the site. • Evaluate current operations to establish base conditions. • Determine site generated traffic volumes and distribute this traffic to the nearby street system. • Estimate roadway traffic volumes for future conditions. • Evaluate operations with Spring Creek Farm fully operational under existing and future conditions. Inventory, evaluate, and assess the pedestrian, bicycle, and transit net- works serving the site. • Identify deficiencies and recommend measures to mitigate the impact of site generated traffic and enhance the alternate travel mode systems as appropriate. Key areas of investigation are documented in the following sections of this transporta- tion impact study. List of Tables Table 1 Pedestrian LOS Worksheet.......................................................................30 Table 2 Bicycle LOS Worksheet.............................................................................33 Table 3 Transit LOS Worksheet.............................................................................36 List of Figures Figure1 Vicinity Map................................................................................................2 Figure 2 Existing Roadway Geometry ......................................................................5 Figure 3 Recent Peak Hour Traffic...........................................:...............................7 Figure4 Concept Plan............................................................................................10 Figure 5 Site Traffic Distribution.............................................................................12 Figure6 Site Traffic................................................................................................13 Figure 7 Short -Term Background Traffic................................................................16 Figure 8 Long -Term Background Traffic.................................................................17 Figure 9 Short -Term Total Traffic...........................................................................19 Figure 10 Long -Term Total Traffic............................................................................20 Figure 11 Short -Term Roadway Geometry ...............................................................22 Figure 12 Long -Term Roadway Geometry ...............................................................26 Table of Contents I. II. INTRODUCTION...............................................................................:...............1 AGENCY DISCUSSIONS..................................................................................3 III. EXISTING CONDITIONS...................................................................................4 A. Existing Road Network......................................................................................4 B. C. Surrounding Land Uses.....................................................................................4 Existing Traffic...................................................................................................6 D. IV. Existing Traffic Operations.................................................................................6 DEVELOPMENT ISSUES..................................................................................9 A. B. Project Description.............................................................................................9 Site Traffic..........................................................................................................9 C. Trip Distribution................................................................................................11 V. FUTURE CONDITIONS...................................................................................14 A. Roadway Improvements..................................................................................14 B. Short -Term Background Traffic Volumes.........................................................15 C. Long -Term Background Traffic Volumes.........................................................15 VI. TRAFFIC IMPACTS.........................................................................................15 A. Auxiliary Lane Requirements...........................................................................18 B. C. Other Roadway Improvements........................................................................18 Short -Term Operating Conditions....................................................................21 D. Long -Term Operating Conditions.....................................................................25 �+ E. Internal Streets................................................................................................28 VII. PEDESTRIAN FACILITIES..............................................................................28 A. Existing Conditions..........................................................................................28 B. Planned Improvements....................................................................................29 t C. VIII. Levels-of-Service.............................................................................................29 BICYCLE FACILITIES.....................................................................................32 A. B. Existing Conditions..........................................................................................32 Planned Improvements....................................................................................32 C. Levels of Service.............................................................................................32 IX. TRANSIT.........................................................................................................34 A. Existing Conditions..........................................................................................34 B. Planned Improvements....................................................................................34 C. Levels of Service.............................................................................................34 X. CONCLUSIONS..............................................................................................37 i Transportation Impact Study SPRING CREEK FARM Fort Collins, Colorado Prepared For: The Cumberland Companies 6300 S. Syracuse Way, Suite 293 Englewood, CO 80111 Prepared By: Eugene G. Coppola P. O. Box 260027 Littleton, CO 80126 303-792-2450 August 7, 2000 This leaves about 750 feet available between Drake Road and the first access to the north. This spacing will facilitate about 250 feet of southbound left turn storage at the Timberline Road — Drake Road intersection. This should accommodate the long-term peak demand of 250 vehicles. In summary, it appears that the proposed access to Drake Road is reasonably located and that access points to Timberline Road should be spaced at 750 feet, 1,330 feet, and 1,980 feet north of the estimated centerline of Drake Road. I trust this letter sufficiently addresses your concerns at this time. Given that this is part of an ODP submittal, any fine tuning can be undertaken with the PDP. Please call if you have any questions. Sincerely, 4Eene G. Coppo a E. Attachments 9 Spacing/Storage Requirements Access spacing and storage requirements were reviewed along Drake and Timberline Roads. The site access/Sagebrush Drive intersection with Drake Road was evaluated. The eastbound left turn movement into the site requires 90 feet of storage and a deceleration length of 370 feet based upon the current 40 mile per hour speed limit. Given the available separation of 350 feet from the island protecting the railroad gates to Sagebrush Drive, a reduction in the deceleration length is appropriate. This is based upon an existing condition, an access located at an existing intersection, and similar reductions along Drake Road. City standards recognize that on many arterial roads, it is not possible to provide the full deceleration distance. In our earlier conversation, it was indicated that the available spacing would be acceptable to accommodate the left turn traffic movement into the site. The three access points along Timberline Road were also investigated. The first access north of Drake Road will be limited to right turn movements. Accordingly, mainline left turn storage is not an issue at this location. This access is the least critical in serving site access needs. It can (and perhaps should) be eliminated without any significant impact on the site. It is my understanding, however, that the access is needed for block size and connectivity issues. The middle access will serve some 75 northbound left turns from Timberline Road into the site under peak conditions. This requires a total deceleration and storage distance of 575 feet based upon a 50 mile per hour design speed. The north access is located some 1,980 feet north of Drake Road. It will be a full movement access with traffic signal control, when warranted. Given the limited number of signalized intersections planned along Timberline Road, it is appropriate that 150 feet of northbound left turn storage be available at this location even though site needs are significantly less. Accordingly, a separation of 650 feet between the middle and north access is reasonable. 0 LO N U7 M N 10) 2200 North Access 75/80 --" 30/90 —­;ij O N O O M 0) 1250 Center Access South 450 Access Drake 40/20 __)j 0 (o N LO Q LO 0) �l 35/20 --4 Lo in r n N r- Co 0 n � 355/150 110/100 —► o o M o o a) O O V 0 0 C 0' O °' ON N I k-- 125/155 4-- 110/160 )� -- 20/10 � T � 0 0 0 CO(o o m LO O LO V LO Cl) 2200 � 1 North Access 75/80 30/90 0 0 00 O 0 M O O M 1250 Center Access 40/20 —4 0 LO co LO N O co LO 430/325 —� LO Lr) o 0 v co O C N E f" SHORT-TERM TOTAL TRAFFIC LEGEND: AM/PM Dail i NOTE: Rounded to nearest 5 vehicles. 7 South Access Drake 35/20 0 00 O V N U') ` N LO LO o N 0 430/255 _J4 250/355 —► 505/595 --�, 0 0 (M to 0) O O O I 1 o Co 0 O 225/230 225/280 110/125 00 0 7 M o LO o o v o n V 07 N LONG-TERM TOTAL TRAFFIC Figure 4 FUTURE TOTAL TRAFFIC Timberline Road Access Limitations Per Staff comments, two of the three site access points to Timberline Road will be limited movement intersections. The south access will be limited to right turns in and out and the center access will accommodate all traffic movements except the outbound left turn. The north access will remain as initially proposed, a full movement signalized (when warranted) intersection. These restrictions result in a modest shifting of traffic between the various access points. Short- and long-term total traffic is shown on Figure 4. The Timberline Road — Drake Road intersection is not impacted by these changes. Peak hour traffic is provided at that intersection for future use. Short- and long-term operations at the north access are shown below with Johnson Farm fully built. Short -Term (Stop Sign) Long -Term (Traffic Signal) Movement/ Overall AM PM Movement/ Overall AM PM Timberline -North Access NB LT B B EB D D EB LT E E NB B B EB RT B C SIB C C Overall A A Overall C C Other site access intersections along Timberline Road were previously determined to operate acceptably under the full movement scenario. With the prohibition of critical turns, improved operating conditions can be expected at those intersections. The above levels of service clearly indicate acceptable conditions can be achieved with the transfer of traffic to the north access. Capacity worksheets are attached. H — 855/1130 10/5 Drake: 1135/1190 —► 15/40 L> LO N O N Drake L N 7 d d L � y A to d Q1 LEGEND: AM/PM N NOTE: Rounded to nearest 5 vehicles. ROADWAY GEOMETRY BACKGROUND TRAFFIC ...................................................................................:......................................................................................I............. A STOP Drake: E 0 o 0 0 `o co c LO 60/90 1160/1195 —► 15/40 a m M ROADWAY GEOMETRY LEGEND: AM/PM nom = nominal NOTE: Rounded to nearest 5 vehicles 5/5 865/1155 10/5 Figure 3 Drake 5 LONG-TERM WE L N 3 a m rn l9 Drake 850/560 —► 15/40 —� L N 7 .0 d Q> LEGEND: AM/PM NOTE: Rounded to nearest 5 vehicles. ROADWAY GEOMETRY BACKGROUN=TRAFFIC -..................................................................................{.................................................................................................. �— 565/735 10/5 Ln u) N O O N Drake Drake 11 ROADWAY GEOMETRY 11 E 0 C 0 LO 1 CO C In 60/90 � 890/570 —► 15/40 --/ LEGEND: AM/PM nom = nominal 5/5 f-- 575/765 10/5 Drake L N 7 L y to TOTAL TRAFFIC NOTE: Rounded to nearest 5 vehicles. Figure 2 4 SHORT-TERM Drake r N 7 N Qf R fN ROADWAY GEOMETRY ........................................................................................................................................................................................ 394/614 917 634/459 —► 13/38 N N � W N r N 7 a rn Drake PEAK HOUR TRAFFIC LEGEND: AM/PM Figure 1 3 CURRENT CONDITIONS Drake Road — Sagebrush Drive Roadway geometry and peak hour turning movements have been collected at the Sagebrush Drive — Drake Road intersection. This data is shown on Figure 1. Future background and total traffic projections were modified at this intersection to reflect four-way operation. Background and total traffic estimates are presented on Figures 2 and 3 for the short- and long-term time frames, respectively. The indicated geometry reflects improvements planned later this year. Operating conditions were evaluated at the Sagebrush Drive — Drake Road intersection for the various conditions. These analyses resulted in the current and expected future levels of service shown below: SAGEBRUSH — DRAKE INTERSECTION Movement/ Overall Current Short -Term Long -Term Background Total Background Total AM PM AM PM AM PM AM PM AM PM EBLT - A. A A B WBLT A A A A A A B B B B NB LT/TH D C C C D C D D F F NBRT B A B B B B B B B B SB LT/TH C C - -- D D SIB RT B B - B B Overall A A A A A A A A A A As indicated, all traffic movements will operate acceptably through the short-term with Johnson Farm fully built. Under long-term conditions, the northbound left turn from Sagebrush Drive to Drake Road is expected to operate at LOS 'F'. This is considered normal for local street left turns at arterial street intersections during peak hour conditions. It is expected even more in the long-term time frame. Overall LOS 'A' can be expected at this intersection. This compares very favorably with the City's published overall LOS requirement of 'E'. Capacity sheets are attached. 4 1k - EUGENE G. COPPOLA, P.E. P.O. Box 260027 Littleton, CO 80126-0027 303-792-2450 October 9, 2000 Mr. Eric Bracke P.E. Traffic Engineer City of Fort Collins P.O. Box 580 Fort Collins, CO 80522 RE: Response to Transportation Impact Study Comments Johnson Farm ODP (Formerly called Spring Creek Farm) Northwest Comer — Timberline & Drake Dear Eric: I am writing in response to staff comments on the above referenced Transportation Impact Study (TIS). Comments focused on the three primary issues discussed at our meeting on the TIS. A letter response was deemed sufficient at that time. Each issue is identified below and addressed in the following sections of this letter. • Analysis of the Drake Road — Sagebrush Drive intersection as a future four-way intersection. • Traffic volume modifications to Timberline Road access points resulting from turn restrictions at the south and middle access points. • Storage/spacing requirements at the site access points to Drake Road and Timberline Road. Account: W04714 DemographicandlncomeForecast 11/30/00 Site: 35428 PREPAREDFOR: Cum berlandCompanies, Inc. 1801 Riverside FortCollins,C080525 Coords:40.563855-105.043789 Area3: 5MileRadius Snapshot 1990Census 2000Update 2005Forecast Population 104,373 134,835 149,596 Households 39,908 52,630 58,879 Families 24,196 31.102 34.162 AverageHouseholdSize 2.47 1.78 2.44 Owneroccupied HHs 22,598 35,269 41,987 Renter-occupied HI -Is 17,310 17,361 16.892 MedianHouseholdIncome 30,374 51,641 60,863 AverageHouseholdlncome 35,259 64,377 79,251 PerCapitalncome 13,682 25,330 31,394 MedianAge 30.6 32.9 33.6 AnnualPercentChangefor2000-2005 Trends Area National Population 2.19% 0.88% Households 2.38% 1.04% Families 1.97% 0.74% OwnerHHs 3.81 % 1.41 % PerCapitalncome 4.79% 4.57% 1990Census 2000Update 2005Forecast Householdsbylncome Number Percent Number Percent Number Percent <$15,000 10,885 27.3% 6,410 14.2% 5,385 9.1% $15,000-$24,999 7,372 18.5% 5,979 11.4% 5,154 8.8% $25,000-$34,999 5,852 14.7% 6,020 11.4% 5,559 9.4% $35,000-$49,999 6,677 16.7% 9,016 17.1% 9,813 16.7% $50,000-$74,999 6,014 15.1% 10,957 20.8% 12,499 21.2% $75,000-$99,999 1,936 4.9% 6,076 11.5% 7,462 12.7% $100,000-$149,999 903 2.3% 5,422 10.3% 7,913 13.4% $150,000+ 349 0.9% 2,750 5.2% 5,026 8.5% PopulationbyAge <5 7.574 7.3% 9,157 6.8% 9,848 6.6% 5-14 13,389 .12.8% .. _ 17,122:.;:_.._.:12.7% 18,125 12.1% 15-19' "` " 9,345 9.0%' 12,852'' =' :'"' 9.5/° 14,212 9.5/0 20-24 14,881 14.3% 17,440 12.9% 20,040 13.4% 25-34 20,153 19.3% 19,086 14.2% 19,999 13.4% 35-44 16,802 16.1% 21,733 16.1% 21,955 14.7% 45-64 14,033 13.4% 26,987 20.0% 33,574 22.4% 65-74 4,612 4.4% 5,342 4.0% 5,846 3.9% 75-84 2.633 2.5% 3,661 2.7% 4,162 2.8% 85+ 950 0.9% 1,456 1.1% 1,837 1.2% RaceanclEthnicity White 97,492 93.4% 124,126 92.1% 136,682 91.4% Black 928 0.9% 1,248 0.9% 1,388 0.9% Asian/Pacificlslander 2,229 2.1% 3,729 2.8% 4,647 3.1% OtherRaces 3,108 3.0% 4,957 3.7% 6,052 4.0% Hispanic(AnyRace) 7,662 7.3% 12,775 9.5% 15,903 10.6% ©Copyright2000CACI Page3 1-800-795-7483 N O a The EPIC Experience 1 Year Swim S1 ate Total Drop -in 1998 7:6,S07 52.96S 159.775 147.4569 Enrolint;r:s 199S 44.91Q1 22.:E9 6...199 .90 Special Even!s;99s =54 13.681 26.135 1999 - .11 - '4.0- 26.381 Rentals 1995 5.9,_i''• 59.087 118,459 999 641122 ji,735 i15,S5S Total Contacts' 1999 I83,541 I SS,025 371.565 1999 196.400 165,485 351,8S5 'Each use of a facility or arr.`W. - comas as a romacr. !MOTE: EPIC ice arena use down as a result of the opening of Provi- dence ice rink in X-Vindsor EPIC ICE ARENA USE BY ACTIVITY Q Other Rentals rq 13% Drop -in Skate 0 j� 24 % rq Adult Hockev 00 12% Learn -to -Skate '+ S% O I ; m Figure Skating.' Youth Hockey 0 21 % 22oip "SNNTUMiNG THE CITY" G '; IMP :irF,I ���� I•In l 1. f,.,,4• I _ I VA ■ 1 qva _YI'l poo: Mctx—: PNI Ca Par: Pow S_nn- Ccnw P30 FACILt71' *Each use Ora facility or activit, is counted as a contact. - : - ..;_— ,;--:•ram The ice gels prem, crowded daring some public spate sessions rl f�yr cm�nolUr. r ry°J 04o1 ' y po I O$t , Puwnc . � I y iir \ f �P m Robertson ' S. Len,o) J Ave. rn 5. I- emoy Ave._. EdStt ruU�h f. ib o ' c 3� ,fount Tt O R MddlCS 11pmugh Ct Ir N R rr-i Tr LA l upomp vr (xfr t Luke Yj �O o S`c s o�= l \°'o PJ Mkt _ Z c Fau- o brn tt CI In 2 I N;° Oorp St n P]iton u3 Rum aon r od F o Cr, o Pot o. St S CL / f \ qe Welch Ern r-TI �� Dorado Ct o o° N c Wet St E m i h St 6rookwood D. - O/ Q - i O tone Y "in Cl. �p- a r B c, o 1_ S' j jr r'i Alford Si J Brookes(/1(')r c / •JQ C w p r ills o uej CID n'° '� �� 7— M k r St �p a Dr `�o m rt' r) C1. '+ '�` ,�, �zl n 4 o n1 nC p r Ha f c c o tver C reek Dc o Lon s Pea m St / n Ron n9wood (� o Dr �. ct>ar3�� -o Crea kwood Dr C,eekwood Dr PikesPeak � Montgomery St r bFr' n F � �Ke woo G C N A V f m / / J, o O r0 C?Y t n F F F Born CreekW -. N _ F e_ , 0 0 o C�o o d C, m LaPiata Ave' f t n u fo5lwGod C) f S A 0 AncnC• hor W F kDi e O a o Porkloke pr. ar la c Ox V N 1 ON n PACT FI C R. aid / 0 t. dobe Dr. osr.r.rer.r.����q ,no i lj cn S X o a _ - So ebrush Dr — Ta �tt5o 1) _� 3 n Dr. Sombrero F ct �2-►ti ' / Timberline Rd. n / •� S n \ S hi Fh Rd. op e F G � O Pros e c r r' t' 'J\\�'jj O � Pork Woy ((\tlt . ��� A4 umm Based upon the analysis documented above, the following can be concluded: • Access to the recreational amenities is available by either of two routes. The preferred route uses the arterial and collector street system, however equal distribution of site traffic was assigned to each route for evaluation purposes. • Site traffic going to and returning from the recreation area must be recog- nized as destination traffic intended to use the area streets and not cut - through traffic. • Site traffic using the local street system will need to travel through Parkwood Apartments to access EPIC Center and Edora Park. Area residents are likely using the same route cutting through Parkwood Apartments to access rec- reational areas in addition to those wishing to travel east on Prospect or north on Timberline. While not a desirable condition, the lack of continuity of the local street system has made this route beneficial to local drivers. • Site traffic will not significantly impact the local street system based upon an impact of 0.7% or less using a very conservative analysis. This is well below the 12% impact threshold defined by the City as being significant. I trust this letter fully addresses your concerns at this point in time. Please call if you have any questions. Attachments Site traffic demands associated for EPIC Center and Edora Park are summarized below. # Trips Site as Use Per Day % Demand Site Trips EPIC Center 1,300 1% 13 Edora Park 250 1 % 3 TOTAL 16 Based upon the above estimates, 8 trips per day were assigned to each access route to EPIC Center and/or Edora Park. The impact of this traffic is assessed below. Impact on Area Streets Recent traffic volumes were obtained from the City for the local streets west of Johnson Farm. To determine the impact of traffic cutting through Parkwood Apartments, an esti- mate of daily traffic within that complex was calculated using ITE trip generation rates for 256 dwelling units. It may be understated due to the observation that traffic from resi- dential areas to the south may be cutting through the apartment complex to travel east on Prospect or north on Timberline. This information is presented below. Street/Area Current ADT Site Trips Total Trips Site Related Increase Eastwood ( N. of Trailwood) 1,160 8 1,168 0.7% Parkwood Apts. Complex 1,700 8 1,708 0.5% City criterion defines significant impact as site traffic increasing daily traffic by 12% or more on local residential streets. Clearly, this threshold is not exceeded and is far from being met. 1) Access Timberline, travel north to Prospect, turn west to Riverside and proceed south on Riverside. This route uses the arterial and collector street system. Travel distance is some 6,600 feet from the north site access to Timberline. Speeds are typical of those achievable on arterial streets and critical turns occur under traffic sig- nal control. 2) Access westbound Drake and turn north on Eastwood. Go north on Eastwood to the Parkwood East apartments and cut through the apartment complex to access River- side. Speeds are typical of residential local streets with speeds within the apartment complex much lower given speed bumps, narrow travel ways, a circuitous route, and other impediments. This route is some 6,700 feet long from the Drake site access. Practically speaking, both routes are the same distance. Improved travel time and ease of travel will likely make the arterial streets the preferred route. In order to conduct a con- servative analysis, however, equal use of both routes was assumed. Site Demand for EPIC Center and Edora Park Per discussions with EPIC Center management, an average of some 977 visitors per day use the EPIC Center. This is estimated to represent about 650 vehicles (1,300 trips) per day assuming a conservative 1.5 visitors per vehicle. Demographic data indicates 52,630 households within a 5 mile radius of the EPIC Center. Johnson Farm therefore represents one percent of this demand. This is based upon year 2000 demographics and does not consider additional growth during the time Johnson Farms is being built. Accordingly, the site demand for EPIC Center is 13 trips per day. Edora Park daily traffic was estimated at 250 trips during peak season. This assumes a 50 acre facility and normal day of week variations. Johnson Farm represents one per- cent of the park demand based upon the number of households (excluding the site) within a five -mile radius. This represents 2 - 3 trips per day without considering growth while Johnson Farm is being built. EUGENE G. COPPOLA, P.E. P.O. Box 260027 Littleton, CO 80126-0027 303-792-2450 December 11, 2000 Mr. Brock Chapman The Cumberland Companies 6300 S. Syracuse Way, Suite 293 Englewood, CO 80111 RE: Site Traffic Diversion from Johnson Farm Dear Mr. Chapman: I have assessed the impact of site traffic using the neighborhood streets to the west of the site for access to the EPIC Center area. This analysis is documented in the following sections of this letter. Base Assumes The following assumptions form the basis of the investigations conducted in this analy- sis. • Site residents wishing to use the EPIC Center will use the shortest, easiest, and quickest route to access the facility. • City criteria governing the definition of "significantly impacting" local residen- tial streets are applicable for use in this study. • Edora Park must be considered in this study since residents will also use this facility. Site Access to EPIC Center and Edora Park Site residents have two identifiable routes to access the EPIC Center and Edora Park area. These are: Overall Development Plan For SPRING CREEK FARMS Fort Collins, CO Sheet 2 of 2 Land Use Map EAWBIT B am a as a am a a am am a a as saga me ea am a ea a a a a a am am a a m mama a a as as a am a. a as am a amn��c�e ,.,.....�. I:...:,,..a.+ SIGNALIZED INTERSECTIONS .. 7r7 w.roa nmm.wrmca..�. UM PAlllic xnwtuNi / l PA'$CEL ea0rosFZzonwc•4wr tex�sm+G wNv+e •r� � � _ / � MUD v .. �w.—•. s�OLefV1.wLY � �V A I i 1 :815-,.ncttEc,aRoss PARCEL D } � oo9-0-c�*o0,)-aoeo0 Qo0F ��G Rra�° C�oo. 'gyp O'D 1 I �Jw�j � \ Y I.J\ACPGS ` � \ ."� •� r e 1 % W A40Y001 --?-ARfEL C, rnomsm Wv G•e•.- 1 PARML B 1 �� �`l �,� ' va�'rnxAwr- loss PROro E620NING •MI\14• ` �. �'" hONENG •1`11 � {J \ u� Q y SINGLE fA.ML,.Y RFSMvlfL ATTAPoM '-1 1\ ,`♦ �' / , ]L •y \ rMGLTI-FAMILY MSIDElT1Al './`• `� � i �PARC L E 119.15 ACRES. CROSS T -3 C A SPAS Puuc A Is 'D — ERLQJE ROAD aO- MAJOR ARTERIAL r_......�...,�...... .......... r. ,..�..�, ur�a�uNs n,rwM.ex.� rwc�n. The Cumberland Companies Overall Development Plan For Spring Creek Farms Fort Collins. CO ffixopay mee_„rx w — � ^ Au0. .1M11 . Revs A. Ihv III.:OW aW�.W Ner,xN fm Sernul llnubm,IW �� the !_. _01H1 R.•ixJ Im. II,. _N,11 Overall Development Plan For SPRING CREEK FARMS Fort Collins, CO Sheet 2 of 2 Land Use Map ssssses sae se asasa ss sae sse saes ae ees aae saossasasaaasaaaessses aasasaa eases sea a G yy.,.r..rarur..rwi UMONP CHIC RALLROp O PA'XCEL A IH% ONG TDNMG _71 , 1 I — • � BE5ALDETACNIp \ \ \ 1 :8.35'3]ALIIpS.OROSS \ (j (�� �c O PARCEL D G- sl nnn� >inr. t- nnnnAnnn I I n , 111111� F=BITA SIGNALIZED WrEMEMONS ®ter=® m ® pm'o I.. y _ ��1 fDnvdWml 3 b q _ �\ pARC'ELC.- / �G 3 30 rnaxlsrD mNR:c-P- r;' C, \ LMSTMG zW. 'G/T \0 \\ �\ ' �AERFS IddyGR035 \® grrryrrrrr The Cumberland Companies Overall Development Plan For Spring Creek Farms Fort Collin&CO MKOPAT Sm 210 _ Au, ]. _" r .� P.evoeL W na�mm�w gev,seJ ( ' 11 ul geaubmbul ❑ d s- [: ao ens,��Im. l�� R. YX)1 We feel that the Spring Creek Farms O.D.P. meets the intent and nature of the L.U.C. code requirements, and demonstrates a desire to provide the future residents of the site and the citizens of Fort Collins with as many possible modal choices as feasible, within the context of safe and thoughtful design, and current City standards. Nuszer-Kopatz Urban Design Associates CK: eom Section H-2 allows the applicant to request that an alternative development plan be substituted for a plan meeting the standards of Section 3.6.3 - Street Pattern and Connectivity Standards. "...the proposed alternative plan accomplishes the purpose of Division 3.6 (Transportation and Circulation) equally well or better than would a plan and design which complies with the standards of the Division..." "...the alternative design minimizes the impacts on natural areas and features, fosters non -vehicular access, provides for distribution of the development's traffic without exceeding level of service standards, enhances neighborhood continuity and connectivity and provides direct, sub -arterial street access to any parks, schools, neighborhood centers, commercial uses, employment uses and Neighborhood Commercial Districts within or adjacent to the development from existing or future adjacent development within the same section mile." The proposed intersection spacing allows the applicant to preserve and maintain a grove of mature Cottonwood trees that exist on the eastern edge of the property along Timberline Road. The Spring Creek Farms O.D.P. does not demonstrate the internal local street pattern, rather, the internal local street pattern will be demonstrated within future P.D.P. submittals, as per L.U.C. code requirements. However, the O.D.P. drawing for Spring Creek Farms clearly demonstrates that a system of pedestrian and bicycle oriented walks will be provided within the project that will connect with internal local streets, open spaces, and parks and it commits to future connections along its boundaries. The non -vehicular access will promote and enhance neighborhood continuity and connectivity. These walks will connect with existing facilities, both inside and outside of the project area, per current City standards. The exact nature and location of the connections will be determined at the P.D.P. level. As demonstrated by the Spring Creek Farms Traffic Impact Study (on record with the City), site related traffic generated by this project would not cause critical intersections to fall below the operating standards indicated in the City's Level of Service Manual. Additionally, potential site traffic expected to use nearby local streets will be less than one percent (1 %) of the traffic currently on those streets. This amount (1%) is clearly less than the twelve percent (12%) defined by the City as being a significant impact. There is adequate separation between the proposed intersections along Timberline Road to physically accommodate stacking and serve the anticipated demands. The proposed intersection locations facilitate safe and efficient operations as well as intersection locations and spacing that comply with the current City standards would. 4 3. Section 3.6.3 (D) Spacing of Limited Movement Collector or Local Street Intersections with Arterial Streets Section D requires that "...non -signalized, potentially limited movement, collector or local street intersections with arterial streets shall be spaced at intervals not to exceed six hundred sixty feet (660') between full movement collector or local street intersections, unless rendered infeasible due to unusual topographic features, existing development or a natural area or feature." Based on the L.U.C. standard, the only applicable arterial street is Timberline Road, located on the eastern boundary of the Spring Creek Farms site. There are two (2) non -signalized intersections proposed on Timberline Road in conjunction with this project. The location of each of these intersections was determined by the City Growth Management Lead Team (please see Staff Review Comments dated 09/20/00). The first is a limited movement access (right -in, right -out only) located 750' from the center line of East Drake Road. The second is a 1/4 movement access (right -in, right -out and left -in) located 1330' from the centerline of East Drake Road. The spacing requirement for non -signalized, potentially limited movement, collector or local street intersections is precluded along Timberline Road by the intersection spacing requested by the Fort Collins Growth Management Lead Team, as referenced above. The proposed alignments of each of the two (2) non - signalized intersections create the conditions of non-compliance addressed here. The spacing requirements for intersections are also precluded on the western boundary of the site by the existing Union Pacific Railroad tracks that run adjacent to the entire western property line of Spring Creek Farms. Section 3.6.3 (D) states that this standard must be met "...unless rendered infeasible due to ...existing development..." Given the location of the existing Union Pacific Railroad tracks, it would be infeasible to require the intersection spacing on the western boundary of the project. Furthermore, the City Staff Review Comments from Current Planning dated 09/20/00 state that "...a street connection will not be required across the tracks..." Based upon our request of alternative compliance, the Spring Creek Farms O.D.P. satisfies Section 3.6.3, which requires that street connections to properties surrounding the project are to be provided at intervals not to exceed 660', unless rendered infeasible, as they are in this instance. Please see the attached Exhibit B for a graphic representation. 4. Section 3.6.3 (H)(2) Alternative Compliance - Review Criteria 3 lane major arterial), located on the eastern boundary of the Spring Creek Farms site. Along Timberline Road there are three (3) proposed access points associated with this project. The location of each of these proposed intersections was determined by the City Growth Management Lead Team (please see Staff Review Comments from Current Planning dated 09/20/00). The proposed third (3rd) intersection is a full movement access, to be equipped with a traffic control signal when warranted, located 1980' from the centerline of East Drake Road. The single access point on East Drake Road is located 660' feet from the centerline of Timberline Road. It aligns with existing Sagebrush Drive, on the opposite side of East Drake Road. This full movement access will not be signalized due to stacking and safety requirements relating to the existing signalized intersection of East Drake Road and Timberline Road. The proposed alignment of each intersection, as per the City of Fort Collins, creates the conditions of non-compliance addressed here. Per Staff Review Comments from Current Planning dated 09/20/00, the applicant was directed to locate a signalized entry on Timberline Road "...no closer than 1/3 mile north of Drake, but it would be preferable to locate it as far north as possible." The Project Comment Sheet from Engineering dated 09/13/00 states that there must be "...a minimum of a third of a mile between Drake and any full movement intersection." The signalized intersection has been located at the northern most point to provide for safety and proper management of the intersection and its signalization, and to adequately provide for storage requirements per Traffic Operations (please refer to Project Comment Sheet dated 09/13/00). In discussions with Eric Bracke, the City Traffic Engineer, it was clearly stated that Timberline Road is used to facilitate the movement of traffic. Therefore, providing multiple access points onto a major arterial would impede its function. To keep vehicular traffic moving, intersections on Timberline are generally one of two types. The first type is an intersection with no signal, such as the intersection of Prospect and Mulberry. The second type is a signalized intersection. Eric Bracke stated that a one mile segment of a major arterial will have one, possibly two, signalized intersections, but no more than two. Therefore, there will be only one signalized intersection on Timberline, between Prospect and Drake, as shown on the Spring Creek Farms O.D.P. Eric Bracke believes that 1/4 mile spacing will not work and therefore, he supports the proposed signalized intersection spacing. This request for alternative compliance for the Spring Creek Farms O.D.P. satisfies Section 3.6.3, which requires that signalized intersections be provided every one -quarter (1/4) mile, unless rendered infeasible, as they are in this instance. Please see the attached Exhibit A for a graphic representation. 2 PLANNING T LANDSCAPE ARCHITECTURE T DEVELOPMENT CONSULTING urban design associates January 17, 2001 Troy Jones, Project Planner Current Planning Division City of Fort Collins 281 North College Avenue Fort Collins, Colorado 80522-0580 RE: Spring Creek Farms O.D.P. Alternative Compliance Request Dear Troy: The following is the alternative compliance request that you requested in the Staff Comments dated January 11, 2001. 1. Section 3.6.3 (A) Purpose - Street Pattern and Connectivity Standards Section A is "...intended to ensure that the local street system is well designed with regard to safety, efficiency and convenience for automobile, bicycle, pedestrian and transit modes of travel." 2. Section 3.6.3 (C) Spacing of Full Movement Collector and Local Street Intersections with Arterial Streets Section C requires that "...signalized, full -movement intersections of collector or local streets with arterial streets shall be provided at least every one thousand three hundred twenty feet (1,320') or one -quarter (1/4) mile along arterial streets, unless rendered infeasible due to unusual topographic features, existing development or a natural area or feature." Based on the L.U.C. standard, the applicable arterial streets are East Drake Road (a 4-lane arterial on the south property line) and Timberline Road (a potential 6- 1129 CHEROKEE STREET T DENVER 1 CO T 80204 T 3031534.3881 T FAX 3031534-3884 malnboz@nuszer-kopatz corn Overall Development Flan Foi SPRING CREEK FARMS f I � 1 1 i i 1 ,. r,.... .. 1 . . rV .. ..`.......................... .. 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MAJOR ARTERUL EXSnNC ZONING: r „N"r'�_ aralry.I�M1ra.m�a rwemr. r�r.�rr ro.rrl (TNANSMON) ta.am~•'paamr�rarar 1aa14ma1mrrr raYrr. a • The Cumberland Companies = RN. a.001}m u' �l\�rYlm gn..manl w,�Irpa. n.m�w ZV Overall Development Plan For LEGEND Lsnd Use summmY ope,s space summ-y Spring Creek Farms 0000 wm 5,—, aw� Fort Collins, CO A 111j": �A IUT. s 14 s4e1+. r.w rva Aa°c ` �•��. ■�.■ N•p.[u.il mnm o i,r Shm3 a VAOMr. WA ILI.JVc ®II 'u �I� I Aug ]. ]A00 m.�m�aaw •Bap.,.®ve.dmm.muvs ml.pm meLei/ C ].ITc WA WA 8 i .m i Rc+ueE:orRuupmiv.l Taal 55.4. 4M4C wits 8.1_13.3 &d. TaW z 9 ecm o . >• a >• mm. ocv Ia, ]Bm rr.a.�r..� sh;.m 2zro.s2 naWpe.�ml �. u BaB No Text Spring Creek Farms, Overall Development Plan, #24-OOA February 1, 2001 P & Z Hearing Page 8 G. Section 2.3.2 (11-11)(7) — Drainage Master Plan This criterion requires an ODP to be consistent with the appropriate Drainage Basin Master Plan. All criteria and constraints of the Drainage Basin Master Plans were utilized in the preparation of the overall drainage report. H. Section 2.3.2 (11-11)(8) — Application of Housing Density and Mix of Uses Calculations This criterion requires that any standards in the Code relating to housing density and mix of uses will be applied over the entire ODP, not on each individual Project Development Plan (PDP) review. Each future PDP submittal will be required to be consistent with the densities stated in the ODP. FINDINGS OF FACT/CONCLUSIONS: In reviewing the Spring Creek Farm Overall Development Plan, staff makes the following findings of fact and conclusions: 1. The ODP was reviewed and evaluated against the criteria of the Land Use Code. 2. The ODP meets all applicable criteria and standards required for the review of Overall Development Plans except for Section 3.6.3[C], and 3.6.3[D] for the intersections along Timberline Road. 3. The application meets the criteria for alternative compliance requests for Section 3.6.3[C] and 3.6.3[D] for the intersection locations along Timberline Road. RECOMMENDATION: 1. Staff recommends approval of the alternative compliance requests for Sections 3.6.3[C] and 3.6.3[D] for the intersections along Timberline Road. 2. Staff recommends approval of the Spring Creek Farm Overall Development Plan, File #24-OOA. Spring Creek Farms, Overall Development Plan, #24-OOA February 1, 2001 P & Z Hearing Page 7 standards, and slightly compromises neighborhood continuity and connectivity only in the name of "safety" (which is stated as one of the intents of the purpose of this section). Additionally, the alternative design does not have any bearing upon the plan's ability to provide direct subarterial street connections to parks, schools, neighborhood centers, commercial uses, or Neighborhood Commercial Districts within the same section mile. 3. The Transportation Level of Service Requirements (LUC 3.6.4) are intended to ensure that `the project shall demonstrate that all adopted Level of Service (LOS) standards will be achieved for all modes of transportation." The plan satisfies all of the transportation Level of Service requirements for all modes of transportation in all locations of the site. E. Section 2.3.2 (11-11)(5) — Transportation Connections to Adjoining Properties This criterion requires an ODP to provide for the location of transportation connections to adjoining properties to ensure connectivity into and through the ODP site from neighboring properties for vehicular, pedestrian and bicycle movement. All development plans shall incorporate and continue all sub -arterial streets stubbed to the boundary of the development plan by previously approved plans or existing development. All development plans shall provide for future public street connections to adjacent developable parcels by providing a local street connection spaced at intervals not to exceed 660 feet along each development plan boundary that abuts potentially developable or redevelopable land. The ODP application satisfies these criteria by providing a stub connection to the redevelopable property to the north, and a pedestrian/bicycle path connection across the railroad tracks to the trail on the other side. F. Section 2.3.2 (11-11)(6) — Natural Features This criterion requires an ODP to indicate the location and size of all natural areas and features within its boundaries and shall indicate the applicant's estimate of the limits of development and natural area buffer zones. The only significant natural feature on the site is a grove of cottonwoods, which has been appropriately shown on the proposed O.D.P. Spring Creek Farms, Overall Development Plan, #24-OOA February 1, 2001 P & Z Hearing Page 6 Nonsignalized, potentially limited movement intersections with Drake Road - A limited movement local street intersection with Drake is provided 660 feet west of Timberline, and aligns with the existing Sage Brush Drive across Drake. Nonsignalized, potentially limited movement intersections with Timberline Road - The portion of Timberline between Drake and the first intersection north of Drake does not meet spacing requirements for non -signalized potentially limited movement intersections as required in the LUC Section 3.6.3[D] in that there is approximately 750 feet between Drake Road and the closest proposed intersection to the north. The applicant has requested alternative compliance for this intersection spacing standard. As stated in 3.6.3[A] of the LUC, the purpose for the this section is to "ensure that the local street system is well designed with regard to safety, efficiency and convenience for automobile, bicycle, pedestrian and transit modes of travel." In reviewing an alternative plan, the decision maker must determine that the proposed alternative plan accomplishes the purpose of the section equally well or better than would a plan and design which complies with the standards of the section. The proposed design accomplishes the purpose of Section 3.6.3 Street Pattern and Connectivity Standards better than one that satisfies this requirement because the City's Traffic Engineer has found that the proposed site design is safer than one that meets the street spacing criteria due to stacking needs for right turns onto Drake from southbound Timberline. Additionally, when the decision maker reviews an alternative design, it must be taken into account whether the alternative design: • minimizes the impacts on natural areas and features, • fosters nonvehicular access, • provides for distribution of the development's traffic without exceeding level of service standards, • enhances neighborhood continuity and connectivity, • provides direct, sub -arterial street access to any parks, schools, neighborhood centers, commercial uses, employment uses, and Neighborhood Commercial Districts within or adjacent to the development from existing or future adjacent development within the same section mile. This alternative design has no impacts on natural areas and features, doesn't impact nonvehicular access to the site, satisfies transportation level of service Spring Creek Farms, Overall Development Plan, #24-OOA February 1, 2001 P & Z Hearing Page 5 of the section equally well or better than would a plan and design which complies with the standards of the section. This alternative compliance request better accomplishes the purposes of Section 3.6.3 Street Pattern and Connectivity Standards than would a plan that complies with the standard because City's Traffic Engineer has found that the proposed site design is safer than one that meets the street spacing criteria. Timberline will be a 6- lane major arterial, and signalized intersections with such a street type are safest when located a 1 /3 mile spacing rather than '/< mile spacing. When the decision maker reviews an alternative design, it must also be taken into account whether the alternative design: • minimizes the impacts on natural areas and features, • fosters non -vehicular access, • provides for distribution of the development's traffic without exceeding level of service standards, • enhances neighborhood continuity and connectivity, provides direct, sub -arterial street access to any parks, schools, neighborhood centers, commercial uses, employment uses, and Neighborhood Commercial Districts within or adjacent to the development from existing or future adjacent development within the same section mile. This alternative design has no impacts on natural areas and features. Non - vehicular movements across Timberline are provided at the Drake signal and this proposed signalized intersection location. The alternative plan satisfies transportation level of service standards, and slightly compromises neighborhood continuity and connectivity only in the name of "safety" (which is stated as one of the intents of the purpose of this section). Additionally, the alternative design does not have any bearing upon the plan's ability to provide direct subarterial street connections to parks, schools, neighborhood centers, commercial uses, or Neighborhood Commercial Districts within the same section mile. b) Additional nonsignalized, potentially limited movement collector or local street intersections with arterial streets shall be spaced at intervals not to exceed 660 feet between full movement collector or local street intersections (LUC 3.6.3[D]). Spring Creek Farms, Overall Development Plan, #24-OOA February 1, 2001 P & Z Hearing Page 4 This criterion requires an ODP to conform to the Master Street Plan requirements (as specified in the LUC 3.6.1) and the Street Pattern and Connectivity Standards (as specified in the LUC 3.6.3) both within and adjacent to the boundaries of the plan. 1. The Master Street Plan (LUC 3.6.1) identifies Drake Road as a 4-lane arterial and Timberline Road adjacent to the site as a 6lane major arterial (beyond 2015). The ODP recognizes these designations and provides for the dedication of appropriate right-of-way and necessary improvements at the time of Project Development Plan review. There are no streets internal to the site identified on the Master Street Plan. 2. The Street Pattern and Connectivity Standards (LUC 3.6.3) are intended to ensure that the local street system is well designed with regard to safety, efficiency and convenience for automobile, bicycle, pedestrian and transit modes of travel. There are three specific subsections of the Street Pattern and Connectivity Standards (3.6.3[C], 3.6.3[D], 3.6.3[E]) that are applicable in order to satisfy the ODP review criteria. - a) Potentially signalized, full -movement intersections of collector or local streets with arterial streets must be provided at least every 1,320 feet (114 mile) along arterial streets (LUC 3.6.3[C]). Potentially Signalized full -movement intersections with Drake Road - The ODP only has 1060 feet of frontage along Drake Road, therefore no potentially signalized, full movement intersections with Drake are required. Potentially Signalized full movement intersections with Timberline Road — The ODP has 2284 feet of frontage along Timberline Road therefore one potentially signalized full movement intersection is required along this site's frontage with Timberline. An alternative compliance request has been submitted because the proposed intersection is located further from Drake than the required 1,320 feet; it is located approximately 1,985 feet north of Drake Road. This location was determined as the best location for a signal by the City's Traffic Engineer, and the City's Street Oversizing Coordinator. As stated in 3.6.3[A] of the LUC, the purpose of this section is to "ensure that the local street system is well designed with regard to safety, efficiency and convenience for automobile, bicycle, pedestrian and transit modes of travel." In reviewing an alternative plan, the decision maker must determine that the proposed alternative plan accomplishes the purpose Spring Creek Farms, Overall Development Plan, #24-OOA February 1, 2001 P & Z Hearing Page 3 The "block requirements" within the MMN zoning district have been satisfied to the extent applicable at the ODP review stage. B. Section 2.3.2 (H)(2) — Residential Densities This review criterion requires an ODP located within the LMN and MMN zoning districts to be consistent with the residential density ranges of those districts. The LMN zoning district requires a minimum overall average density of 5 dwelling units/net acre of residential land, and a maximum overall average density of 8 dwelling units/gross acre of residential land. There are a minimum of 93 and a maximum of 149 units proposed on 18.557 acres of LMN property. The MMN density standards are therefore satisfied. The MMN zoning district requires a minimum overall average density of 12 dwelling units per net acre. There is no maximum residential density specified for the MMN zone. There are a minimum of 355 and a maximum of 533 units specified on 29.615 acres of MMN property. The MMN density standards are therefore satisfied. C. Section 2.3.2 (H)(3) — Contiguity Requirements of the Compact Urban Growth Standards This criterion requires an ODP to conform to the contiguity requirements of the Compact Urban Growth Standards. This requires that at least 1/6 of the proposed development `s boundaries must be contiguous to existing urban development within either the City limits or unincorporated Larimer County within the Urban Growth Area. Existing urban development is defined as industrial uses; commercial/retail uses; institutional/civic/public uses; or residential uses having an overall minimum density of at least one unit per acre; and provided that all engineering improvements for such development are completed. This site is directly north of the Meadows East residential development and directly east of the Parkwood East residential development. These common boundaries with adjacent developments constitute more than 1/6 of the proposed development boundaries, which in turn satisfies the contiguity requirements. D. Section 2.3.2 (H)(4) — Master Street Plan, Street Pattern and Connectivity Standards, and Transportation Level of Service Requirements Spring Creek Farms, Overall Development Plan, #24-OOA February 1, 2001 P & Z Hearing Page 2 COMMENTS: 1. Background: The surrounding zoning and land uses are as follows: N: T; Vacant Industrial Building, I., Existing Industrial Uses, S: RL; Meadows East Residential Neighborhood, E: T; Existing Farm Land, Cargil Seed Research Farm, W: RL; Union Pacific Railroad Tracks, Parkwood East Residential Neighborhood, SW: RL; Lake Sherwood Residential Neighborhood, SE: NC; Undeveloped Neighborhood Commercial Center of Rigden Farm. The property was annexed in November 1997 as part of the Timberline Annexation and was originally zoned T — Transition. A request to amend the Structure Plan and rezone the property to LMN, MMN, and E was approved on 2nd reading by City Council on January 16, 2001. 2. Land Use Code Section 2.3.2 (H) of the Land Use Code identifies eight possible criteria for reviewing Overall Development Plans. A. Section 2.3.2 (H)(1) — Permitted Uses and District Standards This section requires the ODP to be consistent with the permitted uses and applicable Article 4 standards of all zone districts contained within the boundaries of the ODP and to be consistent with any applicable general development standards contained within Article 3. It also requires that if there is any land in the MMN zoning district that the plan be consistent with the block size requirements for that district. The site has three zoning districts: Medium Density Mixed Use Neighborhood District, M-N-M; Low Density Mixed -Use Neighborhood District, L-M-N; and Employment District, E. The uses proposed for the MMN District include a neighborhood park, multifamily dwelling units, and single-family attached dwelling units, all of which are permitted. The uses proposed for the LMN District include a neighborhood park, a neighborhood center, single family attached, and single family detached residential, which are all permitted. The uses proposed for the E District include general Employment type uses as permitted in the E District. All district and general development standards applicable at the ODP review stage have been complied with. ITEM NO. 5 MEETING DATE 2/ 1 / 01 iiA STAFF ,lnnpr Citv of Fort Collins PLANNING AND ZONING BOARD STAFF REPORT PROJECT: Spring Creek Farms, Overall Development Plan, #24-OOA APPLICANT: Brock Chapman The Cumberland Companies 6300 Syracuse Way, Suite 293 Englewood, CO 80111 OWNERS: Spring Creek Farms, LLP Contact — Glenn Johnson 3432 Carlton Ave. Fort Collins, CO 80525 PROJECT DESCRIPTION: This is a request for an Overall Development Plan for a 55-acre Mixed -Use Development. The site is located at the northwest corner of Drake Road and Timberline Road. The design concentrates on 29.6 acres of medium density residential uses along Timberline with 18.5 acres of lower density residential uses adjacent to the existing low density residential neighborhood to the west (Parkwood East), and 7.2 acres of employment along the north part of the site. The site is bound by Timberline Road to the east, Drake Road to the south, the Union Pacific Railroad tracks to the west, and existing vacant industrial uses to the north. The site has three zoning districts: Medium Density Mixed Use Neighborhood District, M-M-N; Low Density Mixed - Use Neighborhood District, L-M-N; and Employment District, E. RECOMMENDATION: Approval EXECUTIVE SUMMARY: This ODP is evaluated by the criteria contained in the Land Use Code. The land uses proposed on the ODP within each of the three zoning districts are permitted on their proposed locations in accordance with the permitted use standards set forth in Section 4 of the Land Use Code. The ODP complies with all applicable standards of the Land Use Code. COMMUNITY PLANNING AND ENVIRONMENTAL SERVICES 281 N. College Ave. PO, Box 580 Fort Collins, CO 80522-0580 (970) 221-6750 PLANNING DEPARTMENT Natural Areas and Open Lands (NOL) PRINCIPLE NOL-3. The City's parks and recreation system will include parks, trails, open lands, natural areas and urban streetscapes. These "green spaces" will balance active and passive recreation opportunities in an interconnected framework that is distributed throughout the urban area. Policy NOL-3.1 Corridors. Trails along streams, drainage ways, and irrigation ditch corridors should be dispersed throughout the city, provide public access, and link neighborhoods, parks, activity centers, commercial centers, and streets where environmentally appropriate and compatible with natural habitat values. Policy NOL-3.2 Urban Public Space. Small pocket parks, public plazas, and sidewalk gathering places should include "street furniture" such as benches, and be incorporated into urban designs for the Downtown District, Community Commercial Districts, Commercial Districts, and Residential Districts throughout the City. Open space areas in Spring Creek Farms will consist of public parkways along the road network, small plazas, pedestrian paths, community entries, and a community park. Many of these open spaces will function primarily as semi -private, neighborhood landscaped areas where children and neighbors can congregate and recreate. The park may include a play area that is handicap accessible, a grassy area for "free -form" games, and a shaded picnic area/gazebo structure. The picnic area and play area, which are likely to be the most heavily used resources, will be screened with dense plantings in order to offer privacy to adjacent neighbors. Growth Management (GM) PRINCIPLE GM-8: The City will promote compatible infill development in targeted areas within the Community Growth Management Area boundary. The visual and land use compatibility of neighboring parcels was a primary concern in developing the land plan for Spring Creek Farms. All parcels in Spring Creek Farms are therefore to be developed in accordance with a definition of compatibility that states that abutting property shall minimize any have a detrimental impact it may have on another's value, privacy and quality. This O.D.P. for the Spring Creek Fames project is consistent with the philosophies regarding new residential development outlined in the current Comprehensive Master Plan. The Overall Development Plan for Spring Creek Farms is both responsive to its individual context and constraints, and is in keeping with the residential philosophies stated in the Fort Collins Comprehensive Master Plan. This mixed -use development will be conveniently located to utilize existing community facilities, will provide a much needed variety of multi -family housing product, and will have a density that is appropriate to the site. Ultimately, this development will provide a comfortable environment for people to live, recreate, and work in a way that reflects positively on the larger community of Fort Collins, consistent with the City's stated goals and objectives. Revised 10.05.00 to reflect City of Fort Collins Staff Review Comments received 09.20.00 18 0 0 �11 North Access O I I �1 Center Access O t t I I Al mSouth Access O U U Q I I N �11 Prospect mar Drake E * Not warranted if Timberline is built 1= Figure 12 to 3 lanes in each direction. 26 LONG-TERM ROADWAY GEOMETRY stop sign controlled intersections, intersection LOS E is acceptable. These thresholds will be used for the balance of this study given the anticipated level of development activity in the short-term and beyond. In mixed use districts, operating conditions may fall below the indicated level of service Capacity worksheets are presented in Appendix D. Operating conditions with Spring Creek Farm fully operational were assessed using the short-term roadway geometry and the traffic volumes shown on Figure 9. Resul- tant total traffic levels of service are shown below. 23