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HomeMy WebLinkAboutHILL POND RESIDENCES - PDP - PDP140015 - SUBMITTAL DOCUMENTS - ROUND 2 - MODIFICATION REQUESTILIA 4CVN�%g '16 71 rZI, 1 .Wit'. . a y OP r rreAtli r �r f rt — -- e Ivll fi Asa �l x Examples of existing multi -modal drives with traffic calming features and pavement surface differentiation. • We believe that the central plaza arrangement enhances the design in several other significant ways. Each unit faces a landscaped, common, open space as opposed to the rear of another unit, which in turn enhances social engagement and a sense of community. Practically, this arrangement allows for greater density of dwelling units while minimizing and consolidating driveway surfaces. 1 2.2(J) improving the design, quality and character of new development. Orienting the dwelling units toward the adjacent streets would negate many of the positive qualities of the proposed design. See the attached architectural renderings of the proposed development. • While some features mark a departure from more standard layouts, we believe that the overall design of the proposed development does not diverge from the underlying intent of the LUC except in nominal and inconsequential ways, and is not detrimental to the public good in any way. Examples of speed reducing signs and speed bumps. Though the enhanced shared drive is "street -like", it is a private drive and thereby only serves a limited number of users (18 dwelling units). Conflicts associated with increasing traffic will be practically nonexistent for the life of the project regardless of how the surrounding neighborhood evolves. The landscaping in the planting beds at the dwelling facades fulfills a traffic calming function as well as provides a 7 foot deep buffer between private garages/entrances and public circulation. These elements of the proposed design, when combined, provide strong cues for car operators to recognize the shared nature of the space, to appreciate the potential for conflict afforded by irresponsible driving, and to adjust to appropriate speeds and behavior. These, and many similar, features have been successfully utilized in urban areas to safely accommodate multi -modal transportation as well as other social activities (most notably, perhaps, in examples of the Dutch woonerf). See attached photos. The enhanced shared drive, we believe, provides pedestrian users with a safe, direct path to the public street sidewalk equally well or better than a traditional connecting walkway as described in the LUC Standard Criteria(4): The plan as submitted will not diverge from the standards of the Land Use Code that are authorized by this Division to be modified except in a nominal, inconsequential way when considered from the perspective of the entire development plan. and will continue to advance the purposes of the Land Use Code as contained in Section 1.2.2. Justification Narrative: • The interior, private shared enhanced drive is designed to comfortably, and safely accommodate auto traffic within the same area as pedestrian circulation. A separated car alley around the perimeter of the lot, behind the dwelling units, is a common feature in similar developments. However, this "back" alley would typically not be adorned with traffic calming devices, would consist of longer straight -a -ways encouraging higher speeds, but would still realistically be used by bikes and pedestrians and would in many ways pose a greater risk to these users than a shared, interior drive with the above mentioned safety features. • The predominant orientation of the surrounding dwellings is with garages to the front and back yards facing each other. By eliminating the outside perimeter car alley we present the landscaped rear facades of our dwelling units to the back yards of the neighboring homes (1.2.2(M) ensuring that development proposals are sensitive to the character of existing neighborhoods). • The garage doors share the front facade of the dwelling units with the main entry but because they are given different design treatments they serve to help differentiate, rather than homogenize, the facades. The variations in plane, material and massing of the facades combined with other design features serves to promote the spirit of other relevant portions of the LUC: - 1.2.2(J) improving the design, quality and character of new development. - 3.5.3(E)(2)(3) Facades. Facades that face streets or connecting pedestrian frontage shall be subdivided and proportioned using features such as windows. entrances, arcades, arbors, awnings, treillage with vines, along no less than fifty (50) percent of the fagade. - 3.5.3(E)(2)(4) Entrances. Primary building entrances shall be clearly defined and recessed or framed by a sheltering element such as an awning, arcade or portico in order to provide shelter from the summer sun and winter weather. (2) the granting of a modification from the strict application of any standard would, without impairing the intent and purpose of this Land Use Code, substantially alleviate an existing, defined and described problem of city-wide concern or would result in a substantial benefit to the city by reason of the fact that the proposed project would substantially address an important community need specifically and expressly defined and described in the city's Comprehensive Plan or in an adopted policy, ordinance or resolution of the City Council, and the strict application of such a standard would render the project practically infeasible: or (3) by reason of exceptional physical conditions or other extraordinary and exceptional situations. unique to such property, including, but not limited to, physical conditions such as exceptional narrowness, shallowness or topography, or physical conditions which hinder the owner's ability to install a solar energy system, the strict application of the standard sought to be modified would result in unusual and exceptional practical difficulties, or exceptional or undue hardship upon the owner of such property, provided that such difficulties or hardship are not caused by the act or omission of the applicant; or (4) the plan as submitted will not diverge from the standards of the Land Use Code that are authorized by this Division to be modified except in a nominal, inconsequential way when considered from the perspective of the entire development plan, and will continue to advance the purposes of the Land Use Code as contained in Section 1.2.2. Any finding made under subparagraph (1), (2), (3) or (4) above shall be supported by specific findings showing how the plan, as submitted, meets the requirements and criteria of said subparagraph (1), (2), (3) or (4). Modification Criteria, Justification Narrative: This request of approval for this modification complies with the standards per Review Criteria 2.8.2(H)(1) and (4) in the following ways: Criteria (1): the plan as submitted will promote the general purpose of the standard for which the modification is requested equally well or better than would a plan which complies with the standard for which a modification is requested. Justification Narrative: • The enhanced shared drive proposed in the design, while appearing non- compliant, can be shown to satisfy the intent of the "connecting walkway" required by the LUC Standard. • The enhanced shared drive provides circulation for auto, bicycle and pedestrian traffic without many of the standard means of separation between the modes. However, there are many features at play in the proposed design to ensure the safety of all users: - Speed bump and "slow" signage (see attached photos) at the entrance to the development send a visual and physical message to drivers that they are entering a pedestrian zone and must be cautious. - Color differentiation of pavement to delineate auto/bicycle lane from pedestrian walkway. Similarly, changes in paving imply an edge between common drive/walkway and dwelling entries, garage entries and parking. - The drive layout consists of short straight -a -ways ending in T intersections. As a result cars could reasonably be expected to remain at lower speeds, not having the distance required to easily, or inadvertently, attain higher speeds. - The small scale of the interior plaza and driveway constrains traffic sufficiently to raise awareness and reduce speed, but still provides adequate visibility to reasonably avoid surprises (8) General Standard. The parking and circulation system within each development shall accommodate the movement of vehicles. bicycles. pedestrians and transit. throughout the proposed development and to and from surrounding areas. safely and conveniently, and shall contribute to the attractiveness of the development. The on -site pedestrian system must provide adequate directness, continuity, street crossings. visible interest and security as defined by the standards in this Section. The on -site bicycle system must connect to the city's on -street bikeway network. Connections to the off -road trail system shall be made, to the extent reasonably feasible. (C) Development Standards. All developments shall meet the following standards: (1) Safety Considerations. To the maximum extent feasible. pedestrians shall be separated from vehicles and bicycles. (a) Where complete separation of pedestrians and vehicles and bicycles is not possible. potential hazards shall be minimized by the use of techniques such as special paving, raised surfaces. pavement marking. signs or striping. bollards. median refuge areas. traffic calming features landscaping, lighting or other means to clearly delineate pedestrian areas, for both day and night use. (D) Access and Parking Lot Requirements. All vehicular use areas in any proposed development shall be designed to be safe. efficient, convenient and attractive, considering use by all modes of transportation that will use the system, (including, without limitation, cars. trucks. buses. bicycles and emergency vehicles). (1) Pedestrian/Vehicle Separation. To the maximum extent feasible, pedestrians and vehicles shall be separated through provision of a sidewalk or walkway. Where complete separation of pedestrian and vehicles is not feasible. potential hazards shall be minimized by using landscaping, bollards, special paving. lighting and other means to clearly delineate pedestrian areas. Relevant LUC Definitions: A connecting walkway and major walkway spine are defined in Article 5 of the LUC as: Connecting walkway shall mean (1) any street sidewalk, or (2) any walkway that directly connects a main entrance of a building to the street sidewalk without requiring pedestrians to walk across parking lots or driveways, around buildings or around parking lot outlines which are not aligned to a logical route. Major walkway spine shall mean a tree -lined connecting walkway that is at least five (5) feet wide, with landscaping along both sides, located in an outdoor space that is at least thirty-five (35) feet in its smallest dimension, with all parts of such outdoor space directly visible from a public street. Maximum extent feasible is defined in Article 5 of the LUC as: Maximum extent feasible shall mean that no feasible and prudent alternative exists, and all possible efforts to comply with the regulation or minimize potential harm or adverse impacts have been undertaken. (code already includes underline emphasis) Land Use Code Modification Criteria: "The decision maker may grant a modification of standards only if it finds that the granting of the modification would not be detrimental to the public good, and that: (1) the plan as submitted will promote the general purpose of the standard for which the modification is requested equally well or better than would a plan which complies with the standard for which a modification is requested; or January 27, 2015 Modification Request for Connecting Walkway Standard. 910 Hill Pond Road - Project Development Plan (PDP). Modification Description: This is a Modification Request to Section 3.5.2(D)(1), which addresses orientation to a connecting walkway. The project requests that an enhanced shared drive be used to satisfy the connecting walkway and major walkway spine requirement in LUC 3.5.2(D), so that the project dwelling's primary entrances connect to the public street using an enhanced shared drive in which vehicle, pedestrian and bicycle routes are shared within the enhanced drive areas of the proposed plan. Land Use Code Standard Proposed to be Modified: LUC 3.5.2(D)(1): (D) Relationship of Dwellings to Streets and Parking. (1) Orientation to a Connecting Walkway. Every front facade with a primary entrance to a dwelling unit shall face the adjacent street to the extent reasonably feasible. Every front facade with a primary entrance to a dwelling unit shall face a connecting walkway with no primary entrance more than two hundred (200) feet from a street sidewalk. The following exceptions to this standard are permitted: (a) Up to two (2) single-family detached dwellings on an individual lot that has frontage on either a public or private street. (b) A primary entrance may be up to three hundred fifty (350) feet from a street sidewalk if the primary entrance faces and opens directly onto a connecting walkway that qualifies as a major walkway spine. (c) If a multi -family building has more than one (1) front facade, and if one (1) of the front facades faces and opens directly onto a street sidewalk, the primary entrances located on the other front facade(s) need not face a street sidewalk or connecting walkway. Other Relevant Standards: Any modification to the connecting walkway standard must demonstrate compliance with 3.2.2(A),(B),(C)(1)(a) and 3.2.2(D)(1), which state: 3.2.2 Access, Circulation and Parking (areas underlined for emphasis) (A) Purpose. This Section is intended to ensure that the parking and circulation aspects of all developments are well designed with regard to safety, efficiency and convenience for vehicles, bicycles, pedestrians and transit, both within the development and to and from surrounding areas. Sidewalk or bikeway extensions off -site may be required based on needs created by the proposed development. This Section sets forth parking requirements in terms of numbers and dimensions of parking stalls, landscaping and shared parking. It also addresses the placement of drive-in facilities and loading zones.