Loading...
HomeMy WebLinkAboutDAKOTA PINES PUD - Filed GC-GENERAL CORRESPONDENCE - 2003-07-31CJ� @@P(j� urban design, inc. DAKOTA PINES PUD Preliminary and Final Plan Statement of Planning Objectives March 1, 1993 The proposed Dakota Pines PUD is consistent with the Pinecone ODP, and represents the next step in creating a neighborhood that may achieve a significant number of the City of Fort Collins' adopted Goals and Objectives, Land Use Policies, elements of the Fort Collins Area Transportation Plan, and preliminary findings of the Neighborhood Compatibility study. Dakota Pines represents an opportunity to provide a greater mix of housing types in this area than has been achieved in recent years. The proposed combination of patio homes and townhomes makes an excellent transition between the traditional single family lots in Dakota Ridge 1 st Filling, and the high school property to the west. Key design concepts employed to better define neighborhood character include a continuation of the formal street tree program initiated with Dakota Ridge, and a concentrated effort to reduce the visual impact of garage doors on the streetscape. Townhomes near the corner of Red Mountain Drive and Horsetooth "front" on Red Mountain, with garages in the rear. Where practical, garages for patio homes are placed behind the house, or turned with side walls facing the street. Consistent with the Pinecone ODP, the Dakota Pines PUD Plans were prepared with a number of other planning goals and concepts in mind; giving special attention to elements affecting neighborhood compatibility. These concepts include: Create a successful mixed use development. - Work within the framework of a viable master planned community with the potential to share amenities, storm drainage improvements, and/or other common elements, as established with the ODP. Plan for a land use mix with complementary uses within easy walking distance of each other. - Allow flexibility for the development of a range of housing types with the ability to respond to changing market demands. II. While recognizing traditional traffic management needs, create a circulation system that - where (practical - makes bike and pedestrian access between uses convenient. Include design characteristics - such as entry streets tailored to serve differing land uses - which lend clarity and identity to residential neighborhoods. i IOLA= iii City of Fort Collins Community Planning and Environmental �,en-ices Engineering Department April 6, 1994 Mr. Chris Ray Design Development 3000 South College Avenue Fort Collins, CO RE: Dakota Pines P.U.D., Encroachment Dear Mr. Ray: 3545 Pike Circle North - Setback This letter is in response to your request for an administrative change to the P.U.D. to allow the distance from the garage to the back of the public sidewalk to be 17.5 feet versus the required 19 feet approved for the P.U.D. The 19 feet is a requirement needed to allow space for an automobile to park in front of the garage without blocking the public sidewalk. The 17.5 Feet will be a problem for any vehicles other than small ones. In addition it is illegal for a vehicle to park in a way that blocks a public sidewalk. This will be a hardship for the owners of this property to deal with. It has been decided that your request for the 17.5 foot setback is approved with the following conditions: (1) A Notice must be filed with the Larimer County Clerk and Recorder that notifies all potential purchasers and lenders of the encroachment and the problems with parking that result as stated above. The Notice approved by the City must be filed with the! County and a copy of the recorded document (showing the reception number) must be submitted to the City prior to the issuance of a certificate of occupancy for this property. (2) A letter from the current purchaser of the property must be submitted to the City in which the purchaser of the property acknowledges understanding of the parking limitations that exist with the reduced setback. That letter should also acknowledge the purchaser's understanding of the potential difficulty that may exist in trying to sell the property to someone in the future because of the notice recorded at the County. Since this is the third house in this P.U.D. that you have constructed with encroachments into easements and/or setbacks, we are very concerned about your apparent lack of quality control. 281 North College .-Wenue • P.O. Box �80 • Fort Collins, CO 80322-0580 • (303) 227-nt' ;-, Future encroachment violations into easements or setbacks will be considered serious matters and may have severe consequences. If you have any further questions please call me at 221-6750. Sincerely, Mike Herzig, Development Engineering Manager xc: Dave Stringer Gary Diede Q p(�p urban design, inc. Provide neighborhood street systems that promote neighborhood integrity, by restricting extraneous motorized traffic from low density residential areas. - Design a collector street system that can gather traffic from a neighborhood and carry it to an arterial street; yet divert "through" traffic away from local traffic. Plan a viable, integrated bike and pedestrian system for the Pinecone community, including safe, direct pedestrian and bike access from residential to shopping areas and the high school. III. Provide land use transitions and creative relationships between uses. Protect defined neighborhood areas from the intrusion of activities which may have negative impacts upon residents; particularly traffic generated by more intensiive uses. Plan an integrated system of open spaces using the major recreational area formed by the proposed city park and the high school athletic fields as a major neighborhood focal point and land use buffer. Plan transitional uses between the commercial and low density residential areas, while avoiding conflicts - particularly in terms of traffic circulation - with other development areas. The Dakota Pines PUD is also consistent with applicable Land Use Policies, including: Policy 3. The City shall promote: a. Maximum utilization of land within the city; d. The location of residential development which is close to employment, recreation, and shopping facilities. Policy 12. Urban density residential development usually at three or more units to the acre should be encouraged in the urban growth area. Policy 74. Transitional land uses or areas (linear greenbelts or other urban design elements) should be provided between residential neighborhoods and commercial areas in order to enhance the concept of a mixture of land uses. Policy 75. Residential areas should provide a mix of housing densities. (�U�y7p@p@� urban design, inc. Policy 79. Low density residential uses should locate in areas: a. Which have easy access to existing or planned neighborhood shopping centers; b. Which have easy access to major employment centers; C. Within walking distance to an existing or planned elementary school; and d. Within walking distance to an existing or planned neighborhood park... Policy 80. Higher density residential uses should locate: b. Within close proximity to community or neighborhood park facilities; C. Where water and sewer facilities can be adequately provided; and d. Within easy access to major employment centers. Construction at Dakota Pines is expected to begin in the summer of 1993, and may continue through 1995. DAKOTA PINES LEGAL DESCRIPTION March 1, 1993 A Replat of Tract A of Dakota Ridge P.U.D.. First Filing located in the Southwest Quarter of Section 29, Township 7 North, Range 68 West of the 6th P.M. in the City of Fort Collins, County of Larimer, State of Colorado. DAKOTA PINES LAND USE BREAKDOWN March 1, 1993 Area Gross 243,255 sq. ft. 5.58 acres Net 169,919 sq. ft. 3.90 acres Dwelling Units Patio Homes 27 Townhomes 12 Total Units 39 Solar Oriented Lots 9 33.33 % " (of Patio Homes) Density Gross 6.99 du/sc Net 10.00 du/ac Coverage Buildings 53,000 sq. ft. 21.79 % " (Garages & carports included in building coverage) Street R.O.W. 73,336 sq. ft. 30.15 % Parking & Drives 30,000 sq. ft. 12.33 % Open Space: Common 8,064 sq. ft. 3.32 % Private 78,855 sq. ft. 32.42 % Total Open Space 86,919 sq. ft. 35.74 % Floor Area Residential 65,000 sq. ft. .. Parking Provided Garage/Carport 78 spaces 2.00 / unit Other 14 spaces Total Vehicles 92 spaces 2.36 / unit 'Note: Garages and / or driveways will accommodate Handicapped, Motorcycle, and Bike parking Max. Building Height 36 ft. Patio Home Setbacks (unless otherwise noted) Front 12 ft. 16' at garage doors Side 0 ft. 10' min. between buildings Corner Side 12 ft. 16' at garage doors Rear 10 ft. MAY— 1 2-93 0 50 - ... URBAN DESIGN P 01 Post -It"' brand tax iransmiftaliem"o*�671 pagan 1� To From ke- fl(?C 2 3,0 Id -On utkd �A 11, 6R a. C4151--�_-C,2ZR ocp. Phone 4 _In� 0 (VyN& lFax# Fax r L urban design, inc. $656 stanford road, suite 105 fort callins, colorado 80525 MEMOR­NRUM (303) 2264074 -4196 FAX (303) 226 TO: Tom Peterson, Mike Herzig, Rita Davis & Rick Ensdorff City of Fort Collins ADb(*fIONAL DISTRIBUTION; Chris Hey, Desyn Homes Paul Ver3teeg, Desyn Homes Matt Delich Don Parsons, Parsons & Assoc. FROM-'""" Eldon Ward, Cityscape Urban Design, Inc. DATE;`-- May 12, 1993 RI;: Dakota Pines --'Intersection Radii PROjEC;T'#-. 1015 (1015MEM2) The bui * ide'r/developer of Dakota Pines has found that it is not practical to change the curb radii on: 'Pike Circle North and Pike Circle South as requested by City Staff last week. The reasons Wis_:61hange is not practical include; Desyn Homes has closed on the property, and secured financing based on the PUCE, Plat, and Utility Plans as approved by the Planning and zoning Board on April 26th. The utility services, driveways, parking, and setbacks at both the north and South intersections will not work as planned if the curb radii are changed. as requested. Water and sewer service to lots 17, 18, and 19 in particular have _16.66p specifically designed as requested during the review process by the offacted utilities. Some of the additional parking - requested by Poudre Fire Authority - in the townhorne area would be lost if the intersections were changes as requested. We have reviewed possible safety concerns with Matt Delich. He has indicated that.: No significant safety hazard is created with the radii as proposed. In the field, the curb radii as proposed will not be perceptibly different than the tighter radii now requested by City Staff Given the property configuration at the north and of the site, the larger radii create a situation that is less hazardous than we would have if the inside radii were reduced to 20' as requested. The distances involved In the approaches to the subject intersections are not great enough for vehicles to have achieved high speeds before MAY— 1 2— 9 3 WED 1 0: 5 0 C I T Y S C A P E URBAN DES I G N P_ 0 2 urban design, Inc. reaching the corner. With constant acceleration from Fled Mountain a passenger car would only reach a speed of between 23 and 25 mph if it accelerated all the way into the intersection. From a practical standpoint, drivers will begin preparing to make the required turn at a point short of the intersection; particularly if warning signs are provided. The requested revisions would cause virtually every sheet in the approved PUD package (Plat, Site Plan, landscape Plans, and Utility Plans) to be modified. A review of many examples of utility plans in our files indicate that the 20' curb radii for local street intersections has not been uniformly applied. We have found that 24' and 25' radii are as common as 20' in subdivisions designed in tha'past several years. On "L" shaped intersections, we have found inside curb LL "radii ranging from 20' to 85% with many in the 25' to $8' range. The Desicin Critei'la andn r for.-S.-tregts does indicate that "Larger radii '. `.wilt be.considered in certain instances." As .Indicated in our earlier- conversations, we will be happy to comply with the requested Criteria on future projects where loop streets or other %" shaped intersections are involved. sut to apply these criteria to this project - after approval by p&Z - causes an undue hardship on the applicants. Desyn Homes has done everything required to meet the City's development review schedule; has made all revisions requested by Planning, Utilities, and Engineering during the scheduled review process; has confirmed that the proposed design does not cre6t66safety hazard; and is prepared to begin construction immediately. The time involved in either, l) Going back to P&Z to confirm their approval of the proposed design; "or 2) Redesigning the entire project to facilitate a change in radii that may be difficult to perceive in the field vuoulcl be quite costly 10 the applicants. We therefore ask that the Dakota Pine's project beellowadl to'proceed as approved. Please let Chris Ray or Paul Versteeg at Desyn Homes (226-0700), or me know the status of this-r6quiest later this afternoon, 00 M 00 O 0 ry O O V Z Q .J W > O J D Z W a Z Q Z Q m M V Cl) LLi 3 May 17, 1993 o Mr. Mike Herzig, P.E. City of Fort. Collins 011 o P.O. Box 580 o Fort Collins, CO 80522-0580 M c� z Cr W W z z LU U z 0 cc cc 0 a. n z a CC LL- LL- a r- Dear Mike: Desyn Homes has requested a variance on the radii on two horizontal curves on "L" shaped intersections in Dakota Pines. These are on a loop street known as Pike Circle. It is my understanding that the City standard for the inside curb radius is 20 feet. This converts to a centerline radius of 38 feei.- for a 36 foot wide street. The plans, as submitted to the City, show an inside curb radius of 32 feet (12 feet larger than the City standard) . This converts to a centerl ine radius of 50 feet for a 36 foot wide street. I have calculated design speeds for the curves using the centerline radii. In performing those calculations, I used the velocity formula: V = V R(15)(e+f) where: V = Design speed (mph) R = Centerline radius (feet) e = Rate of superelevation (feet/foot) f = Side friction factor This formula is taken from A Pol icy -on __Geometric-- Design_ of ---------- Highways -and Streets, AASHTO, 1984, Pg. 163. Since Pike Circle is a residential street, I have assumed no superelevation. Side friction factors tend to increase as speeds increase. The design speed for a residential street in Fort Collins is 30 mph. This results in a side friction factor of 0.221 (AASHTO, 1984, Pg. 215). At lower speeds, 10 mph and 15 mph, the side friction factors are 0.38 and 0.32, respectively (AASHTO, 1984, Pg. 220). Using these friction factors, I have calculated the design speeds for a 38 foot centerline radius and a 50 foot centerline radius with the following results: Side Friction Factor 0.221 0.32 0.38 Centerline Radius 11.2 mph 12.9 mph 13.5 mph 15.5 mph 14.7 mph 16.9 mph The difference in the calculated design speeds for the two centerline radii range from 1.7 mph to 2.2 mph. This difference is virtually not: perceptible. While the design speed for residential streets is 30 mph, the actual design speed for the "L" curves is about 12-15 mph with either radius condition. There are tangents approaching each horizontal curve from which a vehicle can enter. The east/west tangent is approximately 180 feet. The north/south tangent is approximately 280 feet. From a stopped position, a vehicle travelling at a constant rate of acceleration of. 2.5 mphps would reach 24.8 mph and 30.9 mph, respectively, when entering the subject horizontal curves. However, this circumstance is neither reasonable or prudent on the part of the vehicle operator. In fact, the vehicle operator would not accelerate to the "L" shaped intersection, but slow down to make a proper turn at/near a speed of 15 mph or less. In my judgment, there is no significant safety hazard with the 50 foot centerline radius, as proposed, compared to the 38 foot radius. If the City feels uncomfortable with the larger radius condition, a turn warning sign (W1-1) could be placed on each approach. Sincerely, Matthew J. Delich, P.E.