HomeMy WebLinkAboutStudy Session Packet 01-23-12STUDY SESSION AGENDA
CITY COUNCIL MEETING
CITY OF WHEAT RIDGE, COLORADO
7500 W. 29th Ave.
Wheat Ridge CO
January 23, 2012
Upon Adjournment of City Council Meeting
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sponsored by the City of Wheat Ridge. Call Heather Geyer, Public Information
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interested in participating and need inclusion assistance.
APPROVAL OF AGENDA
.1. 38th Avenue Corridor Plan Implementation
~ Comprehensive Plan Implementation
~ Northwest Sub-Area Plan Implementation
4. Update to Architectural and Site Design Manual
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... ~ • .-City of • _..~WheatP49ge
J :VcoMMUNITY DEVELOPMENT
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THROUGH:
FROM:
DATE:
SUBJECT:
Introduction
Memorandum
Mayor and City Council
Patrick Goff, City Manager ~ IJ)
Kenneth Johnstone, Community Development Director f< J
Sally Payne, Senior Planner
Sarah Showalter, Planner II
January 13, 2012 (For January 23 Study Session)
38th Avenue Corridor Plan Implementation
J -fern. I.
38tb Avenue between Wadsworth and Sheridan is one offive priority areas for reinvestment and
revitalization in the City's Comprehensive Plan, Envision Wheat Ridge, and the City's Economic
Development Strategic Plan. After a year-long planning process that included extensive public
outreach, the City adopted the 38th Avenue Corridor Plan in October 2011. The corridor plan
establishes a vision for the corridor as the community's main street and includes specific
implementation steps to guide its revitalization. Important implementation items for the year
2012 include:
• Implementation of a Road Diet: the plan calls for restriping the street between Upham
and Depew to a three-lane section including pilot projects that will enhance the image of
the street and make it more pedestrian-friendly.
• Formation of the 38th A venue Leadership Committee: composed of stakeholders on or
near the street, the committee will enable businesses, property owners, and residents to
participate in the corridor's revitalization.
• Develop a Marketing/Branding Strategy: an essential component to the revitalization
strategy, a marketing plan would establish a unique brand for the corridor and develop
marketing tools such as a tagline, logo and website.
• Pursue City-Initiated Rezoning to Mixed Use Zoning: in order to implement the vision
for high-quality infill development with a variety of uses, the plan calls for rezoning the
corridor to mixed use zoning.
• Consider Amending the City Charter: 38th Avenue remains in the portion ofthe City
that is subject to the City Charter's height and density restrictions, which could limit
future development along the corridor.
• Proceed with Next Steps for Civic Center Development: a longer-term vision for the
street is to create a civic center, which might include a new City Hall in the Main Street
district along 38th Avenue. Realization of this vision depends on shorter-term steps such
as a refined space needs study for the City and a study of potential financing mechanisms.
For a comprehensive listing of implementation items, including more 2012 steps and the lead
party for each, please see Chapter 5 of the 38th Avenue Corridor Plan.
Study Session 38th Ave. Memo
January 13, 2012
pg.2
The purpose of this presenting this topic at the Study Session on January 23rd is to update
Council on public meetings that have been held since the plan's adoption, to review the
implementation items listed above, and to ask for Council's feedback on some key
implementation steps.
Update on Outreach to Stakeholders
December ih Business Resource Open House
Shortly after the plan's adoption in October, staff started conducting additional outreach to
stakeholders, especially businesses, on the 38th Avenue corridor. On December ih the City and
Wheat Ridge 2020 hosted a Business Resource Open House and all property owners and
businesses on the corridor were invited. There were approximately 30 attendees at this meeting,
which included information on the plan's implementation, especially the road diet component, as
well as a variety of resources for businesses, including:
• Wheat Ridge Business District
• Wheat Ridge 2020
• Enterprise Wheat Ridge
• Jefferson County Business Resource Center
• Jefferson County Workforce Center
January 5111 Roadway Design Open Houses
The City hosted two open houses on January 5th to discuss specifics of the road diet. All property
owners and businesses on the street were invited, as well as anyone who owns property within
300 feet ofthe corridor. The morning meeting had approximately 40 attendees and the evening
meeting had approximately 35 attendees. The open houses included a presentation from Public
Works staff on the proposed design and schedule and then an open house in which residents and
business owners could talk one-on-one with staff about the restriping.
Implementation Item: Road Diet
An important implementation item is restriping the street between Upham and Depew Street into
a three-lane section with one thru-lane in each direction and a continuous center tum lane. A
large reason for the restriping is to create room for on-street parking and demonstration projects
that will expand and enhance the sidewalk for pedestrians. Public Works engineering staff started
the design for the road diet in December 2011. The $250,000 CIP budget, approved by Council
for the project in October, will include the following items:
• Restriping: the street will be restriped (including sand blasting to remove the existing
paint) between Upham and Depew Streets to three lanes
• On-street parking: the project includes the addition of an on-street parking lane,
primarily on the south side of the street. There are two blocks on the south side of the
street where there is enough room to add angle parking, rather than parallel parking. At
the roadway design open houses on January 5, staff asked for input on the concept of
back-in diagonal parking. The response was very positive with many stakeholders,
including the newly formed leadership committee, expressing a preference for back-in
parking. Please see Attachment 1 for more information about back-in angle parking,
which is currently planned for the south side of the street on the blocks near Teller and
High Court.
2
Study Session 38th Ave. Memo
January 13, 2012
pg. 3
• Temporary Amenity Zones: in order to demonstrate what it would feel like to add a
permanent amenity zone next to the sidewalk, the project includes the installation of three
to four temporary amenity zones, or sidewalk extensions. The design currently includes
three amenity zones on the south side of the street in front of restaurants that requested
them. There is a possibility that a fourth may be added on the north side of the street. See
Attachment 2 for images and more information.
• Planters: large potted planters with landscaping will be placed, at a minimum, at the
beginning of the on-street parking lane on each block. The planters will serve as a
physical barrier so that cars do not attempt to drive in the parking lane and they are also
intended to improve the image of the street. As the budget allows, staff will add as many
planters as possible to create the feel of continuous landscaping.
• Access enhancements: the budget includes the ability to improve two to three access
points along the street. An example of an access enhancement would be to take one very
long curb cut and reduce it to two smaller drive ways. This improves the safety for cars
entering and exiting the parking lot, and provides the opportunity to add on-street parking
in front of the property (see Attachment 3 for more information). These improvements
are only being made in cooperation with property owners.
• Bike lane: between Upham and Pierce Streets, the existing pavement is wide enough to
add striped bike lanes, five feet wide on each side of the street. The bike lanes will
connect to Pierce Street, which is already on the City's Pedestrian/Bicycle Master Plan as
a major north-south bike route. They will also allow cyclists to access businesses within
the Main Street sub-district.
• Bike parking: the project will also include the addition of bike parking, especially in the
Main Street sub-district between Upham and Pierce Streets, where the new bike lane is
planned.
• Public art: 1% of the project budget, or $2,500, must go to public art. The Cultural
Commission will be involved in determining what the public art will be.
• Enhanced pedestrian signals: two crosswalks (at Upham and Benton Streets) will
receive pedestrian signals with LED lights to create safer pedestrian crossings.
City staff is hosting a small design charrette with designers in the Wheat Ridge community on
January 13111 to get input on all ofthe improvements-especially the amenity zones, planters, and
public art-to ensure that they have a quality, unified look.
Schedule
Public Works anticipates placing the project out to bid in February or early March. Once a
contract has been selected, it will come to City Council for final approval. The actual
construction is anticipated to begin in May 2012 so that all improvements will be complete
before the Carnation Festival.
Assessment of Road Diet
The corridor plan calls for assessing the road diet about 18 months after its completion.
Assuming it is successful, the plan calls for a permanent redesign of at least the Main Street Sub-
district, which would entail moving the curbs and creating a permanent amenity zone with street
trees, lighting, and pedestrian amenities. Staff is currently working to ensure that we have the
3
Study Session 38th Ave. Memo
January 13, 2012
pg.4
baseline data to assess the road diet in the future. Assessment metrics will include:
• Vacancy rates
• Building permit activity
• Traffic counts on 38th Avenue and on parallel routes
• Sales tax data for the corridor
• Pedestrian counts and potentially bicycle counts
Staff also anticipates that the assessment will rely on direct input from the Leadership
Committee, businesses and other stakeholders on the corridor, and potentially from a customer
survey that could be administered in businesses along the street.
Implementation Item: Leadership Committee
Wheat Ridge 2020 and Jerry Nealon, the owner of Cress Kitchen and Bath, have taken the lead
on forming the 38th Avenue Leadership Committee. Anyone interested in the committee was
invited to attend an initial meeting on January 5th at 9 a.m., following the roadway design open
house. There were 25 attendees at the first meeting, including two City staff, one reporter, 13
business owners and five non-business owns/residents. A second meeting has been scheduled
for January 19th at 8 a.m. at Cebiche restaurant. Staffwill be able to share more details about that
meeting at the Study Session.
The Leadership Committee has already expressed interest in two topics -developing a marketing
strategy for the corridor and working on a way to effectively move snow from the roadway and
sidewalks.
Implementation Item: Develop a Marketing/Branding Strategy
A key component for revitalizing the corridor is creating a corridor-wide marketing strategy to
promote existing businesses and draw new businesses to the street. The plan calls for
development of a marketing plan that includes a brand, marketing materials, website, and tagline.
The marketing strategy will also provide direction for a more permanent streetscape design for
the corridor, including banners, signage, and pedestrian amenities. The plan calls for the
leadership committee to take the lead on the marketing strategy. As mentioned above, the
leadership committee has already expressed a strong interest in pursuing this item in 2012. One
issue that needs to be resolved is identifying funding to hire a consultant to prepare the marketing
plan.
Implementation Item: Pursue City-Initiated Rezoning to Mixed Use Zoning
The plan calls for rezoning the corridor to the Mixed Use-Neighborhood (MU-N) zone district,
which would replace outdated zoning on the corridor, allow for a mix of uses, and hopefully
stimulate new investment. When the City developed this zone district in 2010, it was envisioned
for the 38th Avenue corridor. In May 2010, the City hosted a Mixed Use Zoning Forum for 38th
A venue businesses, property owners, and residents. Attendees were asked to give feedback on
the content of the code as well as the concept of a City-initiated rezoning. Of 16 surveys
completed at the open house, 56% said that they strongly agreed with the idea of a City-initiated
rezoning and 31% said that they somewhat agreed. When the mixed use zoning was adopted,
Council decided to postpone the rezoning of the 38th Avenue Corridor until the corridor plan was
complete so that the zoning would be sure to coincide with the recommendations in the plan.
4
Study Session 38th Ave. Memo
January 13, 2012
pg. 5
The first step in rezoning the corridor is for staff to conduct an assessment of the current MU-N
zone district and to recommend how to proceed with the rezoning. One option could be to rezone
the entire corridor to MU-N. Another option could be to rezone the entire corridor but also add a
separate overlay(s) for the Main Street and or Residential Sub-Districts. Staff plans to complete
an assessment and make a recommendation to City Council in the spring or early summer of
2012. At that point, City Council could decide how to move forward and outreach to property
owners could begin. Staff anticipates utilizing a process similar to the one that was used for the
Wadsworth corridor City-initiated rezoning.
Implementation Item: Consider Changes to City Charter
The City Charter restriction on density (21 units per acre max) and height (35 feet for any
building with residential and 50 feet for all other buildings) is still in effect on 38th Avenue. The
plan recommends exempting 38th Avenue from this restriction, as some other parts of the City
were in 2009, and addressing height and density through zoning. The current restrictions could
hinder new development on the corridor, especially residential development and mixed-use
development. For example, it would be very difficult to build a three-story building with retail at
the ground floor and two stories of residential above due to the 35-foot height limit.
Any changes to the City Charter would require voter approval. City staff would like input from
City Council at the Study Session on whether this is a topic that the City would like to pursue in
the corning year. If it is, it would relate to the potential rezoning of the corridor since the new
MU-N zone district could be utilized to set height restrictions for 38th Avenue.
Implementation Item: Next Steps for Civic Center Development
One of the big ideas in the corridor plan is to create a civic center within the Main Street district
on 38th Avenue that could potentially include a new City Hall or various other civic functions.
During the planning process, many participants liked this idea and saw it as a way to make 38th
A venue the heart of the community and to bring people and activity to the street. Although this is
a longer-term item, it requires a fair amount of study and analysis in the short-term. Steps that
the plan recommends completing in 2012 include:
• Refining a future spaces needs analysis for the City to form a complete picture of how
much space might be needed
• Conducting a financial analysis and preparing a pro forma to understand what funding
options might exist
• Preparing an appraisal of the existing City Hall property to better understand how much
could be gained by potentially selling the property in the future
Each of these items would require hiring a consultant. At the Study Session, staff would like
input from City Council on which items are worth pursuing in 2012.
Attachments
Attachment 1: Back-in Angle Parking reference
Attachment 2: Temp Amenity Zone Handout
Attachment 3: Access Enhancement Handout
5
Back-in/Head-out Angle Parking
Nelson\Nygaard Consulting Associates
785 Market Street, Suite 1300
San Francisco, CA 94103
January 2005
Attachment 1
Back-in/Head-out Angle Parking
Table of Contents
PAGE
Introduction ..................................................................................................................... 1
Some examples ................................................................................................................. 1
Advantages ....................................................................................................................... 4
Bicyclists ....................................................................................................................... 4
Visibility ........................................................................................................................ 5
Steep terrain .................................................................................................................. 5
Disabled parking ........................................................................................................... 5
Safety ............................................................................................................................ 6
Cities using back-in/head-out angle parking ...................................................................... 6
Typical dimensions ........................................................................................................... 7
References ........................................................................................................................ 8
Appendix A Nawn, J.A. (2003) Central Business District Back In Angle Parking. PE
Reporter, November/December Issue, P. 11-13.
Appendix B City Of Pottstown (2001) Proposed High-Street Traffic Calming Plan.
Appendix C City Of Vancouver (2004) Angle Back In Parking Striping.
Appendix D City Of Seattle (2005) Angle Back In Parking Dimensions.
Table of Figures
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
PAGE
Back-in/Head-out parking in Tucson, AZ ........................................................ 2
With back-in angle parking you can load your car on the curb, rather than in
the street (Vancouver, WA) ............................................................................ 2
An 'eye-to-eye' line of sight between parker and approaching road-user
(Vancouver, WA) ........................................................................................... 3
The parker's view of the on-coming traffic (Vancouver, WA) ......................... 3
A traffic sign showing the three steps of back-in angle parking, in Kelowna,
BC, Canada ................................................................................................... 4
A disabled parking stall located right next to the pedestrian crossing and the
curb ramp ...................................................................................................... 5
Cities using back-in/head-out angle parking ................................................... 6
Cross-section of a roadway accommodating both bike lanes and back-in/head-
out angle parking ........................................................................................... 7
Page i • Nelson\Nygaard Consulting Associates
Back-in/Head-out Angle Parking
Introduction
In recent years the use of back-in/head-out angle parking has increased steadily in cities
across North America. There are several reasons for this development. Kulash and
Lockwood (2003) state that:
"Back-in/head-out diagonal parking is superior to conventional head-in/back-out diagonal
parking. Both types of diagonal parking have common dimensions, but the back-in/head-
out is superior for safety reasons due to better visibility when leaving. This is particularly
important on busy streets or where drivers find their views blocked by large vehicles, tinted
windows, etc., in adjacent vehicles in the case of head-in/back-out angled parking. In other
words, drivers do not back blindly into an active traffic lane. The back-in maneuver is
simpler than a parallel parking maneuver. Furthermore, with back-in/head-out parking, the
open doors of the vehicle block pedestrian access to the travel lane and guide pedestrians
to the sidewalk, which is a safety benefit, particularly for children. Further, back-in/head-
out parking puts most cargo loading (into trunks, tailgates) on the curb, rather than in the
street."
The growing presence on American streets of sport utility vehicles (SUVs), with their bulky
rear ends and (frequently) tinted windows may have spurred the trend toward back-
in/head-out angle parking: when using conventional angle parking, drivers increasingly find
themselves beside an SUV, with more difficult sightlines.
This report briefly discusses the design and benefits of back-in/head-out angle parking and
shows where the design has already been implemented.
Some examples
In Tucson, AZ, two blocks of reverse diagonal parking have been installed along the
University Boulevard Bikeway (see Figure 1), which leads into the west entrance of the
University of Arizona (-36,000 students). In the two years of reverse diagonal parking,
there have been no accidents along the segment, despite the large number of cyclists using
the bikeway.
Figures 2-4 illustrate some of the benefits of back-in/head-out angle parking. In Figure 2 the
driver is able access her trunk from the curb rather than from the street. Figures 3 and 4
show that the driver can have eye contact with oncoming traffic, in this case a bicyclist.
Figure 5 shows typical signage used to introduce drivers to back-in/head-out angle parking.
For more examples on back-in/head-out angle parking, see Appendices A and B.
Page 1 • Nelson\Nygaard Consulting Associates
Back-in/Head-out Angle Parking
Figure 1 Back-in/Head-out parking in Tucson, AZ.
Source: T. Boulanger, Transportation Services, City of Vancouver, WA.
Figure 2 With back-in angle parking you can load your car on the
curb, rather than in the street (Vancouver, WA).
Source: T. Boulanger, Transportation Services, City of Vancouver, WA.
Page 2 • Nelson\Nygaard Consulting Associates
Back-in/Head-out Angle Parking
Figure 3 An 'eye-to-eye' line of sight between parker and
approaching road-user (Vancouver, WA).
Source: T. Boulanger, Transportation Services, City of Vancouver, WA.
Figure 4 The parker's view of the on-coming traffic (Vancouver,
WA).
Source: T. Boulanger, Transportation Services, City of Vancouver, WA.
Page 3 • Nelson\Nygaard Consulting Associates
Back-in/Head-out Angle Parking
Figure 5 A traffic sign showing the three steps of back-in angle
parking, in Kelowna, BC, Canada.
Source: City of Kelowna, British Columbia, Canada.
Advantages
Back-in/head-out angle parking is similar to both parallel and standard angle parking. As
with parallel parking, the driver enters the stall by stopping and backing, but need not
maneuver the front of the vehicle against the curb. When leaving the stall, the driver can
simply pull out of the stall, and has a better view of the oncoming traffic.
Bicyclists
This type of parking provides a safer environment for bicyclists using the roadways. The
driver is able to see the cyclist easily when exiting the stall. Several cities where back-in
angle parking has been implemented have seen a reduction in number of accidents
compared to the number of accidents at regular parallel parking schemes. Matt Zoll at
Page 4 • Nelson\Nygaard Consulting Associates
Back-in/Head-out Angle Parking
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Tucson-Pima County Bicycle Advisory Committee says that after implementing the back-
in/head-out angle parking scheme in Tucson they "went from an average of 3-4 bike/car
accidents per month to no reported accidents for 4 years following implementation."
Visibility
In contrast to standard angle parking the visibility while exiting a back-in/head-out angle
parking into traffic is much improved. When the driver is backing up (into the stall), the
driver is in control of his lane: traffic behind either waits, or changes lanes.
Steep terrain
Back-in angle parking can also be useful on steep terrain: if used on the correct side of the
street, it causes drivers to automatically curb their wheels, which in turn prevents runaway
autos. Used on the wrong side of a steep street, however, it is likely to cause more
runaways.
Disabled parking
In Pottstown, PE, a 13-foot wide handicap accessible stall has been incorporated into the
angle parking as the last space, intersection nearside, of each block. This places each
disabled parking stall close to the existing curb ramps, and allows the wheelchair-using
drivers to unload out of the way of traffic (see Figure 6). By contrast, the street's previous
parallel parking arrangement could not be safely used for disabled parking, and
conventional angle parking raised safety concerns for the street's proposed bicycle lanes.
Figure 6 A disabled parking stall located right next to the
pedestrian crossing and the curb ramp.
L
Page 5 • Nelson\Nygaard Consulting Associates
Back-in/Head-out Angle Parking
Safety
As SLCTrans (2004) states, "one of the most common causes of accidents is people backing
out of standard angled parking without being able to see on-coming traffic. Reverse angled
parking removes this difficulty." It also improves safety for cyclists, and for loading/and
unloading the trunk of the car. Similarly, the Urban Tra nsportation Monitor's recent article
on back-in angle parking reported reduced accidents and benefits for bicyclists in several
communities. In all, back-in/head-out angle parking is a good choice when compared to
conventional head-in angle/back-out parking and parallel parking.
Cities using back-in/head-out angle
parking
The list of cities in North America that use back-in/head-out angle parking is growing.
Figure 7 lists some of these communities.
Figure 7 Cities using back-in/head-out angle parking.
City Source
Arlington, VI Dan Burden Walkable Communities, Inc.
Birmingham, AL Russ Soyring City of Traverse City, Ml
Burnaby, Canada Dan Burden Walkable Communities, Inc.
Charlotte, NC Dan Burden Walkable Communities, Inc.
Chico, CA Patrick Siegman Nelson\Nygaard
Everett, WA Michael M. Moule Livable Streets, Inc
Honolulu, HI Dan Burden Walkable Communities, Inc.
Indianapolis, IN Michael M. Moule Livable Streets, Inc
Knoxville, TN Michael M . Moule Livable Streets, Inc
Marquette, Ml Russ Soyring City ofTraverse City, Ml
Montreal, Canada Michael M. Moule Livable Streets, Inc
New York, NY Dan Burden Walkable Communities, Inc.
Olympia, WA Dan Burden Walkable Communities, Inc.
Plattsburgh, NY Dan Burden Walkable Communities, Inc.
Portland, OR Michael M. Moule Livable Streets, Inc
Pottstown, PA Michael M. Moule Livabl e Streets, Inc
Salem, OR Todd Bou langer City of Vancouver, WA
Salt Lake City, UT Dan Burden Walkable Communities, Inc.
San Francisco, CA Michael M . Moule Livable Streets, Inc
Seattle, WA Dan Burden Walkable Communities, Inc.
Tacoma, WA Dan Burden Walkable Communities, Inc.
Tucson, AZ Michael M. Moule Livable Streets, Inc
Vancouver, WA Todd Boulanger City of Vancouver, WA
Ventura, CA Todd Boulanger City of Vancouver, WA
Washington, DC Dan Burden Walkable Communities, Inc.
Wilmington, DE Michael M . Moule Livable Streets, Inc
Page 6 • Nelson\Nygaard Consulting Associates
Back-in/Head-out Angle Parking
Typical dimensions
Particularly when accommodating bike lanes within the roadway, back-in/head-out angle
parking is useful. Figure 8 shows the cross-section of such a roadway in Pottstown, PA.
Appendix C and D shows Vancouver's, WA, and Seattle's, WA, choices of dimensions for
this type of parking.
Figure 8 Cross-section of a roadway accommodating both bike
lanes and back-in/head-out angle parking.
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If • tl ? ' .. . . '\ ...... ~ ... • " . .d • • • A '~·--~~·~·: · .. : .. . . ·• ... . . . ' ~· . .. ···(.( ~ : ..... ·o .. "" . ' .. ~ • ID'1 •
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Source: City of Pottstown (200 1) Proposed High StreetT raffic Calming Plan.
Page 7 • Nelson\Nygaard Consulting Associates
Back-in/Head-out Angle Parking
References
City of Pottstown (2001) Proposed High Street Traffic Calming Plan.
City of Pottstown (2004) Back In Angle as a Way to Improve Pedestrian Circulation in the
Central Business District High Street, Pottstown Borough, Montgomery County,
Pennsylvania, USA.
City of Vancouver, WA (2004) Angle Back In Parking Striping. Standard Plan Number T29-
62.
Kulash, W. M . and Lockwood, I.M. (2003) Time-saver Standards for Urban Design, 7.2-5,
McGraw-Hill Professional, New York, New York.
Nawn, J. (2003) Central Business District Back In Angle Parking. November/December PE
Reporter, pages 11-1 3.
SLCTrans, Salt Lake City, UT (2004) Back-in or Reverse Angle Parking -FAQ.
http://www.slcgov.com/transportation/Aboutus/FAQ.htm.
Urban Transportation Monitor. Back-in Angle Parking. June 11, 2004, page 1.
Page 8 • Nelson\Nygaard Consulting Associates
APPENDIX A
NAWN, j.A. (2003) CENTRAL BUSINESS
DISTRICT BACK IN ANGLE PARKING. PE
REPORTER, NOVEMBER/DECEMBER ISSUE,
P.11-13.
_jl
II
Central Business
District
Back In Angle
Parking
John A. Nawn, PE., PTOE
In August 2003, the Pottstown borough
completed back in angle parking along the
main street thorough its central business
district (CBD). This is the first such
application of back in angle parking in the
Commonwealth of Pennsylvania.
In many community's central business
districts, lack of parking close to retail and
commercial establishments is seen as a
deterrent to continued retail development
and reinvestment into the CBD. In many
instances, the CBD is also bisected by an
urban arterial, or "Main Street." Competing
needs of parking versus efficient vehicle
movement can impede mobility and
sometimes compromise safety.
Since the middle 1990's, the Borough of
Pottstown, Montgomery County,
Pennsylvania, has struggled to revitalize and
reinvigorate its downtown core. The
Borough's 1994 Downtown Comprehensive
Plan identified several goals for revitalization,
specifically dealing with creation of a
pedestrian friendly, multi-modal
environment while maximizing the amount
of parking and its proximity to retail
establishments that line the downtown core.
Through leveraging of and improvement to
the existing transportation infrastructure, the
community attempted to realize these goals.
Located in the Philadelphia,
Pennsylvania metropolitan area and situated
on the Schuylkill River, the Borough of
Pottstown traces its routes to 1752. As the
Borough developed, the CBD developed
Pennsylvania Society of Professional Engineers
centered along High Street, making High
Street the Borough's main street. At 5.5 square
miles, Pottstown population is 21,859 (2000
census). Following the increase in automobile
traffic after World
speeds were within 5 miles per hour of the
posted speeds and an attractive level of
service was maintained for vehicles.
However, High Street was failing to meet
more recent and
As a highway facility, High Street War II, the High
Street cross section
was reconfigured
to maximize
automobile
mobility. With 68
feet available
between the curb
lines, two 11-foot
through lanes and
a 7-foot parallel
was an operational success ...
however, High Street was failing to
progressive
economic
development and
transportation
goals endorsed at
local, state, and
national levels.
meet more recent and progressive
economic development and Increasing
pedestrian traffic
is one of the key transportation goals.
parking lane were created in each direction
along with a 10-foot wide center tum lane/
painted median. Combined with a 16-foot
sidewalk on each side, the face of the
buildings on each side of the street are 100
feet apart, creating a very wide corridor
through the CBD. The width of the corridor
is visually perceived by some to be a deterrent
to downtown redevelopment.
In 1972, a four lane, grade separated,
limited access freeway, U.S. Route 422, was
constructed along the opposite side of the
river from the Borough, essentially bypassing
the CBD and drawing large amounts of the
existing through traffic volume from High
Street. High Street quickly became an
underutilized transportation asset.
As a highway facility, High Street was
an operational success. The 85th percentile
objectives in the
Borough's efforts to revitalize the CBD.
However, High Street's configuration
impeded these efforts. With four lanes of
rapidly moving traffic, it was neither
pedestrian nor shopper friendly. High
Street's 68-foot cross-section was intimidating
and discouraged pedestrians and shoppers
from crossing the street. Pedestrian injuries
and deaths were not uncommon. In addition,
vehicle traffic along High Street moved too
quickly to allow passengers adequate time
to identify shopping opportunities and find
a parking space.
Downtown business 01Nners identified
a perceived lack of parking as a concern.
Although metered, parallel parking was
available on both sides of High Street
throughout the CBD, it was generally 50%
"Back-in" continued on p. 12
November/December PE Reporter • 11
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"Back-in" continued from p. 11
utilized and, therefore, considered to be
insufficient in addressing the potential needs
of the downtown businesses, considering the
number of vacancies. While a number of
small surface lots had been created along
High Street, the linear nature of the CBD
makes this parking convenient to only
adjacent businesses with long walks
necessary for all other
businesses.
One of the region's
transportation goals is
to encourage the use of
bicycles as an
alternative
automobile.
Street had
designated
to the
High
been
by
Montgomery County
as an official Bicycle Route connecting
Pottstown with other communities along the
Schuylkill River corridor. But, in its former
configuration, High Street was not conducive
to bicycle travel with no dedicated bike lanes
and swiftly moving vehicular traffic.
State and regional plans recognize the
connection between revitalizing older
communities and solving the problems of
traffic congestion on our roads and highways.
Encouraging people to live, work and shop
in denser, walkable communities fosters the
use of existing public transportation, helps
reduce sprawl and relieves the pressure on
our road system. Creating vibrant
downtowns in our cities and smaller urban
communities ensures a growing demand for
public transportation. Therefore, the general
thinking was that reconfiguring and calming
traffic on High Street would address
Pottstown's own economic development
goals and have a positive impact on regional
transportation and growth issues.
Clearly if the Borough was to increase
pedestrian traffic and attract new business to
the CBD, while not reducing available
parking, the existing automobile and truck
traffic would have to be calmed. The CBD
study area generally encompassed a 1.1-mile
corridor centered along High Street. Within
this corridor, there are 10 signalized
intersections. Of those, only two were
1 D • PE Reporter November/December DODD
equipped with pedestrian push buttons; side
streets were not actuated; and all signals were
uncoordinated, operating on fixed time cycles
with side street phases sufficient to also
support lengthy pedestrian times required to
cross High Street. Improvements would
include coordination of the signals and the
addition of pedestrian push buttons to
improve mobility and support the thorough
lane reduction
necessary to support
additional angle
parking.
One method used
to provide more
parking is creation of
traditional, pull-in
angle parking.
However, in order to
properly implement
traditional angle parking, a substantial
amount of right-of-way is necessary to provide
the proper maneuver space for vehicles to back
out of the spaces without impeding traffic flow
on the adjacent roadway. With traditional
angle parking in place on both sides of a main
street, the width of the street and subsequently
pedestrian crossing distances become
excessive, creating a non-unified dovmtown
unattractive to pedestrians; pedestrians who
are critical to the success
of the retail and
commercial
establishments in the
CBD. At signalized
intersections,
pedestrian crossing
times can be excessive,
leading to decreased
vehicle mobility and
progression. More
typically, the width of available right-of-way
is insufficient to support angle parking. While
the angle of the parking can be reduced to
narrow the required width of street, as the
parking angle becomes more acute, the angle-
parking yield becomes not much more than
that with parallel parking. Ideally, angle
parking without the wide maneuver space
would address the problem.
It was clear that if the Borough wished
to leverage additional parking and a
friendlier pedestrian environment as a means
to revitalize the downtown area, that
conventional methods and thinking would
not likely meet those goals. The concept of
employing reverse angle or back in angle
parking was initiated by the Borough's
Planning Commission and upon request from
the Commission, the Borough commissioned
a new study to evaluate the appropriateness
of back in angle parking on High Street.
The initial plan was to establish
minimum required lane widths for the
conventional elements of the roadway cross-
section. In accordance with PennDOT's
criteria for an urban arterial, the minimum
acceptable width for through lanes is 11 feet.
The center median/tum lane would remain,
as it was critical to maintaining the necessary
levels of service. PennDOT's minimum
criterion for auxiliary lanes is 10 feet, therefore
leaving 36 feet of the 68-foot width available
to support the parking and bicycle lanes.
PennDOT has detailed regulations
governing implementation of angle parking
on state highways and specifies a minimum
width for parking and maneuver space. With
36 feet available, it would be possible to
implement angle parking on one side of the
street only, with 6 feet available for a single
bike lane. Downtown stakeholders were not
inclined to limit
parking to one side of
the street. Furthermore,
with parking provided
on only one side of the
street, the question was
raised as to how
drivers proceeding in
the opposite direction
would be able to utilize
the spaces. There was
little interest in reducing the angle of the
spaces as the additional yield, as noted
previously, was not sufficient to justify the
installation of the angled spaces.
Having determined that angle parking
would likely only be possible on one side of
the street, the decision was made retain
parallel parking on the opposite side. It was
also determined at this point to set a
minimum width for the bicycle lane, in
accordance with AASHTO criteria, which
Pennsylvania Society of Professional Engineers
I L
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II
recommend a width for two directional travel
of12 feet. This width was also consistent with
PennDOT's criteria. With all the other
minimum widths established and agreed
upon, this left 18 feet for angle parking.
In order to maximize the amount of
parking, it was decided to utilize an 8 foot, 6
inch (2.59 meter) wide space, which is
consistent with National Parking Association
(NPA) criteria for a 45-degree angle space.
The available 18-foot width, however did not
meet PennDOT's minimum criteria. The
design team, lead by John A. Nawn, P.E.,
PTOE, in meetings with the Department,
pointed out that PennOOT standards did not
specify whether the angle parking criteria
applied to traditional pull in or back in angle
parking, and since there were no examples
of back in angle parking in Pennsylvania, it
was clear that the PennDOT criteria only
applied to pull in angle parking. It was
agreed that a maneuver area was necessary
for traditional pull in angle spaces so vehicles
can re-enter the roadway safely. When
backing up from a pull in angle space, an
operator temporarily has no view of
approaching traffic dependent upon the
length of his or her vehicle and the length
and composition of the vehicle to the right.
The maneuver area is necessary to provide
the operator a safe place to back into during
this essentially blind reverse maneuver.
However, with back in angle parking, it was
argued that no such maneuver area was
necessary since vehicles exit forward.
The human biomechanical motion
necessary to enter a back in angle parking
space is similar too, if not easier than entering
a parallel parking space. The prescribed
method for entering a parallel parking space
entails three distinct steps. First, the operator
pulls past the parking space. Second, the
operator proceeds in reverse into the space,
on a diagonal, as far as possible. Third, the
operator pulls forward while turning toward
the right to bring the vehicle parallel to the
curb. The second step, wherein the operator
pulls backwards into the parallel space,
typically places the vehicle at an approximate
45-degree angle with the travel lane. For a
45 degree back in angle space therefore, the
operator only needs to complete the first two
Pennsylvania Society of Professional Engineers
steps of the typical parallel parking maneuver
wherein the operator pulls past the space,
than proceeds in reverse into the space,
completing the move. When leaving the
space to re-enter the highway, the back in
angle space has a clear advantage over the
parallel parking space. When exiting a
parallel parking space, an operator must turn
his or her field of vision up to 180 degrees
and look backward to be able to view
approaching vehicles and identify gaps in
which to re-enter the traffic stream. In pulling
out from a 45 degree angle space, the
maximum that the operator must turn his
field of vision is 135 degrees to be able to see
approaching vehicles from his left. This
movement requires only that the operator
turn sideways, not backwards presenting a
slightly more 'comfortable' position for the
operator.
Based on the above discussion, it was
successfully presented to the Department that
given the fact that it is theoretically easier to
enter and exit a back in angle parking space
than a parallel parking space, and no
maneuver area is typically required for
parallel parking lanes in an urban zone,
accordingly, no additional maneuver area
would be necessary nor should be required
for back in angle parking.
The proposed layout was approved by
the Borough Council and endorsed by three
local, downtown organizations, and the
County. The plan was also conditionally
approved by PennOOT. Design of the project
was funded partially by a grant from the
Delaware Valley Regional Planning
Commission (DVRPC), through their
competitive Transportation and Community
Development Initiative (TCDI) program.
Implementation of the re-designed striping
was carefully orchestrated to follow a
planned maintenance resurfacing of High
Street.
The decision as to which side of the street
to locate the back in angle parking on was
cause for much discussion among the
stakeholders. Ultimately, the decision was
based entirely on which side would yield the
biggest increase in parking, and that was
found to be the north side of High Street. The
additional parking yield over the existing
parallel parking, per block, varied greatly
depending on the location of driveways, no
parking zones and the like, with some blocks
gaining as many as 23 spaces and some blocks
as few as 2 spaces. Overall, the downtown
area gained a total of 95 new spaces, a 21%
increase over existing conditions.
In addition to parking changes, existing
electromechanical signal controllers were
replaced with new, solid state controllers and
coordinated with each other to accommodate
the through lane reduction necessary to
accommodate the new parking and bike lane.
This context sensitive solution
demonstrates that back in angle parking can
be effectively integrated into the downtown
environment and co-exist along an arterial
highway employing current, minimum
design standards. In addition to creating
more parking over traditional parallel
parking, back in angle parking can also be
used as a traffic calming/ street narrowing
tool, can enhance pedestrian functionality
and walk-ability within the downtown area
and can work harmoniously with bicycle
lanes, all resulting in a more attractive and
intimate downtown corridor enhancing the
downtown experience and leading to
increased economic investment. •
John A. Nawn, P.E., PTOE was the Project
Mnnager for the Back In Angle Parking design
and installation and had been associated with the
project and the Borough's efforts since 1995. Mr.
Nawn holds a Bachelor of Science Degree from
Drexel University, and is cummtly employed by
URS Corporatio11 the Branch Manager of their
Philadelphia Office. John, a licensed professiOJwl
engineer in four states and a certified professional
traffic operations engineer, has over 16 years
experience in traffic engineering and has been a
member of PSPE since 1990. John is cunently
the President of the Delaware County Chapter of
the Pem1sylvania Society of Professional
Engineers.
The project was presented at and appears in
tl1e proceedings of both the Second Urban Street
Symposium (a Transportation Research Board
conference) and the 2003 Institute of
1J·ansportation Engineers Annual Conference.
For more infonnation please contact Mr.
Nawn at, 215-587-9000 x3000 or
john_nawn@urscorp.com.
November/December PE Reporter • 1 0
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II
APPENDIX 8
CITY OF POTTSTOWN (2001) PROPOSED
HIGH-STREET TRAFFIC CALMING PLAN.
1. Wilmington, Delaware
Contact person: Thomas Warrington
Department of Public vVorks
900 E 11[11 ST
Wilmington, DE 19802
302.571.4233
The City of Wilmington, Delaware, has six blocks of 60 and 90-degree back-in angle parking
dating back about 50 years. By city ordinance, Wilmington requires all angle parking to be back-
in because of the safety factor.
For 60-degree angle parking, regulations require 19 feet out from the curb for parking spaces, to
allow for vehicles with extended cabs, plus a minimum of 11 feet for a travel lane, for a total of 30
feet for traffic going in one direction.
The highest average daily traffic for any block with angle parking is the 1000 block of Market
Street, with an ADT of 6,500 vehicles.
"''ilmington has not experienced any significant problems with accidents or impediments to
travel flo"'·· "'~th angle parking.
(See attached letter from Thomas \Yarrington.)
2. Seattle, Washington
Contact person: Bill jack
Seattle Transportation
Municipal Building, Room 410
600 Fourth Avenue
Seattle, W A 98104
206.684.8329.
The City of Seattle, Washington, has about 280 blocks of angle parking spaces, most of which are
back-in. Seattle also has pull-in angle parking, but prefers back-in angle parking because it is
safer, especially for pedestrians.
North Queen Anne Street, shown above, is one of the higher volume traffic streets, with about
6,500 ADT.
Seattle has had back-in angle parking for more than 30 years.
(See attached letter from Bill Jack.)
3. Washington, D.C.
Contact person: Rashid Sleemi
202.671.1573
Washington, D.C. has six blocks of back-in angle parking going back 15 to 20 years.
The busiest thoroughfare is the 2400 block of 18th Street NvV, which has an ADT of9,200. The
street has two lanes of traffic going in each direction "'ith no maneuver lane in front of the
parking spaces.
Other areas '"'ith back-in angle parking are several blocks on Water Street, NvV, a low volume
traffic area, and Vermont Avenue, NW, between 14th and Q streets, with an ADT of 5,000.
Although no traffic records are available, Mr. Sleemi reports the perception is that back-in angle
parking does not create any traffic hazards.
4. Indianapolis, Indiana
Contact person: John Burkhardt
Administrator, Traffic Division
1725 S. \i\ est Street
Indianapolis, IN 46225
317. 327.2903
Indianapolis has one block of back-in angle parking, along the federal courthouse on New York
Avenue, going back at least 15 years.
New York Avenue is a one-way street consisting of a north parallel parking lane, three traffic
lanes, a right turn lane, and angle parking. The right turn lane is directly adjacent to the angle
parking. Average daily traffic is 13,800.
The latest traffic records, for the years 1999-2000, reflect there were a total of two accidents over
two years at the nearest intersection. They do not know if those accidents had anything to do
with the angle parking.
APPENDIX C
CITY OF VANCOUVER (2004) ANGLE
BACK IN PARKING STRIPING.
6" CURB OR 6" CURB AND GUTTER
4" WHITE
4" WHITE PAINT (TYP.)
TYPE 2W RPM (TYP.)
,. TRAVEL DIRECTION
4" WHITE PAINT
TYPE 2W RPM (TYP.)
TYPE 1 W RPM (TYP.
OF 2 12" O.C.)
30' -0" MIN. APPROACH TO
STOP BAR OR EDGE OF
PEDESTRIAN CROSSING
TYPE 1W RPM (TYP.)
@ANGLE BACK IN PARKING STRIPING AND MARKINGS
NGLE BACK IN PARKING STRIPING T29-82
APPENDIX D
CITY OF SEATTLE (2005) ANGLE BACK IN
PARKING DIMENSIONS (SOURCE: FRANK
NELSON, SEATTLE TRANSPORTATION
DEPARTMENT).
~~ GREEN LAKE DR ··N
- -BACK-IN Al'rGLEPARKING
\,
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_...
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Rev . 8 16/03 WLB "03"CW Rem
SEATTLE ENGINEERING DE
/ TRAFFIC ENGINEERING D
B. 'W, PATTON TRAFFIC
DRA'WN BY_~~[-~~-DATE
.[)..
•
Temporary Amenity Zones
The 38th A venue Corridor Plan calls for restriping 38th A venue
between Depew and Upham Streets to three lanes-one travel
lane in each direction and one center turn lane. The restriping will
create room to add one lane of on-street parking and pedestrian
amenities such as planters and temporary sidewalk extensions, or
"amenity zones."
As part of the restriping of the street, the City would like to
implement temporary amenity zones in four key locations along
38th Avenue, most likely on the south side of the street. These
improvements would be similar to those implemented in other
cities (see images to right).
What is a Temporary Amenity Zone?
A temporary amenity zone is an extension to the existing sidewalk
that is intended to demonstrate what the sidewalk on 38th
Avenue could feel like in the future if permanently widened.
Typically built of wood or wood alternative, the amenity zone
would include landscaping and seating, whether for the public
and/or for the patrons of an adjacent business.
Property owners would need to enter into a license agreement
with the City and provide proof of insurance. They would also be
responsible for maintenance of the amenity zone.
The City will provide this improvement to the owner at no cost.
Questions or Interested in Participating? Contact:
Sarah Showalter, Planner II: 303-235-2849
sshowalter@ci.wheatridge.co.us
Mark Westberg, Projects Engineer: 303-235-2863
mwestberg@ci .wheatridge .co.us
Download a complete copy of the 38th Avenue Corridor Plan:
www.ci.wheatridge.co.us/38thAve
Attachment 2
~ro\'n_ ~ ye/Jt;(J
Corridor Plan
.... '" j '.,. City of
J?"Wlieat:Ri__dge
Example of a temporary amenity zone in
downtown Louisville, Colorado
Example of a temporary amenity zone in
Philadelphia, PA
Access Enhancement
The 38th A venue Corridor Plan calls for restriping 38th A venue
between Depew and Upham Streets to three lanes-one travel
lane in each direction and one center turn lane. The restriping will
create room to add one lane of on-street parking and pedestrian
amenities such as planters and temporary sidewalk extensions.
As part of the restriping of the street, the City would like to
implement demonstration access enhancements for a few
properties. The access enhancements would entail temporarily
redesigning access into a property in order to reduce wide or
redundant curb cuts, thereby improving circulation, reducing
vehicle confiict, and creating room to add improvements and
on-street parking.
What is Access Enhancement (or Access Management)?
Access Enhancement on 38th A venue entails redesigning access
so that it is safer and more efficient. Examples include narrowing
and clearly marking an existing curb cut so that it is easily
identifiable to drivers, or reducing the number of access points
that serve the same property. The redesign would be piloted and
could lead to a permanent redesign in the future if it is successful.
What are the Benefits and Why Should I Participate?
There are many potential benefits, including:
• Increased safety-clearly defined access points reduce
conflict points for vehicles and pedestrians
• Improved parking lot circulation
• Potential to add on-street parking in front of your property
• Creation of more usable space on your property
• The City will provide this improvement at no cost
Questions or Interested in Participating? Contact:
Sarah Showalter, Planner II: 303-235-2849
sshowalter@ci. wheatridge .co.us
Mark Westberg, Projects Engineer: 303-235-2863
mwestberg@ci.wheatridge.co.us
Download a complete copy of the 38th Avenue Corridor Plan:
www.ci. wheatridge.co. us /38th Ave
--.,CO\'n. ~ Y.e/Jt;(J
Corridor Pian
Existing: One large curb cut
creates confusing parking lot
circulation and multiple points
of conflict
Access Enhancement: One
defined exit-entry improves
circulation and reduces
potential for conflict/accidents
Attachment 3
't .. " ~ -• City of J?"Wheat:Rl_.dge
.... ~'~ ..... ~ .,. City of • ~Wheat~ge ~OMMUNilY DEVELOPMENT
TO:
THROUGH:
FROM:
DATE:
SUBJECT:
Memorandum
Mayor and City Council ~
Kenneth Johnstone, Community Development Director l r;-/
Sally Payne, Senior Planner
January 12, 2012 (for January 23, 2012 Study Session)
Envision Wheat Ridge Comprehensive Plan Implementation Status
The purpose of this memo is to provide City Council an update on implementation of the
City's comprehensive plan Envision Wheat Ridge. There will be a brief presentation on
this topic at the study session and an opportunity for Council to ask questions or provide
input on implementation actions.
BACKGROUND:
The Neighborhood Revitalization Strategy (NRS) was developed and approved by City
Council in 2005. The purpose of the NRS is to set forth strategies for the City to leverage
its assets to regain its share of strong households and to more successfully compete with
neighboring communities for new development opportunities. These strategies aim to
help Wheat Ridge reinvent itself as a thriving, economically diverse community with
broad residential and commercial opportunities.
A key recommendation ofthe NRS was updating the City's comprehensive land use plan.
The comprehensive plan that was in place at the time was adopted in 2000 and needed
updating to reflect the NRS recommendations and other changing events and conditions
in the City.
The City initiated an update to the comprehensive plan in 2008. After nearly a year-long
planning process, City Council unanimously adopted Envision Wheat Ridge as the City's
new comprehensive land use plan in October of 2009. The purpose of the plan is to
provide a vision for the City related to growth and development for the next 10 to 20
years. The plan provides direction to help the City address future needs related to
economic development, commercial and retail development, housing, transportation,
parks and open space and services and utilities.
Envision Wheat Ridge includes a detailed plan implementation section that lists specific
actions and strategies the City needs to undertake to achieve the vision outlined in the
plan. These implementation steps outline short term and long term actions to be
accomplished over a period of one to five years. There is a priority action table divided
into the key strategy areas of: 1) Economy and Land Use, 2) Neighborhoods and
Study Session Memo -Comprehensive Plan
January 12, 2012
pg.2
Housing, 3) Community Character and Design, 3) Transportation, 4) Community
Services, and 5) Sustainable Future.
In addition there are detailed strategies outlining specific steps to achieve high priority
goals focusing on:
1. Economic development and redevelopment strategies focusing on targeted
redevelopment areas ofThe Crossing at Clear Creek, 38th Ave. as Main Street, the
Kipling Corridor, Wadsworth Corridor/Town Center and the Gold Line/Ward Rd.
station area
2. Code amendments to achieve economic and land use goals including creation of a
mixed use zone district, updating certain existing zone districts such as the
industrial district and creation of a new employment district
3. Neighborhood goals/planning strategies including the identification of
neighborhood revitalization areas, establishing a neighborhood planning program,
updating the City's residential zoning codes and retaining and promoting
agricultural districts in certain locations in the City
4. Transportation strategies focusing on continued coordination with CDOT
regarding state roadway improvements, prioritizing bicycle and pedestrian
improvements as well as identifying funding sources for bicycle and pedestrian
improvements and streetscape dedication and design standard updates
5. Natural resource protection and conservation strategies including tree
conservation standards, removing sustainability barriers in City code regarding
such things as solar panels and wind turbines and gardening and small fowl in
residential areas
Successfully implementing Envision Wheat Ridge will be accomplished over time and
will require fostering partnerships with community and economic development
organizations, the willingness to make City code revisions and potentially difficult policy
decisions and the identification of new funding sources to achieve the goals and vision
the public communicated through development of the plan.
GOALS AND ACTIONS IDENTIFIED IN ENVISION WHEAT RIDGE
ACCOMPLISHED TO DATE:
• Adoption of a new Mixed Use Zone (MUZ) district establishing MUZ-C for commercial
mixed use development, MUZ-TOD for mixed use transit oriented development (TOD),
and MUZ-N for mixed use neighborhood development
• New urban renewal areas approved for priority redevelopment locations in the City such
as the Gold Line TOD area, the Kipling corridor and the Clear Creek Crossing
development area
• Height and density restrictions removed from the City Charter for select urban renewal
areas
• City-initiated rezoning of Wadsworth Blvd. properties between 44th Ave. and 38th Ave.
• Completion ofthe Bike and Pedestrian Master Plan Phase II and Ill( a) to prioritize routes
2
Study Session Memo-Comprehensive Plan
January 12, 2012
pg. 3
and create roadway cross sections
• Update to the Streetscape Design Manual to establish standards and guidelines for the
streetscape design of all collector and arterial streets
• Update to City code regarding urban agriculture establishing where and how
urban/community garden activities are allowed in the City
• Economic Development Strategic Plan developed to provide strategic direction for
economic development activities in the City
• Adoption of 3 gth Ave. Corridor Plan identified as one of five priority areas for
redevelopment in the City
• Partnership established with Weston Solutions and Wazee Partners regarding
development of the Town Center site at Wadsworth Blvd. and 44th Ave. Initial project
underway with a new senior housing complex
• Establishment of a public art fund for new development requiring 1% of the new project
development cost be devoted to public art
• Rehabbing of City's dated housing stock through WR2020 Neighborhood Stabilization
Program initiative and the WRHA single family home rehab project
• Creation of a City Sustainability Committee to develop a plan and policies related to
sustainability in the City
• RTD completion of the Environmental Impact Statement (EIS) for the Gold Line Ward
Rd. station and the signing oflntergovernmental Agreement (IGA) between RTD and
the City for R TD to develop "complete streets" at the Ward Rd. station area
• Partnership with LiveWell Wheat Ridge to accomplish goals in the plan related to healthy
eating and active living
PROJECTS CURRENTLY UNDERWAY OR TO BE INITIATED SOON:
• Implementation of the 38th Ave. Corridor Plan
• Update to the 2006 Northwest Subarea Plan to address completion of the RTD
EIS and other changes to plans and ordinances that impact the area
• Update the Architectural and Site Design Manual
• Develop a Scope ofWork for a Diverse Housing Plan as identified in City
Council's Strategic Plan to identify ways to diversify the City's housing stock to
address changing housing demands and demographics
• Continue work on the Bike and Pedestrian Master Plan Phase III(b)
• Update City code regarding the current industrial zone district and possible
creation of a new employment zone district
• Amendments to City code to allow accessory dwelling units in certain locations
3
~~A~
... ~ .,.. City of
... ~Wheat~ge ~OMMUNllY DEVELOPMENT
TO:
THROUGH:
FROM:
DATE:
SUBJECT:
BACKGROUND:
Memorandum
Mayor and City Council ~
Kenneth Johnstone, Community Development Director ~
Sally Payne, Senior Planner
January 11,2012 (for January 23,2012 Study Session)
Northwest Subarea Plan Update
One ofRTD's FasTracks rail lines is the Gold Line running from Denver Union Station through
Denver and Arvada with an end of the line station in Wheat Ridge at Ward Rd. The Gold Line is
one of the FasTrack lines approved by voters in 2004. RTD is required to prepare
Environmental Impact Statements (EIS) for any projects that will utilize federal dollars as is the
case with FasTracks projects. RTD initiated an EISon the Gold Line in 2006.
The Northwest Subarea Plan was prepared to provide input to RTD during development of the
EIS for the Gold Line. R TD is required to take into consideration any adopted plans by the
communities their rail lines will traverse. The Plan was the opportunity for the City to provide
input to RTD as to the City's desires regarding development of the rail line through the City.
The Northwest Subarea Plan was adopted in June of2006 as an amendment to the City's
Comprehensive Plan.
The Northwest Subarea Plan was developed before the EIS was completed and the final station,
parking and roadway designs completed by RTD in 2011. In addition, a number of actions have
taken place since the Plan was adopted that impact the recommendations in the Plan. City
Council has also identified the Northwest Subarea as a Top Priority in their 2011/2012 Strategic
Plan. Based on these factors, staff is proposing an update to the Northwest Subarea Plan to
reflect these changes.
The purpose of this memo and study session topic is to update City Council as to the status of the
Northwest Subarea Plan and related projects or initiatives and to obtain any input from Council
as we move forward with an update to the Plan.
ACTIONS SINCE PLAN ADOPTED IN 2006:
Several actions have occurred since adoption of the Northwest Plan in 2006. Those include:
• Updating the Comprehensive Plan Envision Wheat Ridge, adopted in 2009
• Designation of the Northwest Subarea as an urban renewal area in 2009
• Lifting of City Charter restrictions related to building height and density in designated
urban renewal areas including the Northwest Subarea in 2009
• Preparation of the City's Bike and Pedestrian Master Plan in 2010
Study Session Memo -NW Subarea Plan
January 11, 2011
pg.2
• New Economic Development Strategic Plan completed in 2010
• New mixed use zoning approved in 2010
• Received Environmental Protection Agency's (EPA) Smart Growth Implementation
Assistance award in 2011 for investigating infrastructure needs and financing
mechanisms at the Northwest Subarea
• Updating of the City's Streetscape Design Manual in 2011
• RTD's completion of the EIS in 2011
• Signing of City/RTD Intergovernmental Agreement (IGA) regarding project
improvements and mitigations
• RTD hiring of Denver Transit Partners to design, build, operate and maintain the Gold
Line in 2011
• Full Funding Grant Agreement finalized by the Federal Transit Administration for one
billion dollars for construction of the Gold and East rail lines in 2011
ENVISION WHEAT RIDGE COMPREHENSIVE PLAN:
During development of Envision Wheat Ridge, the City's comprehensive land use plan adopted
in 2009, a detailed economic analysis was undertaken of various areas of the City to identify
target locations for redevelopment and to determine what would be the highest and best types of
land uses in these areas. The result of this analysis was that the Northwest Subarea was one of
five target areas for redevelopment in the City. The identified focus for redeveloped land uses
was on employment uses. The City currently does not have large areas devoted to employment
opportunities and it made sense for this area to be considered. This recommended land use in
Envision Wheat Ridge diverted from the traditional transit oriented development (TOD) land use
recommendation found in the Northwest Subarea Plan. It would be best to have the
Comprehensive Plan and the Northwest Plan consistent in their recommendations.
MIXED USE ZONING ADOPTION:
In the fall of 2009, a ballot measure passed exempting certain urban renewal areas in the City
from the height and density restrictions found in the City Charter. One of those areas was the
Kipling Urban Renewal area which includes the Northwest Subarea.
To address density and height in these areas removed from the Charter, a new mixed use zone
district (MUZ) was adopted in 2010. One of the functions of the MUZ was to identify the
appropriate building height for various types of mixed use districts. One of the specific mixed
use districts found in the new ordinance is the Mixed Use -TOD. This sub-district is intended
for areas within V2 mile of rail stations. It is designed to allow densities that support transit
ridership and encourage land uses and building form that enhances connections to transit. The
MUZ -TOD calls out specific maximum building heights for TOD areas of eight stories for
mixed use buildings and six stories for single use buildings.
These changes to the City Charter removing the height and density restrictions and the new
regulations in the MUZ district are proposed to be included in the Northwest Plan update.
2
Study Session Memo -NW Subarea Plan
January 11 , 2011
pg. 3
RTD ENVIRONMENTAL IMPACT STATEMENT (EIS):
RTD began the development of the EIS in 2006. The purpose of an EIS is to examine possible
negative impacts prior to building a project utilizing federal funds. The EIS identifies any
negative consequences, explores various alternations and identifies needed mitigation measures.
It is during the EIS process that decisions on actual rail alignment, station location and design,
mitigation measures, etc. are made for a transit project. The EIS is a decision making, regulatory
document that results in federal action referred to as a "Record of Decision (ROD)." Once the
ROD is signed, implementation of the project may proceed. The ROD for the Gold Line was
signed in July of2011.
Agencies preparing an EIS must involve and obtain input from the communities impacted by the
project. The City provided RTD with numerous comments throughout the development of the
draft and final EIS documents. The final EIS contains the final station and parking layout as well
as the roadway connections to the station. The location and layout for the station at Ward Rd.
identified in the EIS vary somewhat from what was included in the Northwest Subarea Plan.
Updating the Northwest Subarea Plan would provide the opportunity to reflect the final station,
parking and roadway design depicted in the EIS as it will be built.
EPA SMART GROWTH IMPLEMENTATION GRANT:
In June 2010 the City applied for assistance through the EPA Smart Growth Implementation
Technical Assistance Program. The Program provides technical assistance to communities
working to implement smart growth principles. A team of experts is formed to examine and
make recommendations regarding particular challenges facing communities in implementing
smart growth projects. The City as one of several communities selected to receive assistance in
analyzing infrastructure needs for development at rail stations. An EPA and consultant team has
been working on the project for the past few months. While EPA will prepare a short report
focused on issues pertinent to the City's particular needs, their overall final report is intended to
benefit a larger audience of communities facing infrastructure challenges in TOD development.
The City anticipates receiving the Wheat Ridge focus report in the early part of2012 and the
final report in the summer of2012. Again, findings and recommendations from these can be
included in the update to the Northwest Plan.
SUSTAINABLE COMMUNITES REGIONAL PLANNING GRANT:
DR COG applied for and received five million dollars for a Sustainable Communities Regional
Planning Grant through the U.S. Department ofHousing and Urban Development, the U.S. EPA
and the U.S. Department of Transportation. The purpose of the grant is to support metropolitan
and multi-jurisdictional planning efforts that integrate affordable housing, land use, and
workforce development, transportation, and infrastructure investments in a manner that
empowers jurisdictions to consider the interdependent challenges of 1) economic
competitiveness and revitalization 2) social equity, inclusion and access to opportunity 3) energy
use and climate change; and 4) public health and enviromnental impact. The City of Wheat
Ridge is participating as part of a consortium of communities taking part in the planning efforts.
DRCOG's application was for funding to support corridor planning efforts along four FasTracks
corridors-the East Line, West Line, Gold Line and Northwest Line. Catalytic projects will be
3
Study Session Memo -NW Subarea Plan
January 11, 2011
pg.4
selected on each rail line that will help catalyze redevelopment at these sites and in tum provide
valuable lessons for other transit station areas throughout the region. While there are seven
stations along the Gold Line, the Ward Rd. station could potentially be chosen as a catalytic
project site for the rail line.
UPDATE ON IBC (JOLLY RANCHER) PROPERTY:
The old Jolly Rancher site is currently zoned Industrial (I). IBC Holdings, LLC, the owner of the
property, is interested in rezoning the property to MU-TOD. The company is interested in
developing the property in a way that will be supportive of the future rail line. In addition, IBC
would like to work with other property owners in the area to explore the creation of a special
district to work to address the infrastructure that will be needed to support future development.
CITY INITIATED REZONING OF THE NORTHWEST SUBAREA TO MUZ:
In 2010, after the adoption of the new MUZ zone district, City staffheld a meeting with property
owners in the Northwest Subarea to present and discuss the idea of a City-initiated rezoning of
properties to the MUZ district. Initially the idea of rezoning was not very well received by
property owners. A decision was made at that time to put moving forward on the rezoning on
hold. Since meetings will be held with property owners during the update process for the
Northwest Subarea Plan, the topic of rezoning will be brought up again.
STATUS OF RTD SUP FOR PROPERTY:
The land were RTD is proposing to locate the rail station and parking is currently zoned
Industrial (I). A transit station is considered a special use, not a permitted use, in the I zone
district. Therefore RTD is required to submit a Special Use Permit (SUP) for development of the
rail station at Ward Rd.
City code requires that special use applications be originated only by the prospective owner of
the proposed special use, with written approval of the fee owner of the property in cases where
the owner of the property is different than the owner of the proposed special use. Currently RTD
does not own the property where the station and parking are to be located. Prior to submittal of
the SUP application, RTD will need to obtain the consent of the property owner where the
station is located. RTD is currently working with the property owner to come to agreement
regarding the submission of an SUP application.
PROPOSED REVISIONS TO THE 2006 PLAN:
Based on the above items, the following revisions are proposed to be made to the 2006
Northwest Subarea Plan:
• Revise maps and text to be consistent with the final Gold Line EIS station, parking and
roadway design plans
• Revise land use recommendations to be consistent with recommendations in Envision
Wheat Ridge to focus on primary employment complemented with commercial and retail
services as well as multi-family housing
4
Study Session Memo -NW Subarea Plan
January 11,2011
pg. 5
• Revise proposed land uses south of tracks as proposed in the plan from Office/Light
Industrial to mixed use with a focus on employment
• Revise to include recommendations in the MUZ-TOD zone district and the Streetscape
Design Manual
• Update trail locations to be consistent with the adopted Bike and Pedestrian Master plan
• Incorporate recommendations regarding infrastructure improvements and financing from
the EPA Smart Growth Technical Assistance Grant
• Update goals, policies and action steps as needed to reflect current objectives
• Update economic development recommendations to reflect the area now being an urban
renewal area
PUBLIC PROCESS:
Staff is proposing notifying property owners of the City's intention to update the Northwest
Subarea Plan. Initially, we anticipate two meetings will be held with property owners for the
update to the plan. At the first meeting, the City's proposed changes to the plan will be
presented to obtain input from property owners and businesses. At the second meeting, a draft of
the revised plan will be presented for final comments. During these meetings, staff is proposing
bringing forward the idea of the City-initiated rezoning to MUZ-TOD again to see what property
owner's stance would be on this action.
INPUT FROM CITY COUNCIL:
At the January 23rd Study Session, staff would like any feedback from Council regarding the
proposed approach to updating the Northwest Subarea Plan.
5
... ~"~ -. ~ ., City of • _.{VWheatJY9ge ~OMMUNI1Y DEVELOPMENT
TO:
THROUGH:
FROM:
DATE:
SUBJECT:
Introduction
Memorandum
The Mayor and City Counci~
Patrick Goff, City Manager ~
Ken Johnstone, Community Development Director
Sarah Showalter, Planner II
January 13, 2011
Revisions to Architectural and Site Design Manual
In 2007, the City adopted the Architectural and Site Design Manual (ASDM). The manual
provides design standards and guidelines to ensure quality development in Wheat Ridge. It
applies to all commercial, industrial, multi-family, and mixed-use development in the City. It has
been almost five years since the manual was created and staff is proposing a series of revisions
that will address the following issues:
• Update architectural standards based on lessons learned from actual projects and to more
closely align with the mixed-use zoning requirements
• Create separate design standards for heavy commercial/light industrial buildings
• Update the formatting and organization of the manual to make it more user-friendly
• Clearly establish the manual's applicability to include fac;ade replacements
• Update the architectural overlay map
This memo is structured as follows:
1. Background
2. Overview ofProposed Revisions
3. Project Process and Timeline
Background
The Architectural and Site Design Manual (ASDM) applies to site and building design on private
property for commercial, industrial, multi-family, and mixed-use development. The ASDM is
designed for use in conjunction with a property's underlying zoning, except for the mixed-use
zone districts, which have their own design standards. The manual also establishes two overlays -
the Traditional overlay and the Contemporary overlay. Within these overlays, there are build-to
requirements for new buildings in addition to the architectural and site design standards that
apply to all properties.
Study Session Memo
January 13, 2012
pg.2
Since the ASDM was adopted in 2007, staffhas had the opportunity to apply it to a range of
proposed and actual developments in the City. This, along with feedback from applicants, has
revealed some potential areas for improvement, including:
• Refined design standards for some items, such as ground floor transparency, that are
more reasonable for applicants to meet
• Separate design standards for heavy commercial/industrial buildings (such as auto repair
or warehouses), which are currently grouped in the same category as commercial
buildings in the ASDM
• Expand the manual to clearly apply, where practical, to fac;ade improvements. Currently
the manual only applies to new development/redevelopment or for projects that increase
their floor area by 50% or more. Properties are able to completely redo the fac;ade of their
building without following the design standards in the manual.
• Formatting and organizing in a manner that is less heavy on text and that makes it easier
to locate a specific requirement
Overview of Proposed Revisions
The intent is to retain most of the content in the ASDM but to make changes and updates to
address the issues listed above. A summary of the. proposed revisions follows.
Applicability and Review Process
• Clarify that the ASDM does not apply to properties zoned mixed-use since the mixed-use
zoning has its own, similar design standards
• Clearly state that complete fac;ade replacements should also follow the ASDM, where
practical. Fac;ade improvements would not have to go through the Site Plan review that is
required for new development or major expansions, and applicants would be able to
attend a pre-application meeting with staff at no cost.
Updates to Architectural Standards
• Revise specific percentages and calculations for some architectural standards, such as
ground floor transparency and material variation, to reflect lessons learned from
application of the manual to actual projects and to align with comparable design
guidelines, such as those in the mixed-use zone districts
• Revise allowable materials to contain a more updated list and to closely align with what
is in the mixed-use zone districts
Separate Design Standards for Heavy Commercial/Light Industrial Buildings
• Currently, there is one broad category for architectural standards covering commercial
and industrial buildings. Staff has found that the design standards for commercial
buildings do not easily translate to buildings with uses such as auto repair or
warehousing. The revisions would add a new section with more reasonable design
standards for these types of buildings.
2
Study Session Memo
January 13, 2012
pg.3
Update the Formatting and Organization of the Manual
• The current organization of the manual, which is very heavy on text, can be confusing to
navigate. Some items are difficult to locate, such as the explanation of the two different
overlays, which is found at the end of the manual. Staff proposes to reorganize the
content and use more tables and charts so that specific content is easier to locate.
• Staff would also like to add new images and diagrams to the manual to better represent
the standards and guidelines and to create a more updated look.
Update the Overlay Map
• Attachment 1 shows the existing Contemporary and Traditional overlays, as established
in 2007, as well as potential additions. These additions would capture more properties
with commercial, industrial, and multi-family zoning on the City's commercial corridors.
• The map would also be updated to more clearly depict that the Suburban Overlay, which
has design standards but no build-to requirements, applies to the entire City.
Project Process and Timeline
The ASDM is administered by staff and Section 26-224 ofthe zoning code gives the Community
Development director the authority to amend the manual at any time. Staff plans to include both
Planning Commission and City Council in the process of the revisions. Planning Commission
had a study session in December regarding the changes and will have another study session this
spring to review a draft of the revised manual. A general anticipated timeline follows:
• Draft manual to Planning Commission/second study session -March or April2012
• Second study session with City Council -late spring 2012
• Adoption of revised manual -late spring or early summer 2012
Attachments:
1. Potential Revisions to Overlay Map
3
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~~ Traditional Overlay (2007)
,.__ .... Potential Addition to Contemp. Overlay
Potential Addition to Traditional Overlay
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Attachment 1