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HomeMy WebLinkAboutStudy Session Agenda 08-19-13STUDY SESSION AGENDA CITY COUNCIL MEETING CITY OF WHEAT RIDGE, COLORADO 7500 W. 29th Ave. Wheat Ridge CO August 19, 2013 6:30p.m. Individuals with disabilities are encouraged to participate in all public meetings sponsored by the City of Wheat Ridge. Call Heather Geyer, Administrative Services Director at 303-235-2826 at least one week in advance of a meeting if you are interested in participating and need inclusion assistance. PUBLIC COMMENT ON AGENDA ITEMS APPROVALOFAGENDA 1. Briefing on Potential Wheat Ridge Kite Festival 2. Charter Density Limitations Analysis ~ Northwest Subarea Plan Update 4. Crime in Wheat Ridge Presentation 5. Staff Report(s) 6. Elected Official Report(s) TO: MURRAY DAI-IL Ku E:CI-IE:NME:ISTE:R RENAUD LLP MEMORANDUM Wheat Ridge Mayor & Council FROM: Gerald Dahl, City Attorney Lauren Mikulak, Planner II DATE: August 9, 2013 RE: Charter Section 5.10.1(b): Density limitations Introduction The purpose ofthis memo is to provide a determination related to the application of the density limit in the City of Wheat Ridge Home Rule Charter. This memo is structured as follows: 1. Charter restriction on density 2. Meaning and applicability of Charter language 3. Case Study: 3330 Ames Street 4. Implications for other residential properties 5. Conclusion Charter restriction on density As Council is aware, Section 5.10.1(b) ofthe Home Rule Charter includes a twenty-one (21) unit per acre density limit. The chart provision provides: (b) Density Limitations. The city shall not, by ordinance, resolution, motion, variance, permit or other action, allow the construction of residential buildings in any zone district which exceed a maximum of twenty-one (21) family units per acre, except that nursing homes shall not be required to meet this density maximum. In order that land required to support a previous building permit not be used again as a means of circumventing the above maximum, the following shall apply: No subdivision, variance, rezoning or permit shall be approved or granted on said land which subtracts the supporting land and thereby leaves the existing building nonconforming by these standards. The maximum of twenty- one (21) units per acre shall apply to the total parcel, including both existing and proposed construction. The City was incorporated in 1969, and the Charter provision quoted above was enacted in July 1983. A number of multifamily residential properties were built prior to these dates and currently exceed this limitation. Meaning and applicability of Charter language A critical phrase in Section 5.1 0.1 (b) refers to original permit approval and states: " .. .land required to support a previous building permit not be used again as a means of circumventing the above maximum." I conclude that the Charter limitation does not apply to vacant platted parcels which, despite common ownership, were not used or relied upon by the governmental entity granting a building permit for a structure; this applies whether that entity is Jefferson County (prior to the City's incorporation) or the City of Wheat Ridge. I reach this conclusion based upon the plain language of Charter Section 5.1 0.1 (b), and the general rule of statutory interpretation that the language should be interpreted as written. It is not reasonable to conclude that merely because of common ownership, vacant property which was not, in fact, used or relied upon in obtaining the building permit for an existing structure should somehow be interpreted to have been used or relied upon for purposes of the Charter limitation. Case Study: 3330 Ames Street The application of this interpretation has the potential to affect the entitlements for the owners of property located at 3330 Ames Street. This property is comprised of five (5) Jots: Lots 7 through 11 of the Columbia Heights Resubdivision ofBlock 5 (Exhibit 1, Approved Plat). The existing structure on the property is a multi-story, 22-unit apartment building that was constructed in 1958. The structure spans Lots 8 and 9, and a parking lot is located on Lot 7 to the north of the building. Lots 1 0 and 11 are vacant, undeveloped land. Based on records from the Jefferson County Assessor, the total area of the five lots is 39,217 square feet (Exhibit 2, Aerial). The property is zoned Residential-Three (R-3), a zone district which provides for single-, two-, or multi-family development. Under current standards, the maximum density in R-3 is 12 dwelling units per acre or 3,630 square feet of lot area per dwelling unit. Under the current zoning, only 10 dwelling units would be permitted on the subject property. Because the apartments exceed this density, the use is considered legally nonconfonning. The aparbnent complex legally existed prior to the City's incorporation, but a careful search of Wheat Ridge and Jefferson County records has not disclosed any specific building pennit infonnation. For this reason, it is not possible to definitively establish whether or not the vacant parcels (Lots 10 and 11) were used or relied upon by the County in providing approval or by the developer in obtaining building permit approval. As stated in the previous section, I conclude that common ownership alone does not imply that the land area of Lots 10 and 11 was used or relied upon for approval of the apartment building. Using the words of the Charter provision, Lots 10 and 11 should not be considered "land required to support a previous building permit." Based on this determination, we can assume that the apartment building was approved for Lots 7, 8, and 9. With this interpretation, Lots 10 and 11 can be conveyed and developed. Because Lot 10 is nonconforming in terms oflot size and lot width, the property owner of3330 Ames Street will have the following options: 1. Request administrative review of a lot line adjustment plat to establish two lots which meet the minimum requirements for a single-family home in R-3. 2. Request administrative review of a two-lot consolidation plat to create a single lot which meets the minimum requirements for a duplex in R-3. 3. Request administrative review of a two-lot consolidation plat to create a single lot which meets the minimum requirements for multi-family development in R-3. The maximum density would be 12 units per acre, and all other development standards (open space, parking, drainage, etc.) for multifamily development would need to be met. The existing apartment building has a nonconforming density in relation to the land area of Lots 7, 8, and 9, and the nonconformity will be unchanged relative to those three lots. For this reason, the independent development of Lots 10 and 11 will not contradict the Charter provision or any provision of the zoning code. Implications for other residential properties This interpretation of the Charter language is significant, but it does not appear that it will extensively affect other properties. For most residential properties in Wheat Ridge, no building permit records exist. About 80% of residential properties in the City were developed prior to the City's incorporation in 1969, and there are virtually no records of County approval for these properties. Ofthe remaining 20% of residential properties about half were developed before the density cap was established. That said, it appears that the scenario at 3330 Ames Street is relatively unique and may be the only property of its kind affected by this determination regarding Charter Section 5.1 0.1 (b). Staffhas not found any similar example of property that meets all of the following criteria: • Multiple platted parcels, • Under common ownership, • Zoned Residential-Three, • Developed for multi-family use, • Approved prior to 1983, • With some lots of record which are entirely vacant, and • Meeting or capable of meeting minimum lot area and width standards. This interpretation of the Charter is not expected to affect other types of residential development for the following reasons: • In single-and two-family zone districts, minimum lot size and lot width are the standards that control subdivision of land and intensity of development. • For Planned Residential Development, density has presumably been approved and evidence of approval is recorded and available. • For R-3 lots which are single parcels-platted or unplatted-the zoning code and subdivision regulations will control whether any portion of vacant land is eligible for subdivision and/or new development, based principally on minimum width and area standards. • On the east side of the City there are three subdivisions in which hundreds of parcels are only 25 feet in width. In these areas, most property owners hold several lots and have developed single-, two-, and multi-family homes across multiple parcels (Exhibit 3, Columbia Heights Subdivision). This class of properties is most similar to the Ames Street case study, but the current development pattern leaves no spare land to subdivide among these examples. Moreover, Section 26-I20.b of the Zoning Code provides that multiple substandard lots be held under common ownership and be considered a single development parcel. The Charter detennination will not affect this class of properties. Conclusion The property at 3330 Ames Street appears to be a unique case. The plain language of Charter Section 5.I 0.1 (b) and a lack of evidence to the contrary support the detennination that Lots I 0 and II of Columbia Heights Resubdivision of Block 5 may be considered not to have been used or relied upon for the adjacent multifamily development of Lots 7, 8, and 9. I conclude that Lots I 0 and II are eligible for conveyance or development subsequent to approval of a plat as described above, with no need for additional amendment to the zoning code. 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J (-·•-~ 17 \ :1<··1 ~~~~-~~·------- cr"O>-J ~-,::J'" ::s t:O ~ < o--o ~ (") '"1 (") :;>:;' 0 ~ '0 ,.... 'Tj ~ ~ .... ::l o.<-< "' ~ 5' (') e;. (") 0 w (1)-w .... §w ~cr"o '0 -·~ -~ e;. ::r:: ~ ~ !], "' ~<§.(/} "' ,.... q 0 "' ~ ::I . (1) ' ,.... qg , ~ c;;· ~ ~ (") __ o ~sa. 3 ~"''0 '0 ~ ::I. ~ ~ ~ 0 0 0. < s:: 0 ~ --, a.~ .... ::s r ::s ~ 0 _o.vr \0 -· -..) ~ ::s ~ ~ s-~oo ~ \0 '0 ~ --e;.o cr"~ ~ ~ ...... ::s 0 0. ~~ ...... ,.... :TO ~ -, e.s--~ ~~ -~ 0 "' g.§. ~ 0. (1) :;::· ~ -· "' "' --· :To ~ ::s "' ~ >< = ~ c= ~ ~ ~ •• > ~ ~ ~ 0 < ~ ~ ~ r > ~ EXHIBIT 2: AERIAL The property at 3330 Ames Street is shown below. Lot lines and dimensions are overlaid on a 2012 aerial image. The apartment building spans Lots 8 and 9, and a parking lot is located on Lot 7 to the north of the building. Lots 10 and 11 have not been developed. Lot 11 meets size and width requirements for the R-3 zone district, but Lot 10 does not. EXHIBIT 3: COLUMBIA HEIGHTS SUBD There are three subdivisions in the City which were originally approved prior to incorporation which are largely comprised of25-foot wide lots: Columbia Heights Subdivision, Lakeside Resubdivision, and Princes Resubdivision of Lakeside. Because the lots are nonconforming in width and area, it is common for property owners to purchase multiple lots in this area and develop across them. In most cases the buildings span all lots. The image below shows properties within the Columbia Heights Subdivision. The dotted lines indicate platted lots of record and the thick yellow lines indicate ownership patterns. Section 26- 120.8 of the zoning code requires that multiple substandard lots with continuous frontage and single ownership be considered an undivided parcel for which no portion can be sold or used separately. - .' .... ·,· ........ , .. , ......... . .. ( . -, . .............•..•........... '. . . ; Q~ <~ ~ ...,.47' -~ .. .. : . . . . . . ~ ·-' -. .... ~·~ .... .,. City of .. ra:Wheat&_dge ~OMMUNITY DEVELOPMENT Memorandum TO: Mayor and City Council FROM: Kenneth Johnstone, Community Development Director DATE: July 31 , 2013 (for August 19 study session) SUBJECT: Northwest Subarea Plan Update Introduction The purpose of this memo is to inform City Council about the update of the Northwest Subarea Plan, which establishes a vision for future development around the Ward Road commuter rail station near W. 50th Place and Ward Road. In 2012, staff proposed reasons for updating the subarea plan, and the process began in early 2013. The planning process included two public meetings and a site tour open to the general public. Enclosed for your review is a draft of the updated Northwest Subarea Plan. Summary of Plan Revisions The primary purpose of the plan update is to incorporate major accomplishments and changes that have occurred since the plan's original adoption in 2006. These accomplishments are summarized in the attached Project Overview. The purpose ofthe update is not to revisit the overall vision for the subarea, but rather to further the original vision for transit-oriented development, to clarify goals, and to refine strategies for realizing that vision. Throughout the attached draft, red text highlights some of the differences between the 2006 and 2013 plan documents. The revisions to the plan include the following elements: • Updated maps and text consistent with the final Gold Line EIS station, parking, and roadway design • Revised land use recommendations consistent with recommendations in Envision Wheat Ridge to focus on primary employment complemented by commercial and retail services, as well as multi-family housing • Revised future land use map extending mixed-use to the office/light industrial area south and southwest of the railroad tracks • Revised recommendations and trail locations consistent with the City's Bicycle and Pedestrian Master Plan (adopted in 201 0) • New urban design recommendations based on the adopted Mixed Use-Commercial TOD (MU-C TOD) zone district and the updated Streetscape Design Manual (adopted in 2011) • Revised text based on the area's exemption from City Charter height and density restrictions (approved by ballot in 2009) • New economic development recommendations consistent with the 1-70/Kipling Corridor Urban Renewal Plan (adopted in 2009) • New recommendations regarding infrastructure improvements and financing based on the EPA Smart Growth Technical Assistance Grant (received in 2011) • Updated goals, polices, and action steps to reflect current objectives Study Session & Project Timeline Listed below are the completed and outstanding milestones for the plan update project. The purpose of the August 19 study session is to present a draft of the updated Northwest Subarea Plan and to solicit feedback from Council prior to scheduling the required public hearings. March 2012 December 2012 February 2013 March 2013 April2013 August 2013 September 2013 October 2013 Attachments: 1. Project Overview Completed-City Council Study Session, staff proposed an update to the NW Subarea Plan Completed-City Council Study Session, staff presented a modified project schedule with a 2013 kick-off Completed-First public meeting Completed-Site tour Completed-Second public meeting City Council Study Session, presentation of draft plan Planning Commission public hearing for adoption City Council public hearing for adoption 2. Draft Northwest Subarea Plan 2 Northwest Subarea Plan Update -Project Overview The purpose of the Northwest Subarea Plan is to establish a vision that will guide future development around the Ward Road commuter rail station in Wheat Ridge. In 2006, the City adopted the Northwest Subarea Plan which calls for mixed use, pedestrian-friendly development-often called transit-oriented development (TOD)--to be developed over time around Ward Road Station. The 2006 plan set goals and policies related to land use, urban design, and infrastructure to achieve that vision. The purpose of the 2013 update to the Northwest Subarea Plan is to incorporate many important changes that have occurred since 2006. These milestones are summarized in the timeline below. While the overall vision and major policy goals for the subarea remain the same, the updated plan furthers the original vision for transit-oriented development. and refines the goals and strategies to realize that vision. RID completes an Environmental Impact Statement (EIS) and begins station design 2009 City adopts a new comprehensive plan, Envision Wheat Ridge 2009 Northwest Subarea is designated as part of the 1-70/Kipling Corridors Urban Renewal Area 2009 and voters exempt the area from height and density restrictions Wheat Ridge is selected for 201 1 the EPA Smart Growth Implementation Assistance program and receives a report titled Infrastructure Financing Options for Transit-Oriented Development First public meeting regarding plan update, working groups give feedback on land use map, bicycle/pedestrian map and urban design character February 2013 Attachment 1 2006 City adopts the Northwest Subarea Plan 2010 2010 2012 City adopts four mixed use zone districts, including Mixed Use-Commercial TOD City adopts a Bicycle-Pedestrian Master Plan and the Streetscape Design Manual City Council approves rezoning of the former Jolly Rancher site (14-acres) to MU-CTOD Today Public open house 2072 Public adoption by Planning Commission 2072 Public adoption by City Council _iYw~t~ www.ci.wheatridge.com/NWsu barea z ::s a... <:( L.U 0::: <:( en ::::> en l-en L.U s I b:: 0 z Attachment 2 I- Ll.. ~ 0 ACKNOWLEDGEMENTS 2013 UPDATE City of Wheat Ridge City Council Mayor District I District II District Ill District IV Jerry DiTullio William Starker Joyce Jay Mike Stites Joseph DeMott City of Wheat Ridge Planning Commission District I Anne Brinkman District II Steve Timms District Ill Richard Matthews District IV Monica Duran City of Wheat Ridge Staff Patrick Goff, City Manager Community Development Department Kenneth Johnstone Sally Payne Meredith Reckert Sarah Showalter Lauren Mikulak Wade Sanner Economic Development Steve Art Davis Reinhart Kristi Davis George Pond Tracy Langworthy Alan Bucknam Scott Ohm Amanda Weaver Tracy Guildner Public Works Department Tim Paranto Steve Nguyen Mark Westberg Parks and Recreation Department Joyce Manwaring NORTHWEST SUBAREA PLAN The City of Wheat Ridge would like to thank the numerous residents, property owne~. and business owne~ who participated in planning meetings for the update of the Northwest Subarea Plan. TABLE OF CONTENTS Chapter 1 I Introduction ........................................................................................ 5 Chapter 2 1 Planning Process .................................................................................. 10 Chapter 3 1 Existing Conditions ................................................................................. 12 Chapter 4 1 Future Subarea Character ........................................................................... 18 Chapter 5 1 Future Land Use .................................................................................... 20 Chapter 6 1 Future Transportation ............................................................................... 24 Chapter 7 I Infrastructure and Amenities ......................................................................... 27 Chapter 8 1 Economic Development ............................................................................. 30 Chapter 9 1 Implementation ..................................................................................... 32 2 NORTHWEST SUBAREA PLAN TABLE OF FIGURES Figure 1 1 Northwest Subarea Boundaries ....................................................................... 6 Figure 2 1 Gold Line Map ...................................................................................... 7 Figure 3 1 RTD Station Design ........•......................................................................... 9 Figure 4 1 Existing Land Use ................................................................................... 15 Figure 5 1 Existing Zoning •.........•.................•..•.............................•....................... 16 Figure 6 1 Existing Transportation ............................................•...........•...................... 17 Figure 7 1 Future Land Use ........•..•...............•......•.........................................•....... 21 Figure 8 1 Proposed Bicycle and Pedestrian Circulation •..••.....•...•........•..........•••...•................... 26 NORTHWEST SUBAREA PLAN 3 z <( _J a... <( w 0::: <( (l) ::> (J) 1-(J) w ~ :r: IY 0 z CHAPTER 1 I INTRODUCTION The purpose of the Northwest Subarea Plan is to establish a vision that will guide future development around the Ward Road commuter rail station in Wheat Ridge. As part of the FasT racks Program, the Regional Transportation District (RTO) will build the Gold Line, an 11.2-mile electric commuter rail transit line connecting Wheat Ridge to Union Station in downtown Denver. The end-of-line station will be Ward Road Station, located near Ward Road and W. 50th Place in the northwest comer of the city. Riders will be able to travel between Ward Road Station and Union Station in 25 minutes, creating the opportunity to attract not only commuters, but also reverse commuters coming from downtown Denver to Wheat Ridge. RTO started construction on the Gold Line in 2012 and it is expected to open in 2016. The area that is covered by the Northwest Subarea Plan is generally bounded by W. 52nd Avenue to the north, Tabor Street to the east, lnterstate-70 to the south, and Ward Road to the west. Figure 1 shows the location and boundaries of the subarea. 2006 PLAN In 2006, the City of Wheat Ridge adopted the Northwest Subarea Plan. The plan called for mixed use, pedestrian-friendly development -often called transit-oriented development (TOO)-to be developed over time around Ward Road Station. It set goals and policies related to land use, urban design, and infrastructure to achieve that vision. One purpose of the 2006 plan was to inform the Environmental Impact Statement (EIS) that RTD would be required to complete prior to the Gold Line's construction. The EIS process occurred from 2007 to 2009. The process, which involved stakeholder input along the entire Gold Line, analyzed a variety of alternatives and eventually determined a final alignment for the Gold Line corridor, including all eight station locations in Denver, Adams County, Arvada, and Wheat Ridge. 2013 UPDATE Many milestones have been reached since the original adoption of the Northwest Subarea Plan, so in 2013 the City initiated an update to incorporate important changes and to bring the plan document up-to-date. The purpose of this update is not to revisit the overall vision and major policy goals established in the 2006 plan. Instead, the updated plan furthers the original vision for transit-oriented development by refining and clarifying the goals and strategies to realize that vision. The following is a summary of major milestones, plans, and policies that have been incorporated into the 2013 plan. NORTHWEST SUBAREA PLAN The introduction has been completely revised with more current information and to explain the need for the 2013 update. RTD Station Design As mentioned above, the final Gold Line alignment was established through RTD's completion of the EIS process in 2009. Shortly thereafter, RTD worked to refine the design for each station along the Gold Line. In 2011 , the City of Wheat Ridge and RTD executed an Intergovernmental Agreement (IGA) that included parameters for the Ward Road Station design. As part of the IGA, RTD committed to construct a variety of improvements with the transit station , including: • A newly-constructed intersection at Tabor Street and Ridge Road connecting with W. 50th Place and creating a through east-west route to station . • The extension of W. 50th Place east to connect to the station and to the newly- constructed intersection of Ridge Road and Tabor Street. The new portion of 50th Place will include detached sidewalks, on-street parking, and bike lanes. • The extension of Taft Court, south of W. 52nd Avenue, to intersect with W. 50th Place. The new Taft Court will include detached sidewalks and on-street parking. • A surface parking lot with just under 290 parking spaces which may be expanded after opening day based on levels of parking utilization. Envision Wheat Ridge The City of Wheat Ridge adopted a new comprehensive plan, Envision Wheat Ridge, in 2009. Envision Wheat Ridge establishes the Northwest Subarea as one of five priority redevelopment areas in the City. It reinforces the vision established in the 2006 subarea plan for higher density, mixed use development around the transit station. It refined that vision , however, by calling for a focus on employment-supporting land uses in the area. Envision Wheat Ridge also calls for the development of mixed use zoning that supports transit-oriented development (TOO), including design standards, to promote quality development in the Northwest Subarea. The Northwest Subarea Plan is adopted as an amendment to Envision Wheat Ridge. Urban Renewal Designation and City Charter Exemption In 2009, the entire Northwest Subarea became part of the 1-70/Kipling Corridors Urban Renewal Area. Renewal Wheat Ridge, the City's urban renewal authority, adopted the 1-70/Kipling Corridors Plan in May 2009. The formation of the urban renewal area is significant because it enables the use of certain financing tools, such as tax increment INTRODUCTION 5 FIGURE 1 NORTHWEST SUBAREA BOUNDARIES Jefferson County Ward Road Station +++++ Gold Line -.. City Boundaries -• NW Subarea The boundary has been modified to remove the established residential neighborhood to the northeast (along Swadley and Simms) and to include the area west of Tabor between Ridge Road and 49th Avenue. Arvada The Northwest Subarea is generally bounded by W. 52nd Avenue, Tabor Street. lnterstate-70, and Ward Road. The boundary has been modified slightly since the 2006 plan was adopted: the established residential neighborhood to the northeast is removed and the area west of Tabor Street, south of Ridge Road is added. 6 INTRODUCTION NORTHWEST SUBAREA PLAN FIGURE 2 I GOLD LINE MAP ! ·-t-rlMI Aye Arvada lOIII Ave l -- 7AIII Av• Lakewood N NoffoScole COIMIUitrlltll Aoltlllll!fltnce FtcAity , ..... RWe MM:I\2012 1"1 IIIII A Updated to a more current map. North Metro Ran Line Southea*' Line/ Southwe*' Line This map, provided by RTD, illustrates the Gold Une in relation to other FasTracks transit lines. Ward Road Station is the end-of-line station for the Gold Line. NORTHWEST SUBAREA PLAN INTRODUCTION 7 financing (TIF), that could help to fund future development and/or infrastructure improvements in the subarea. Shortly after the formation of the urban renewal area, Wheat Ridge voters exempted the 1-70/Kipling urban renewal area from the height and density restrictions in the City Charter. When the original Northwest Subarea Plan was adopted in 2006, the subarea was subject to restrictions in the charter that limit development to 50 feet in height for commercial buildings, 35 feet for buildings with residential use, and a maximum residential density of 21 units per acre. These restrictions no longer apply to the subarea, which creates new opportunity for the mixed-use, higher-density development that is common to TOO. Mixed Use Zoning The 2006 Northwest Subarea Plan, along with Envision Wheat Ridge, recognized the need for zoning that would encourage the type of urban, mixed-use development envisioned for the station area. In 2010, the City adopted four new mixed use zoning districts. One of these districts, Mixed Use-Commercial TOO, was specifically designed forJhe Northwest Subarea. It contains a variety offeatures such as allowance for multi- story buildings, flexible development standards, incentives for mixed use development, reduced parking minimums, and architectural design guidelines that will encourage mixed-use, pedestrian-friendly development. In the summer of 2012, City Council approved a rezoning to MU-C TOO of a large 14-acre property in the subarea -the former Jolly Rancher site. Bicycle-Pedestrian Master Plan In 2010 , Wheat Ridge adopted a city-wide master plan for bicycle and pedestrian connectivity. The plan establishes key routes for bicycle connections to Ward Road Station, the most important being a north-south connection on Tabor Street and an east-west route along Ridge Road and W. 50th Place. The master plan also designates key pedestrian improvements planned in the Northwest Subarea, including detached sidewalks along Ward Road. Streetscape Design Manual The City adopted a Streetscape Design Manual in 2010. The manual identifies priority corridors in Wheat Ridge, requiring enhanced streetscapes with sidewalks, amenity zones, and street trees to be installed with major redevelopment or new development. The Streetscape Design Manual includes the Northwest Subarea as a priority area. 8 INTRODUCTION It requires that all new streets serving commercial or mixed-use development have a minimum 8-foot wide detached sidewalk with minimum 6-foot wide amenity zone. All new streets serving residential development must include a minimum 6-foot wide detached sidewalk and 6-foot amenity zone. The manual also includes guidelines for benches, pedestrian lights, and plant material within the amenity zone. EPA Smart Growth Implementation Grant The federal Environmental Protection Agency (EPA) Office of Sustainable Communities offers communities assistance in implementing smart growth through its Smart Growth Implementation Assistance (SGIA) program. The City of Wheat Ridge was selected for this implementation assistance program in 2010-2011 . The SGIA team developed recommendations for financing infrastructure improvements needed in the Northwest Subarea, including new streets, stormwater facilities, and structured parking. The final report produced by EPA recommends that Wheat Ridge prioritize stormwater and street improvements. It suggests utilizing value capture tools, such as tax-increment financing (TIF) and assessment districts, for most of the needed infrastructure. It also recommends the use of user/utility fees to help pay for new streets and new sewer and water utilities in the area. The final report, which includes a comprehensive overview of financing strategies for TOO in the United States, is available for download from the EPA Smart Growth website; it is entitled "Infrastructure Financing Options for Transit- Oriented Development.· NORTHWEST SUBAREA PLAN FIGURE 3 I RTD STATION DESIGN New graphic added for the 2013 plan. Ward Road Station +++++ Gold Line -~~ City Boundaries -• NW Subarea This image depicts RTD's design for the station and related improvements. The design is current as of late 20 12; the underlying aerial image is also from 2012. NORTHWEST SUBAREA PLAN INTRODUCTION 9 CHAPTER 2 I PLANNING PROCESS This chapter provides a brief description of the planning process that shaped the Northwest Subarea Plan including the original 2006 planning process and the more recent 2013 update effort. 2006 PLAN Four public meetings were held in 2005 and 2006 for the development of the original Northwest Subarea Plan. These meetings were attended by a variety of stakeholders, including land owners in the subarea, planners from Wheat Ridge, Jefferson County, and Arvada, RTD staff, various citizens, and the Colorado Department of Transportation (COOT). The first two meetings focused on potential changes in the area and included a public design session for attendees to give input on the future vision for the subarea. The feedback received in these two meetings informed the future land use map and the goals and policies of the plan, which were discussed at the third and fourth public meetings. Objectives discussed at the Northwest Subarea meetings in 2005-2006 can be summarized into five main categories: • Introducing land uses that will allow property owners to take advantage of the new transit station . • Improving circulation in the subarea (including auto, bus and pedestrian). • Resolving drainage problems. • Identifying the intended character of the subarea, to guide future building placement and design. • Creating a means for existing uses to continue and make a smooth transition to the new plan. 2013 PLAN UPDATE The process for updating the plan in 2013 included two public meetings attended by the same range of stakeholders as from 2006. At the first meeting, staff provided an overview of why an update to the plan was proposed. Meeting attendees then broke into small working groups and were asked to give feedback on three topics to shape the updated plan, namely: 10 Future Land Use Map -City staff proposed a few changes to the future land use map for public input. These changes included: (1) the expansion of the mixed use TOO area to include all land north of the rail tracks bounded by Ward Road, 52nd Avenue, and Tabor Street, as well as a few parcels immediately southeast PLANNING PROCESS A condensed summary of the 2006 planning process remains; the section on the 2013 plan update is all new material. • • of the station; (2) renaming the area south of the tracks, labeled as "office/ industrial" in the 2006 plan, to "mixed use/employment TOO. • This change would retain the focus on office-flex space in the area, but also provide the opportunity for future land uses that might include residential, hotel, or entertainment. The intent of this change is to better connect the land to the south with the transit station , which may be possible through a future pedestrian bridge that would directly connect the station platform and the land south of the tracks. Bicycle-Pedestrian Circulation Map -Drawing on the City's Bicycle-Pedestrian Master Plan, as well as Jefferson County's Bicycle-Pedestrian Master Plan, staff presented a map showing all planned bike and pedestrian improvements in the subarea for input. Urban Design Character -Meeting attendees gave input on the desired character for future subarea development. Utilizing photographs of urban design examples, stakeholders brainstormed ideas about the character of open space, streetscapes, and building form and massing. The input received from stakeholders at the first meeting was diverse, but the most common themes and ideas are summarized below. Future Land Use Map • It makes sense to expand the primary mixed use TOO area (shown in pink in the Future Land Use Map in Figure 7) to include the entire area north of the tracks as well as parcels directly southeast of the station, which will have easy access to the station via Tabor Street. • For the land south of the tracks, it makes sense to expand the range of future land uses beyond office/industrial to include mixed use. • It is generally reasonable to have higher densities closer to the station with transitions toward Ward Road and the residential neighborhood to the east, as shown on the future land use map. • Open space should be a key component of future development around the station. Ideas included: • A central open space that might incorporate uses such as farmers markets, festivals, and artisan markets. • Open space with green and natural landscapes. • A trail connections to the large ponds at the south of the subarea. NORTHWEST SUBAREA PLAN The first public meeting, held in February 2013, regarding the plan update. • Open space west of Tabor Street to help transition into the existing residential neighborhood east of Tabor Street; this could include a park and/or community gardens. • There was a recommendation to pursue civic land uses, such as a library, to help add activity and interest to the subarea. Bicycle-Pedestrian Circulation Map • The proposed connections make sense, but there needs to be careful thought about how to design the streets that will carry bicyclists-especially Tabor Street and Ridge Road -since they are narrow and do not seem safe for bicyclists in their current configuration. There was also concern that most of the existing streets are too narrow for the new traffic that will come to the area, which should be considered when design for bicyclists and pedestrians. • There were suggestions to plan for sidewalks on Tabor Street, which currently does not have any. • Many people liked the idea of a future pedestrian bridge to connect the station over the tracks to the south. There were suggestions that maybe another pedestrian bridge could be added to span the tracks at Tabor Street. • Some residents emphasized the need for sidewalks to be added to 52nd NORTHWEST SUBAREA PLAN Avenue, which lies on the border of Wheat Ridge, Arvada, and unincorporated Jefferson County. Urban Design Character • Streetscape character -most attendees liked the images of streetscapes with high quality materials and pedestrian amenities, such as those seen in Olde Town Arvada. • Building form and massing -there was general consensus that 5-7 story buildings, including residential, office, and mixed-use, were appropriate for the area, especially where close to the station. Some attendees expressed concern about taller buildings blocking views to the west and suggested that it might make sense to encourage taller buildings in the area south of the tracks since it has a lower elevation than the rest of the subarea. Some attendees also emphasized that parking should be structured where possible and designed to not be visible from the public realm/sidewalk. • Open space character-as mentioned in the land use section, many stakeholders emphasized the importance of open space to the future character of the area. Many discussion groups mentioned the idea of plazas or other spaces that would allow for festivals and artisan and/or farmers markets. There was also interest in green spaces and community gardens. Although it was not a designated topic for discussion, many attendees mentioned concern about increased vehicular traffic in the area. There was also concern that the parking being provided by RTD for the station (290 spaces for opening day) will not be adequate, with suggestions to add a parking garage in the future. Staff utilized the feedback from the first public meeting to draft the updated plan. The update was presented in a second public meeting in the spring. This meeting was an open house and was coincident with an RTD FasTracks open house regarding the Gold Line construction activities. Staff summarized feedback from the first meeting and shared the proposed Future Land Use map and other plan updates. PLANNING PROCESS 11 CHAPTER 3 I EXISTING CONDITIONS This chapter summarizes the existing conditions in the Northwest Subarea as related to land use, zoning , transportation, and community services. The images on the following page show existing development. LAND USE A mix of land uses exists in the subarea, which is bisected by the BNSF railroad tracks. South of the tracks, light industrial and office/warehouse uses predominate, with some retail uses along Ward Road. The Mountain Vista Nursing Home is located on the east side of Tabor Street. Two lakes are located at the very south end of the subarea; one is privately owned and the other is owned by the City of Arvada. North of the BNSF tracks along Ward Road are a gas station, automobile repair establishments, and a lumber yard. The former Jolly Rancher candy factory, on property north of 50th Place and east of Ward Road, has been demolished. Boat and RV storage and office/warehouse uses occupy much of the remainder of the subarea, with the exception of the area near Tabor Street. West of Tabor Street is a large property including a single-family home and alpaca farm. A residential neighborhood consisting of single and two-family homes is located east of Tabor Street. Figure 4 shows existing land uses. ZONING The subarea currently includes a variety of zoning designations. Most of the subarea is zoned for industrial uses, either through Industrial-Employment (1-E) zoning or Planned Industrial Development (PID) zoning. A few parcels along Ward Road are zoned commercially, with C-1 , C-2 and Planned Commercial Development (PCD) zoning . Two parcels on W. 52nd Avenue are zoned Agriculture-Two (A-2): the BNSF railroad right-of-way and the pond owned by Arvada. The residential area north of the tracks is zoned Residential-Two (R-2). The alpaca farm occupies land that is zoned Residential-One (R-1) and is platted as a single family subdivision. The former Jolly Rancher site is about 14 acres in size and was rezoned to Mixed Use-Commercial TOO in 2012. Figure 5 shows existing zoning. TRANSPORTATION The following is a brief summary of the existing transportation network in the Northwest 12 EXISTING CONDITIONS This chapter is largely the same with two additions: Transportation and Community Services. Subarea. Figure 6 shows the existing transportation network and traffic counts; Figure 8 in the following chapter shows existing bicycle and pedestrian facilities. Vehicular Circulation Ward Road borders the subarea on the west and is a regional north-south arterial. North of 1-70, Ward Road is Colorado State Highway 72 and is under COOT's jurisdiction. Other streets which serve the subarea include Tabor Street. Ridge Road, W. 52nd Avenue, and West 1-70 Frontage Road North. In comparison to Ward, these roadways are narrower collector and local streets and carry far fewer cars. At the northeastern edge of the subarea, Tabor Street is a narrow residential street that serves the low- density neighborhood east of the subarea. South of the tracks Tabor remains a two- lane road, but it carries more traffic as it connects to W. 44th Avenue south of 1-70. Ridge Road provides a connection between the subarea and Kipling Street to the east. Bicycle and Pedestrian Circulation There are currently limited facilities for bicyclists and pedestrians within the subarea. Nearly all of the existing streets in the subarea, including Ward Road, lack sidewalks making pedestrian travel challenging and in some cases unsafe. There are no existing bike facilities in the subarea, indicating a large gap in the existing transportation network. As mentioned in Chapter 1, the City's Streetscape Design Manual will require detached sidewalks for all new streets in the subarea, including those being built by RTD as part of the commuter rail station. The City's Bicycle and Pedestrian Master Plan calls for future on-street bike lanes on Tabor Street, 50th Place, and Ridge Road . Transit Currently, RTD operates several major bus routes in the area including express service into downtown (see Figure 6). The existing Ward Road Park-N-Ride is located just southwest of the subarea at Ward Road and 1-70. When the new commuter rail station opens in 2016, RTD will close the Park-N-Ride and reroute all buses through Ward Road Station. Some existing bus routes will be replaced by the Gold Line. RTD will revise its bus service plan closer to the 2016 opening date, thus final bus circulation is not currently known. The new station will have 8 bus pull-outs. Most buses will enter and exit the station using Ward Road , 50th Place, 52nd Avenue, and the newly constructed Taft Court. A few buses will approach the station from the east using Ridge Road . NORTHWEST SUBAREA PLAN EXISTING CONDITIONS W. 50th Place, former Jolly Rancher property of left W. 52nd Avenue Existing business on Word Rood Existing business on W. 50th Place Railroad spur and RV storage business Existing business on W. 50th Place Office/flex space near W. 52nd Avenue Office/flex development near W. 52nd Avenue Existing railroad crossing at Word Rood NORTHWEST SUBAREA PLAN PLANNING PROCESS 13 Parking Parking for existing land uses is primarily provided on private property in paved and unpaved surface lots. Currently, on-street parking is only available on W. 50th Place. RTD analyzed projected ridership and traffic generation based on the peak 15-minute headway for Gold Line trains to determine that approximately 290 parking spaces are needed for the new Ward Road Station. RTD will provide those parking spaces in a large off-street parking lot north of the station (Figure 3), as well as through on- street parking on 50th Place and the new Taft Court. Per the City's Intergovernmental Agreement (IGA) with RTD, once the 290-space parking lot reaches 90% utilization, RTD will be required to expand the parking lot to the north, to accommodate 440 total spaces. COMMUNITY SERVICES Within the subarea, the City provides police protection, road maintenance, storm sewer maintenance, parks and recreation, and general governmental services. Water, sanitary sewer, and fire protection are provided by separate districts. Water Valley Water District provides water service to the area. The district provides the infrastructure and water is delivered to the District by the Denver Water Department. The District must comply with the Denver Water Department's rules and regulations concerning water taps. Developers are required to fund any water system improvements needed to serve proposed development. Sanitary Sewer Fruitdale Sanitation District provides sanitary sewer service to the subarea. The District relies on the Metropolitan Denver Sewage Disposal District Number 1 for treatment, but maintains its own system of pipes within the district boundaries. Some lines in the District's system may be near capacity and likely need expansion for large scale development to take place. Fire Protection The Arvada Fire Protection District serves the subarea. A substation is located east of the subarea at Ridge Road and Oak Street. Redevelopment projects that occur in the subarea will need to conform to the District's current fire safety codes. 14 EXISTING CONDITIONS Parks and Open Space There currently are no City parks or recreation facilities located in the subarea. The nearest Wheat Ridge parks are located south of 1-70. The VanBibber Creek Park and Open Space is located in the City of Arvada approximately %-mile north on Ward Road. NORTHWEST SUBAREA PLAN FIGURE 4 I EXISTING LAND USE Ward Road Station +t+++ Gold Line _ .. City Boundaries -· NWSubarea Land Use Classifications -Industrial -Commercial -Office -Vacant -Residential -Agricultural -Water -OpenSpace Current land use in the Northwest Subarea has been classified based on the predominant land use and/or building form. NORTHWEST SUBAREA PLAN EXISTING CONDITIONS 15 FIGURE 5 EXISTING ZONING A-1 Ward Road Station Gold Line _ .. City Boundaries -· NWSubarea Zoning -Industrial-Employment (1-E) -Planned Industrial Development (PIO) -Mixed Use Commercial TOO (MU-<: TOO) -Commerciai-One(C-1) --Commercial-Two (C-2) -Planned Commercial Development (PCO) -Agricultural-Two (A-2) -Agricultural-One (A-1) A-1 Cl Residential-One (R-1) -Residential-Two (R-2) The subarea currently includes a variety of zoning designations. Most of the subarea is zoned for industrial uses, either through Industrial-Employment {I-E} zoning or Planned Industrial Development (PI D) zoning. The former Jolly Rancher site was rezoned to Mixed Use-Commercial TOO in 20 I 2. 16 EXISTING CONDITIONS NORTHWEST SUBAREA PLAN FIGURE 6 I EXISTING TRANSPORTATION Jefferson County City Boundaries NWSubarea a Ward Road Station .......,. Goldllne Existing RTD Park and Ride Existing RTD Bus Routes @ffi Traffic Counts I I ~7 ,000 ---r r:=~z'/S hz ~t.:,~Y i "~"'" ~ ~ ~ c5 I-(/) Iii u. a:: ~~' ~~ I-(/) 1 (.!) I z ~~~~-::J a. S2 This mop depicts the existing transportation system, including existing roadways, bus facilities, and current traffic counts. The Porl<-N-Ride facility and RTD bus routes ore expected to be relocated through Word Rood Station once it is completed. See Figure 8 for existing bicycle and pedestrian facilities. NORTHWEST SUBAREA PLAN EXISTING CONDITIONS 17 CHAPTER 4 I FUTURE SUBAREA CHARACTER This chapter is largely the same with a few minor revisions and the addition of preferred images. The aesthetic character of the subarea is a key component of the vision for the future; this includes building design, natural vegetation, views and vistas, and the design of the public realm -namely streets and open space. In both 2006 and 2013, much of the discussion at public meetings was about the desired future character of the Northwest Subarea. FUTURE VISION The Northwest Subarea has the potential to become a mixed-use "village" with an urban character near the transit station, gradually transitioning to a more suburban character as it extends outward to blend with the adjacent neighborhoods. In the core area near the transit station -approximately 1/4 mile around the station platform-the following character is envisioned: • • • • • • • • • • Buildings oriented close to the sidewalk, with parking located to the rear and side of buildings. Quality streetscapes with wide sidewalks and street trees that provide shade . Buildings located to provide continuous facades along the street, with little to no setbacks. On-street parallel parking to provide convenience for drop-in customers and future residents of the area. Ground floor facades that are largely transparent, with many windows, to encourage office and retail uses and to provide an interesting sidewalk environment for pedestrians. Building materials that provide visual interest and a pedestrian scale; industrial architecture (such as tilt-up concrete) should be avoided. Varied building heights and upper-level stepbacks to avoid buildings of uniform height and long, uninterrupted wall planes. Occasional towers and other architectural features that will give identity to the area. A mix of land uses, including retail, office, and residential, that create activity and interest for commuter-rail riders, residents, and employees in the area. Small, shaded plazas and seating areas for pedestrian comfort . The following chapters outline the vision for the subarea in more detail, focusing on future land use, transportation, urban design, and infrastructure recommendations. 18 FUTURE SUBAREA CHARACTER The images on the following page illustrate samples of the desired character for the subarea. These images were selected for inclusion in the plan based on feedback that was received at the first public meeting in February 2013. NORTHWEST SUBAREA PLAN DESIRED CHARACTER Streetscapes: high quality, wide sidewalks, pedestrian-friendly facades Mixed Use: buildings orient to the street, quality architectural features Streetscapes: outdoor seating, trees and shade Residential: mid-rise buildings with quality architecture Mixed Use: mid-rise buildings with quality architecture NORTHWEST SUBAREA PLAN Open Space: quality, interactive spaces Open Space: green spaces, community gardens Mixed Use: quality materials with active ground floor uses Open Space: public art Open Space: quality plazas for artisan or formers markets Office/flex: pedestrian-friendly design with warehouse space in bock FUTURE SUBAREA CHARACTER 19 CHAPTER 5 I FUTURE LAND USE The vision for the subarea is pedestrian-friendly, mixed-use development that will be anchored by the new commuter rail station. Success stories from other transit-oriented development around Denver and other cities in the U.S. show that transit stations tend to attract higher density, mixed-use development that consists of retail, office, and/ or residential uses that take advantage of convenient access to transit and the large numbers of people that pass through the area. Transit stops also have the potential to become a "gateway" for a city or a community since they are often the first impression that transit riders have of a particular area. For these reasons, Ward Road Station provides a unique opportunity for landowners to take advantage of higher-intensity uses than currently exist in the area, as well as an opportunity for the City to create a quality image of Wheat Ridge for Gold Line riders. It is important to note that the recommendations below, as well as the future land use map in Figure 7, lay the vision for the future. Existing businesses in the area should be able to continue operation and in some cases to expand. During the planning process in 2006, the City made it clear that the purpose of the Northwest Subarea Plan is not to force out existing businesses. That goal remains the same in the current plan . However, because of potential future benefits to all of the landowners in the area, it is important that any new development in the area contributes to the future vision for mixed-use, pedestrian-friendly development. The area immediately north of the future station has the most vacant land. It also benefits from direct access to the new station. For these reasons, this area likely has the most potential for new development. There is also great potential for parcels located southeast of the station which will have easy access to the station via Tabor Street. Eventually, properties immediately south of the station could benefit from a pedestrian bridge that would span the tracks, provide a connection to the south, and increase the potential for new development. The future land use map and recommendations are intended to be somewhat flexible since development in the subarea will be driven by the private market. The map and land use concepts are intended to provide a general framework. The framework is not meant to be overly prescriptive, but it should be clear enough to guide future zoning and development decisions. 20 FUTURE LAND USE This chapter is significantly revised to include the refined land use vision and feedback from the 2013 public meetings. FUTURE LAND USE MAP The Future Land Use Map (Figure 7) focuses on a core transit-oriented development (TOO) area, show in pink, labeled Mixed Use TOO. This area is envisioned to develop with a mix of commercial, retail and residential uses. New residential development will provide additional patrons for commercial development. High density development is envisioned close to the station. Along the northeast, density should be reduced in order to transition to the single-and two-family neighborhood east of Tabor Street. Along Ward Road, lower-density commercial and retail development would benefit from immediate proximity to a well-traveled, regional arterial. Most of the area south of the tracks is shown as Mixed Use/Employment TOO. Many of the existing land uses in this area are office-flex, a use that fits well with the City's comprehensive plan recommendation that the TOO area to focus on employment uses. This area is envisioned to contain a continued focus on office-flex uses. However, as the area redevelops over time, the office-flex could be complemented by other uses such as residential , hotel, or entertainment. LAND USE CONCEPTS All of the future land uses in the subarea are intended to support and take advantage of transit. To do this all new land uses should be consistent with the following concepts: Density -All land uses should be higher in density, especially close to the station. Pedestrian Environment -Future land use must encourage active, safe, and walkable streets, such as retail frontages with quality design. Reduce Automobile Dependency -A mix of land uses including residential , retail, and employment helps to reduce dependency on the automobile and encourage transit ridership. Parking -To reduce overall parking, future land use should take advantage of shared parking concepts. Open Space -Quality open space, whether publicly or privately owned, should be incorporated into new development to encourage pedestrian activity and complement uses such as residential and employment. NORTHWEST SUBAREA PLAN FIGURE 7 FUTURE LAND USE +H++ Gold Line _ .. City Boundaries -· NWSubarea ~ Existing Streets <4···• Proposed Streets Mixed Use TOO Mixed Use/ EmploymentTOD -Open Space -Open Space -Potential Location Commercial Transition to Ward Rd -• Residential Transition a Existing Traffic Signal -Future Traffic Signal The future land use map creates a framework for land use concepts within the subarea and is intended to help guide future zoning and development decisions. NORTHWEST SUBAREA PLAN FUTURE LAND USE 21 LAND USE DESCRIPTIONS This section provides a detailed description of the proposed land uses shown on the Future Land Use map in Figure 7. 1 -Mixed Use TOD Location: North of the tracks (bounded by Ward Road, W. 52nd Avenue, and Tabor Street) and immediately southeast of the station. Use and Density: Mixed use includes higher density, mid-rise buildings such as apartments, condos, and multi-story office development, preferably with retail uses at the ground floor. The mixed use area should also allow live-work arrangements, civic uses, hotels, and entertainment uses. Buildings: Buildings should be designed as timeless and transitional. The goal is to create buildings that enhance the pedestrian environment and create a quality character for the subarea. Particularly when the ground floor is a retail use, facade transparency should be increased and meet applicable design standards. Buildings should be placed close to the sidewalk with minimal, if any, setback. Parking: Surface parking should be located at the rear of buildings or, where necessary, to the side. Parking should not be placed between the building and the sidewalk. Parking should be accessed via alleys where possible. Surface parking should be reduced by providing structured or underground parking wherever feasible. 2 -Mixed Use/Employment TOD Location: South of the tracks between W. 49th Place, Tabor Street, Ward Road, and 1-70. Use and Density: The focus is employment land uses, which may include office or office-flex. Other land uses may include residential, retail, hotel, or entertainment. Higher densities are important close to the station and should be permitted through the entire Mixed Use/Employment TOO area. Buildings: New office and office-flex space should be designed to relate to the street and promote a pedestrian-friendly environment. This means placing buildings closer to the street with warehouse uses in back. Buildings should be designed with quality materials and contribute to the pedestrian environment, with transparent ground floors where possible. Parking: Parking should be located at the rear or side of buildings and accessed through alleys. Where possible, structured parking is encouraged and surface parking should be minimized. 22 FUTURELANDUSE 3 -Commercial Transition to Ward Road Location: Along Ward Road from W.l-70 Frontage Road North toW. 52nd Avenue. Use and Density: While a range of uses, including residential, office, and mixed- use buildings, should be allowed along Ward Road, auto-oriented retail and commercial uses also make sense in this location. Retail and restaurant uses would benefit form the proximity to this major arterial. Buildings: Lower-density, auto-oriented retail and restaurant buildings should be designed to place the building close to the street, with quality facades along the sidewalk where feasible. Quality materials and design are important since the buildings along Ward Road form a gateway into the subarea from the west. Parking: Parking should be located at the rear of buildings and accessed through alleys where possible. Surface parking area should be reduced as much as possible. 4 -Residential Transition Location: Immediately west of Tabor Street and north of the tracks. Use and Density: The most appropriate land use in this area is medium density residential, such as townhomes or condos, that will provide a buffer between the core mixed-use area and the low-density neighborhood to the east. Some mixed use, such as live-work units, may also be appropriate. Open space, such as a park or community garden, would be a desirable use in this area. Buildings: Buildings should be designed with high quality materials. Building height and form should transition to respect the low-density neighborhood to the east. Parking: Parking should be located to the rear or side of buildings and accessed through alleys. Where possible, garages should be incorporated into the rear of main buildings. 5 -Open Space Quality open space should be a key component of future development, especially in the mixed use TOO area north of the tracks. The appropriate size and location for open space will depend in part on the extent of new development in the area, especially residential development. Because transit-oriented development is compact and urban in nature, the need for parks and recreation facilities may be partially met by private facilities such as health clubs and amenities provided within new residential apartment buildings. NORTHWEST SUBAREA PLAN The Future Land Use Map shows the existing open space/ponds at the south of the subarea, as well as a small area of RTD-owned land that will be landscaped immediately east of the station. More open space-whether designed as plazas, green spaces, or both -should be incorporated into the subarea as it develops. Two potential open space locations are shown on the map. These locations are not definitive since the land use map is intended to be flexible and allow for a variety of development options. Two conceptual locations for open space were identified based on public input: A central open space, located within a couple blocks of the station to the north of the tracks. This space could anchor the mixed use TOO development and provide the opportunity for uses such as farmers markets, artisan markets, or outdoor concerts. • A small park and/or community garden in the residential trans~ion near Tabor Street. This would provide an amen~y for new residents, and for existing residents in the neighborhood east of Tabor Street. Open space in the subarea should be developed in close coordination with the City's Parks and Recreation Department. It may be appropriate for new open space to be privately constructed and maintained through a special district. Further discussion about implementation and potential funding for open space may be found in the Infrastructure and Amen~ies chapter below. NORTHWEST SUBAREA PLAN FUTURE LAND USE 23 CHAPTER 6 I FUTURE TRANSPORTATION Transportation and traffic issues were among the primary concerns expressed during the public meetings held in development of this plan. The subarea is somewhat unique since the challenges of traffic congestion and providing access to and from the new transit station are compounded by the presence of the BNSF freight railroad tracks which bisect the area. Other issues identified during the planning process include: • Blockage of Ward Road by freight trains, • Improved pedestrian and bicycle safety, • Accommodating bus traffic circulating to Ward Road Station, • The need for streets with quality character and design, and • Future roadway improvements adjacent to and within the subarea, primarily Ward Road, 52nd Avenue and 50th Place. VEHICULAR CIRCULATION One of the goals of the Northwest Subarea Plan is to design automobile circulation to be as convenient and direct as possible. As seen in the Future Land Use Map (Figure 7), several new streets are envisioned to improve circulation in the subarea. External Access Ward Road will continue to provide an important regional connection to the subarea and future development. The Denver Regional Council of Governments (DRCOG) Regional Transportation Plan recommends the widening of Ward Road to six lanes. Future development along Ward Road may need to provide a reservation area to allow for a future widening of the Ward Road right-of-way. Although Ward Road Station will be the end-of-line station for the Gold Line project, RTD has plans to one day extend the Gold Line west into Golden. At that time, a grade-separated crossing over Ward Road is recommended . To plan for this future improvement, the City should work with the railroad, COOT, RTD, and Jefferson County (which lies on the western side of Ward Road). There are currently only two signalized intersections on Ward Road within the subarea: at W. 49th and W. 52nd Avenues. Because West 50th Place will be a primary access between the station and Ward Road, an additional traffic light may be installed in the future with COOT approval when traffic warrants are met. 24 FUTURE TRANSPORTATION This chapter was updated and consolidates the 2006 "Traffic" and "Transit" chapters into one discussion. As part of their construction project to build the new station, RTD will extend 50th Place to the east so that it connects to the station and to Ridge Road. With this connection, Ridge Road will then provide primary access to the station from the east. RTD will also build Taft Court south of 52nd Avenue, as seen in the Future Land Use Map, creating a connection to the station from the north. In addition to Ward and Ridge Roads, Tabor Street will also be an important access route connecting the station and subarea to the south. With a direct connection to W. 44th Avenue and to 1-70, Tabor Street will serve as an alternative route to Ward Road. Internal Access The objective for internal circulation within the subarea is to increase the number of streets to provide multiple routes for businesses, residents, and transit users to reach their destinations and avoid the funneling of traffic onto just a few roads. The goal is to create a grid of streets that increase the choice of routes and also provide rectangular blocks that are ideal for future redevelopment. The Future Land Use Map (Figure 7) shows the proposed new network of streets within the subarea. All of these streets will need to be built in conformance with Wheat Ridge road classification standards, as well as the streetscape standards in the City's Streetscape Design Manual. PEDESTRIAN AND BICYCLE CIRCULATION The goal is to create an environment within the subarea that is safe and inviting for pedestrians and bicyclists and encourages residents and employees to walk to the transit station and other community facilities. To accomplish this, a number of sidewalks and bike facilities are planned. The proposed pedestrian and bicycle circulation network is illustrated in Figure 8. Pedestrian Network All new streets constructed in the subarea, including RTD's extension of W. 50th Place and Taft Court, will be required to include a detached sidewalk (a sidewalk with an amenity zone or buffer separating it from the street). Over time, this will provide a grid of pedestrian streets throughout the subarea. NORTHWEST SUBAREA PLAN Improvements to existing streets are also planned . When Ward Road is widened in the future, detached sidewalks are planned for both sides. West 52nd Avenue, at the northern border of the subarea, is also envisioned to have sidewalks added in the future. This is an important connection for the residential neighborhood north of the subarea, especially since school children from the neighborhood use 52nd Avenue to cross Ward Road and access the Jefferson County school just west of Ward Road . The north side of 52nd Avenue is outside of the Wheat Ridge municipal boundary and is located in the City of Arvada and in unincorporated Jefferson County. Sidewalk improvements along W. 52nd Avenue will likely require multi-jurisdictional coordination. Ideally, Ridge Road and Tabor Street would also be rebuilt in the future to accommodate sidewalks for pedestrians. Bicycle Network The planned bicycle network relies on a north-south connection to the station using Tabor Street and an east-west connection to the station using Ridge Road/50th Place. Planned bike lanes would connect the subarea to existing trail systems. The planned bike lane on Tabor Street would connect the transit station to the Clear Creek Trail to the south of 44th Avenue. Future on-street bike lanes on Ward Road would connect the subarea to the Van Bibber Creek Trail to the north in Arvada and unincorporated Jefferson County. The bike lane on Ridge Road is planned to be implemented in coordination with the City of Arvada, whose city boundary overlaps with Ridge Road between Ward Road Station and Arvada Ridge Station -the Gold Line station immediately to the east at Miller Street. TRANSIT The completion of the Gold Line will add a high-quality transit connection between the subarea and downtown Denver. As mentioned in the Existing Conditions chapter, RTD will close the current Ward Road Park-N-Ride and consolidate ~ with the new Ward Road Station. The exact bus routes and circulation patterns that will connect buses to the future station have yet to be proposed by RTD. As opening day for the station approaches in 2016, the C~ should work closely with RTD and other stakeholders in and near the subarea to ensure that adequate bus connections to the station are provided. NORTHWEST SUBAREA PLAN One of the major land uses to the southwest of the subarea is the Kaiser Permanente Wheat Ridge clinic. Many of the patients using the Kaiser clinic depend on bus lines at the Ward Road Park-N-Ride to access healthcare. A bus route or circulator that connects the future commuter rail station and the Kaiser facility should be considered in order to provide safe, reliable transportation. PARKING RTD will provide a surface parking lot with approximately 290 spaces directly north of the new station. During public meetings, stakeholders expressed concern that this will not provide enough parking for the end-of-line riders and several suggested a structured parking garage would make more sense. Per the IGA with the City, RTD will be required to expand the surface parking lot to the north to provide 440 total parking spaces, once the planned surface parking lot reaches 90% utilization. Eventually, the goal is for the RTD surface parking lot to be replaced by a parking structure. This structure could incorporate parking for transit riders, as well as for nearby development. A shared parking garage would enable the City to leverage funding from a private developer since it would provide parking for private development as well. A future parking garage could be built near RTD's planned surface parking lot, enabling the parking lot site to be redeveloped and activated in the future. To provide a more coordinated approach to parking, landowners in the area could form a parking district or business improvement district in the area. Each land owner could contribute to the parking district instead of building their own individual parking lots. The district would then construct consolidated lots, or structures, in the most convenient locations. A Ward Road TOO Metropolitan District has been formed for a portion of the property adjacent to the station and could be used as the mechanism for financing the parking structure. On-street parking will be an important feature for the subarea as new streets are built. Wherever possible, new streets should incorporate on-street parallel parking. In some areas, it may be desirable to charge for peak time parking. The charge can be adjusted to make sure ~ is fully utilized. This will give consumers the ability to park at or near the desired retail/commercial establishment. A parking district could manage the parking and use fee revenues to maintain the streetscape, assist in the purchase of amenities, pay for signage, and eventually help transition into a parking structure. FUTURE TRANSPORTATION 25 FIGURE 8 PROPOSED BICYCLE AND PEDESTRIAN CIRCULATION Jefferson County City Boundaries NWSubarea Ward Road Station +t+++ Gold Line Parks & Open Space Existing Bicycle-Pedestrian Facilities -Hard Surface Multi-Use Trail -Shared Lane -On-street Bike Lane -Sidewalk with Buffer/Amenity Zone Proposed Bicycle-Pedestrian Facilities • • • Shared Lane • • • On-Street Bike Lane •••• Sidewalk with Buffer/Amenity Zone •••• Bike/Ped Bridge t.Ck wn eib~rC 50TH AVE 45TH AVE Proposed bicycle and pedestrian facilities ore based primarily on the recommendations of the City's 2010 Bicycle and Pedestrian Moster Pion. 26 FUTURE TRANSPORTAT ION NORTHWEST SUBAREA PLAN CHAPTER 7 I INFRASTRUCTURE AND AMENITIES This chapter is new and replaces the 2006 "Community Services and Facilities" section. Improved infrastructure and amenities will be essential as the subarea develops over time. This Chapter summarizes the major improvements that are needed and discusses how each type of improvement could be funded in the future. Many of the recommendations for financing strategies come from the EPA Smart Growth Implementation Report, referenced in the Introduction chapter. The report contains recommendations specific to financing infrastructure improvements in Wheat Ridge's Northwest Subarea. SUMMARY OF FINANCING TOOLS The second part of this chapter discusses infrastructure improvements that are needed within the subarea and suggests several common financing mechanisms. These financing tools are briefly described below. Special Districts A special district is a quasi-municipal corporation that is formed through an election by the private property owners in the special district's geographic area. In Colorado, special districts are often called metropolitan districts. Once formed, a special district can establish a special assessment tax. These additional tax revenues can then be used to pay for public improvements or to secure debt financing, such as bonds, to pay for public improvements within the district. A small metropolitan district has already been formed in the subarea. It currently includes the former Jolly Rancher site but it could be expanded to cover a larger area in the future. Tax Increment Financing (TIF) TIF works by freezing current tax levels and using projected future gains in taxes to subsidize public improvements. Future increases in taxes, or tax increments, are typically used to finance debt that is issued to pay for public improvements, such as streets and utilities, in the TIF district. This tool is a financing option in the subarea since it is part of a designated Urban Renewal Area (1-70/Kipling Corridors Urban Renewal Plan, 2009). Development Impact Fees Development impact fees are charges assessed on new development to defray the cost to the municipality of building public services to serve new development. The fees NORTHWEST SUBAREA PLAN are usually collected at one time and are used to offset the cost of public improvements, such as streets and utilities, as they are built. Impact fees are not typically used in Wheat Ridge, but they could be a viable way to collect money for public improvements that the City would like to coordinate, such as regional stormwater management. STREETS A complete grid of high-quality, pedestrian-friendly streets, as shown in the Future Land Use Map, will be necessary in order to realize the vision for TOO in the subarea. This includes construction of the roadway, curb, gutter, sidewalk, and amenity zone as called for in the City's Streetscape Design Manual. Implementation and Financing Strategies The City has a limited capital budget through its Capital Investment Program (CIP) and available funds are typically allocated for street repairs. For new streets, developers are responsible for constructing all improvements per the development code and Streetscape Design Manual. Likewise, new streets in the subarea will be built by private development as it occurs. Financing tools that could help the private sector pay for major street improvements include a special district (metropolitan district) or TIF. A Ward Road TOO Metropolitan District has been formed for a portion of the subarea and could be expanded to pay for roadway construction . There is also potential to secure grants at the regional or federal level that are targeted at smart growth areas and multi-modal streets. STORMWATER MANAGEMENT Stormwater drainage has been an issue in the subarea for decades because there is very little existing infrastructure to handle stormwater flows. Currently, there is a storm sewer line under W. 50th Place which turns at the east end of the street and discharges to the south at the BNSF railroad tracks. All other stormwater in the area surface drains to the southeast, flowing over Tabor Street and Ridge Road and heading to the east. At the south end of the subarea, there is a storm sewer line under 1-70 Frontage Road North; this line carries stormwater south and discharges into the existing ponds. INFRASTRUCTURE AND AMENITIES 27 Current Improvements As part of the design for the Gold Line, the City of Wheat Ridge worked closely with RTD, Urban Drainage, and the City of Arvada to develop a regional stormwater management solution that will greatly improve the drainage issues in the subarea. The Cities of Wheat Ridge and Arvada will construct a major storm sewer line that parallels the commuter rail tracks on the south side of the tracks. RTD will build connections to this new line as well as a regional detention pond located southwest of Ridge Road and Quail Street, to the east of the subarea. The new storm sewer line will convey all of the stormwater runoff from the north half of the subarea to the new regional pond. These improvements are funded and will be complete with the Gold Line project in 2016. Future Improvements As new development occurs in the subarea, private developers will be required to construct new storm sewer lines to convey the stormwater runoff from their property. On-site detention and water quality will also be required. Urban Drainage is in the process of updating a regional drainage plan which affects the Northwest Subara. The private property requirements for on-site detention and water quality features could be reduced depending on the conclusions of the updated drainage plan. A regional approach to stormwater management is preferred with one or two detention facilities to serve development in the mixed use TOO area north of the tracks. Regional facilities would be a much more efficient use of land, rather than require each development site to provide their own detention facility. Implementation and Financing Strategies There are a few potential financing tools that make sense for stormwater improvements for future development. As with streets, these include a special district or TIF. A third option could be impact fees in which the City would collect fees and use them to build a regional detention facility for new development. Another option for financing stormwater improvements are utility fees. Utility fees are typically set to cover a system's operating and capital expenses each year, which could include payment of debt service for improvements to the system . SEWER AND WATER As development occurs, upgrades to the existing sanitary sewer and water service will be necessary. As mentioned in the Introduction, the City does not control these utilities. 28 INFRASTRUCTURE AND AMENITIES Valley Water District provides water service to the subarea and Fruitdale Sanitation District provides the sanitary sewer service. Both districts would require private developers to pay for upgrades to the systems as development occurs. Implementation and Financing Strategies Even though the City does not control water and sewer utilities, it could work with the utility districts to sequence infrastructure projects and to determine which costs are reasonable for developers to pay. Phasing is an important consideration since the utilities will be under streets; the most sensible approach would be to install water and sewer lines with sufficient capacity for future needs prior to roadway construction. Potential financing mechanisms to help cover the costs of utility upgrades include a special district, TIF, development impact fees, and/or utility user fees. STRUCTURED PARKING As discussed in the Future Land Use chapter, there is a strong desire for structured parking in the subarea. Parking garages and underground parking have many benefits, including the ability to achieve higher density development, the preservation of land for amenities like open space, and the ability to hide parking from the public realm. Implementation and Financing Strategies Parking garages are expensive to build. Strategies to help finance a parking structure (or structures) in the subarea include a special district or TIF. Another option would to be charge a fee for parking for Ward Road station users, especially if a parking garage is shared between RTD riders and private development. While state law currently limits RTD's ability to charge for parking, this may change in the future and it could be a viable way to help defray the costs of a parking structure. It may make sense to wait until the Gold Line has been operational for some time prior to building a parking structure. This will allow stakeholders to better understand the actual parking demand of transit riders. OPEN SPACE As discussed in the Future Land Use chapter, quality open space should be a key component of future development in the subarea. The City currently has a parkland dedication formula required for residential subdivisions which is not appropriate for NORTHWEST SUBAREA PLAN higher-density residential development and should be re-evaluated for the subarea. City code also allows developers to pay a fee-in-lieu of parkland dedication which may be an appropriate option in the subarea, since open space needs are generally reduced in an urban, compact development. Implementation and Financing Strategies Open space could be created in the subarea by a combination of strategies including the City's parkland dedication requirement (recalibrated for the subarea) and financing mechanisms such as a special district and/or TIF. There is also the possibility of obtaining grant funds to offset the costs of open space development. If the existing metropolitan district is expanded to cover a larger portion of the TOO area, it could be a viable mechanism for funding the construction and maintenance of open spaces. It is possible that some open space, especially small plazas or pocket parks associated with a development site, will be privately constructed, owned, and maintained. BICYCLE AND PEDESTRIAN FACILITIES The improvements shown in the Future Bicycle and Pedestrian Circulation Map (Figure 8) are essential to providing safe bicycle and pedestrian access to the station and to the subarea. One essential improvement that will be a costly but high-priority investment is the pedestrian bridge connecting the station directly to the south. The City currently does not have capital dollars reserved for bicycle or pedestrian improvements and is Streets X X Sewer and Water X X X Stormwater X X X Structured Parking X X X Open Space X X X X NORTHWEST SUBAREA PLAN not expected to have funding for such improvements unless a funding mechanism, such as a street utility fee, is approved by Wheat Ridge voters. As with other needed improvements, a special district and/or TIF could be used to finance bicycle and pedestrian facilities. Federal or regional grants targeted for bike/ ped improvements at transit stations are another viable option, including for the pedestrian bridge. A Safe Routes to School grant could be a potential funding source for new sidewalks on 52nd Avenue since it is a route used by children to reach Drake Middle School west of Ward Road. For many of the needed bicycle and pedestrian improvements,such as along Ridge Road and W. 52nd Avenue, the City of Wheat Ridge will need to coordinate with Arvada and Jefferson County, since the roadways cross through multiple jurisdictions. INFRASTRUCTURE: PRIORITIES AND FINANCING The following table summarizes the major infrastructure items and potential financing mechanisms. Those checked in the "High Priority" column should be among the City's highest priority to assist in implementation in the coming years. The content in this table is based on the 2012 EPA report "Infrastructure Financing Options for Transit- Oriented Development.· X I X I X X X X I X I X X X X I X (especially ped bridge) INFRASTRUCTURE AND AMENITIES 29 CHAPTER 8 I ECONOMIC DEVELOPMENT Although redevelopment of the subarea will depend on the private market, the City should be proactive in attracting new development. The City can be proactive by offering incentives and financing tools to help cover the costs of development, especially for the public infrastructure that is summarized in the previous chapter-Infrastructure and Amenities. This chapter outlines incentives and financing tools for the subarea that are already in place, or have City approval to be put in place, that could be considered to attract private reinvestment to the area. CITY INCENTIVES Enhanced Sales Tax Incentive Program (ESTIP) Section 22-73 of the City's Municipal Code establishes an Enhanced Sales Tax Incentive Program (ESTIP). The purpose of the program is stimulate the economy by encouraging the establishment or expansion of businesses which generate retail sales tax within the city. For new or expanded businesses which are accepted into the program, any enhanced sales tax may be shared annually by the city and the applicant. The base figure for sales tax is divided into twelve (12) monthly increments. If in any month the agreed upon figure is not met by the applicant, no funds are shared with applicant for that month, and no increment is shared until that deficit and any other cumulative deficit has been met. Business Development Zone (BDZ) Program Section 22-85 of the City Code establishes the Business Development Zone Program. The purpose of the BDZ is to create opportunities for new development, redevelopment or expansion and to increase the likelihood that new and improved businesses will generate more municipal sales and use tax revenues for the city in the future. The BDZ program provides for the abatement of certain types of fees, taxes and other business development-related charges for new development or redevelopment within the City of Wheat Ridge. Participation in the Business Development Zone program is enacted through staff and authorized through an agreement approved by the City Council. 30 ECONOMIC DEVELOPMENT This chapter is new. Any owner or proprietor of an established, proposed, or newly purchased business, or the owner of an existing business who wishes to expand, may apply to the City for inclusion within the program. Abatement or sharing of eligible city fees, charges, and taxes are normally granted up to the amount of expected incremental future sales and use tax revenue to be generated by the project during the agreed to time period. Bonding The Urban Renewal Authority, through the approval of the City Council, has the ability to bond for public improvements within the TOO project area. COUNTY INCENTIVES Corporate Personal Property Tax Rebate The Colorado Corporate Personal Property Tax Rebate program allows local counties, municipalities, and school districts to negotiate with new and expanding Colorado companies for corporate personal property tax rebates of up to 50 percent for up to four years. Jefferson Economic Council (JEC) facilitates rebate requests for applicants in Jefferson County. To qualify for the rebate, a project must fall in to one of three categories: • New Business Facility-A newly acquired, constructed, or leased facility used to operate a revenue-producing enterprise. • Qualified Replacement Facility -A facility in which a business has invested at least $3 million or 300 percent of the investment in the old facility. • Qualified Expansion Facility -An expansion that qualifies under "new business facility" and isn't considered a "replacement facility." In addition, any company requesting a rebate must be a primary employer-a company that sells a product or service outside of Jefferson County (bringing new dollars into the County) and pays average salaries of over $33,394 (excluding top management). JEC will also perform an economic impact analysis to demonstrate that the project will bring a positive revenue return to Jefferson County. NORTHWEST SUBAREA PLAN STATE INCENTIVES Enterprise Zone Program Colorado's Enterprise Zone (EZ) program provides tax incentives to encourage businesses to locate and expand in designated economically distressed areas of the state. The Northwest Subarea is also located within a state-designated Enterprise Zone and is eligible for associated state incentives. Additional state incentives are available for commercial development that creates new jobs. NORTHWEST SUBAREA PLAN 31 CHAPTER 9 I IMPLEMENTATION This chapter is new and includes a condensed version of the 2006 "Goals and Policies" and "Action Items" sections. Many of the goals, policy recommendations, and action items from the original 2006 plan have already been implemented. The tables below summarize those accomplishments and outline the remaining action items that are essential to implementing the Northwest Subarea Plan. ACTION ITEM I COMPLETE 1. Revise City Charter to remove restrictions on height I YES -2009 and density. 2. Create a transit-oriented zoning overlay district. I YES -2010 3. Develop illustrated design guidelines. I YES-2010 and 2011 4. Create a special district or districts in the subarea I YES -2012 to provide a mechanism to finance, construct and maintain public improvements. 32 IMPLEMENTATION NOTES As part of the Kipling/1-70 Corridors Urban Renewal Area, the subarea was exempted from height and density restrictions in the City Charter. Mixed use zone districts were adopted by City Council in 2010 and contain a TOO sub-district that is specifically designed for the Northwest Subarea. The MU-C TOO zone district includes features such as reduced parking ratios, no maximum residential density, and building fonn standards to promote higher- density TOO development. The MU-C TOO zone district, adopted in 2010, contains architectural and site design standards with illustrations to ensure high-quality development. As the TOO zoning is applied to the subarea, those design guidelines will apply. In the meantime, the subarea is subject to the Traditional Overlay standards in the Architectural and Site Design Manual (updated in 2011) which also contains illustrated design guidelines. The Streetscape Design Manual, adopted in 2011 , contains illustrated design guidelines specific to the subarea to ensure that new roads will have a high quality streetscape. In 2012, the owner of the former Jolly Rancher property fonned a metropolitan district that covers the 14-acre site. City Council approved the service plan for the district and a special election in the fall of 2012 finalized the fonnation of the district. In the future, the district will hopefully be expanded to encompass a more significant portion of the subarea . NORTHWEST SUBAREA PLAN ACTION ITEM 1. Expand the special district (metropolitan district) to encompass as much of the mixed use TOO area as possible. 2. Pursue a potential City-initiated rezoning to MU-C TOO for part or all of the subarea. 3. Develop a new, more appropriate parkland dedica- tion formula for higher-density development. 4. Consider development of a public art program for the station and surrounding open spaces. 5. Pursue funding sources, including regional and federal grants, for planned pedestrian and bicycle improvements in the subarea, including the future pedestrian bridge that will cross the tracks to the south. 6. Build a financial model for future commercial development on the south side of the station NORTHWEST SUBAREA PLAN RESPONSIBLE ENTITIES Private developers in the subarea, with support from City of Wheat Ridge - Economic Development and Community Development City of Wheat Ridge - Community Development City of Wheat Ridge - Community Development, with input from Parks and Recreation City of Wheat Ridge - Parks and Recreation, Cultural Commission, and Community Development - with RTD City of Wheat Ridge - Public Works, Community Development Private Developers and financial professionals with City of Wheat Ridge - Economic Development and Community Development NOTES A metropolitan district was formed in 2012 for the former Jolly Rancher property. It could be expanded through a special election to include a larger area, thereby expanding financing options for infrastructure improvements. The MU-C TOO zone district would allow and encourage the type of pedestrian-friendly, mixed-use development envisioned for the subarea. The Zoning and Development Code includes formulas for calculating parkland dedication and fees-in-lieu. The formulas are currently calibrated for low- density residential development and do not match the vision for compact, higher-density development in the subarea. Public art could enhance the station and contribute to a quality gateway into the City at Ward Road Station. It could also be integrated into future open space. This item will entail cooperation with other jurisdictions/entities including Arvada, Jefferson County, and COOT. The area on the south side of the tracks has the potential to be a primary employment center, and planning will be key to ensuring a balanced mix of businesses in this area. IMPLEMENTATION 33 z ::5 Q_ i1i 0::: ~ m :::;) en l-en w $: I ~ 0 z ~~·~ .. r City of .. ~Wheat&_dge ~OLICE DEPARTMENT TO: THROUGH: FROM: DATE: SUBJECT: ISSUE: Memorandum Mayor DiTullio and City Council Pabick Goff, City Manager~ Daniel Brennan, Chief of Police August 19, 2013 Staff Report: Crime and Police Staffing in Wheat Ridge ri+em 4 The purpose of this staff report and presentation is to update City Council about crime in the community, as well as police staffing. It is important for the community and elected officials to understand crime and the causal factors that affect crime. In tum, crime and many other factors have a direct influence on police staffing and the costs associated with providing law enforcement services. Today, the Police Department accounts for approximately 33% of the City budget. Ninety-one percent of the department's budget is in personnel services. These percentages are in line with police departments in communities locally, regionally and nationally. In 2013, the budget for the department was $8,855,952. This equates to a cost of $288 per resident for law enforcement services, compared to $304 per resident in Lakewood and $329 in Arvada for law enforcement services. CRIME IN WHEAT RIDGE: The causes of crime, as well as the factors affecting crime rates in communities, are not a hard science. Causal factors can be present in one community, and absent in another. Crime rates fluctuate or change over time, and at times the reasons for an increase or decrease in crime cannot be easily discerned. Factors influencing crime include socioeconomic factors, i.e., the economic incentives of committing crime, poverty rates, rate of unemployment, and the level of median income in a community or area. Additionally, population and density, maintenance ofhousing stock, percentage or number of young adults living in a community, criminal justice policies, education level of citizens, climate, public trust of law enforcement, and police service delivery philosophies can also affect crime. The two methodologies used in crime reporting are the Uniform Crime Report (UCR) and the National Incident Based Reporting System (NIBRS). UCR is the oldest crime reporting system, and is a starting place for seeking information on crime on a national, state and local level. Crime rates are often compared to other communities, although there are dangers in using this approach. UCR is compiled by the FBI based on crime data the department submits to the Colorado Bureau oflnvestigations (CBI). UCR statistics are divided into Part I (eight categories) and Part II (21 categories) crimes. Part I crimes are the most serious of crimes and include murder/manslaughter/negligent manslaughter, forcible rape, robbery, assaults, burglary, Staff Report: Crime and Police Staffing August 19,2013 Page 2 larceny/theft, motor vehicle theft and arson. Part II crimes are lesser offenses. Part I crimes include violent and property crimes. Violent crimes include murder and non-negligent manslaughter, forcible rape, robbery, and aggravated assault. Property crimes include burglary, larceny/theft, arson and motor vehicle theft. NIBRS is an incident-based system that reports all the data on each single crime occurrence. For example, a crime incident occurs involving a burglary to a residence and a vehicle is also stolen. In UCR, the most serious crime (burglary) would be reported; however, in the NIBRS system, both the burglary and motor vehicle theft would be reported. NIBRS appears to be a more accurate reflection of crime in a community; however, the FBI has not adopted it for national reporting purposes yet. At some point in the near future, CBI may move from the UCR model to the NIBRS model. The infonnation provided to you in this presentation is UCR data and incident data used by the department to assess crime trends and patterns, as well as perfom1ance measurements. UCR CRIME RATES: An examination of the past three years ofUCR data for Wheat Ridge shows that the total numbers ofPart I crimes were down in 2012. In 2012, 1,551 Part I crimes were reported, compared to 1,649 in 2011 , and 1 ,677 in 2010. Three hundred twenty-eight violent c.rimes (murder, forcible rape, robbery and assaults) were reported in 2012, compared to 340 in 2011 , and 360 in 2010. The most appreciable decreases occurred in reported property crimes in 2012. There were 185 burglaries in 2012, compared to 232 in 201 1, and 242 in 2010. There were 94 motor vehicle thefts reported in 2012, compared to 135 in 2011 and 134 in 2010. Larceny and thefts have remained static during this time frame. As a point of reference, ten years ago, the total number of UCR Part I offenses was 2,254. The following chart depicts the total number of Part I UCR offenses, the population, and crime rate based on index crimes per 1,000 inhabitants for the following communities: CITY 2012 UCR PART I POPULATION INDEX CRIME OFFENSES RATE PER 1,000 Wheat Ridge 1,551 30,190 51.4 Englewood 2,172 30,255 71.9 Littleton 1,577 41 ,737 37.8 Northglenn 1,357 35,789 37.9 Lakewood 8,997 142,980 62.9 Arvada 3,163 106,468 29.7 Denver 30,421 600,024 50.7 While comparing index crime rates in crime categories can be helpful in terms of framing the issues related to crime in a community, the FBI and criminologists caution us that there are numerous factors that make comparing crime statistics to other cities misleading. UCR does not measure the effectiveness of a law enforcement agency, how crime is reported to law enforcement, the law enforcement agency's methodology in reporting crimes, an agency's emphasis on certain crimes, a community's available resources, or clearance and arrest rates. Nonetheless, this comparison can provide a reference point. StaffReport: Crime and Police Staffing August 19, 2013 Page3 WHEAT RIDGE POLICE DEPARTMENT CRIME MEASUREMENTS: Besides UCR, the department tracks crime on a monthly basis using a different methodology, based on a combination of report titles and offenses, making the numbers more detailed than UCR. For example, UCR showed 932larceny/thefts in 2012, while the Wheat Ridge Police Department Crime Statistic's report might show 700 thefts and 232 fraud, forgery or ID thefts for the same year. The department tracks many types of crime (traffic accidents, traffic citations, criminal trespasses to vehicles, domestic violence and domestic disturbance, vandalism, prostitution, missing persons/runaways, DUI's, alcohol and curfew violations and many misdemeanor crimes) by incident type. These are tracked month-to-month and year-to-year. Additionally, the department tracks the time it takes to handle emergency and non-emergency calls for service, including dispatch time, response time, and on-scene time. The Wheat Ridge Police Department Crime Statistic Report looks at a variety of crime, traffic and quality of life incidents not specifically covered in UCR reports. Domestic violence cases (301) and disturbances (377) in 2012 increased from 2011 (274 and 342 respectively). This has followed an upward trend in domestic violence cases since 2008. DUI arrests increased to 246 in 2012, up from 207 in 2011 and 157 in 2010. The department responded to 4,703 traffic accidents in 2012, down from 5,837 in 2011 and 5,241 in 2010. Defacing property crimes (graffiti) decreased to 265 in 2012, from 449 in 2011 and 345 in 2010. Traffic summonses dipped to 4,703 in 2012, from 5,837 in 2011 , and 5,241 in 2010. Wheat Ridge Police Department conducts a monthly Strategic Analysis for Effective Response (SAFER) meeting. At these meetings, staff looks at crime, traffic and quality of life data from the previous month to identify trends, patterns or issues where the department can direct specific resources during certain days and times. POLICE PATROL STAFFING: In 2004, 64 sworn officer positions were authorized for the Police Department. The department provided no crime prevention services, had discontinued the school resource officer program and did not have the ability to respond efficiently or effectively to on-going crime trends or patterns. There were no proactive crime strategies in place; the department was reaction-based. Police officers were not accountable to a geographic area, alternative methods for citizens to make a report were not available, and response times to non-emergency calls for service were extended. In 2004, citizens approved a sales tax increase that identified hiring ten additional police officers for patrol, a school resource officer program and a traffic team. Today, sworn staffing consists of72 budgeted, sworn positions, three grant-funded sworn positions and 31 non-sworn positions. The department is authorized three sworn over-hire positions and one emergency services specialist position. The majority of sworn personnel is assigned to the patrol operations division and line-level operations in support of our policing mission. The department averages a turnover rate of fi ve to six sworn positions through resignations and retirements arumally. It takes an average of 16-18 months to recruit, select and train a recruit police officer. This means that the department is oftentimes understaffed during the year. Staff Report: Crime and Police Staffing August 19,2013 Page4 There are a variety of different approaches to determine police patrol staffing. The Wheat Ridge Police Department uses a data-driven approach in determining staffing needs throughout the organization. In the past, police agencies have relied upon ratio-based universal standards, such as two police officers per thousand residents to determine staffing (the City of Aurora had this ratio methodology in its City Charter until recently). Staffing decisions throughout the department are based on data from external and internal workload demands. For example, in the patrol operations division, external workload includes the number and volume of emergency and non-emergency calls for service, the number of officers available at a given time to handle calls for service within an appropriate amount of time, the amount of time it takes to handle a call , officer safety (many calls require a minimum of two officers to respond) and administrative factors (report writing, court, vacation, training and sick leave), as well as community expectations. As a community policing agency, the department strives to factor in time for officers to do proactive work (uncommitted patrol time). This time is used to address service requests, traffic enforcement, building checks, community outreach, etc. The department tries to factor in 20 minutes per hour for proactive work, while many agencies strive for a 20 to 30 minutes per hour for non-committed patrol time. The higher the uncommitted time, the more officers are needed for staffing. Patrol operations is responsible for responding to emergency and non-emergency calls for service. This accounts for 59% of the sworn personnel in the department. lfthe crime prevention and crime and traffic programs are included, the patrol operations division accounts for 73% of the available sworn staffing Different methodologies and metrics are utilized to determine staffing for the investigations bureau, police administration, the communications center, records, and other organizational components. The organization conducts a workload analysis of each organizational component every three years. While different metrics are used to analyze staffing needs in different organizational components, the goal is to ensure that the department meets or exceeds the needs of citizens and visitors to our community in an efficient and effective manner, utilizing law enforcement best practices to achieve success. FACTORS INFLUENCING PATRO L STAFFING: ./ Policing philosophy-It is a common practice to divide an officer's time to allow time for response to calls for service, time for crime prevention, community relations and proactive services, and time for administrative duties. Increasing the amount of time for crime prevention, problem solving, community relations and proactive activity increases manpower requirements. While the Wheat Ridge Police Department is a community-oriented policing organization that relies upon a problem-solving and data-driven approach to providing law enforcement services, the department uses a very conservative figure for proactive activity when doing its workload assessment. ./ Policing priorities -The organization is guided by a modem policing philosophy, a Strategic Plan and six specific department goals. These goals include the Crime Prevention and Public Education; Deterrence, Suppression and Interdiction of Crime; Apprehension of Criminal Staff Report: Crime and Police Staffing August 19, 2013 Page 5 Offenders; Recovery and Return of Property; the Safe Movement of Traffic, and Public Accountability . ./ Service Philosophy -Wheat Ridge Police Department has sought out alternatives to handling certain calls for service and other police functions. The department utilizes a telephone reporting unit to handle cold crime and traffic accident reports, along with a number of other duties. In the past, the department has given up higher paying sworn positions to hire two non- sworn employees to perfonn certain functions. These changes have resulted in timelier response times to calls for service. Regionalization efforts have also increased service levels, i.e., forensic crime response and processing, radio system IGA, etc. The department is recommending the purchase of a software system that allow citizens to file certain types of crime reports over the internet, in an effort to make more officers available to handle proactive policing efforts . ./ Deployment of personnel by function and geography -Patrol staffing is structured by sector and beat. The City is divided into two sectors (East & West) and four beats. The boundaries of the beats are determined by an analysis of calls for service and geography. In addition, officers are deployed by analyzing calls for service, based on the day of week and time of day . ./ Number of calls for service-The department responded to 30,985 calls for service in 2012, 33,410 in 2011 , and 29,720 in 2010. For the past ten years, the department has averaged 32,178 calls for service a year . ./ Response time to in-progress/just occurred and cold crime/incident calls for service in a timely manner-For Wheat Ridge Police Department, emergency calls for service are categorized as in-progress or just-occurred crimes, and often require multiple police officers to respond and handle a call. Non-emergency calls for service include cold criminal or cold non-criminal incidents. Wheat Ridge Police Department's response time to in-progress/just occurred calls for service is four minutes and four seconds, and response time to cold crime/incidents is six minutes and seven seconds. Eighty-seven percent of calls for service require two or more officers to respond . ./ Time to conduct proactive patrol tasks and crime prevention. Besides handling calls for service, modem police agencies try to build in time of officers to work on community oriented policing, problem solving, or directed enforcement efforts. It is a policy decision as to how much uncommitted time a City wants, and is willing to pay for. The Wheat Ridge Police Department uses a conservative figure of20 minutes of uncommitted time per hour . ./ Time to conduct all patrol tasks efficiently and effectively. On average, it takes 46 minutes and 26 seconds to handle an in-progress or just-occurred call for service, and 50 minutes and seven seconds to handle a cold criminal or non-criminal incident call for service . ./ Administrative time. The time it takes to complete report writing, court time, training, and time spent in briefing . ./ Time off. This includes vacation, holiday, sick leave, FMLA, military and injury leave. The department currently uses a relief factor of 1.78 per shift . ./ Population and density. Wheat Ridge is an inner-ring suburban community bordering a major Staff Report: Crime and Police Staffing August 19, 2013 Page 6 city. While the population has remained consistent (30,717), the City is impacted by the surrounding communities and larger metro region . ../ Composition of population, particularly age structure. Wheat Ridge has a larger population of citizens over the age of 65 (18.6%); and approximately 18.7% of the population is 18 or younger. ../ Stability and transiency of population. Wheat Ridge has a high percentage of rental properties and lower-than-average rental rates per square foot. The City has a number of motels that have become temporary housing options for people, versus lodging options for travelers . ../ Cultural conditions . ../ Climate. The climate, especially seasonal, affects crime rates and the type of crime that occur. ../ Crime reporting and service delivery practices of citizenry . ../ Citizen demands for crime control and non-crime control services. It has been my experience from meeting with members of the community and City surveys, that Wheat Ridge residents have high expectations regarding crime and non-crime levels of service . ../ Municipal resources . ../ Consideration of data and trends in the aforementioned areas . ../ Span of control (supervision) is an important consideration. The department is structured organizationally to provide both supervisory and management oversight to its operations. CONCLUSION: The Police Department is constantly evaluating crime, its trends and patterns, and utilizing its available resources to respond to crime, traffic and quality of life issues throughout the City. From the perspective of overall crime, it is down from ten years ago, with noted exceptions. Our decline in crime follows a regional and national decline in crime. Some, but not all, of the factors contributing to these decreases, rests in the philosophy of the department in providing law enforcement services. The comparison of UCR Part I crime indicates that our crime rate is similar to the larger and similarly sized communities around us . Staffing presents another challenge. Our community demands more service and accountability from the City as a whole, and particularly the Police Department. Legislative mandates require more from police agencies today compared to ten years ago. The department is leanly staffed in all areas. Changes made in alternative service delivery methodologies have come about, because the department has given up sworn positions to either regionalize or create non-sworn positions that are less expensive from a salary and benefits perspective. The department utilizes data-driven methodologies to detennine staffing, conducting workload assessments every three years in all organizational components. The department does have personnel needs, particularly in the communications center. Staffing studies show that Wheat Ridge Police Department needs four more emergency services specialists, and an additional supervisor. Regionalization efforts may resolve this issue, but if not, the legal liabilities of being minimally staffed in this area may catch up with us. The department has made StaffReport: Crime and Police Staffing August 19, 2013 Page 7 appropriate use of grants to fund certain positions (school resource officer, vice/intelligence detective, and MATT detective); however, when these grant dollars are used, the City will have to decide whether or not to continue funding these positions. Today, the department has a team of officers responsible for traffic and responding to on-going crime problems (CA TT). Having the ability to have a team of officers dedicated specifically to traffic and another team dedicated to responding to emerging crime issues, would make the department more responsive and productive. Lastly, the nature of criminal investigations has changed. Mandatory reporting laws in the areas of child, sexual and elderly abuse, coupled with increasing economic crimes, are taxing the department's ability to investigate cases. Recently, the department made the strategic decision to reprioritize the investigation of certain property crime cases, because of an increase in person's crimes. In closing, successful community policing strategies, effective and efficient response, engaging citizens and community stakeholders are key crime reduction tools. Please contact me if you have any questions regarding these statistics. ATTACHMENTS: 1. Wheat Ridge Police Department Crime Statistics 2. Wheat Ridge Annual UCR Part I Offenses Report 3. 2012 UCR Part I Offenses Agency Comparison WHEAT R1DGE POLICE DEPARTMENT · ·CRIME sTAnsncs · · t R'porbtd crt~e·Offenses 2007 I 2Q08 I' ~-li·:·.:·,fr~ ·. 2010 I·. 201.1 · t~: ... ·-;:t:~,.:J 2012 HOMICIDE i· .• SEX ASSAULT ROBBERY . I AGGRAVATED ASSAULT <klcludis 18-3-202. 1»203. ·1u.S:.103 (at 1tak),_13- 3-205) BURGlARY C1at deQ .net 2nd eteg) I ARSON i THEFT . \ MOTORVEHICLE THEFT I 1ST DEGREE CRIMINAL TRESPASS ·1 .. sex-OFFENSES AGAINST CHILDREN · .. 1 0 3att 34 33 34 252 171: 939 205 ... 406 37 0 5att 24 34 ****73 255 16 771 187 363 .. 33 -2 (1 Veh Homicide) 1att 25 37 61 246 8 .. 760 .13·1 .283r ... 30·· 0 3att'' 31 30 52 256 .. 12 735 145 275 48 ~" •. ~:>J··;_ ... ·".·· .: * . ,. ·_._-. . ·.; .2 .... _ ;_ . : 0 >#-~ ::~'-~~ .-~ · ... ~ . r ::.. --.. -: .· 5a ..... .. . .:·'-'0 ... -, ... -~.. . 111111 ' .• ·r ··-... , 26 J) 1-.. ..; ::_ • .-~. _.: .;5 . -... -.. 231 : \L.,2St:: · : --~ •. t • -'l c 60(: .~_:· .:41 ·<~:·". ~~ 2471 ,,, ~:.· : -184E. : :'~Etl 121: ·: .. : .-,; .. -.-···:~_:·~::.-o· -. .. -. ._;;:·;, "''t -• --~~ . ' 7441 . "'IIH\ftll\ ,.--.-,'C'f.-~ · -··:·· ·~:~ .c._wvtl~-:.-~-t'·--~~ 148r ··-"' 1-t" .. r··· -.-~.· ' 1• .· :·J_: ... u._}~~ ~~--:~ .. ~ 266t' ,. · .• %531 .. ( .: ,-,:,· .• :,: ··.· . ''· . --i .. · .•• ,.J -.•: ;, • _ .... 27£;,·· ' ·• ··.I'M'I~:'; -~ ,·,,·. ...... _ .. __ . -~---'·'!-~ SIMPLE ASSAULT (offenses. _ c:hlll'ged und_er ___ ,_ 6-__ 21 a_ nd-18--3-2.04. Also. Includes. _ __j _· · I ___ 1 I · I t:~::~':·.' ~ _.]. ~: ~-~:-:, -~- raport titles of· assault~ no Qttense COde-ik DV/ASsaljt. 'only 1M10 c:hli;edL__ : · 214 2191 EMBEZZLEMENT · . .1 . . .. . I Ol. Ot. DEFACING PROPERTY . ·. 103 418 WEAPONS POSSESSION (Ran us1ngweapoo ~se report t!Ues may not relied weapon possession) ! . 33 39 OOMESTIC.DISTURBANCE ~domebcaise·reports) :: : 1· .. · 3751. 3181 · DJSORDERl Y:CONDUCT ' I 1121 · 971 MISSING PERSON (Includes~ anct Ad'!,.~ dtleci as Mss~ng : Penon. Many Ofllcer8 used lhe persol1deslgnatlon of I Person (P) Instead ot . MISSing Person (M). Addltrona Perecn may alao' be used for · ts, tepOr1lng party, · ._ witness, .i 20 27 30 25 I~ ..... c .• --~.,, •••. -,,. -:r ~:~->~~.:: ··-~~~:! ~ :.~ :. 24 . ;:)'-i.. .. 0 ·•<.tf. -~ :; • . ' .... ~ _! • • I • #f. 2 Oatt 40 31 43 212 14 862 145 272 34 235 267 17 0 257 265 38 8 244 309 3n 0 93 31 D.Patt 1/512013 .. .. c • E .c c,) IS ~ WHEAT RIDGE POLICE DEPARTMENT . CRt.ME.STATISllCS Unless otherwise noted for the tOtals: Criminal Attempts are fnduded TotalS are based on case report titles and/or offense codes- NOT" arrests case reports may be·counted multlpJe time~ due to multiple offenses listed In the case report O.Patt 1/5/2013 WRPD ANNUAL UCR PART I OFFENSES REPORT 2012 Wheat Ridge Number Months 12 Reported 2011 Number Months 12 Reported Murder/Manslaughter 2 Murder/Manslaughter 3 Negligent Manslaughter 0 Negligent Manslaughter 0 Forcible Rape 20 Forcible Rape 19 By Force 20 By Force 17 Attempted 0 Attempted 2 Robbery 25 Robbery 26 By Firearm 10 By Firearm 13 Knife/Cutting Instrument 4 Knife/Cutting Instrument 3 Other Dangerous Weapon 0 Other Dangerous Weapon 1 StrongArm 11 StrongArm 9 Assaults 281 Assaults 292 Firearm 17 Firearm 23 Knife/Cutting Instrument 26 Knife/Cutting Instrument 22 Other Dangerous Weapon 18 Other Dangerous Weapon 20 Hands/Feet/Fist 11 Hands/Feet/Fist 21 Other Assaults 209 Other Assaults 206 Burglary 185 Burglary 232 Forced Entry 99 Forced Entry 123 Unlawful Entry 71 Unlawful Entry 84 Attempted 15 Attempted 25 Larceny/Theft 932 Larceny/Theft 930 Motor Vehicle Theft 94 Motor Vehicle Theft 135 Auto 79 Auto 101 Truck 2 Truck 6 Other 7 Other 11 Attempted 6 Attempted 17 Arson 12 Arson 12 Total Number of 1551 Offenses Total Number of 1649 Offenses Attachment 2 WRPD ANNUAL UCR PART I OFFENSES REPORT 2010 Number Months 12 Reported 2009 Number Months 12 Reported Murder/Manslaughter 0 Murder/Manslaughter 1 Negligent Manslaughter 0 Negligent Manslaughter 0 Forcible Rape 22 Forcible Rape 18 By Force 21 By Force 17 Attempted 1 Attempted 1 Robbery 31 Robbery 33 By Firearm 15 By Firearm 11 Knife/Cutting Instrument 1 Knife/Cutting Instrument 2 Other Dangerous Weapon 1 Other Dangerous Weapon 1 StrongArm 14 StrongArm 19 Assaults 295 Assaults 226 Firearm 12 Firearm 12 Knife/Cutting Instrument 27 Knife/Cutting Instrument 21 Other Dangerous Weapon 23 Other Dangerous Weapon 7 Hands/Feet/Fist 61 Hands/Feet/Fist 62 Other Assaults 172 Other Assaults 124 Burglary 242 Burglary 217 Forced Entry 141 Forced Entry 135 Unlawful Entry 76 Unlawful Entry 63 Attempted 25 Attempted 19 LarcenyfTheft 947 LarcenyfTheft 890 Motor Vehicle Theft 134 Motor Vehicle Theft 115 Auto 109 Auto 89 Truck 7 Truck 8 Other 6 Other 10 Attempted 12 Attempted 8 Arson 6 Arson 6 Total Number of 1677 Offenses Total Number of 1506 Offenses WRPD ANNUAL UCR PART I OFFENSES REPORT 2008 Number Months 12 Reported 2005 Number Months 12 Reported Murder/Manslaughter 0 Murder/Manslaughter 1 Negligent Manslaughter 0 Negligent Manslaughter 0 Forcible Rape 22 Forcible Rape 17 By Force 21 By Force 15 Attempted 1 Attempted 2 Robbery 29 Robbery 27 By Firearm 3 By Firearm 14 Knife/Cutting Instrument 4 Knife/Cutting Instrument 2 Other Dangerous Weapon 1 Other Dangerous Weapon 2 StrongArm 21 StrongArm 9 Assaults 266 Assaults 343 Firearm 15 Firearm 22 Knife/Cutting Instrument 30 Knife/Cutting Instrument 26 Other Dangerous Weapon 14 Other Dangerous Weapon 31 Hands/Feet/Fist 40 Hands/Feet/Fist 38 Other Assaults 167 Other Assaults 226 Burglary 231 Burglary 309 Forced EntrY 147 Forced Entry 175 Unlawful Entry 60 Unlawful EntrY 113 Attempted 24 Attempted 21 LarcenyiTheft 933 LarcenyiTheft 1462 Motor Vehicle Theft 183 Motor Vehicle Theft 302 Auto 157 Auto 251 Truck 6 Truck 31 Other 10 Other 20 Attempted 10 Attempted Arson 12 Arson 13 Total Number of 1676 Offenses Total Number of 2474 Offenses WRPD ANNUAL UCR PART I OFFENSES REPORT 2002 Number Months 12 Reported Murder/Manslaughter 3 Negligent Manslaughter 0 Forcible Rape 28 By Force 28 Attempted 0 Robbery 31 By Fireann 9 Knife/Cutting Instrument 5 Other Dangerous Weapon 2 StrongAnn 15 Assaults 337 Firearm 18 Knife/Cutting Instrument 23 Other Dangerous Weapon 23 Hands/Feet/Fist 49 Other Assaults 224 Burglary 257 Forced Entry 108 Unlawful Entry 100 Attempted 49 LarcenyfTheft 1321 Motor Vehicle Theft 261 Auto 247 Truck 0 Other 14 Attempted Arson 16 Total Number of 2254 Offenses 2012 UCR PART I OFFENSES AGENCY COMPARSJON Wheat Ridge Number 12 Months Reported Englewood Number 12 Months Reported Murder/Manslaughter 2 Murder/Manslaughter 0 Negligent Manslaughter 0 Negligent Manslaughter 0 Forcible Rape 20 Forcible Rape 12 By Force 20 By Force 12 Attempted 0 Attempted 0 Robbery 25 Robbery 26 By Firearm 10 By Firearm 7 Knife/Cutting Instrument 4 Knife/Cutting Instrument 3 Other Dangerous Weapon 0 Other Dangerous Weapon 2 StrongArm 11 StrongArm 14 Assaults 281 Assaults 312 Firearm 17 Firearm 3 Knife/Cutting Instrument 26 Knife/Cutting Instrument 6 Other Dangerous Weapon 18 Other Dangerous Weapon 6 Hands/Feet/Fist 11 Hands/Feet/Fist 7 Other Assaults 209 Other Assaults 290 Burglary 185 Burglary 221 Forced Entry 99 Forced Entry 106 Unlawful Entry 71 Unlawful Entry 76 Attempted 15 Attempted 39 Larcenyffheft 932 Larcenyffheft 1415 Motor Vehicle Theft 94 Motor Vehicle Theft 178 Auto 79 Auto 133 Truck 2 Truck 7 Other 7 Other 17 Attempted 6 Attempted 21 Arson 12 Arson 8 Total Number of 1551 Offenses Total Number of 2172 Offenses Attachment 3 2012 UCR PART I OFFENSES AGENCY COMPARSION Littleton Number Months 12 Reported Northglenn Number 12 Months Reported Murder/Manslaughter 4 Murder/Manslaughter 1 Negligent Manslaughter 1 Negligent Manslaughter 0 Forcible Rape 18 Forcible Rape 31 By Force 16 By Force 31 Attempted 2 Attempted 0 Robbery 15 Robbery 7 By Firearm 4 By Firearm 2 Knife/Cutting Instrument 1 Knife/Cutting Instrument 0 Other Dangerous Weapon 7 Other Dangerous Weapon 2 StrongArm 3 Strong Arm 3 Assaults 273 Assaults 286 Firearm 1 Firearm 22 Knife/Cutting Instrument 1 Knife/Cutting Instrument 18 Other Dangerous Weapon 12 Other Dangerous Weapon 14 Hands/Feet/Fist 3 Hands/F eet!Fist 9 Other Assaults 256 Other Assaults 223 Burglary 258 Burglary 173 Forced Entry 119 Forced Entry 84 Unlawful Entry 108 Unlawful Entry 71 Attempted 31 Attempted 18 LarcenyfTheft 923 Larceny/Theft 714 Motor Vehicle Theft 82 Motor Vehicle Theft 134 Auto 63 Auto 109 Truck 4 Truck 1 Other 9 Other 12 Attempted 6 Attempted 12 Arson 3 Arson 11 Total Number of 1577 Offenses Total Number of 1357 Offenses 2012 UCR PART I OFFENSES AGENCY COMPARSION Denver Number Months 12 Reported Arvada Number Months 12 Reported Murder/Manslaughter 39 Murder/Manslaughter 0 Negligent Manslaughter 0 Negligent Manslaughter 0 Forcible Rape 376 Forcible Rape 22 By Force 365 By Force 18 Attempted 11 Attempted 4 Robbery 1150 Robbery 30 By Firearm 438 By Firearm 10 Knife/Cutting Instrument 91 Knife/Cutting instrument 6 Other Dangerous Weapon 144 Other Dangerous Weapon 4 StrongArm 477 StrongArm 10 Assaults 5358 Assaults 481 Firearm 601 Firearm 24 Knife/Cutting Instrument 512 Knife/Cutting Instrument 25 Other Dangerous Weapon 600 Other Dangerous Weapon 26 Hands/Feet/Fist 578 Hands/Feet/Fist 33 Other Assaults 3067 Other Assaults 373 Burglary 5146 Burglary 390 Forced Entry 2645 Forced Entry 123 Unlawful Entry 2114 Unlawful Entry 196 Attempted 387 Attempted 71 Larcenyffheft 14555 Larcenyrrheft 2019 Motor Vehicle Theft 3703 Motor Vehicle Theft 201 Auto 3359 Auto 150 Truck 48 Truck 2 Other 51 Other 17 Attempted 245 Attempted 32 Arson 94 Arson 20 Total Number of 30421 Offenses Total Number of 3163 Offenses 2012 UCR PART I OFFENSES AGENCY COM PARS ION LakewoodNumber 12 Months Reported Murder/Manslaughter 2 Negligent Manslaughter 0 Forcible Rape 93 By Force 84 Attempted 9 Robbery 152 By Firearm 48 Knife/Cutting Instrument 10 Other Dangerous Weapon 27 StrongArm 67 Assaults 2033 Firearm 137 Knife/Cutting Instrument 117 Other Dangerous Weapon 112 Hands/Feet/Fist 65 Other Assaults 1602 Burglary 920 Forced Entry 406 Unlawful Entry 418 Attempted 96 LarcenyfTheft 5176 Motor Vehicle Theft 606 Auto 355 Truck 117 Other 68 Attempted 66 Arson 15 Total Number of 8997 Offenses