Planning Commission Agenda Packet 08-02-1994T)
AGENDA
REGULAR 11lKSMG • MONTICELI.O PLANNING COIIQli01MON
Tuesday, August 2, 1984
Members: Cindy Lemm, Richard Carlson, Jon Bogart, Richard Martie, Brian
Stumpf
1. Call to order.
2. Public Hearing --Consideration of approval of the preliminary plat of the
Monticello Commerce Center 2nd Addition. Applicant, Monticello Industrial
Park, Inc.
3. Continued Public Hearing—Consideration of amendments to the official
zoning map changing zoning district designations Brom a combination of R-1
and Agricultural to a combination of R•1, R-2, B-3, and PZM zoning district
designations.
4. Continued Public Hearing—Consideration of an amendment to Chapter 13
which would establish restaurants, cafes, tea rooms, and off -sale liquor as a
conditional use in a B-3 zone if located within 300 R of a residential district.
5. Continued Public Hearing—Consideration of a preliminary plat
encompassing the Robert Krauthauer property and associated
recommendation regarding proposed amendment to street width
requirements. Applicant, Richard Murray.
8. Receive preliminary draft of zoning ordinance requiring screening/buffering
between residential and industrial zoning districts.
7. Adjournment.
Planning Commission Agenda - 8/2194
2. Pgblic Hearin—Consideration of poproyal gf the oe+gHmlnary ulat of
Jb@ Monticello Commerce Canter 2nd Addition. Aonllcant.
Monticello Industrial Park. M. (J.O.)
A. REFERENCE AND BACKGROUND:
Monticello Industrial Park, Inc., requests that the Planning Commission
consider recommending approval of the preliminary plat of the Monticello
Commerce Center 2nd Addition. The plat consists of a single 3 -acre parcel
located on Chelsea Road directly east of Barger Addition, Lot 1, Block 1.
The property is being platted in anticipation of the sale of the land to Fay -
Mar Industries. Fay -Mar is planning to build a 15,000 sq R tip -up panel or
block structure.
Fay -Mar manufactures and fabricates steel tubing used in a variety of
applications such as snowmobile handle bars and shopping carts. Fay -Mar
is currently located in Blaine.
The plat is very simple and meets all of the requirements of the city
subdivision ordinance. The associated site plan is currently under review
and appears to comply with business campus regulations with one
exception: As with many industrial sites, it is requested that in the areas
where expansion is expected, perking lot and drive areas be allowed to be
installed without curb and gutter. This particular variance request will be
presented at the next Planning Commission meeting.
UTQdT=
Roadway, storm sewer, and water main utilities are in place to serve the
site without any public improvements. Sanitary sewer service is not
directly available to the site due to the fact that the sewer main is located
at great depths underneath Chelsea Road. However, service stubs are
located nearby at the Barger property and at another location
approximately 130 R to the east of the plat. In conjunction with approval of
the final plat, an agreement will need to be reached between the City and
the property owner identifying the design and the funding of a secondary
sewer mein that will need to be installed to serve the plat.
R. ALTERNATIVE ACTIONS:
1. Motion to recommend approval of the preliminary plat of the
Monticello Commerce Center 2nd Addition.
Planning Commission Agenda - &7A4
Under this alternative, the City Council will review the preliminary
plat and perhaps the final plat at the next meeting of the City
Council on August S. This alternative would also enable Fay -Mar
Manufacturing to maintain a relatively tight time frame for
construction.
Motion to deny approval of the preliminary plat of the Monticello
Commerce Center 2nd Addition.
At this time, City staff sees no reason why this alternative should be
selected.
C. MFF RECOMMELD DATION:
Staff recommends alternative Yl.
D. MRPORTINO DATA
Copy of preliminary plat of Monticello Commerce Center 2nd Addition.
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Planning Commission Agenda - 8&94
a. CQgtlnped gnbHc HearinQ--Consideration of amgndmpnts 1p ft
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e.f offigialo -district designations mom a
.•� ,. combination of P1 pnd Agricultural to a ogmbination.0 R.I. B.S. B.
P� p�•j��i..► 8. and PZM soning,dietr o desimatiojR. AND
/ Cgntinned PpbHo Hearing--Cogeisleration of an amendment T• ° •" r
ChauW 13 which would establish restagrpnts. cafes. tea ;oom nd
offer Hcmor as a oonjitlonal gse in a B-3 sone islocated wi hi
:'.• 300 ft of a residential dish. AND
s. _429ntinued Public HpqrjRg=QajWMtion of a preliminary ola
encompassing the Robert Mmutbauey oronelty and ash
recommendation regarding proposed amendment to street width
res dmwnts. Applicant. Richard Morn. (J.O. )
A. REFERENCE ,AND BACKGROUND:
The following information follows the same outline as the information
provided to you for the July meeting. Please note that additional
information has been provided, so please be sure to review the packet again.
The three items requested for consideration are in conjunction with the
platting of two parcels owned by Robert Krautbauer. One of the parcels is
in the city, and the other parcel is in the township. At a previous meeting
of the Planning Commission (June 1994), the Commission heard the
developer's request for amendments to the zoning map and called for a
public hearing on a potential amendment to the B-3 district regulations
which would allow a tavern/restaurant to be established as a conditional use
in the B-3 zone. In response to the discussion at the June meeting, a
proposed amendment to Chapter 13 has been submitted for your review
along with a more detailed request for specific zoning designations. The
specific zoning district boundaries proposed can be found on the cover sheet
of the preliminary plat information submitted by the developer.
The proposed text amendments to Chapter 13 of the zoning ordinance call
for modifying the ordinance by adding a provision that allows restaurants/
taverns as a conditional use In a B-3 district if located within 300 R of a
residential district. Currently, restaurants in the B-3 zone are allowed as
permitted uses. This would not change ibr restaurants/taverns located more
than 300 R from a residential district. The basic reason for the amendment
is to provide additional site control over Hawks Bar when it is annexed to
the city under the B-3 zoning district designation.
The zoning designation plan for the area calls for placing Hawks Bar in a B-
3 zone. A small PZM zone is also proposed around the perimeter of the B-3
mono. The area generally between the proposed access point to CSAH 76
Planning Commission Agenda - &WN
extending along the high side of the bluff is proposed to be designated for It -
2 zoning, which would allow two-family homes in this area. The balance of
the property is proposed to be designated for R-1 uses. According to the
City Planner, the transition of land uses as proposed in conjunction with the
plat design makes sense.
The plat is bounded on the east by the 16 -acre parcel owned by Gladys
Hoglund that is currently zoned for PZM uses. On the northwest side is the
7 -acre parcel owned by A Glorious Church. The north side of the plat is
bounded by Wright County Road 39, along with six individual lots. The
undeveloped property owned by Rod Norell is located on the east side of the
property. An outlot has been proposed along the Norell property boundary,
which is proposed to be combined with the Norell site at some point in the
future. Due to topography, the outlot is not easily accessible from the
Krauthauer property, and if combined with the Norell site would provide
more flexibility to Norell when he subdivides his property. The freeway exit
ramp along with County Road 76 runs along the south side of the property.
The plat proposes 85 single family homes, 46 twin homes, and 3 commercial
Iota. The minimum lot area identified meets code at 12,000 sq ft. The
average lot area is 16,600 sq fL The property has unique natural
characteristics, as the river bluff with dense tree cover runs through the
middle of the site. The presence of the gravel pit creates some unique
problems for developing the site. The roadway system provides for five
separate access pointe to the parcel.
Following is a list of specific items and issues that will need to be addressed
by the Planning Commission and City Council prior to adoption of the plat.
A. Mranaoortatlon Isxuea
Access to CSAH 75
A primary access point to the plat is proposed to be located on CSAH 75.
Them is a concern that access to the property at this location could result in
traffic problems. In response to this potential, City staff has requested that
the developer commission a traffic study to be completed by a traffic
engineer to analyze the potential impact of allowing access to CSAR 76 at
this location. In the event that the traffic study indicates that a significant
problem will be created, then it will be recommended that the upper portion
of the property, or the R-2 area, be left undeveloped until an alternative
method for accessing this area can be developed. Perhaps this area will be
better served through development of a frontage road coming from the
Planning Commission Agenda - MJ94
Hoglund property to the east. Under this alternative, it is likely that
development of this site will be delayed until the Hoglund property
develops.
On the other hand, if the traffic study indicates that the traffic problem is
relatively minor or can be mitigated through installation of turning lanes
and/or through better control of traffic exiting the freeway exit ramp, then
the concept of approving aoceas at this location should be considered for
approval.
The developer selected the traffic engineer that is currently working on the
Wright County transportation plan. Unfortunately, the results of the study
are not available at this time. 1be developer hopes to present the
information at the meeting.
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Roadway Width i t 46
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The developer is requesting that the City allow the collector road through
the heart of the plat to be established at a width of 32 ft with a right-of-way
width of 60 ft. The city standard for road surface width is 36 ft with a 60 -ft
right-of-way width. Also, home setbacks would be increased from the
current city standard of 30 ft to 36 ft.
The developer is also requesting that the marginal access roads and cul-de-
sacs be reduced from the standard 32 ft width requirement to 28 ft. In
exchange for a reduction in the standard street widths, the developer is
proposing to place a sidewalk along the length of the minor street which
serves as the development throughway. Proper roadway design is a point of
considerable debate in the development community and among City staff:
The Planning Commission will be asked to review roadway design issues
and present a recommendation to the City Council.
Following are arguments for the wider roadway widths:
Wider roadways provide additional room for on -street parking and
provide a safety zone for pedestrians and bikers walking on the
street.
2. In the winter, city plows can efficiently remove snow fleom the
roadway areas used by pedestrians. There are no sidewalks that
need snow removal.
3. The wider streets allow us to keep the utilities such as sanitary
sewer, storm sewer, and water mains within the oonfines of the
blacktop portion of the streets. What this means is that during
replacement or repairs to our in8astructure system, it is generally
Planning Commission Agenda - 8/2194
not necessary to remove curbs and work in the boulevards. We are
able to organize our other utilities such as gas, telephone, electric,
and cable so they provide the least interference with our utilities and
the individual services to the homes. By making streets narrower in
the newer developments with numerous change in direction of streets,
including sharp hairpin curves and cul-de-sacs, the sanitary sewer,
storm sewer, and water mains sometimes get placed outside of the
existing blacktop surface in the boulevard and, in many instances,
underneath the other utilities such as gas. Homeowners may find
their services lie in locations under the curb and other utilities which
can result in higher repair costs to the homeowner in the future.
4. Wider streets allow for the "less -maneuverable" garbage trucks,
recycling trucks and trailers, and moving vane to acceas properties
within the community safely and without blocking street access. In
addition, this gives the fire department access and setup areas to
fight fires. In the winter time, narrower streets give less room for
such activity.
b. If streets aro narrowed under the premise that sidewalks are
provided in the boulevard, it should be recognized that youngsters
and pedestrians will not use the sidewalk exclusively. Room should
be provided for pedestrian movement as well as room in the
boulevards for sidewalks. Current design standards allow for
sidewalks, entries, and utilities to be placed behind the curb in an
efficient manner.
6. During the times when street use has to be disrupted for some type of
utility construction, narrower streets provide less room for tmfflc to
pass around the construction zone. This may not be a problem in
some areas, but in the newer developments where long single access
streets appear to be coming more into play, it can disrupt the lives of
numerous residents if they are without their street access for a day or
two, and it is often not practical to install bypass routes around the
construction on boulevards and finished lawns.
7. Streets such as those found in Monticello allow parking on both sides
with very little restrictions other than those found during the normal
snow removal activities. Narrower streets that provide parking only
on one side or with total restriction on perking require someone to
police the parking so that the streets are maintained in a passable
and safe condition.
Planning Commission Agenda - 8/'2/94
Arguments against the wider road sections are as follows:
1. Monticello's roadway width requirements are greater than most other
communities and exceed standards identified in engineering and
planning journals. City road width standards have not been updated
sincd 1976 (see attached survey). Although this is certainly not a
reason for changing our street width requirements, it is justification
for exa-ening our standards.
2. The need for wider roadways to accommodate off-street parking is
diminished due to the fact that very little off-street parking occurs in
R-1 areas. This is because all homes must have a two -car garage and
paved driveways. Off-street parking that does occur happens during
special events such as parties, neighborhood get-togethers, etc. To
require wider streets for off-street parking for such intermittent use
could be considered overkill, especially if a sidewalk is provided.
3. Scientific data has shown that vehicle speeds are affected by roadway
width in combination with other factors. An argument could be made
that a narrower street in combination with curves and grade changes
will create more of a neighborhood atmosphere and slower speeds,
thereby improving safety and liability.
4. Maintenance and replacement costs are impacted by the width of the
roadway in terms of snowplowing, sweeping, sealcoating, replacement
expense, etc. It should be noted that placing a sidewalk on the
boulevard in lieu of a wider road offsets maintenance savings gained
through reducing the roadway width.
5. In the River Mill situation, the through road within the subdivision
could become a route for travelers seeking a short cut between the
freeway access and 39 East. A wider, straighter road provides less
resistence to cut through traffic.
6. Storm sewer siring and associated expenses are affected by street
width. Narrower streets create less impervious surface and produce
leas run-off. This reduction is offset if sidewalk is installed when the
street is narrowed.
7. The original roadway design standards were conceived in an era
(1975) when the new power plant played a strong role in providing
the financial muscle to build and maintain wider road sections. In
1975, we could afford wider roads. As the capacity of the plant to
provide revenue diminishes over time and as maintenance expenses
grow, the City needs to find ways to reduce maintenance, repair, and
Per"
Planning Commission Agenda - 8/M
,M
rreplacement expenses. Allowing narrower roads may be a reasonable
step to tape to reduce coats. It is estimated that there is 9%
difference in costs associated with a 32-R versus a 36 -ft road section.
Long Block and Temoorary Cul-de-sac Length
As you can see on the site plan, the length of the two streets that parallel
the bluff and the length of the cul-de-sac leading to the Norell property are
longer than normally allowed by ordinance. Due to the unique topographic
characteristics of the site, it appears that it is necessary to flex on the
design standards in this regard. In order to reduce the block length of the
streets along the bluff, it would be necessary to cut through the bluff, which
would significantly impact the bluff and result in a road with a very steep
grade. The topography also limits the ability to reduce the length of the
temporary cul-de-sac leading to the Norell parcel. This design should be
reviewed in more detail by the City Engineer.
W
According to the City Engineer, an environment assessment worksheet
(EAW) may need to be prepared due to the number of lots created. The
developer's engineer and the City's engineer are reviewing the site to
determine if it is necessary to prepare an environmental assessment
worksheet based on the volume of sewage that will be generated by the site.
It appears at this time that the amount of sewage generated is very close to
the threshold for requiring an EAW. Prior to further review of the site, the
City Engineer with input from the MPCA will need to determine whether or
not an EAW is necessary. If so, the EAW process will take at least 45 days
to complete.
& Park Development
The Parks Commission met to review the proposed park dedication in
conjunction with the site. It is the recommendation of the Parks
Commission that the park provided include at least 5 acres of usable, Qat
land for development of ballfields and play areas. The Parks Commission
also indicated that it would accept 2 acres of land located on a slope for the
purpose of developing a sliding hill. This 7 -acre park would meet the park
dedication requirement for this area. The Parks Commission also
recommended that the major collector street through the site include a
bituminous or concrete pathway which is consistent with the developer's
suggestion. However, the Parks Commission is interested in developing a
pathway that is wider than the standard sidewalk width of B R. They also
suggested that a pathway be established between lot lines along the eastern
boundary of the site, thereby connecting the Norell property to the public
street.
Planning Commission Agenda - 8/2194
A complete, thorough review of the grading plan has not been completed at
this time. The City has requested additional information defining projected
storm water run-off amounts. It should be noted that very extensive site
grading will need to occur in order for the site to be developed as proposed.
The need for the extensive site grading is due to the problems created by
the presence of the gravel pit.
Due to the huge expense associated with the site grading, the developer
may be requesting that the City establish a tax increment financing soils
correction district. A tax increment financing soils correction district is a
funding system that is used by cities to finance correction of soil conditions
when the estimated cost of which exceeds the fair market value of the land
before completion of such preparation. Whether or not to utilize this
funding program is an issue for the Housing and Redevelopment Authority
or City Council. However, Planning Commission certainly is free to
comment on financing proposals.
A GIorlona Chnrch
Subsequent to the drafting of the original preliminary plat, the developers
have met with A Glorious Church officials to discuss a land exchange which
would allow better utilization of the land, thereby enhancing the church
property and the development property. The detail regarding the land swap
has been provided on the updated plat. Essentially, under the updated plat,
Outlot A located on the southeast aide of the church property has been
replaced with a cul-de-sac and an associated need for a variance.
Lot Desisn Variance
The single cul-de-sac reveals a lot that does not meet City minimums with
regard to street frontage. In order to make ticll use of the land, the
developer has requested a variance to the ordinance which would allow a
parcel with a width less than fib ft at the property/ROW boundary line.
Formal consideration of the variance is not possible at this time because
notice has not been posted of the variance request. Approval of the plat as
proposed will need to be contingent on later obtaining a variance. Planning
Commission may wish to discuss this issue at this time.
R. ALTERNATIVE ACTIONS:
Motion to approve proposed zoning district designations, text
amendments, roadway design standard amendment, and subdivision
Planning Commission Agenda - 812/94
design standards, and preliminary plat. Approval of the preliminary
plat is contingent on obtaining lot width variance (Lot 7, Block 1) and
contingent on verification of project feasibility by the City Engineer.
Motion to approve zoning district designations and text amendments
should be based on a finding relating to consistency with the
comprehensive plan and consistency with the geography and
character of the areae affected. Also consider the need for the uses
and whether or not the amendments will result in a depreciation in
adjoining land values.
With regard to the amendment to the roadway design standards,
Planning Commission should identify specific reasons supporting any
amendment to the roadway width requirements. Please note that the
preliminary plat can be approved without the amendment to the
roadway width requirement. This variation of this alternative would
simply force the developer to build the wider road section if he wants
to develop property in Monticello.
The roadway width amendments would change minor street width
from 36 ft to 32 ft and would change marginal access streets from 32
ft to 28 ft wide. This alternative assumes that the traffic study
reveals no significant or manageable traffic problems associated with
the access point at CSAH 75.
The preliminary plat has not been completely reviewed in terms of
utility system feasibility. Therefore, any approval at this time must
be contingent on a subsequent approval of the utility plan by the City
Engineer.
Finally, it remains unclear whether or not an environmental
assessment worksheet will be necessary. Therefore, approval of the
plat should also be contingent on successful completion of the EAW
process, if necessary.
Motion to deny approval of the proposed zoning district designations,
text amendments, and preliminary plat.
Motion to table approval of the proposed zoning district designations,
text amendments, and preliminary plat.
As you can see, there are a number of questions and contingencies
associated with the plat. At the time of preparation of this memo
(7/28/94). it appears that tabling the matter is a strong option. At
this time, staff does not have the results of the traffic study, the
utility plan is not quite complete, and an EAW may be necessary.
10
Planning Commission Agenda - 8/M
Furthermore, Planning Commission may wish to spend more time
studying possible reduction in roadway width requirements.
However, between today (7/28) and the time of the Planning
Commission meeting, additional information may be available that
would enable the Planning Commission to make a decision on the
preliminary plat.
C. STAFF R .CF OMMENDATION:
Staff recommends that the item be tabled unless adequate information
supporting the plat design is provided regarding utility plans and traffic
impacts. With regard to the roadway width design, the staff
recommendation is dearly mixed. Engineering and public works like wider
road sections. Administration and planning lean toward narrower road
sections with walkways. Both agree that the issue deserves discussion
Copy of plat, which includes proposed zoning district designations; Proposed
toning ordinance text amendments; Wormation on subdivision design for
planning periodicals; Excerpt from pathway plan; Summary of survey of
road width requirements in other cities; Excerpt from subdivision ordinance
pertaining to roadway width requirements.
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IS
ORDINANCE AMENDMENT NO.
THE CITY COUNCIL OF MONTICELLO, MINNESOTA, DOES HEREBY
ORDAIN THAT TITLE 10, CHAPTER 13, SECTION 8 (E), OF THE
MONTICELLO ZONING ORDINANCE PERTAINING TO ,: j s,. "&
USES IN A B-3 ZONE BE AMENDED TO BEAD AS FOLLOWS:
[E] Restaurants, cafes, tea rooms, taverns, and o8' -sale liquor Provi*d
that the use is not located within 300 R of a residential zone.
THE CITY COUNCIL DOES HEREBY ALSO ORDAIN THAT TITLE 10,
CHAPTER 18, SECTION 4, OF THE MONTICELLO ZONING ORDINANCE
PERTAINING TO CONDITIONAL USES IN A B.8 ZONE BE AMENDED BY
ADDING THE FOLLOWING:
[Q] Restaurants, cafes, tea rooms, taverns, and o6 -sale liquor located
within 300 R of a residential zone provided that:
1. Primary access must not be through residential street(s).
Adopted this day of July, 1894.
City Administrator
Mayor
A complete revamp of residential
stmt standards is under way in
this Colorado college town.
oulder. Colorado, has a prob-
lem shared by cilia across
the country. Too malty of its strata
divide rather than integrate. They
are single -purpose arteries. em-
phasizing ca rs over people. They
despoil the environment with their
•cpansive impervious surfaces.
uey encourage speeding. And
,ney support faceless suburban develop.
ment patterns guaranteed to worsen traf.
fic congestion.
Residential streets are key determi•
nants of neighborhood quality. They of.
fer a place to walk, to piay—and of course
to park. Yet ever since the start of the
post -World War II housing boom, resi-
dential streets have become increasingly
devoted to traffic movement. The wide
lanes required by today's codes lead to
higher speeds, more accidents, and greater
urban fragmentation.
In recent years, many planners—and
even some traffic engineers—have begun
to question whether wider streets are as
functional at their advocates claim. In.
creasingly, designers, public officials, and
developers—often spurred by neighbor-
hood activists—are considering the vir•
tues of a hierarchical street classification
that would provide for a variety of rest
dential street types, each reflecting dif.
ferent traffic conditions.
Boulder Brings Back the
Neighborhood Street
Local history
Ike many western cities. Boulder was
Aid out, in 1859, on a grid baud on a 600 -
foot block and 25 -foot lots, a pattern
admirably suited to speculation. It should
be noted, however, that the Boulder City
Town Company set high rates for town
lots, up to 31,000 for a 50 -by -160 -foot
buildingsite. Even then, it appears, Boul-
der favored slower growth.
The post -World War It subdivisions
disrupted the grid pattern, with larger
lotsand blocks set along curvilinear stints,
and no alleys. in the 1960s and 1970s,
more cul-de-sacs appeared, with fever
connections to adjacent development.
Today, the city is characterized by a high
rate of car ownership (two vehicles for
every three peoplel and a significant jobs -
to -housing imbalance. Boulder's employ-
ment -to -population ratio is 0.83, more
than 60 percent higher than the figure for
the eight -county Denver metropolitan re-
gion. If current trends continue. total
employment will exceed population by
2010.
Boulder also has several recent ex.
amplesof more sensitive residential plan.
ning. In 1983, a local developer built the
Cottages, a 37 -unit affordable housing
project, on a woonerf-style street. The
5.3 -sere site abuts city -owned open space
on the north side. And in 1990, another
local developer, William Coburn, built
Walnut Hollow, a high-end infill project
consisting of nine V ictOdanstyle houses—
with detached garages—arrayed aiong an
18-foot•wide street just east of down.
town.
By John M. Fernandez. mcP
But these projects, both
planned unit developments, re-
sulted largely from individual
Initiatives and not from a
communitywide vision of what
constitutes better urban devel.
opment. Moreover, neither
would be allowed under the cur-
rent regulations. In the past,
the city's planning department used the
PUD ordinance to vary street standards.
But as concerns grew over liability, policy
makers were unwilling to grant individual
waivers in the absence of new citywide
street standards.
For the most pan, recent new subdivi.
sions have complied absolutely with the
letter of the Boulder rules. lad down in
the toning code and subdivision regula.
tions adopted in 1971. The result: three.
car garagescape uniformity, the 'loops
and lollipops' pattern exhibited so well
in the city's expanding northeast quad-
rant.
In 1992, the planning department, aware
of the community's growing unhappi-
neas with the look and operation of the
new subdivisions, decided to take a more
aggressive role in neighborhood design.
The staff noted that the city's 1989 trans-
portation master plan called for new resi.
dential street guidelines to enhance neigh-
borhood safety and livability.
As it happened, a large now project
had just been proposed for the northeast
edge of the city—the 160 -sere Four Mile
Creek. The planning department hired
Peter Brown. Ater, an urban designer in
Houston, to conduct a design charette
before the project entered the develop-
ment review phase. Brown toured tW,
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hesagNBkycb rasa �� "—�/
site and interviewed the developers, a
consortium of local builders. Then, working
with other team members, he compared
construction costs for both a conven-
tional subdivision and a nectraditioal
design, complete with narrow streets and
pedestrian paths, and drew sketch plan
alternatives.
The plan that resulted was then pre•
sented to the developers, and they used
many of the neotraditional design ele-
ments in their annexation application.
(The annexation ordinance was the legal
device used to vary the city's street stan.
dards.) The 309 -unit project is now under
construction. Its gridded street plan in -
eludes both boulevards and narrow streets.
It also features short blocks; motor courts
(oblong cul-de-sacs with central landscap.
ing and puking(; a raised intersection
(road surface matches elevation of cross.
walk); traffic circles; and an alley. There
Is also an extensive bicycle and pedes•
trian path network.
The Four Mile Creek exercise was con.
sidered a success In that it convinced the
city to move beyond simply responding
to proposals to assuming a leadership
role in defining a vision for development.
Under the leadership of its new planning
director, Will Fleissig, Boulder is now
attempting to relate its street dealgn am.
dards to an overall community planning
and urban design program.
Complete overhaul
The vehicle for this new approach is the
Residential Access Project (RAP(, which
was initiated jointly in the spring of 1992
by the city's planning and public works
departments. The Impetus was the in-
creasing restiveness of neighborhood rest.
dentsconcernedabout traffic congestion.
At that point, the planning staff proposed
to broaden the residential street guide•
lines to Include the entire movement
network In residential areas and to create
urban design guidelines.
The entire project is being carried out
In house, with no special funding except
for a small graphics budget. Both the
public works staff member—a transnor-
-44"
tation planner—and I devote about a fifth
of our time to MP. We report to an inter.
departmental steering committee.
The fins part of the two-phase project
was aimed at devising a statement of
purpose and a richer menu of street stan.
dards. The project staff has spent the last
two years researching standards in other
cities and involving residents in h col-
laborative planning process. A spinoff
effort, the neighborhood traffic mitiga-
tion program, will encourage the use of
traffic calming measures.
In March of this year, the planning
board endorsed the staff's recommenQa-
tion that the city's one -size -fits -all str t
standard be replaced. The current stan-
dard requires 12 -foot travel lanes, six.
foot parking lanes, curb, gutter, and side-
walk in a 48 -foot right-of-way. The new
standards would offer four classifications,
all of them narrower than the current
requirement.
The two lowest classifications would
be low -speed 11520 m.p.h.1 'queuing'
streets. They could be as narrow as 20
feet, and they would allow on -street park -
J
Ing. To mollify fire offi-
cials, the standards pro-
vide for fire set-up areas
(pads long and wide
enough to accommodate
fire trucks and close
enough together so fire
hoses can reach the back
of all dwellings).
The standards would
also allow alleys, which
are officially discouraged
in the current subdivision
regulations. The planners
noted that Boulder regi'
dents consistently rate tra•
ditional neighborhoods
with alleys as most liv-
able.
The planning board also
endorsed the staff's rec•
ommended street pur•
poses statement. A clear
definition of Intent is ex•
petted to guide all those
Involved in administer-
LVLj
C .
J
Ing the new regulations.
The final proposal for phase one is to
be presented to the planning board this
month. The next step is to translate the
proposal into an ordinance for consider-
ation by the city council. That's expected
to be done this summer.
Phase two of RAPwBI address the broader
topic of residential -ares design, includ-
ing the building -street relationship, net-
work standards, and'ahsred'streets (such
as the Dutch woonerf). A cat of perfor-
mance-based standards will parallel the
new prescriptive standards.
The planning department is putting
the draft standards to the test In a sub -
community plan now being prepared for
north Boulder. With 9,200 residents spread
over 2.300 acres, 'NoBo' is the least
developed of the city's nine subcommu.
nities. It was annexed four years ago, and
Its many vacant and underutUlzed par•
cels are considered ripe for redevelop.
ment.
At a five-day public charette held the
first week of May In the National Guard
Armory, more than 300 citizens suggested
ways of intensifying the movement grid
and reconnecting streets. Their recom.
mendations included both boulevards and
skinny streets. A Miami -based urban de.
sign consulting firm, Dover, Kohl & Part.
ners, is incorporating their recommenda-
tion and many of the RAP concepts into
the plan being prepared for city council
consideration in July.
Searching out models
There seemed to be few models when
Boulder started this project two sum.
mers ago. Most jurisdictions still use some
variation of the highway -oriented street
standards that arose in the late 19301
with the creation of the Federal Highway
Administration and the 'Green Book'
published by AASHTO, the American
Association of State Highway and Trans.
portation Officials.
Recently designers associated with the
movement coming to be known as 'the
new urbanism'—Andres Duany, Anton
Nelessen, ACCP, Peter Calthorpe, and oth.
ars—have received considerable media
attention. But most of their work has
been on large tracts of raw land, not the
infill projects that are typical of places
like Boulder.
There are other models with broader
applicability to the situations in which
most planners find themselves: infill, re-
development, and fringe -area develop-
ment.
One such example Is an early one. the
'performance streets' standard adopted
by Bucks County, Pennsylvania, in 1990.
It provides a model ordinance that in.
cludes a rich hierarchy of street types,
although Its use as a model Is limited by
the emphasis on cul -de -secs and loop
streets, and Its tack of attention to alter-
native modes of travel.
The performance streets concept is also
the basis of a new set of supplemental
standards for residential neighborhoods
now being considered by the dry of Hous-
ton and surrounding Harcis County. The
city currently has only two types of resi•
denial streets: a 28 -foot pavement sec.
tion with a 50 -foot or 60•foot right -of.
way. The new standards would create
eight street types and allow narrower
streets in new subdivisions• with such de•
sign elements as 'chicanes* Qogs to slow
traffic) and flare -outs. The standards were
prepared by Peter Bro3allabo�
l
air
� .
tion with Patricia D. Knudson & Associ-
ates and Terra Associates, both of Hous-
ton.
Portland, Oregon's 1991 'skinny streets'
ordinance applies to residential blocks
where lots are over 8,000 square feet. It
allows 20 -foot -wide streets with parking
on one side, or 26 -foot -wide streets with
parking on both sides—thus overturning
the long -entrenched idea that all streets
must provide at least two through lanes
of traffic. City engineer Terry Bray re-
ports that 30 blocks of skinny streets
were built in the first two construction
seasons.
Olympia, Washington's state capital,
has approved transportation policies that
prohibit new cul-de-sacs. The policies,
adopted in 1992, are an outgrowth of a
visual preference survey and urban de-
sign plan undertaken with the help of
New Jersey consultant Anton Nelessen.
Nelessen also prepared the urban de-
sign guidelines now being reviewed to
Santa Fe, New Mexico. The guidelines
offer 16 distinct land -use and circulation
1_.
w`.�tlill77J111�+
prototypes. Widths range downward to
18 feet, sometimes with no building set-
back requirement, and curb radiuses as
tight as four fen. Frank Diluzio, the city's
newly appointed fire chief, says he sup-
ports the standards provided that new
streets *pretty much keep a 20 -foot clear
zone,' meaning that no parking rules
must be strictly enforced.
In Squint, Washington, a retirement
community on the Olympic Peninsula, a
'block standard' includes a 12 -foot alley
in a 20 -foot easement. Public works di.
rector Richard Parker says the alleys work
well for utility placement and the city's
automated garbage collection system. ►
Another model is the west end of
Vancouver, British Columbia, where traffic
calming measures have proven to be an
important adjunct to street standards.
Street closures and diverters have cre-
ated a pleasant walking environment in a
high-rise district flanked by busy shop-
ping streets.
But the most promising model is an
Australian one: the code for residential
development prepared in 1992 by the
planning and housing department in the
state of Victoria. This exemplary docu-
ment covers the entire residential envi.
ronment, from lot orientation to regional
street networks. and it defines a broad
hierarchy of local streets.
The Victoria code includes both per-
formance-based and prescriptive standards.
and is specific about details like deflec.
tion angles (for speed controp. It also
requires that all dwellings be located no
a,J
I
0
more than 700 meters (about 2.700 feet)
and three 'junctions,' or intersections,
from a major street to balance the amount
of time motorists are forced to spend in
lowapeed environments.
Most important, the code requires de-
velopment planners to plot out pedes.
Irian and bicycle lanes as well as the
usual environmental constraints and op•
portunities—before the street system is
laid out. In this, the Australian planners
echo the advice of California architect
Christopher Alexander, who says that in
urban design, pedestrian spaces should
be designed first, then the buildings, then
the roads.
Wendy Morris, the senior urban de-
signer in the department's Melbourne
offices, described the code in Alexandria,
Virginia, last October at the tint Can.
:as on the New Urbanism. She said a
.y to making it effective has been Inter-
disciplinary workshops: 'We found that
to nuke real change in buikpng patterns,
those who make design, permitting, and
development decisions must be involved
and retrained.'
Ready for change
Back In the U.S., the Florida Department
of Community Affairs has undertaken an
ambitious project to develop 'commu.
nity design guidelines' for everything
from energy conservation to affordable
housing to streets. The project's princi-
pal researcher, Reid Ewing, of the Joint
Center for Environmental and Urban Prob-
lems at Florida Atlantic University/Florido
International University In Fort Lauder-
dale, says the 'overriding rationale is to
make the street more livable, less an-
ergy -consumptive, and environmentally
sound.' His team has proposed a 20 -fool
wide standard for all local streets.
Ban Starrett, the director of strategic
planning and policy coordination for the
community affairs department, says he
expects the guidelines to be published
soon.
Even the Institute for Transportation
Engineers, long a holdout against alter•
native street standards, is becoming part
Conference on Ton Li-
ability and Risk Man-
agement for Surface
Transportation concluded that tort cases
'invariably have to do with high speed,'
not street width.
Finally, for those ready to change, a
few basic reminders:
The public interest requires safe, liv.
able, and attractive streets that contrib-
ute to the urban fabric.
Streets should be designed to suit their
function. Many streets, especially local
ones, have purposes other than vehicular
traffic. Some local residential streets should
be designed for speeds of less than 20
m.p.h. Remember that the general popu-
lation Is aging, with the cohort over BS
growing fastest of all.
A hierarchical street network should
have a rich variety of types, Including
bicycle, pedestrian, and transit routes.
Reid Ewing believes the 'overall syr
tem design has Wlan into the cracks
between the planning and engineering
professions.' The entire movement net.
work should be considered, with connec.
tivity given prominence.
Standards should be developed to
hance local streets' contributions "I
of the solution. In Feb-
ruary, the institute's tech-
nical committee on
neotraditional town de-
w 4lntended to pradStn a bre"
issued an'informa-
boast
boast report' entitled
neworh o/strettt as shmm In this
Traffic Engineering for
TMmnoosstis the access
j 1 , k" fie tl•
Neotraditiowt Ntighbor-
hoods. Frank Spielberg,
a traffic engineering con -
Boulder Street Standards IVlatrix
in Annandale.
Virginia, who chairs the
Is
em-
committee, says mem-
d!�. , M!! „
'
hers hope that ITE will
endorse the 'recom-
mended practices,'
which include narrower
_
streets in some cases,
_
'
tot he next year.
h _
y' 5 • > # �' 2ti ft. . "both skies "rapui ed •'10 units `I
As to liability, the
bugaboo of city officials.
�ttaae asrhal Sto k Atua "14
tfw!tt tdt�'ci��o Kt!
one member of the PPE
committee, Walter
32 R boN skMf from stub
Kulash—a traffic engi-
a Yager
isaareartsw 5 uvM� �!y ttr i A—
cellactwef6?tft_mift�tletaiftarll
neer in Orlando—con.
tenrLstMt'legal obstacln
" 74 ft � 9" from curb
to narrow streets are a
red herring.' He notes
• easement) . ., ",,',q •: ,...-.. +
that a 1993 study he co-
authored for the National
more than 700 meters (about 2.700 feet)
and three 'junctions,' or intersections,
from a major street to balance the amount
of time motorists are forced to spend in
lowapeed environments.
Most important, the code requires de-
velopment planners to plot out pedes.
Irian and bicycle lanes as well as the
usual environmental constraints and op•
portunities—before the street system is
laid out. In this, the Australian planners
echo the advice of California architect
Christopher Alexander, who says that in
urban design, pedestrian spaces should
be designed first, then the buildings, then
the roads.
Wendy Morris, the senior urban de-
signer in the department's Melbourne
offices, described the code in Alexandria,
Virginia, last October at the tint Can.
:as on the New Urbanism. She said a
.y to making it effective has been Inter-
disciplinary workshops: 'We found that
to nuke real change in buikpng patterns,
those who make design, permitting, and
development decisions must be involved
and retrained.'
Ready for change
Back In the U.S., the Florida Department
of Community Affairs has undertaken an
ambitious project to develop 'commu.
nity design guidelines' for everything
from energy conservation to affordable
housing to streets. The project's princi-
pal researcher, Reid Ewing, of the Joint
Center for Environmental and Urban Prob-
lems at Florida Atlantic University/Florido
International University In Fort Lauder-
dale, says the 'overriding rationale is to
make the street more livable, less an-
ergy -consumptive, and environmentally
sound.' His team has proposed a 20 -fool
wide standard for all local streets.
Ban Starrett, the director of strategic
planning and policy coordination for the
community affairs department, says he
expects the guidelines to be published
soon.
Even the Institute for Transportation
Engineers, long a holdout against alter•
native street standards, is becoming part
Conference on Ton Li-
ability and Risk Man-
agement for Surface
Transportation concluded that tort cases
'invariably have to do with high speed,'
not street width.
Finally, for those ready to change, a
few basic reminders:
The public interest requires safe, liv.
able, and attractive streets that contrib-
ute to the urban fabric.
Streets should be designed to suit their
function. Many streets, especially local
ones, have purposes other than vehicular
traffic. Some local residential streets should
be designed for speeds of less than 20
m.p.h. Remember that the general popu-
lation Is aging, with the cohort over BS
growing fastest of all.
A hierarchical street network should
have a rich variety of types, Including
bicycle, pedestrian, and transit routes.
Reid Ewing believes the 'overall syr
tem design has Wlan into the cracks
between the planning and engineering
professions.' The entire movement net.
work should be considered, with connec.
tivity given prominence.
Standards should be developed to
hance local streets' contributions "I
I r -'s" xw
D-1
:hx 1: J,
Nw"—! •".Cnt"
uv—,: in n,-,;�
n1o:
ar"I
r:—: . ..... J
n e
o'aCwnf7
T T
7
taNew
II
Or
:oMi
¢ms meals
uraams
oa+e'oorriMl MOW
npwaQ (o
c4mm"d
aearunon
I r -'s" xw
D-1
:hx 1: J,
Nw"—! •".Cnt"
uv—,: in n,-,;�
n1o:
ar"I
r:—: . ..... J
n e
1) K .\ C T t
I It)N% to ('r•;IIe tI SIIbdi\ isit) n \VitII CIlar 1, ter
(ill de .11111 1hvii \Ila•rn.ili\r.
FE
P L A N N I N G
R A C T I C E
of through traffic through the
pear to be feasible. Where no
cessive street design standards
through traffic, as is deliber•
subdivision.
vehicular connection is feasible,
had created virtual raceways
otely done in Austruliu and
In areas lacking any existing
provision should definitely be
through residential neighbor-
the United Kingdom.
or planned streets with which
made for at least a bikeway
hoods. These potential race-
Traffic speed can also be
loconnM,theculde-sacshould
and footpath connection.
ways can be easily avoided by
controlled very effectively by
include stubs extending to ad.
It should be noted that the
designing shorter a reet lengths
posting 'all -way' stop signs,
joining parcels in locations
tendency toward cul -de -sea
with numerous three-way 'T'
not only at four-way intersec-
where future connections ap.
originally atose because ex-
intersections to discourage
tionsbutalsoatlhree-wayones.
When cul -de -mo are
unamidablr. their turning loops
should be desfpned In unrsperted
shapes. Arendt says, not perfect
circles. and Ideally they should
ontale a eaarter•acre Island of
esti. Rger.lion.
30'
b.
He has just finished another menu.
script—a handbook for designing
open space subdivisions—so it's too
soon to declare that Rural by De-
AP
sign is Randall Arendt's magnum
opus. But it does meet most of the
basic criteria. It's big (cal pages),
it's sophisticated )covering every-
thing from aesthetics to zoning),
and it's copiously illustrated )200
drawings, over 150 photos).
It also has earned the stamp of
approval of someone whose own
magnum opus has become a clas-
sic. 1 view Rural by Design u an
ideal complement to Design With
Nature, in tune with the tenets of
ecological planning that I defined
25 years ago,' lays Ian McHarg,
the Scottish -born. Philadelphia.
based landscape architect.
Arendt's four coauthors contrib-
Arndt am the grounds of Hibtacy
ute chapters on Implementation.
pann,the "fur#prevr.ethat
Two of them, Christine Reid and
serms as the hoadeuarters of the
Robert Yaro, were colleagues at
Natural Lands Hurt. as Atedio.
the Center for Rural Massachusetts
penasylsanis. tree tmu own ss
at the University of Massachusetts
pr w fks in IIs# philad.10in area.
In Amherst. Reid Is still there, while
Yarn Is now executive director of
Ashfield, Massachusetts. Elizabeth
the Regional Plan Association In
Brabec Is principal of Land Ethics,
New York. Arendt himself is now
located in Washington, D.C.
vice-president for conservation plan.
Rural by Design was published in
ning at the Natural Lands Trust In
April by the American Planning As.
Media, Pennsylvania.
striation and is available (rum Plan.
The other two authors are land.
nen Bookstore (hardbound; $69,95
scaps architects. Harry Dodson is
for APA members and PAS suhscrib.
principal of Dodson Associates In
era; 694.95 otherwise).
CC
26 ('tanning May Ia+a
as is dune in many new subdi-
visions in Chester County,
Pennsylvania.
Adopting the design recom-
mendations in this chapter will
bring thedesired level of safety
and quiet back to all new sub.
division streets, rendering the
cul-de-sac form unnecessary
in the majority of instances.
The developer's frequent de•
sire to set his or her housing
group apart, for marketing rea-
sons, on a separate cul -de -sae
or nonconnecting loop, is es.
sentiallyan antisocial technique
and should not be condoned.
There isalready enough strati•
fication in society today, with.
out unnecessarily reinforcing
it through structuralmrategems
such asexcluswe neighb*nhood
r..n.l sy'slc,lls
Sia oil,o.I, Igo
I.
ii.00
of .I.• ,.n I. oglli rri ioid�oio
......otic, .0 ellen I ....... int
an a,blui -I Iv Fo,
'oold, 11- .bol wits only
I..ul ode, which is pervasive
dnumg wl+aiivunm Irgulauons
nr many communities lack
ing r rnici wale, d"I"i" tum
viten.+ "a, nngnwlly ha,ed
m the (eel Ih,u. hisluncully
I I,,- mirk, Guard 600 lett ill
I., se Iwe In coonerl hydrants
tvinwlly located m cul de
,d. rntieoce,
This slandiod makes little
u•nv ui nn..i Iii at a Ihngs A
u uns,blr ,ole would Int
hasr.•d ulsm the nmolwit til fume
I.- Ihm would be at ask o
I hru only .icer„ loud wine b.
bvunnr bhnkcd If do
vmv,genry 11"Ma Iho stale
nunlcl •aihJir„um nrgoLo'. n
n i
hllr•rnit, dwelling ono
I'm d tau r•i ,tanda,d is -g
geslcd .rt HrsnG'nunlSrrerrs lice
and edition puhltshed it Iu40
I- the Nalom,d Am—talion of
Home Builders, available lot
P L A N N
P R A C T
S301rom APA's f tanners &wk.
storel, based upona maximum
traffic load of Zoo vehicles per
day lot 'avcragc daily traffic
ADTI. 25 dwellings, with a
maximum cul-de-sac length of
1,000 feet.
Turning areas at the end of
cul -de -sats may take many
lorms. The most common one
should probably be allowed
only as a last resort- the huge
paved circle of asphalt, typi.
tally measuring well over 100
feel in diameter. For streets
with up to a dozen homes a
simple "hammerhead" uI 'turn.
ing-T" is sufficient.
When a larger number of
homes and vehicles are. in.
volved, tummg loops are highly
recommended. For visual in-
terest, these loops should be
almost any shape except per.
fectly circular (unless the ef.
fect of a flying -saucer landing
pad is desiredl. They should
contain, where possible, a quar-
ter -acre Island of undisturbed
native vegetation.
In village settings, more for -
mal arrangements. such as
grassy tree -lined commons,
would be more appropriate
In New England. the average
size of central town communs
N_
C
is about two acres: but
ftxal puint in outlying ,r
visions, a half -acre green "
be ndequale.
Where land sat a prem
the nest -to -last resort sh•
be a circular cul -de -sae
tally paved, with a mdn
30 feet. This size is sufh,
for large cars and pickup fit
Other trucks and fire em
would need toexecute a II
point turn, but that worth,
create unduehardships a,•
file lighters in small I—,
not need to dash away to,
fires immediately after e
guishmg the first one
Tire boron, hnu— ur ShIPr renew So".".." r....n.Q.vl p —H, III ",.I,)r .n..
.torr■ iII. rr.....Ill,...... Th -burr rrinrnvly n....l.•.i .,dr lord., u• a r.udllnu... I ..�
"Mader 1,..,r ill /..•w.r.
L!
VZL!
EXCERPT FROM PATHWAY PLAN ADOPTED BY CITY
IN 1993 ADDENDUM TO SIDEWALK
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��drrllpulNnb►�al
(G) Alleys shall be provided in commercial and industrial districts,
except that this requirement may be waived where other definite and
assured provision is made for service access such as off-street
loading, unloading, and parking consistent with and adequate for the
uses proposed. Except where justified by special conditions such as
the continuation of an existing alley in the same block, alleys will
not be approved in residential districts. Dead-end alleys shall be
avoided wherever possible; but if unavoidable, such dead-end alleys
may be approved if adequate turnaround facilities are provided at the
closed end.
(H) Dedication of half streets will not be approved except where It is
essential to the reasonable development of the subdivision and in
conformity with the other requirements of these regulations, where it
is found that it will be practical to require the dedication of the
other half when the adjoining property is subdivided, or where it
becomes necessary to acquire the remaining half by condemnation so
that it may be improved In the public interest.
(I) For all public ways hereafter dedicated and/or accepted, the minimum
right-of-way and paved width for streets, thoroughfares, alleys, or
pedestrian ways Included in any subdivision shall not be less than the
minimum dimensions for each classification as follows:
PAVED
RIGHT-OF-WAY (face to face of curb)
Arterial Street 100 feet 52 feet �dkc�cB ie
Collector Street 70 feet 44 feet
Minor Street 60 feet 36 feet --r 3.1'
Cul-de-sac or Marginal
Access Service Streets 40 feet 32 feet--)- is
Alley 30 feet 20 feet
Pedestrian Way 10 feet N/A
*Private Common Access 30 feet 20 feet
Alleys in Industrial or
Commercial Areas 24 feet 20 feet
One-way Alleys, Residential 16 feet 12 feet
Two-way Alleys, Residential 20 feet 16 feet
*The City Council may choose to approve private common access for
P.U.D., townhouse development, etc., where appropriate. Standards for
said access, however, shall comply with minimums as outlined for minor
streets (except ROW) and all other provisions as required by the City
Council.
Where the existing or anticipated traffic on primary and secondary
thoroughfares warrants greater widths of rights-of-way, these shall
be required.
MONTICELLO SUBDIVISION ORDINANCE
TITLE XI/Chet 5/eass=_
3�
Planning Commission Agenda - MS4
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t. REFERE
The City Planner has been asked to prepare a draft of a proposed zoning
ordinance amendment outlining screening requirements along boundary
linea between industrial zones and residential zones. This ordinance
amendment is being prepared in response to the direction provided by the
Planning Commission and the City Council when the N3ein/Emmericb
comprehensive plan and rezoning issues were resolved earlier this year.
The purpose of the agenda item is to review the proposed requirements with
the City Planner and discuss potential adjustments to the proposed
ordinance as submitted. The actual public hearing and opportunity for a
formal recommendation on the proposed amendment will occur at the next
meeting of the Planning Commission.
The proposed ordinance amendment will be provided at the meeting