HomeMy WebLinkAbout962117.tiff75c
501
ORDINANCE NO. 191
2533752 B-1592 P-251 02/18/1997 01:37P PG 1 OF 112 REC DOC
Weld County CO JA Suki Tsukamoto Clerk & Recorder 0.00
IN THE MATTER OF ADOPTING THE MIXED USE DEVELOPMENT PLAN
BE IT ORDAINED 13Y THE BOARD OF COUNTY COMMISSIONERS OF THE COUNTY OF
WELD, STATE OF COLORADO:
WHEREAS, the Board of County Commissioners of the County of Weld, State of
Colorado, pursuant to Colorado statute and the Weld County Home Rule Charter, is vested with
the authority of administering the affairs of Weld County, Colorado, and
WHEREAS, the Board of County Commissioners has the power and authority under the
Weld County Home Rule Charter and Article 28 of Title 30, CRS, to adopt zoning regulations for
the unincorporated areas of the County of Weld, and
WHEREAS, the Board of County Commissioners of Weld County hereby finds and
determines that there is a need for a Mixed Use Development Plan to supplement the zoning
regulations for the County of Weld, and
WHEREAS, the Board of County Commissioners hereby finds and determines that this
Ordinance is for the benefit of the health, safety, and welfare of the people of Weld County.
NOW, THEREFORE, BE IT ORDAINED by the Board of County Commissioners of the
County of Weld, State of Colorado, that the Mixed Use Development Plan on the following
pages, be, and hereby is, adopted.
'Pk, ell
962117
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Weld County CO JA Suki Tsukamoto Clerk & Recorder 0.00
BOARD OF COUNTY COMMISSIONERS
Barbara Kirkmeyer, Chairman
George Baxter, Pro -Tern
Dale Hall
Connie Harbert
W.H. Webster
WELD COUNTY PLANNING COMMISSION
Arlan Marrs, Chairman
Shirley Camenisch
Jack Epple
Ann Garrison
Marie Koolstra
Cristie Nicklas
Rusty Tucker
Glenn Vaad
Fred Walker
DEPARTMENT OF PLANNING SERVICES
Monica Daniels -Mika, Director
Gloria Dunn, Current Planner
Shani Eastin, Current Planner
Sharyn Frazer, Office Manager
Chris Goranson, Current Planner
Todd Hodges, Planner II
Kerri Keithley, Current Planner
Stephanie Van Arsdol, Planning Technician
Sharon White, Planning Technician
TECHNICAL ADVISORY COMMITTEE
Ed Jordan, Weld County Sheriff
Michael Kennedy, CDOT
Lee Lawson, St. Vrain Sanitation District
Bill Meier, United Power
Randy Rivers, Colorado Division of Parks
Scott Toillion, St. Vrain School District
Jerry Ward, Mountain View Fire District
Hank Whitler, Little Thompson Water District
John Zadel, Central Weld County Water District
COUNTY DEPARTMENTS
Bruce Barker, County Attorney
Lee Morrison, Assistant County Attorney
Don Warden, Director of Finance
Drew Scheltinga, Weld County Engineer
Jeff Stoll, Director of Environmental Health
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Table of Contents
Section 1. The Mixed Use Development Area 1
1.1 Intent 1
1.2 Community Form and Structure 3
1.3 Public Facilities 7
1.4 Transportation and Circulation 10
Section 2. Development Standards 12
2.1 Intent 12
2.2 Structural Land Use Categories 14
2.3 Common Open Space Regulations 18
2.4 Maximum Lot Coverage Regulations 20
2.5 Planned Unit Development Districts 20
2.6 Landscaping Regulations 21
2.7 Transportation and Circulation Regulations 31
2.8 Sign Regulations 39
2.9 Utility, :Infrastructure and Public Facility Regulations 43
Section 3. Inventory of Existing Uses 45
3.1 Intent 45
3.2 Inventory and Analysis 46
3.3 Market Factors and Likely Trends 73
3.4 MUD Structural Land Use Plan 82
Section 4. Appendix 103
4.1 Plant Materials 103
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Tables
Table 1.1 Existing Service Providers in the Mixed -Use Development Area 1
Table 2.1 Structural Land Use Densities 14
Table 2.2 Common Open Space for Land Use Categories 18
Table 2.3 Maximum Lot Coverage Within the MUD Area 20
Table 2.4 School Allocation Standards in the MUD Area 44
Table 3.1 School Capacity and Projected Enrollments 53
Table 3.2 MUD Water Districts 62
Table 3.3 Range of Likely MUD Area Residential Development 77
Table 3.4 Land Use Plan Distribution 84
Table 3.5 MUD Area Plan Trip Generation 85
Table 3.6 St. Vrain School Need Projection Factors 91
Table 3.7 MUD Area School Need Projections 91
Table 3.8 MUD Area: 10 -Year Growth 97
Table 3.9 Total Build -out of MUD Area 98
Table 3.10 Law Enforcement Capital Costs 99
Table 3.11 Preliminary Cost Estimates for Transportation Network 100
Table 3.12 Indirect Street Costs 101
Table 3.13 Parks, Trails and Sites with Limiting Factors 102
Table 4.1 Listing of Plant Materials 103
Maps
Map 1.1 MUD Planning Boundaries 2
Map 2.1 Structural Land Use Map 13
Map 2.2 Structural Transportation Network 35
Map 3.1 Existing Land Use and Roadways 49
Map 3.2 Existing Zoning and Permitted Uses 52
Map 3.3 Water Services 60
Map 3.4 Sanitary Sewer Services 65
Map 3.5 Natural Gas Services 67
Map 3.6 Prio:-ity for Development 69
Map 3.7 Parks, Recreation, and Floodplain Resources 71
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Figures
Figure 2.1 Design Consideration for Subdivisions 16
Figure 2.2 Common Open Space and Maximum Lot Coverage 19
Figure 2.3 Bernling and Screening Parking 23
Figure 2.4 Screening Parking from Roadways 24
Figure 2.5 Screening Parking and Structures 24
Figure 2.6 I-25 Corridor Treatment 27
Figure 2.7 I-25 Corridor Treatment Travel Viewpoint 28
Figure 2.8 I-25 Corridor Treatment Frontage Road Viewpoint 29
Figure 2.9 State Highway 119 Corridor Treatment 30
Figure 2.10 Roadway Cross Sections 36
Figure 3.1 Proposed CDOT I-25/SH 119 Interchange Improvements 58
Figure 3.2 External Trip Distribution 87
Figure 3.3 Daily Trip Distribution by Purpose 88
References
1. Figure 2.1: DeChiara, Joseph and Lee Koppelman. Site Planning Standards McGraw-Hill Book
Company, 1978.
2. Figures 2.3, 2.4,and 2.5: Rubenstein, Harvey M. A Guide to Site Planning and Landscape
Construction. Fourth Edition, John Wiley & Sons, Inc., 1996.
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Acronyms and Abbreviations
CDOT Colorado Department of Transportation
DIA Denver International Airport
DU Dwelling Unit
FEMA Federal Emergency Management Agency
FPD Fire Protection District
HOV High Occupancy Vehicle
I-25 Interstate 25
LOS Level of Service
MUD Mixed Use Development
MUTCO Manual on Uniform Traffic Control Devices
NCWCD Northern Colorado Water Conservancy District
PUC Public Utilities Commission
PUD Planned Unit Development
RTD Regional Transportation District
SH State Highway
SUP Special Use Permits
TDM Transportation Demand Management
USR Use by Special Review
WCR Weld County Road
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Section 1 The Mixed Use Development Area
1.1 Intent
The Mixed Use Development area (MUD area) provides a unique and challenging opportunity
for the establishment of an on -going planning process in an area which is experiencing increased
growth and development. The presence of an interstate and state highway system and the
external growth pressures from the Longmont Metropolitan Area have added to the interest in
land development and population growth within this area. The intent of this policy document
is to guide and implement planned land use changes in the MUD area, particularly the
conversion of rural lands to more intensive urban -type land uses. The regulations found in this
document are intended to be implemented by the land use and development policies in the
Comprehensive Plan, Zoning Ordinance, Subdivision Ordinance, and Planned Unit Development
Ordinance, as amended and adopted by the county.
1.1.2 Planning Area Boundaries
The MUD area covers approximately 12,110 acres with boundaries at Weld County Road
(WCR) 1 on the west, WCR 11 on the east, State Highway (SH) 66 on the north and WCR
20 on the south. The MUD planning area boundaries are shown on Map 1.1.
1.1.3 Amendment Procedure
Individuals may submit a proposal to amend the MUD Structural Plan in accordance with the
procedures set forth in Section 1-2 of the Weld County Comprehensive Plan, as amended.
Any applicant submitting a proposal to amend the MUD Structural Land Use Map 2.1 shall
also submit a deed or legal instrument to the Department of Planning Services identifying their
interest in the property.
1.1.4 Existing Services
The MUD area is intended to be an area which will accommodate development whichmay occur
as a result of the planned infrastructure and services existing and developing in the area. Table
1.1 displays the existing service providers in the MUD area.
Table 1.1 Existing Service Providers in the Mixed Use Development Area
Domestic Water
Left Hand Water Supply Company, Little Thompson Valley Water District,
Longs Peak Water Association, Central Weld County Water Association
Sanitation
St. Vrain Sanitation District
Gas
Public Service Company of Colorado
Electric
United Power
School
St. Vrain (RE -1J)
Law Enforcement
Weld County Sheriffs Department
Fire
Mountain View Fire Protection District
Ambulance
Tri-Town, Longmont
Highway & Roads
Colorado Department of Transportation, Weld County Public Works
Mixed Use Development Plan
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I-25 MUD Area Boundary
State Lands
• Schools
A Fire Stations/Police Stations
In Community Activity Facilities
100 Year Floodplain
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Commercial Sand & Gravel Resources
Prime Agricultural Lands
Primary Drainageways
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1-25 Mixed Use Development Area Structural Plan
Map 1.1 Regional Influences
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December, 1996
1.2 Community Form and Structure
1.2.1 Intent
Today, the MUD area is at the center of the growing municipalities in the southwest region
of the county. The commercial node located at I-25 and State Highway 119 continues to be
an important activity center for much of the front range. Defining and shaping communities
within the MUI) area not only opens the door for more functional regional activity, but will
improve the sense of place for local residents and business owners. The following goals and
policies are intended to result in enhanced community form and structure throughout the MUD
area.
1.2.2 Goals and Policies
MUD. CGoal 1
Establish a sense of community identity within the Mixed Use Development area by
planning and managing residential, conunercial, industrial, environmental, aesthetic and
economic components of the area.
MUD.CPolicy 1.1
The Mixed Use Development area shall be delineated on the Structural Land Use Map 2.1.
MUD.CPolicy 1.2
Development within the Mixed Use Development area shall adhere to the MUD Structural
Land Use Map 2.1 to direct future zoning and land use decisions.
MUD.CGoal 2
New development shall occur in a manner that assures an attractive working and living
environment.
MUD.CPolicy 2.1
New development shall be encouraged to use innovative siting and design techniques to
cultivate an attractive visual appearance within the MUD area and preserve prime visual
features such as the Front Range and the St. Vrain River.
MUD.CPolicy 2.2
Landscaping shall be designed to promote attractive development. Landscaping requirements
shall be determined for the perimeter of the development by reviewing the density of the
proposed land -use development. Landscaping shall be designed to protect and preserve the
appearance and character of the surrounding area.
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MUD.CPolicy 2.3
Residential development shall be encouraged to occur in clustered neighborhood units with a
variety of densities ranging from single family developments of less than one unit per acre to
multi -family developments with much higher densities.
MUD.CPolicy 2.4
Adequate pedestrian passageways between and within developments and neighborhoods shall
be encouraged.
MUD.CPolicy 2.5
Sign regulationsshall be strictly enforced within the Mixed Use Development area as outlined
and defined in the MUD Development Standards. Signs shall be compatible with the
surrounding environment, have a low profile and be shared when possible.
MUD.CPolicy 2.6
New development shall be characterized by quality architectural design. Design features shall
include: landscaping plans for the entire development, efficient on -site traffic circulation plans
with a minimal number of access points to state and county roads, low profile advertising
signs, and sensitive facade treatment.
MUD.CPolicy 2.7
New development shall be designed to compliment the natural environment and exhibit a
"campus -like" atmosphere.
MUD.CPolicy 2.8
Development shall be required to preserve a portion of the site as common open space as
outlined and defined in the MUD Development Standards.
MUD.CPolicy 2.9
Existing salvage yards and uses with open storage areas shall be encouraged to visually screen
and buffer the storage areas from adjacent properties zoned R-1, R-2, R-3, R-4, R-5, C-1, C-
2, or I-1 in accordance with Section 33.5.3.4 of the Weld County Zoning Ordinance, as
amended. New junkyards, salvage yards, landfills, and uses with open storage areas shall be
encouraged to locate in areas where they can be visually screened and can conform to health
and safety reguaations.
MUD.CPolicy 2.10
New developments, including major public utility facilities, shall mitigate adverse visual
impacts caused by outside storage, building scale, disturbed native vegetation, and other such
activities by screening and/or buffering.
MUD.CPolicy 2.11.
Density in the Mixed Use Development area shall be governed by a Maximum Lot Coverage
Standard which correlates buildable lot sizes with open space allocations.
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MUD.CPolicy 2.12
New development designs shall discourage continuous solid fencing adjacent to streets.
MUD.CGoal 3
Community form and identity shall be encouraged through the enhancement and
preservation of natural resources and features.
MUD.CPolicy 3.1
All new development shall comply with the Mineral Resource section of the Weld County
Comprehensive Plan. This includes locations determined to contain commercial mineral
deposits and mineral extraction operations and reclamation plans.
MUD,CPolicy 3.2
New development shall preserve identified aquifer recharge areas. Where feasible,
drainageways shall be maintained in their natural state to ensure optimal re -charge.
MUD.CPolicy 3.3
New development shall minimize impacts to air quality.
MUD.CPolicy 3.4
Fugitive dust shall be controlled by practices acceptable to the Weld County Health
Department and any other relevant agencies.
MUD.CPolicy 3.5
Disturbed areas shall be revegetated immediately following construction. In order to minimize
wind and soil erosion, temporary stabilization measures shall be established on all such areas.
MUD.CPolicy 3.6
New development shall be encouraged to select native species for re -vegetation.
MUD.CPolicy 3.7
State Park and Recreation areas shall not be adversely impacted by new development.
MUD.CGoal 4
The coordination of municipal, county, regional, and state growth policies and programs
which includes the MUD area shall be evaluated in order to minimize discrepancies,
promote a better understanding of growth dynamics in the area, avoid duplication of
services and to provide economies of scale.
MUD.CPolicy 4.1
New development shall demonstrate compatibility with existing surrounding land use in terms
of general use, building height, scale, density, traffic, dust and noise.
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MUD.CPolicy 4.2
All proposals for development within the MUD area, with the exception of those developments
specifically called out and excluded in the MUD Policy Document, shall use the Planned Unit
Development (PUD) application process and regulations. The PUD process will allow
developers flexibility and variety needed to offer a range of products, services, and uses. It
will also give the developer an opportunity to explain the development to surrounding land
owners and the county so that important information concerning land use compatibility and
needed services, facilities, or utilities to serve the proposal are determined to be adequate.
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1.3 Public Facilities and Services
Due to the expense and limited available funding, proper and efficient allocation of public
facilities and services is important. Since the adoption of the Home Rule Charter, rising
county expenditures have created substantial public interest in how to cut cost and increase
efficiency of providing public services and facilities. Revenue to support public services and
facilities in unincorporated Weld County is usually generated by levying property taxes and
user fees.
1.3.1 Intent
The goals and policies in this section are intended to increase the effective and efficient
delivery of public services and facilities within the MUD area. It is the intent of these policies
and goals to ensure that appropriate public facilities and services are available for
developments in the MUD area.
1.3.2 Goals and Policies
MUD.PGoal 1
Provide efficient and cost-effective delivery of adequate public facilities and services which
assure the health, safety, and general welfare of the present and future residents of the
area.
MUD.PPolicy 1.1
Consolidation of internal Weld County facilities or services shall be encouraged to avoid
duplication of costs and promote efficiency.
MUD.PPolicy 1.2
Development that requires urban services and facilities shall be encouraged to locate within a
municipality, urban growth boundary area, or an area that can adequately provide infrastructure
needs
MUD.PPolicy 1.3
New development shall avoid adverse impacts to surface and ground water quality and shall
implement techniques to conserve such resources. All Planned Unit Developments (PUDs)
within the MUD area shall use the sanitary sewage disposal facilities provided by the St. Vrain
Sanitation District. All PUD water supply systems shall be provided by a rural water district,
company, association, or municipality.
MUD.PPolicy 1.4
Provide for coordination of solid waste collection services, to include establishment of service
standards, approved fee schedules, and recycling requirements.
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MUD.PGoal 2
Provide adequate public safety facilities, such as satellite stations for police, fire and
ambulance and encourage the siting of co -located facilities and equipment.
MUD.PPolicy 2.1
Public safety facilities shall be provided to meet required standards of response times and public
safety, maintaining the same level of service that exists throughout the districts.
MUD.PPolicy 2.2
The Weld County law enforcement agencies shall focus on interaction with the public. This
focus should facilitate a community -based approach to public safety such as educational
programs, neighborhood watch programs and community involvement programs.
MUD.PGoal 3
Provide for adequate school facilities conveniently placed central to residential
neighborhoods and available for use in a timely manner.
MUD.PPolicy 3.1
Encourage the siting of schools near or adjacent to community parks, open spaces and trail
systems.
MUD.PPolicy 3.2
Mitigate the cost of land acquisition and capital construction for essential community facilities
to the fullest extent consistent with state law and identify any additional costs which will not be
mitigated by the development as proposed.
MUD.PGoal 4
New development shall provide a mechanism for funding public facility and service
expansion and community facilities based on the demand created by the development.
MUD.PPolicy 4.1
New development should comply with the public facilities and services section of the Weld
County Comprehensive Plan. New development that results in excessive public costs while
producing insufficient public revenues should be discouraged unless such development
provides adequate guarantees through planning and coordination that public facilities and
services are effectively installed, operated, and maintained.
MUD.PPolicy 4.2
If it is determined that public facility or service improvements or maintenance are required for
or caused by the development, the developer will be required to pay for the cost of the public
facility and service improvement and maintenance. The methodology for compensation shall
be determined during the land -use application review process. The developer shall submit the
following at the PUD sketch plan phase of the development:
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a. Information which accurately identifies all users of the infrastructure improvements and
maintenance;
b. A proposal which equitably distributes the costs of infrastructure improvements and
maintenance by user share; and
c. A proposal that identifies an appropriate time schedule for infrastructure improvements
and maintenance.
This information will be reviewed by the Board of County Commissioners in determining an
equitable mean:; of distributing infrastructure costs among the county at large, direct users,
and the developer.
MUD.PPolicy 4.3
All applications shall be referred to the applicable school district for review and
recommendation regarding school district requirements.
MUD.PPolicy 4.4
Development will be encouraged to pay its proportional share of the local costs of
infrastructure improvements within the MUD area. This includes ongoing operating and
maintenance costs required to service such development and any associated impacts resulting
from the development.
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1.4 Transportation and Circulation
Local residents, commuters, travelers and business owners are dependent on major
transportation corridors to access needed commercial and retail services within the MUD area.
The physical aspects of the circulation system in the MUD area shall be encouraged to foster
travel between residential neighborhoods and the employment, regional and neighborhood
centers. These roadways should also be planned to reinforce the boundaries of the MUD area
and give a sense of orientation while traveling.
1.4.1 Intent
The goals and policies in this section are intended to foster a more efficient transportation
network, provide for the safe and efficient movement of people and goods, and to promote a
wide variety of transportation options in the MUD area.
1.4.2 Goals and Policies
MUD.TGoal 1
To provide a well -integrated, balanced, transportation system that considers all modes of
travel and meels the public need for mobility, comfort, and safety with maximum efficiency
and economy within the MUD area.
MUD.TPolicy 1.1
The county wild plan and maintain a transportation system in the MUD area that unifies and
coincides with state and other county, city and community transportation systems within and
surrounding the MUD area.
MUD.TPolicy 1.2
All new development shall comply with the Transportation Section of the Weld County
Comprehensive Plan. Access to properties shall preserve the existing and future function of
roads and highways affected by the proposed development. All development circulation systems
shall be designated so that they do not disrupt highway travel. Traffic to be generated by the
proposed development must conform to the recommendations and requirements of the Weld
County Public Works Department and the Colorado Department of Transportation. Dedication
and improvements of roads and frontage roads may be required as conditions of development.
MUD.TGoal 2
Promote a pedestrian trail system to service transportation and recreation purposes within
the MUD area.
MUD.TGoal 3
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New development within the MUD area shall provide a mechanism for balancing relevant
fiscal and economic components of transportation systems.
MUD.TPolicy 3.1
Require all PUDs to prepare a traffic impact analysis as outlined in the MUD Development
Standards to de:ermine project plus cumulative development impacts created by the PUD and
determine appropriate project mitigation.
MUD.TPolicy 3.2
Establish a development fee program to collect a fair share dollars -per -trip contribution for
constructing short and long-term circulation improvements.
MUD.TPolicy 3.3
The county will require improvement of roads, streets, or highway facilities when dictated by
traffic demand and land development patterns in the MUD area.
MUD.TGoal 4
As development occurs, the feasibility of a public transit system shall examined in the MUD
area.
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Section 2. Development Standards
Recent activity in the MUD area has accelerated and reinforced the need for long-term
approaches to planning in the region. This increase in development has resulted in the
creation of development standards to regulate this area. These development standards shall
apply to all structures and land within the MUD area as shown on the MUD Structural Land
Use Map 2.1. These regulations provide development standards to implement the goals and
policies in the Mixed Use Development section of the Comprehensive Plan adopted by Weld
County.
2.1 Intent
The intent of these regulations is to ensure the compatibility of various
or structures within the MUD area. These regulations are intended to
encourage creativity in development of the area in regards to density,
setbacks and common open space. The development standards found
minimal development standards allowed in the MUD area.
The land use designations in this plan are grouped into five structural
These categories are conceptual designations and shall not be interpreted
rise to any vested rights in the continuation of any particular use, district,
or any permissible activities therein.
Structural Land Use Categories
1. Employment Centers
2. Regional Commercial
3. Neighborhood Centers
4. Residential Neighborhoods
5. Limited Site Factors
land uses, buildings
allow flexibility and
height of structures,
in this plan are the
land use categories.
or construed to give
zoning classification
Each structural category consists of distinct and unique qualities and is established as a matter
of policy to guide and implement planned land use development. These categories are further
defined in Section 2.2 of this plan and are delineated on the Structural Land Use Map 2.1.
The correlation of the categories to generalized zone districts as defined in the Weld County
Zoning Ordinance are outlined in Table 2.1. In all cases, the Weld County Zoning,
Subdivision and Planned Unit Development Ordinances should be consulted for clarification
of specific requirements.
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2534507 B-1593
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wm me I-25 MUD Area Boundary ® Limiting Site Factors — Lowest Intensity
Employment Center — High Intensity Regional Pork
Regional Commercial — Medium Intensity MCP, Community Park
(A) _41le4 borh OdCenter — Low Intensity �P� Neighborhood Park
Residential Agriculturd — Mixed Intensity CT) Transit Center
* Historic/Community Center
!ha ws Lake
Town/City Annexations
— — County Boundary
Existing Road
- — — - Proposed Rood
Regional Trail System
Other Community Trail
--- Section Line
I.C.R. /62
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31
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• I.C.R. 024
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W.C.R. 120.6
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0 1500 3000 Feet
1-25 Mixed Use Development Area Structural Plan
Map 2.1 Structural Land Use Map
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Table 2.1 Structural Land Use Densities
Land Use Categories
Density and Zoning Designation
Employment Cenler
Higher intensity commercial and industrial mix
Regional Commercial
Medium intensity commercial and industrial mix
Neighborhood Center
Lower intensity commercial and residential mix
Residential
Residential mixed density
Limited Site Factors
Agricultural uses, low density residential, primary drainageways,
mature riparian areas, floodplain and floodway overlays.
2.2 Structural Land Use Categories
2.2.1 Employment Centers
The Structural Land Use Plan provides a unique opportunity to create major centers of
new employment in the MUD area. The creation of employment centers are linked and
orientated toward the network of regional and national roadways serving the area.
Employment Centers are orientated around major roadways to allow for goods and
services to the traveling public. These Centers may also accommodate high intensity
industrial uses which create minimal negative visual impacts.
Employment Centers characteristically have high transportation impacts and environmental
concerns such as noise, dust, and pollution. Even with the associated impacts, these
Centers are intended to provide pleasant and safe environments for employees and visitors
through planning and design standards. Outdoor eating and seating areas, pedestrian
routes within parking lots, and other pedestrian amenities should be provided for
employees and visitors. Employment Centers include, but are not limited to, the following
activities and services in higher density commercial and industrial zone districts.
• Hotels and motels
• Restaurants, including drive -in -restaurants
• Utility service facilities
• Police and fire stations
• Any use of a research, repairing, manufacturing, fabricating, processing,
assembling, or storage nature as long as the use is conducted entirely within
enclosed buildings.
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2.2.2 Regional Commercial Centers
Regional Commercial Centers are intended to provide safe, efficient areas offering
convenience goods and services to residents of surrounding neighborhoods. These Centers
include commercial and industrial activities which are medium intensity levels and have
few environmental and service related impacts. Activities in these Centers may include
the following:
• Retail shops
• Civic uses such as libraries, community centers, churches
• Service businesses such as offices
• Public facilities and utility service facilities
• Restaurants
• Retail and wholesale establishments
• Light manufacturing and research facilities
2.2.3 Neighborhood Centers
Neighborhood Centers are established to provide convenience goods and services primarily
for the residents of a specific neighborhood. These Centers should be accessible via
sidewalks, trails or greenways, creating identity for individual neighborhoods.
Neighborhood Centers characteristically have few environmental impacts and rely more
upon service related provisions such as law enforcement and fire protection. New
development within these Centers shall therefore mitigate the impacts associated with its
use. Neighborhood Centers include, but are not limited to the following activities and
services:
• Small parks
• Civic uses, such as places of worship, libraries, and community centers
• Public facilities, such as schools
• Service businesses, such as smaller offices
• Residential mix
2.2.4 Residenlial
Residential districts within the MUD area are encouraged to be cohesive, identifiable and
diverse, while retaining the current agrarian lifestyle of residents in the area. The county
encourages comprehensive and coordinated neighborhood design efforts in developments,
especially with regard to circulation provisions, conservation of natural features, and
relationship to established neighborhood centers. The county also encourages diversity
of housing types, including owner -occupied and rental housing, which serve all economic
segments of the population and match local incomes and age groups. Higher residential
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densities shall be situated within close proximity to the designated neighborhood centers.
Each neighborhood shall have an interconnected network of local streets that provide direct
connections to local destinations.
The successful design and development of residential neighborhoods within the MUD area
is essential for it to function efficiently and provide a sense of place and community
identity. Developments are encouraged to incorporate design features which enhance the
quality of the neighborhood and promote safety for its residents. An example of various
design considerations for subdivisions is illustrated in Figure 2.1. Keyed to the illustration
are twenty-seven important points:
Figure 2.1 Design Consideration for Subdivisions
c
t
5
C
Design Considerations for Subdivisions
----°-- gw_W✓[t aano
V� YIICO Y.r.CLY/Cn/eGC p1�.o r •••• .• .r/ o'
'(Kul (lrneir[ can.'
1. A 15 -foot easement for a planting screen provides protection from nonresidential use.
2. A 10 -foot walk easement gives access to the school.
3. A cul-de-sac utilizes an odd parcel of land to advantage.
4. A turnaround right-of-way is 100 feet in diameter.
5. Street flees are planted approximately 50 feet apart where no trees exist.
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Ape 16
6. An additional building setback improves the subdivision entrance.
7. Street intersections at right angles reduce hazards.
8. The lot side line is centered on the street end to avoid car lights' shining into
residences.
9. Residences opposite the street end are set back farther to reduce glare from car lights.
10. Three-way intersections reduce hazards.
11. Property lines are on 30 -foot radii at corners.
12. Lot lines are perpendicular to street right-of-way lines.
13. An "eyebrow" provides frontage for additional lots in a deeper portion of the block.
14. A secondary roadway eliminates the hazard of entering a major thoroughfare from
individual driveways.
15. There is• a provision for access to land now undeveloped.
16. A neighborhood park is located near the center of the track. Adjacent lots are wider
to allow for a 15 -foot protective side -line setback.
17. The pavement is shifted within the right-of-way to preserve existing trees.
18. Aboveground utilities are in rear -line easements.
19. A 10 -foot walk easement provides access to a park. Adjacent lots are wider to allow
for a 15 -foot protective side -line setback.
20. Variation of the building line along a straight street create interest.
21. Screen planting gives protection from noise and lights on the thoroughfare.
22. Lots backing to land outside of the subdivision are given greater depth for additional
screening.
23. Low planting at street intersections permits clear vision.
24. A wider corner lot permits equal building setbacks on each street.
25. Platting of the block end avoids locating property boundaries and residences directly
across the street from one another.
26. Lots are sided to the boundary street where land use across the street is different.
27. Paved sidewalks create a sense of place and allow pedestrians to move safely
throughout the subdivision.
2.2.5 Limiting Site Factors
Areas comprised of Limiting Site Factors contain certain physical elements that obstruct
or are hazardous to certain types of development. These physical elements include
floodplain, critical wildlife habitat areas, aquifer recharge, riparian areas, topographical
constraints and other similar inhibiting elements. Although these sites contain factors
which limir certain types of development, these areas are nevertheless usable for
agricultural production, recreational activities and parks, or other functions that cannot
damage or be damaged by the constraining site factors. These areas can also enhance the
character of the MUD area by providing corridors for trails and wildlife, and for the
protection of natural resources, riparian habitats, and natural features essential to the
identity of the MUD area.
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Land designated as having Limiting Site Factors on the Structural Land Use Map 2.1, are
primarily defined by the 100 -year floodplain (as defined by FEMA Flood Insurance Rate
Maps) which comprises approximately 4,500 acres, or 38% of the total designated area in
the MUD area. Sites shown with limiting factors also incorporate other important natural
features as well, including wildlife habitat, mature riparian areas, primary drainageways and
sand and gravel resources. Therefore additional land containing Limiting Site Factors is
shown along irrigation canals, ditches and adjacent to lakes. To the maximum extent
practical development within areas having Limiting Site Factors shall be located to preserve
the natural features of the site, to avoid areas of environmental sensitivity, and to minimize
negative impacts and alteration of natural features.
2.3 Common Open Space Regulations
All Planned Unit Developments (PUDs) within the MUD area shall preserve a portion of the
site as common open space. "Common Open Space" is defined as any usable parcel of land
or water essentially unimproved and set aside, dedicated, designated or reserved for public or
private use or enjoyment or for the use and enjoyment of owners or occupants of land
adjoining or neighboring such an area. Common Open Space includes landscape areas that
are not occupied by buildings or uses such as storage or services areas, private courtyards,
parking lots and islands. In all PUD districts except for those containing residential uses,
common open space may include landscape setbacks adjacent to roadways, where the setbacks
are not utilized as parking or storage areas. Common Open Space is not to be included in the
calculation of the maximum coverage per lot. The minimum percentages of land in each
development devoted to Common Open Space is listed in Table 2.2. Department of Planning
Services' staff reserves the ability to evaluate development design proposals with less Common
Open Space than listed in Table 2.2. Staff will determine if the proposed Common Open
Space meets the intent of the requirements in this Ordinance.
Common Open Space shall be delineated in the sketch plan phase of the PUD process. In
areas preserved as Common Open Space, a detailed description of the type(s) of grass and
landscaping which will be utilized and the maintenance schedule for such landscaping shall be
submitted to the Department of Planning Services.
Table 2.2 Common Open Space for Land Use Categories
Land Use Designation
Percent of Common Open Space Required
Employment Center -High Intensity
20%
Regional Commercial - Medium Intensity
20%
Neighborhood Center - Low Intensity
20%
Residential - Mixed Intensity
20%
Limiting Site Factors - Lowest Intensity
30%
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Figure 2.2 Common Open Space and Maximum Lot Covt.age
Note: Common Open Space connects
the development by providing
enjoyable space and adequate
buffering
Note: 15% of the commercial lot is
landscaped with grass and
plantings
96E -d E65I-ff
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ige 19
2.4 Maximum Lot Coverage Regulations
All land use applications in the MUD area shall adhere to the regulations governing the
maximum percentage of lot coverage. The maximum lot coverage is defined as the maximum
percent of the total area of a lot in a zone district that shall be covered by any structure. Land
shall not be deemed covered if it is used for growing grass, shrubs, trees, plants or flowers or if
covered by decorative gravels or wood chips, or if it is otherwise suitably landscaped. The
percentage of coverage on a lot shall not include the area of the lot or development designated
as common open space as outlined in Table 2.2. The percentages outlined in Table 2.3 shall be
deemed the maximum lot coverage for each zone district within the MUD area.
Table 2.3 Maximum Lot Coverage in the MUD Area
Zone District Percent of Maximum Lot Coverage
within the PUD District
C-1, C-2, C-3, C-4, I-1, I-2, I-3
85%
R-1, Estate, A*
50%
R-2, R-3, R-4, R-5
60%
*Agricultural zone districts in platted areas
2.5 Planned Unit Development Districts in the MUD Area
2.5.1 Intent
The Planned Unit Development (PUD) provisions shall be applied to all proposals for
commercial, industrial, and residential developments within the MUD area, with the
exception of those developments specifically called out and excluded in this policy
document. All PUD Districts in the MUD area shall adhere to the procedures and
requirements outlined in the Weld County Planned Unit Development Ordinance.
2.5.2. Exemptions from the PUD District Provisions
The following uses are exempt from utilizing the PUD process within the MUD area and will
require a Use by Special Review (USR) application:
1. Sand and Gravel Mining Operations
2. Home Businesses as defined in the Weld County Zoning Ordinance, as amended
3. Agricult.rat Service Establishments primarily engaged in performing agricultural, animal
husbandry, or horticultural services on a fee or contract basis, including such uses as
outlined in section 31.4.2 of the Weld County Zoning Ordinance, as amended.
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N onn
The following land use applications are exempt from utilizing the PUD process in the A
(Agricultural) Zone District within the MUD area:
1. Recorded Exemption in the A (Agricultural) Zone District
2. Subdivision Exemptions
3. Amendments to Recorded and Subdivision Exemptions
4. Zoning Permits for Mobile Homes
5. Zoning Permits for Accessory Dwellings
6. Manufactured Home Zoning Permits
7. Certificate of Compliance
8. Flood Hazard and Geologic Hazard Development Permits
2.6 Landscaping Regulations
2.6.1 Intent
Landscaping is extremely important for ensuring the quality of development in the MUD
area. Trees, shrubs, and other plantings add greatly to the aesthetic appeal while controlling
erosion, reducing glare, lowering temperatures, buffering sounds, and blocking or diverting
wind. As no single landscaping plan can be prescribed for all developments due to differing
land features, topology and soils, the county allows flexibility and encourages creativity in
landscape designs. Landscaping must be sensitive to the characteristics and maintenance
requirements of the planting selected. Species must be chosen that are hardy for the climate
and soil conditions in the MUD area, that can tolerate traffic, are resistant to disease and
insects, and whose maintenance needs can be met. The following landscaping standards set
minimum requirements for all developments within the MUD area.
2.6.2 Design Criteria
1. Landscapes shall utilize the following principles for maximum use of water: (1) well
planned and approved planting schemes; (2) appropriate selection of drought tolerant turf
species lo minimize water needs and the use of water hungry species of turf; (3) mulch
to reduce evaporation; (4) zone plant groupings according to their microclimatic needs
and water requirements; (5) improvement of the soil with organic matter if needed; (6)
efficient irrigation design; and (7) proper maintenance and irrigation scheduling.
2. Landscapes shall consist of a variety of species. A partial list of plant materials that are
native or adapted to Colorado's Front Range is included in the appendix. Plant materials
that are discouraged within this area include:
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1. Cotton bearing Cottonwoods (Populus)
2. Siberian and Chinese Elm (Ulmus)
3. Tree of Heaven (Allianthus)
4. Russian Olive (Eleagnus Angustifolia)
5. Purple Loostrife (Lythrum Salicaria)
3. Buildings and parking areas shall be located to preserve and promote the health of
existing trees. The applicant shall be responsible for locating and preserving, where
feasible, all individual trees of 4 -inch caliper in size or larger, and massed groups of
small trees. Before construction, the following precautions shall be taken to preserve
quality trees:
a. The applicant shall submit to the Department of Planning Services a detailed
landscape plan delineating the existing and proposed trees, shrubs, ground covers,
natural features such as rock outcroppings, and other landscaping elements. The
plan shall show where landscaping exists or will be located along with planting and
construction details. Where existing plantings are to be retained, the applicant
shall include in the plans proposed methods of protecting the plantings during
construction.
b. The applicant shall demonstrate to the Department of Planning Services that the
maximum possible landscaping was preserved or relocated through the
development process.
c. Heavy equipment shall be kept at least 5 feet from tree drip lines to prevent tree
root; from being damaged.
4. Whenever the use of the property to be developed or redeveloped will conflict with the
use of adjoining property, there shall be an opaque planted screen between the two
properties. The screen shall moderate the impact of noise, light, aesthetic concerns,
and traffic.
5. All landscapes shall strive to maximize the use of native species. Where native
material is not appropriate for the intended use or appearance, plant species that are
regionally adapted and non-invasive shall be used.
6. Fescue, brome/fescue, or other turf types shall be used in lieu of bluegrass where
heavy f3ot traffic is not anticipated. Seeding versus sodding of all turf types is
preferred when the growing season allows for adequate germination and establishment
of the tilt to sufficiently control erosion.
7. Landscape areas shall be configured to maximize their interconnectivity within the site,
to natural areas, and to landscape areas within existing or future adjacent development.
Small isolated islands of landscaping except as required in parking lots and for
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screening along roadways shall be avoided. Open space shall be provided where
significant natural features exist.
2.6.3 Landscaping Requirements for Parking Lots
1. At least ten (10) percent of the area of a parking lot must be landscaped if the lot
contains 10 or more spaces. The requirement may be counted toward the maximum
lot coverage requirement of each zone district. At least seventy five (75) percent of
the required landscape area shall include living plant material.
2. Berming and shrub or tree planting shall be used to screen parking lots from view of
the roadway. Berms can vary in height depending on location and proximity of
existing trees. Berms shall have smooth transitions from the top of the curb to the
setback line so as to not create snow traps, with allowances made for placement of the
sidewalk. Grading of berms shall not be lumpy or abrupt. (See Figure 2.3)
Figure 2.3 Berating and Screening Parking
PARKING SHALL BE
SCREENED FROM
ROADWAYS.
STREET
LANDSCAPE EASEMENT I PARKING AREA
3. Landscaping techniques shall be used to alleviate the harsh visual appearance that
accompanies parking lots. (See Figure 2.4) At least 75 percent of the length of the
frontage of the parking lot must be effectively screened.
4. A minimum of 5 percent of the parking area shall be landscaped exclusive of setback
areas. Trees planted in parking areas should be either in bays or planting islands of
at least 5 feet by 5 feet. Trees should be distributed throughout the parking area (See
Figure 2.5).
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nn:....d I lo.. Ilo..e L...... e... ul.._
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Figure 2.4 Screening Parking from Roadways
5. Loading, service, or storage areas must be screened with an opaque screen that is an
integral part of the building architecture. Chain link fencing with slats or pallets are
not an acceptable screening material. Plant material shall be used to soften the
appearance of the screen.
Figure 2.5 Screening Parking and Structures
FORMAL STREET TREES
25' O C SINGLE RO`N TYP
SHRUB MASS. 4'-G HT
SURFACE PARKING
SETBACK
2O
STRUCTURE,
DENSE TREE MASS TO
CONCEAL PARKING STRUCTURE
l^e
22' MEDIAN I 22'
Note: Set streetlights 6' from curb in setback
Setbacks vary in each zone district
Drawing may not depict accurate setbacks
ROADWAY -VARIES
4 wAI.K
2a _
SETBACK TO
STRUCTURE
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Page 24
2.6.4 Landscaping Requirements Along Roadway Corridors
1. Intent
The major roadway corridors within the MUD area are I-25, State Highway 119, State
Highway 66, and Weld County Road 1. These roadways play an important role in the
function and image of the MUD area. The following design standards relate to the
visual quality of these four roadways. As the MUD area develops, additional
roadways may require similar consideration as these existing major roadway corridors.
This determination will be made by the Weld County Department of Public Works and
the Colorado Department of Transportation. All roadways that are not considered
major roadway corridors are considered secondary roadways.
2. Design Criteria
a. Plantings along road right-of-ways shall be integrated with the rest of the site.
b. That portion of a lot in any zone district which abuts a public or private road right-
of-way shall be landscaped with a minimum 2 1/2 -inch caliper shade tree or 6 -foot
minimum height coniferous tree at a distance of ten (10) feet, measured at a right
angle from the lot line towards the interior of the lot, for every 40 linear feet of
street frontage. Trees may be grouped with a maximum distance of 100 feet
between trees or groupings, with exceptions made at entrance drives.
c. A minimum landscape setback along I-25, SH 119, and their subsequent frontage
roads shall be fifty (50) feet measured from the existing or planned future right-of-
way
d. Along I-25, State Highway 119, State Highway 66, and Weld County Road 1, tree
planting distances shall be clustered or grouped from the roadway to avoid a
straight line of trees. The effectiveness of the screening shall be increased by
planting trees and shrubs in layered beds (two or more rows of plant material
rather than a single row). A mix of coniferous and deciduous trees and shrubs
shall be planted in clusters or groupings.
e. Appaicants adjacent to I-25 and/or SH 119 shall construct a berm along I-25 and/or
SH 1.19 with maximum 5:1 side slopes to a height sufficient to screen ground plane
development (parking lots, storage areas, or other similar site elements) as far as
180' from the right-of-way line (50' of landscape setback plus 130' of site
development). The maximum height berm required shall be 6' above the existing
elevation in the location of the berm. If needed, additional height beyond that
which can be achieved with a 6' high berm shall be achieved through dense
landscape plantings. Plantings on top of berms shall be designed so as to not
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create snow traps. A berm may not be required if the subject property is elevated
above the roadway and it can be demonstrated that views into the site will not be
possible for a distance of 180'. Required landscaping and screening within the
landscape setback and other portions of the property shall be governed by the
landscape standards contained within this document and any other more restrictive
requirements contained in the Weld County Zoning and Subdivision Ordinances as
amended.
f. There shall be a minimum twenty-five (25) foot wide landscape setback along SH
66 and WCR 1 measured from the existing or planned future right-of-way.
g.
There shall be a minimum twenty (20) foot wide landscape setback measured from
the existing or planned future right-of-way to any parking lot, fencing, storage
area, or structure. Required landscaping and screening within the landscape
setback and other portions of the property shall be governed by the landscape
standards contained within this document and any other more restrictive
requirements contained the Weld County Zoning and Subdivision Ordinances, as
amended.
h. Figures 2.6 through 2.9 illustrate the proposed character, berming and landscape
setbacks for the I-25 and SH 119 corridors.
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Page 26
Figure 2,.6 I-25 Corridor Treatment
Proposed character
of I-25 Corridor
(llll���1�i-1
l it, yre
Prototypical development
on I-25 Corridor
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Mi 2534507 B-1593 P-396 02/21/1997 03:59P PG 33 OF 113
ige 27
Plan
Figure 2.7 I-25 Corridor Treatment Travel Lane Viewpoint
I Perspective
�I I
4T 0/57. PA44T ti/e/v o//./7
f1/GHG'/tH / c W � ,e2W
I Section
Tv--_..--yr nej 70'
I-25 Viewpoint
Assumptions:
• 4' eye level
• Passenger viewpoint
• Travel lane and berm same elevation
• 50' between highway and frontage road
• 20' R.O.W. from frontage road pavement edge
• Future additional travel lane shown
s/v81) 4/2F4-
nD'9/T/ov4G screw/t///v6- /°iSDv/ice
es seta r/U6 syfL/d PG44'i/NG
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age 28
Figure 2.8 I-25 Corridor Treatment Frontage Road Viewpoint
*Perspective
f,Yo4-A0` POW *' re42
el7A5r1 /55511 ‘fie /f."
1 Plan Al'
Section
I-25 Frontage Road Viewpoint
Assumptions:
• 4' cyc level
• Passenger viewpoint
• Frontage road elevation lower than berm
• 20' R.O.W. from pavement edge
'9oa7zo,✓,q _ 5t'/&6- PP-ovWDeL
SeGEG7/1/E /f1+9/V77/V65
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*age 29
Figure 2.9 State Highway 119 Corridor Treatment
Proposed character
of SH 119 Corridor
Existing conditions
along SH 119
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2.7 Transportation and Circulation Regulations
2.7.1 Intent
As transportation demands increase in the MUD area, the need to preserve the functional
integrity and hierarchy of the existing roadways and provide new roadway capacity is
becoming increasingly important. The purpose of this section is to provide for the planning,
design and construction of improvements to new and existing roadway facilities consistent
with the Weld County Comprehensive Plan, Zoning, Subdivision and PUD Ordinances. The
intent of these standards is to provide for a certain level of performance. Consequently, if
it can be shown that an alternate design, material or procedure will provide performance
equal to or better than the required design, material or procedure, that alternate may be
approved by the Weld County Engineer.
2.7.2 Traffic Impact Analysis
All significant developments within the MUD area shall be required to prepare a traffic
impact analysis. All traffic analysis information and report shall be prepared and certified
to by a registered professional engineer competent in traffic engineering. The intent of
this analysis is to determine the projects cumulative development impacts, appropriate
project mitigation and improvements necessary to offset a specific project's impacts. The
county may require the developer to contribute for payment of the costs of said
improvements through an improvements agreement. All traffic impact analysis shall
contain, as a. minimum, the following information:
1. Introduction:
a. Describe the proposed development and parameters of the study area.
2. Existing Conditions:
a. The street capacity standard in the MUD area is Level of Service C and the
intersection capacity is Level of Service D.
b. Conduct a.m. and p.m. peak hour turn movements and average daily traffic counts
for intersections and links within the study area if there are no available counts
collected within the previous 12 months.
c. Conduct a peak hour intersection level of service analysis for the intersections.
d. Determine whether the existing daily traffic volumes exceed the arterial daily
volume standards as identified in the MUD street standards for major arterial,
arterial, secondary, collector, and local streets presented in Figure 2.10 Roadway
Cross Sections. These standards delineate right-of-way, lane configurations,
median treatment, bike lanes and pedestrian sidewalks.
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3. Cumulative Conditions:
a. Identify previously approved or anticipated developments that may affect the study
area's circulation system.
b. Generate, distribute, and assign traffic to the existing roadway network.
c. Determine annual growth rates and project future traffic volumes for the time
frame corresponding to project build -out.
d. Identify funded circulation improvements, both public and private, that will be
constructed prior to the proposed development's occupancy.
e. Conduct a peak hour intersection level of service analysis and compare daily
volume forecasts to street standards assuming cumulative developments, annual
growth rates, and funded improvements.
1. Determine mitigation measures to offset cumulative conditions if level of service
exceeds the MUD area standards.
4. Trip Generation:
a. Determine daily and a.m. and p.m. peak hour trip generation for the proposed
development using established rates identified in the Trip Generation Manual
published by the Institute of Transportation Engineers or as agreed to with county
staff.
5. Trip Distribution:
a. Based on assumptions contained in the MUD area traffic analysis or market
estimates, describe the anticipated trip distribution patterns for the proposed
development.
6. Trip Assignment:
a. Based on the projected trip generation, assumed trip distribution, and the prevailing
roadway network, assign the projected traffic to the intersections and streets within
the study area.
7. Existing + Committed + Project (E+C+P) Traffic Volumes and Level of Service:
a. Add project a.m. and p.m. peak hour and daily traffic volumes to existing plus
committed traffic volumes.
b. Conduct intersection level of service analysis and determine whether daily traffic
volumes exceed street standard thresholds.
8. Signal Warrant Analysis:
a. The I-25 MUD Transportation Network, Map 2.2 identifies future locations for
signalization; signals, however, should not be installed prior to when they are
needed.
b. Using the ASHTO Manual on Uniform Traffic Control Devices (MUTCD),
determine whether proposed intersection volumes exceed signal warrants for those
locations on the transportation network where signals are proposed.
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9. Access:
a. Projects involving access to the state highway system shall indicate appropriate
conformance to the latest revisions of the state highway access code. The report
shall discuss how the proposed development meets the access control guidelines as
presented in. Section 3.4.2 of this plan.
10. Mitigation Measures:
Mitigation measures will be to implement the needed improvements to offset
project impacts as determined by the traffic impact anaylsis.
2.7.3 Design Standards
All development within the MUD area shall comply with the Weld County Comprehensive
Plan, Zoning, Subdivision and PUD Ordinances, and the Colorado State Highway Access
Code 2CCR 601-1.
Geometric Design Standards
Geometric design for streets and roads shall be in accordance with A Policy on the
Geometric Design of Highways and Streets published by the American Association of State
Highway and Transportation Officials. Specifications, standards, or design criteria
published by the other governmental agencies, professional organizations, or generally
accepted authoritative source may be used in geometric design. All specifications,
standards, or design criteria shall be referenced and copied as part of the submittal
information.
Road Structure
Structural capacity shall be designed in accordance with the Guide for Design of Pavement
Structures published by the American Association of State Highway and Transportation
Officials. Specifications, standards, or design criteria published by other governmental
agencies, professional organizations, or generally accepted authoritative source may be
used in design. All specifications, standards, or design criteria shall be referenced and
copied as part of the submittal information.
2.7.4 Circulation System
The proposed MUD circulation system is presented on Map 2.2, Transportation Network.
The transportation network reflects a hierarchy of roads, from a major arterial which
serves both the regional and local traffic with higher speeds and capacities with controlled
private access, to a collector which serves local traffic and provides access to future
2534507 8-1593 P-396 02/21/1997 03:59P PG 39 OF 113
Page 33
2533752 B-1`92 P-251 02/18/1997 01:37P PG 39 OF 112
development.. The proposed hierarchy of roads includes both reconstruction and/or
widening of existing roads and alignments for new roads. The transportation network also
identifies locations of future signals.
The MUD roadway cross sections are identified in Figure 2.10. Roadway classifications
may change as development in the MUD area occurs. Roadway classifications may be re-
evaluated by the Weld County Engineer with the results of the Traffic Impact Analysis.
2534507 B-1593 P-396 02/21/1997 03:59P PG 40 OF 113
Page 34
2533752 B-1592 P-251 02/18/1997 01:37P PG 40 OF 112
8-1593 P-396
Legend
1-25 MUD Area Boundary
mom Interstate
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6 Lane Major Arterial
4 Lane Arterial with Raised Median
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2 Lane — Collector
Existing Signal
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0 1500 3000 Feet
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1-25 Mixed Use Development Area Structural Plan
Map 2.2 Structural Transportation Network
2533752 B-1592 P-251. 02/18/1997 01:37P PG 41 OF 112
*DEPICTS TRAM
December, 1996
ROADWAY CROSS SECTIONS
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2533752 B-1592 P-251 02/18/1997 01:37P PG 42 OF 112
2534507 B-1593 P-396 02/21/1`397 03:59P PG 42 OF 113
continued)
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2533752 8-1592 P-251 02/18/1997 01:37P PG 43 OF 112
2534507 8-1593 P-396 02/21/1997 03:59P PG 43 OF 113
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2533752 B-1592 P-251 02/18/1997 01:37P PG 44 OF 112
2534507 B-1593 P-396 02/21/1997 03:59P PG 44 OF 113
2.8 Sign District Regulations
2.8.1 Intent
Within the MUD area, signage has become an increasing issue, especially along I-25 and
State Highway 119. While signs serve as important directional, informational and
advertising tools, the clustering of signs may obscure the landscape and confuse and
distract drivers. The following signage controls are intended to protect and preserve the
visual quality of the roadways within the MUD area while preventing the obstruction of
traffic visibility and confusion from improperly placed and designed signs. These
provisions control the magnitude, placement and number of signs in the MUI) area.
2.8.2 Sign Provisions and Requirements
1. No sign shall be structurally erected, enlarged, constructed, reconstructed, relocated,
refaced or otherwise altered in the MUD area without first obtaining a building permit
from the Weld County Department of Planning Services.
2. No sign shall be erected at or near the intersection of any road(s) or driveways(s) in
such a manner as to obstruct free and clear vision of motorist or at any location where,
by reason of the position, shape or color, it may interfere with, obstruct the view of,
or be confused with any authorized traffic sign, signal or device. Signs located at an
intersection must be outside of the sight distance triangle.
3. No sign other than traffic control signs shall be erected, constructed, or maintained
within, over or upon the right-of-way of any road or highway within the MUD area.
4. All signs. and components, including supports, braces, and anchors, shall be of sound
structural quality and shall be kept in a state of good repair with a clean and neat
appearance throughout the MUD area. If signs are not maintained as described, the
Director of Planning or an authorized representative shall have the right to order the
repair or removal of any sign which is defective, damaged or deteriorated, has defects
which may include holes, cracks, rotted, loose or missing materials or parts of the
sign.
5. The following signs are not permitted within the MUD area:
a. Roof signs where any sign is mounted and supported wholly upon or over the
roof of any structure. For purposes of these regulations, surfaces with slopes
less than 75% from horizontal shall be considered to be roof surfaces.
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Page 39
2533752 B-1592 P -25I 02/18/1997 01:37P PG 45 OF 112
b. Motor vehicles, trailers or portable bases with wheels or to which wheels may be
readily affixed shall not be used as a sign structure for any signs within the MUD
area
c. Attention attracting devices are prohibited including mechanical or electrical
appurtenances, such as "revolving beacons" which are designed to compel
attention. This shall not apply to banners used as temporary signs to announce or
promote events of federal or state civic interest provided such banners are attached
top and bottom (or two sides) to permanent posts or buildings erected for another
purpose, and provided that a building/sign permit is obtained.
d. All temporary signs shall be removed within ten (10) days after the event(s)
promoted.
2.8.3 Sign Construction Standards
1. All letters, figures, characters, or representations maintained in conjunction with,
attached to or superimposed upon any sign shall be safely and securely built or
attached to the sign structure.
2. Any opcnable or removable parts of a sign such as a service opening cover or
changeable mechanically affixed lettering, logo, insignia or message shall he securely
fastened or be provided with safety chains or hinges.
3. Signs shall be constructed to prevent potential hazards to the public.
4. All permanent signs and sign structures in the MUD area shall be designed and
constructed to comply with the Uniform Building Code as adopted by the county. All
electrically illuminated signs shall be designed and constructed to conform with the
electrical code as adopted by the county. All signs and sign structures shall be also
designedand constructed to comply with the design standards set forth in this
document.
2.8.4 Design Standards
1. Requirements for Signs in the MUD Area
The owner, or applicant as agent for the owner, shall prepare a set of sign standards
for all exterior signs in any development complex. Such standards shall be included
as part of any site plan approved for the overall development complex. The size,
colors, materials, styles of lettering, appearance of any logo, type of illumination and
location shall be set out in such standards. The standards shall be such that signs
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Page 40
constructed or maintained under the standards will comply with the sign regulations
of the county in the MUD area and shall be for the purpose of assuring harmony and
visual quality throughout a project. Final development plans shall not be approved
until the sign standards have been approved by the Board or planning staff. All signs
in development complexes shall be designed and constructed of materials which
harmonize with the architecture of the site on which the sign is located. Generally, the
use of sign materials the same as or similar to the main building materials used on -site
shall be found to provide the required level of design harmony.
2. Attached Signs: Size, Height and Design Limitations:
a. Awning Signs shall not be larger than twenty-five (25) square feet nor 10% of the
awning surface area whichever is smaller.
b. Marquee, Canopy, Overhead Canopy, Under -Canopy, Projecting or Wall Signs:
1) Minimum Height Requirements: These signs shall be mounted at least
fourteen (14) feet above any driveway and at least nine (9) feet above any
walkway over which they are erected.
2) Maximum Height Requirements: The top line of these signs shall not be
higher than the top of the wall, roof eaves, or parapet line of the building
to which it is attached.
3. Detached Signs: Location, Size, Height and Design Limitations
a. Detached signs shall not be located in the visual sight triangle.
b. Off -site detached signs shall have a minimum setback of twenty-five (25) feet and
a minimum offset of ten (10) feet from the road right-of-way.
c. On -site identification signs shall have a minimum setback of fifteen (15) feet and
a minimum offset of ten (10) feet from the road right-of-way.
d. Detached signs shall have surrounding landscaping which extends a minimum of
three feet from all sides of the sign base.
e. The total height of any monument or pole sign shall not exceed twenty-five (25)
feet above the adjoining ground elevation.
f. Monument signs shall have an enclosed, solid base or structural base with the base
at least three -fourths the width of the widest part of the sign face. An enclosed or
solid sign base shall not be required if the lower edge of the sign face is not higher
than one (1) foot above the finished grade. Monument signs shall be on -premise
signs, the sign area shall not exceed twenty-five (25) square feet, and the sign shall
not exceed five (5) feet in height above the average adjacent grade, if located
fifteen (15) feet from the street right-of-way. For each additional two (2) feet of
setback from the street right-of-way, one (1) additional foot may be added to the
height of the sign to a maximum of eight (8) feet.
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Mi.
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Page 41
4. Development Complex Signs: Definition, Size and Design Limitations:
a. A development complex sign is a detached sign on the premise of the development
which primarily identifies or directs attention to the name, symbol or location of
the development complex.
b. A development complex is a group of free-standing buildings or buildings
consl:ructed in such a way as to give an appearance of being inter -related due to
architectural similarity, interconnected drives, parking areas and/or platting of the
development. A development complex includes uses which provide a combined
sense of place such as office or business parks, shopping centers, industrial parks,
apartment complexes and hotels.
c. One development complex sign per street frontage is allowed in the Planned Unit
Development Zone District, regardless of the number of filings or phasing of the
development. The total height of the sign shall not exceed twenty-five (25) feet
above the adjoining ground elevation. The total sign area shall not exceed one
hundred fifty (150) square feet except where the PUD Ordinance stipulates
alternates based upon the development complex's street frontage adjacent to I-25
and SH 199.
5. The minimum spacing between signs shall be six hundred (600) feet.
2.8.5 Nonconforming Signs
Every legally established sign in existence on the effective date of these regulations within
the MUD area may continue in existence subject to the following:
1. A sign shall not be altered structurally or moved unless it is made to comply with the
provisions of these regulations. The changing of the movable parts of an existing sign
that is designed for such changes, or the repainting or reposting of display matter shall
not be deemed a structural alteration.
2. The lawful use of a sign existing on the effective date of these regulations, although
such sign does not conform to the provisions hereof, may continue; but if such
nonconforming use is discontinued for a period of six (6) months or more, such sign
shall not be used until it has been made to conform with the provisions of these
regulations.
3. Any sign which has been damaged by fire, wind, explosion, or act of God to the extent
that fifty (50) percent or more of the construction value or replacement cost of the sign
before it. was damaged shall be deemed to have been totally destroyed and the sign
shall not be restored except in conformity with these regulations. Any sign which has
been damaged to an extent less than fifty (50) percent of the construction value or
replacement cost of the sign before it was damaged may be restored to the condition
which it existed previously as a nonconforming use prior to its damage.
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42
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2.9 Utility, Infrastructure and Public Facility Regulations
2.9.1 Intent
By their nature, most utility services are highly regulated. This regulation encompasses
ownership, financing, competition, cost recovery, construction, environmental protection
and safety. Given this regulatory and legal environment, well -established federal, state,
county and industry standards/codes exist that govern most aspects of utility service. The
intent of this section is to provide additional regulations and standards for water supply to
meet fire flow demands, solid waste collection service, and to provide standards for public
facilities and services throughout the MUD area.
2.9.2 Water Supply and Sewage Disposal
The specifications of water supply requirements for fire protection within the MUD area
is provided by the Mountain View Fire Protection District. The Mountain View Fire
Protection District shall be consulted concerning the fire district's fire requirements. The
Weld County Comprehensive Plan specifies that the water supply system serving a
proposed development site or zone district must deliver a minimum of 500 gallons per
minute at 20 pounds per square inch residual pressures for 30 minutes. The St. Vrain
Sanitation System, a private sanitation system, shall service all sewage disposal within the
MUD area for uses except those specifically called out and exempted from the PUD
process in Section 2.5 of this plan.
2.9.3 Solid Waste
Residential and commercial solid waste collection services in the area shall be arranged
directly between solid waste disposal firms and property owners/managers. Solid waste
disposal shall be accomplished by collection firms at licensed disposal facilities.
2.9.4 Storm Drainage Design and Technical Criteria
Weld County does not publish technical data or storm drainage design manuals. The
consulting engineer for the developeris to use published material by a generally accepted
authority approved by the Weld County Engineer. The material used must be referenced and
copied as part of the submittal information. All development within the MUD area shall
adhere to the Storm Drainage Design and Technical Criteria regulations in Section 10.13 of
the Weld County Subdivision Ordinance.
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;e 43
2.9.5 Schools
In the fall of 1995, the St. Vrain Valley School District proposed the following standards for
consideration by Weld County government.
1. All residential PUD applications shall be referred to the applicable school district for
review and recommendation regarding school district requirements. The Department of
Planning Services, Planning Commission and Board of County Commissioners shall
consider the recommendation of the school district.
2. Elementary schools (grades K-5) will occupy sites with a minimum area of 10 acres,
middle schools (grades 6-8) will consist of a minimum of 25 -acre sites, and high schools
(grade 9-12) will consist of a minimum of 40 -acre sites.
3. Schools sites shall be located as required by the St. Vrain Valley School District. They
shall be located near established neighborhoods, connected to trail systems and
designated bike routes, and adjacent to neighborhood parks whenever possible.
Elementary schools shall not border major arterial or collector roadways.
A residential subdivision application shall be referred to the applicable school district for
review and recommendation regarding school district requirements. The Department of
Planning Services, Planning Commission, and Board of County Commissioners shall
consider the recommendation of the school district.
Table 2.4 School Allocation Standards in the MUD Area
Type of School
Students/DU
Minimum School
Capacity
DU/School
Acres/School
Elementary K-5
0.35
525
1500
10
Middle School 6-8
0.14
750
5200
25
High School 9-12
0.17
1200
7000
40
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age 44
Section 3. Inventory of Existing Uses
The Mixed Use Development area (MUD area) was recognized in 1987 in the Weld County
Comprehensive Plan as a future urban development corridor within Weld County. Since 1987,
a minimal amount of development has occurred; however, recent activity has accelerated in the
area and in the surrounding communities. This development activity has reinforced the need for
long-term approaches to planning in the region, and resulted in the initiation of this planning
process.
3.1 Intent
This Section of the plan presents a detailed description of the area's physical and social
characteristics, regional influences and market trends. The most logical use of land and development
of public facilities i s presented, so as to create a community structure that is self-sustaining. The
total build -out of the area in this plan is considered to be 120 dwelling units per year. The structural
transportation and roadway plan depicts proposed roadways as build -out occurs in the area.
3.1.1 Background Planning
The preparation of the MUD Plan is a result of several phases. In each phase, constant
communication occurred through regular meetings with the Technical Advisory Committee, Weld
County Department of Planning Services° staff, County Commissioners and public meetings.
Planning for the MUD area began by analyzing a variety of plans, studies, agreements, ordinances
and general service information concerning the area. This information was reviewed and
evaluated for possible influences on the MUD planning area. Existing conditions were evaluated
extensively. With the assistance of key members of the Technical Advisory Committee and Weld
County Planning staff, regional influences, existing land uses, zoning and planned developments
were identified. The types, numbers and location of services were delineated and evaluated in
terms of existing capacity and ability to respond to growth. Services evaluated included utilities,
transportation systems, community and civic services, and parks and open space.
To understand the market forces influencing the area and project expected growth, a real estate
market analysis was conducted during the early phases of the study. Land use plan alternatives were
developed and evaluated in terms of population densities and levels of commercial, industrial, and
retail development. Each alternative reflected viable growth patterns based on the expected trends
in the area, its ability to sustain growth and current planning practices. After careful
consideration by commissioners, staff and citizens, a preferred alternative was selected and
utilized in the creation of the MUD Plan.
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'age 45
3.2 Inventory and Analysis
This section provides an overview of existing conditions in the MUD area that influence planning.
Physical characteristics, land use, regional influences, development, zoning and permitted uses
define the basic structure and point of departure for future planning. Service conditions, including
fire protection, law enforcement, and community services are presented in terms of how the area
is served today, the general cost of providing services and the ability of existing services to
respond to growth.
The existing transportation framework is described, including current traffic volumes and planned
improvements by the Colorado Department of Transportation (CDOT). Utility infrastructure is
evaluated in terms of current ownership, service district boundaries, financing, cost recovery
mechanisms, and the ability to support development. Assumptions were made regarding likely
development in the MUD area based on the location of existing utilities and the cost for service
extensions.
Existing parks, recreation and floodplain resources are identified not only within the MUD area
but also areas located directly adjacent to it. Plans for improvements to adjacent parks and sites
containing Limiting Site Factors are identified to provide a basis for prescribing continuity on a
regional basis.
3.2.1 Existing Conditions
3.2.1.1 Regional Influences
Regional influences to the MUD area are shown on Map 1.1 on page 2. The major regional elements
of influence are Interstate 25 (I-25) and the St. Vrain Creek with its accompanying floodplain.
I-25 is the major highway providing access to Front Range communities. Due to the significant
volume of vehicles that travel on this road daily, each interchange along its length is considered
prime for commercial development. The two interchanges located within the MUD area at SH 119
and SH 66 provide a focus for regional growth.
The St. Vrain Creek floodplain cuts a relatively wide path in a general east/west direction through
the area. The associated drainageways and floodplains support important natural features, including
native vegetation, riparian forest and wetlands. They also provide important corridors for wildlife
migration. These corridors are logical places to designate as buffers to separate one community from
another and for regional trail systems.
As a related issue, flood control and drainage will need increasing attention as the area develops.
Significant portions of the MUD area along St. Vrain, Boulder, and Idaho Creeks are relatively flat,
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2533752 B-1552 P-251 02/18/1997 01:37P PG 52 OF 112
Page 46
with high groundwater levels. Thirty-eight percent of this area (or about 4,500 acres) falls within
the 100 -year floodplain, as defined on FEMA Flood Insurance Rate Maps. Development along these
waterways and within the floodplain is subject to a variety of regulatory restrictions, including the
Weld County Comprehensive Plan, Clean Water Act and flood insurance policies.
The waterways also present constraints for future development of the area. Expensive bridges would
have to be constructed to complete major roadway connections. This inhibits efficient circulation,
emergency response times and orderly growth. Associated with the floodplain are commercial sand
and gravel deposits located along St. Vrain, Boulder and Idaho Creeks and along secondary
drainageways throughout the region. (Sand, Gravel, and Quarry Aggregate, Resources Maps,
Longmont, Gowancla, Frederick, and Erie Quadrangle Maps, 7.5 Minute Series, by Ralph R. Shroba,
June 30, 1974, USGS.) These mineral deposits will greatly influence the density and types of uses
and restrict the ability to develop portions of the area.
There are several towns that influence the MUD area with overlapping urban growth boundaries,
recent growth and plans for future annexation. Weld County and these towns are currently
developing intergovernmental agreements regarding annexations and urban growth area boundaries.
Mead, located on the north side of the MUD area, currently has a citizen initiative to consider
annexations and has no plan to extend further south in the future. An initiative was passed by
citizens in April 1995 to require that all proposed annexations be subject to voter approvals by town
residents. Firestone and Frederick, to the southeast, have been rapidly expanding their boundaries.
Both communities are within one-half mile of the MUD area boundary, and may annex portions of
the MUD area in the future, particularly areas with good industrial and commercial potential.
Erie, located southwest of the MUD area, is more than four miles away and has no plans to extend
farther north. Erie has, however, annexed portions of the I-25 corridor south of the MUD area for
uses that will generate sales and/or property taxes to support its community.
Much of the region around the MUD area is considered prime agricultural land, having the best
physical and chemical characteristics for producing food, feed, forage, fiber and oilseed crops. This
land is rapidly disappearing along the Front Range as it is taken out of agriculture and developed for
urban use. When development actually occurs along the annexed portions of I-25, there will be little
left of the farmland and open space that has been the dominant landscape feature of this corridor.
3.2.1.2 Structural Land Uses
Map 3.1 illustrates the existing major land uses in the MUD area. As stated in the previous section,
the MUD area is presently devoted primarily to agricultural uses and scattered residential dwellings,
with retail and industrial development nodes at I-25/SH 119 and the I-25/SH 66 interchanges. The
floodplain areas along St. Vrain Creek and Boulder Creek, which run along a southwest to northeast
alignment, contain extensive sand and gravel reserves. These reserves have been extracted in some
areas. Unmined areas within the vicinity will likely feature sand and gravel mining operations in
the future. The primary nonagricultural land uses are described below.
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The Del Camino area, located at the I-25/SH 119 interchange, is the primary development node in
the MUD area. Shortly after the construction of I-25 in the 1950's and 60's, initial developments
included three gas stations, two motels and the 210 -unit River Valley Mobile Home Park. When the
St. Vrain Sanitation_ District was formed in the mid 1980's, fast food restaurants, lodging facilities
and trucking service establishments were constructed on the west side of the I-25/SFI 119
interchange. This has become a highly used stop for travelers.
Barbour Ponds State Park, a regional recreational facility, is located to the north of the I-25/SH 119
interchange and is a highly used water resource based park. The east side of this interchange features
a different type of cse. The Colorado National Guard operates a base there, and a number of light
industrial uses in the Del Camino Business Park are situated along the frontage road. These
businesses include the Hauser Chemical Food Flavoring Division, Gerard's Bakery, Flatiron
Structures, Specialty Products (automotive products) and Dovatron Electrical. These facilities are
characterized as one to two story light industrial uses.
The I-25/SH 66 interchange lies partially inside the Town of Mead. This interchange has fewer retail
uses than I-25/SH 199 interchange, with an emphasis on industrial activity. The Sekich Business
Park occupies the northeast quadrant of the I-25/SH 66 interchange and features a variety of
industrial uses. In the last two years, seven new industrial buildings containing a total of 75,000
square feet have been constructed in this area. It also contains a small convenience center with a gas
station and sandwich shop. The John Deere/Uniwest farm equipment supply center and a number
of vacant parcels occupy the southeast area of the interchange.
2533752 B-1592 P-251 02/18/1997 01:37P PG 54 OF 112
2534507 B-1593 P-396 02/21/1997 03:59P PG 54 OF 113
Mixe e 48
Legend
2534507 B--1593 P-196 02/21/1197 09:591' PG 55 OF 113
G
R
SH119/1-25
INTERCHANGE
DETAIL
1-25 MUD Area Boundary
Agricultural
Sand and Gravel
Commercial
Office/Industrial
Residences
h'eS,
R,
a
D
P
Dairy
Mobile Home Park
Park
L—� 100 Year Floodplain
Interstate
•• • • — 4 Lane Paved Road
••� 2 Lane Paved Road
w- +� — 2 Lane Dirt Rood
• Existing Signals
LC -R. #32
•
SH 66
W.C.R.1#30
#30
W.C.R. #28
W.C.R. #26
S.H. 119
w.c.R. pzz
WC R. 122
1500 3000 Feet
1-25 Mixed Use Development Area Structural Plan
Map 3.1 Existing Land Use And Roadways
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,bruary, 1997
3.2.1.3 Planned or Current Developments
The following projects are currently seeking development approvals, or are in early stages of
development as of September 1996. They are shown on Map 3.2.
LongView: This residential project, currently under development by McStain Enterprises, includes
401 manufactured homes on an 80 -acre parcel on the north side of Highway 119 at WCR 3'/z.
Homes would be priced from $50,000 to $80,000.
Meadow Vale: This recently -approved project proposes the construction of 89 dwelling units on a
155 -acre parcel on the north side of SH 119 at WCR 5'h. This development would feature larger
homes, expected to range from 1,600 to 2,500 square feet, with prices from $175,000 to $300,000.
Homes would be on one -acre lots, and the community would include a 10 -acre elementary school
and an adjacent open space area.
Other development proposals in the MUD area include a 5 -acre business park with sites for two
4,000 square foot buildings located roughly two miles west of Del Camino.
3.2.1.4 Zoning and Permitted Uses
Planned Unit Developments (PUDs) occupy a significant portion of land within the MUD area. The
general land use within each PUD is shown on Map 3.2. When compared to the Existing Land Use
and Roadway Map, Map 3.1, it is apparent that the majority of these PUDs have not yet been
developed.
The remainder of the MUD area is either still zoned as Agriculture or is zoned in relatively small
fragments for Commercial, Highway Commercial, Industrial, or Mobile Home uses. Other areas in
the MUD area have received Use by Special Review (USR) permits or Special Use Permits (SUP)
to perform different activities other than the uses allowed by right in the Agricultural Zone District.
The largest use obtaining a USR or SUP within the MUD area is gravel mining, with operations
located on St. Vrain Creek, Boulder Creek, and Idaho Creek. These mines are in various stages of
operation, with some completed and others not yet started. Map 3.2 shows the location of permitted
gravel mines. Additional gravel mines can be anticipated along all of these drainages and may
extend beyond the floodplain depending on the economic viability of extraction. The Weld County
Comprehensive Plan, in compliance with Colorado Revised Statutes (Section 34-1-305, 1995), states
the following:
"Access to future mineral resource development areas should be considered in all land use
decisions in accordance with Colorado State Law. No Weld County governmental authority
which has control over zoning shall, by zoning, rezoning, granting a variance, or other
official action or inaction, permit the use of any area known to contain a commercial
2534507 B-1593 P-396 02/21/1997 03:59P PG 56 OF 113
Page 50
2533752 B-1592 P-251 02/18/1997 01:37P PG 56 OF 112
mineral deposit in a manner which would interfere with the present or future extraction of
such deposit by an extractor." (Weld County Comprehensive Plan, 6-5.)
It is difficult to forecast the life of these mines. They are constrained not only by the depth and
quality of mineral reserves, but by market demand for these resources. Since gravel reserves are
located below the water table in this area, the reclamation plans for mined lands would likely involve
the construction of man-made lakes. These lakes may eventually provide attractive settings for parks
or for residential development. In the interim, however, sand and gravel mining issues may limit
land development in these areas.
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MixedU 2534507 B-1593 P-396 02/21/1997 03:59P PG 57 OF 113
Legend
2534507 B-1593 P-396 02/21/1997 03:5i9P PC 82 OF 113
J
1-25 MUD Area Boundary
Commercial
Highway Commercial
Industrial
Mobile Home
Agricultural
Planned Unit Development
1=lndu atrial; MH=Mobile Home;
MU —Mixed Use;
0/C—Office/Commercial
Proposed P.U.D.'s
6
Other USR/SUP's
100 Year Floodplain
Permitted Gravel Mines
.500 3000 Feet
N
1-25 Mixed Use Development Area Structural Plan
Map 3.2 Existing Zoning and Permitted Uses
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November, 1996
3.2.2 Community and Civic Facilities and Services
This section identifies the types, numbers, and location of services that support the MUD area.
Included is information regarding schools, law enforcement, fire protection and other community -
based services. All services are provided by county agencies and districts. Currently, most facilities
providing services are located outside the MUD area. Existing facilities are shown on Map 1.1,
MUD Planning Boundaries.
3.2.2.1 Schools
The MUD area is serviced by the St. Vrain Valley School District. Students living within the
boundaries attend schools in Longmont, Frederick, and Mead. The majority of elementary and
middle school students attend schools in the City of Mead. Most high school students attend Skyline
High School in Longmont.
The following table summarizes existing building capacities and projected enrollments based on
school district trends.
Table 3.1 School Capacity and Projected Enrollments
Schools
Building
Capacity
Actual
1995
Actual
1996
Projected Enrollments
Projected Avg.
Yearly Growth
Rate 1997-2001
1997
1998
1999
2000
2001
Elementary
Mead
456
486
528
559
587
618
645
673
4.7%
Frederick
864
813
822
835
848
855
874
902
2.0%
Indian Peaks
504
483
476
498
514
517
541
552
2.6%
Secondary
Mead MS
349
311
317
327
338
359
380
396
4.9%
Sunset MS
768
751
759
748
764
798
826
826
2.5%
Frederick MS/HS
589
533
544
588
588
613
629
634
1.9%
Skyline HS
1299
1082
1149
1205
1274
1251
1270
1308
2.1%
Niwot HS
/127
1025
1021
1043
1055
1074
1125
1158
2.7%
Source: St. Vrain Schoo District Memorandum May 10, 1996
Notes: Italics indicate enrollment exceeds capacity
MS = Middle School, HS = High School
Of the schools listed above, only two (Mead Middle School and Skyline High) show current
enrollments that do not exceed capacity. The others currently exceed capacity or are expected to
exceed capacity within the next few years. The most immediate need for additional school facilities
is at the elementary level.
There are no plans i:a place for new construction or expansion of existing schools serving the MUD
area. School construction would require a future bond issue. Therefore, residential development
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1e 53
would have an immediate impact on the schools serving the area. However, there are a number of
short term solutions that can be used to mitigate the current over -capacity conditions. Portable
classroom units are commonly used in the district and will continue to be used in the immediate
future. Other, less popular solutions include busing students to below capacity schools or changing
the existing assignment area boundaries.
3.2.2.2 Law Enforcement
The Weld County Sheriffs Department's operation currently includes daily law enforcement
activities, administration, code enforcement, and civil process. As of August 1996, there are 172
total staff working for the Weld County Sheriffs Department, including 100 sworn officers and 72
support and administrative staff. The county is divided into four "beats" based on geographic
location and caseload. There are five to eight officers assigned to each "beat." The MUD area is
included in a "beat" that covers much of southwestern Weld County. Law enforcement
responsibilities are shared by the eight officers assigned to this area. There is currently one satellite
facility located just outside the MUD area. This facility is shared with the Mountain View Fire
Protection District and is located at WCR 13 and WCR 24.
There are physical characteristics inherent to the St. Vrain Creek Valley and adjacent lands that
contribute to the safety vulnerabilities of the area. Approximately 38 percent of the MUD area lies
within the 100 -year floodplain of the St. Vrain, Boulder, and Idaho Creek. The threat of potential
flooding is a concern not only to the Sheriffs Department, but to other emergency services as well.
The creek also creates a natural barrier that bisects the MUD area. This limits access from one side
of the river to the other, causing a potential delay in response times by emergency services.
A proposal to build a 620 -bed county jail in Greeley was approved by county vote in November
1995. The first phase, 160 -bed unit, will commence construction in 1996 and should be completed
in 1997. This project will meet the incarceration needs throughout the county, including the MUD
area, for a number of years. Subsequent phases will be constructed as need arises and funding
becomes available.
The Weld County Law Enforcement Program encourages the development of policies that will
establish community -based law enforcement. These policies will facilitate community -oriented
policing for the MUD area, with more interaction between law enforcement officers and residents.
More responsibility for law enforcement decisions should rest on the community. Sheriffs
Department staff will focus on public education and the development of programs that will empower
communities to help themselves, such as neighborhood watch programs.
3.2.2.3 Fire Protection
Fire Protection for the MUD area is provided by the Mountain View Fire Protection District. There
are currently two stations serving this area for non -volunteer fire protection staff. Both stations are
just outside the MUD area, and provide 24 -hour coverage. There are also five volunteer fire stations
within the Mountain View Fire Protection District. Currently, there are an average of 4.29 fire-
fighters per 1000 persons, which is well above the national average of 1.63 and the Mountain Region
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average of 1.51. One paid fire fighter and at least one volunteer fire-fighter respond to each call.
Of the current district personnel, approximately 20 percent are career (paid) fire-fighters, and 80
percent are volunteers.
Standards for the planning of fire protection facility locations are generally based on response times,
with less emphasis given to population requirements. The current response time standard for the
Mountain View Fire Protection District is approximately 5 minutes. The district has indicated a
desire to maintain an ISO insurance rating of "5", which is assigned to for property located within
five miles of a District fire station and within 1,000 feet of a fire hydrant. The addition of the Del
Camino station in 1992 resulted in continued highly -rated service standards in the district.
The current annual budget for the district is approximately $1.5 million, serving a population of
12,000 persons. All stations, equipment and fire apparatus are purchased through funds provided
by the budget from the Mountain View Fire Protection District. Each station conducts fundraisers
for additional items.
The fire district is adequately staffed to meet the needs of the growing MUD area for some time.
Capital improvements will be required in the future to provide at least one additional fire station.
This will depend on where development occurs and the resulting response times. General
projections of traffic patterns and volumes, along with land use density considerations, should serve
as the basis for locating a future fire station facilities.
3.2.2.4 Community Services
Community services include community activity centers such as senior centers, youth and recreation
centers, libraries, museums and social service agencies. There are currently no community activity
facilities in the MUD area. The majority of those living in the MUD area utilize the museum, library
and community center located on the east side of the City of Longmont. There is a recreation center
in the Town of Frederick, as well. Social Service offices are provided by Weld County, with offices
in Greeley and Ft. Lupton. As the MUD area grows, the need for local facilities will increase.
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355
3.2.3 Transportation
Primary access to the MUD area is via I-25. This four -lane interstate provides regional access to
Fort Collins to the north and Denver to the south. The primary east -west access is via SH 119 and
SH 66. SH 119 is a four -lane, divided highway with at -grade intersections, except at the grade -
separated interchange at I-25. SH 119 provides access through the MUD area west to Longmont
and Boulder. SH 66 is a two-lane highway that provides access to Estes Park to the west and to U.S.
85 on the east. One other notable road is WCR 1, a north/south facility that parallels 1-2:5 four miles
to the east. The remaining roadways in the area consist primarily of two-lane local access roads.
These are a mixture of paved and unpaved roads.
There are four existing signals within the study area, all on SH 119 and maintained by Colorado
Department of Transportation (CDOT). These are located at the I-25 northbound and southbound
off ramps, Turner Boulevard and WCR 1. The existing roadways within the study area are presented
in Map 3.1.
To maintain the capacity of arterial roadways, CDOT defines an access category for all state
facilities, including I-25, SH 66, and SH 119. Access is limited to provide for the high speed, high
volume traffic that the highways are intended to serve. Each is designated for a certain level of
allowable public and private access. I-25, a level one designation, does not allow direct private
access. Public access is provided via interchanges only. SH 119 and SH 66 have subtle differences
in access allowances. In both cases, private access is allowed only if no other reasonable option
exists.
A 1991 study of the I-25/SH 119 interchange area prepared by Felsburg Holt & Ullevig reported
significant congestion during most of the daylight hours. This congestion results from high traffic
volumes, including a significant proportion of truck traffic, close intersection spacing that limits
space available for storage of turning vehicles and a general lack of capacity to move traffic through
the signals. The southbound on ramp has been relocated to the south, which now provides a frontage
road with access to the freeway -oriented commercial developments. This frontage road also
provides access to Turner Boulevard and the southbound I-25 on ramp.
Traffic volumes in the area are expected to grow significantly over the next twenty-five years. The
daily volume along 1-25 south of SH 119 was forecasted by CDOT to increase from the existing
50,000 vehicles per day to 100,000 vehicles per day by the year 2020. CDOT also forecasts
increases in daily traffic along SH 66 and SH 119 west of I-25 of 9,000 to 23,000 and 20,000 to
33,000, respectively (1-25/SH 119 Environmental Assessment, CDOT, 1994). Corresponding
increases in peak hour traffic are also anticipated.
The 1994 environmental assessment for I-25 through Weld County recommended the widening of
the interstate to six lanes between SH 52 and SH 66 to accommodate imminent traffic growth. This
plan includes an 80' envelope to be reserved as a median in the center of the highway for future
options such as High Occupancy Vehicle (HOV) lanes or transit. Also recommended was the
reconstruction of the I-25/SH 119 interchange. The total estimated costs for the 1-25 improvements
from SH 7 to SH 66 is $163,102,000.
— 2534507' B-1593 P-396 02/21/1997 03:59P PG 86 OF 119
NI
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Page 56
CDOT currently has funding for improvements to the I-25 and SH 119 interchange. Construction
is expected to begin in 1997. These improvements, as presented schematically on Figure 3.1,
include adding through lanes and left turn lanes to SH 119 through the interchange, relocating the
east ramps and the east frontage road farther east, and constructing a park -n -Ride on the south side
of SH 119 between t he relocated ramp and the frontage road. Also, the break in the median between
Turner Boulevard and the west ramp intersection will be closed. These modifications are expected
to improve operations immediately by providing additional capacity and space to accommodate
traffic stopped at the four intersections along SH 119.
The widening of the east side of I-25 and relocation of the eastern frontage road farther to the east
will limit the maximum width of the frontage road to two lanes. As development continues to occur,
the capacity of the two-lane eastern frontage road will be reached, resulting in congestion and left
turn safety problems. It should also be noted that the CDOT 1994 Environmental Assessment stated
that this completed improvement would only mitigate current demand and some minor
intensification. The proposed interchange improvement will not accommodate the growth proposed
for the MUD area, which would suggest planning for additional freeway access capacity other than
at SH 119.
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Mn 2534507 B-1593 P-396 02/21/1997 03:59P PG 87 OF 113
ige 57
Figure 3.1 Proposed CDOT I-25/SH 119 Interchange Improvements
BALLOFFET end Associates
5/15.96 WEIAa.ai
Median to
be closed
SH 119 to be widened
from Turner Blvd. to
East Frontage Road
Connector Rdwy
'4— Ramps and \\
I Frontage Roads
. to be relocated
) I2
LL
/ w
i r/ Park -n -Ride;
v" ; Existing /
•
4 —Frontage Road /
to be removed /•
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NOT TO SCALE
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Page 58
3.2.4 Utility Infrastructure
This section addresses utility systems which presently support the MUD area and are key to its
growth and development. Included are water systems, electric power, sanitary sewer, natural gas,
and solid waste disposal. These utility systems vary in terms of ownership, financing, cost recovery
mechanisms, and ability to support development. This section evaluates the ability of existing utility
infrastructure to meet anticipated demands, requirements for utility improvements, the feasibility of
such improvements and critical constraints.
Water supply is the most significant factor potentially limiting development within the area.
Adequate water for fire protection is of particular concern. However, water line construction
scheduled for 1996 will improve the situation for easterly and northerly portions of the area, as well
as providing a basis for continued development. Other utilities are in a relatively good position to
support both current needs and future growth, although this is a function of the timing, extent and
location of growth. These and related issues are addressed below.
3.2.4.1 Water Systems
Potable water is needed for both domestic use and fire protection. Domestic use is primarily an issue
of distribution, and fire protection is an issue of the extent and duration of peak flows. The
components of water supply for residential, commercial, and industrial development include raw
water supply, treatment, storage and distribution. The extent to which each of these components
influences potential development within the MUD area varies, as discussed below.
The MUD area is currently supplied by four water districts on a service area basis, as shown on Map
3.3 and in Table 3.2. Each of these districts is a member of the Northern Colorado Water
Conservancy District (NCWCD) of Loveland. The NCWCD supplies raw water from the Colorado
Big Thompson and Windy Gap Projects to member municipalities and districts for domestic and
agricultural use. Project water is conveyed from the Western Slope through a series of tunnels,
supply canals, and :reservoirs for further distribution and use on the Eastern Slope. The NCWCD
is currently constructing the Southern Water Supply Project to provide year-round deliveries of
untreated water by pipeline from Carter Lake to participating entities in the area. Although supply
costs will vary, raw water supplies are generally available to support growth and development within
the MUD area. Conversion of agricultural water rights to municipal uses will likely continue.
Water treatment, storage and distribution capacity are interrelated. The capacity of a water district
to serve additional customers is related to existing capacity versus current demands, the extent,
timing, and location of additional demands, and the costs for providing service. In the near -term,
the districts are able to provide a limited number of taps, with certain exceptions, based upon
available capacity. As this available capacity is committed, additional service will become
increasingly expensive and may require costly system expansions. In the longer term, demands
related to MUD area build -out will compete with regional growth and development pressures.
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Mixed 2534507 B-1593 P-396 02/21/1997 03:59P PG 89 OF 113
59
Legend
n I -n
0 1500 3000 Feet
LONE
29 WATT
1-25 MUD Area Boundary
Water District Boundary
— I ' Left Hand Water Distric: Lines
Longs Peak Water District Lines
Little Thompson Water District Lines
Central Weld Water Distlet Lines
, VC
2 1/2'
2• ......11/4
Proposed Central Weld/
Little Thompson Interconnect
24 .« 19
1 1/4'
1 1 2' 1' .C.R. #308 88
1/21 1b R881h R871I}'
2 1 1/2'
L2' 1', W.C.R. #28
M.C.R. #26
S.H. 119
M.C.R. #24
WCR #22
W.C.R. #2(
N
1-25 Mixed Use Development Area Structural Plan
Map 3.3 Water Services
2533752 8-1592 P-251 02/18/1997 01:37P PG 90 OF 112
nernber, 1996
Raw water supply for fire protection is an immediate concern, given current capacity restrictions
in several of the water district systems in the MUD area. The operative Development Standards for
Fire Protection, based upon requirements of the Uniform Fire Code, are provided by the Mountain
View Fire Protection District. These standards provide minimum flow, pressure and duration
requirements for various occupancy classifications and areas, as well as related fire protection
guidance. The standards allow some credit for the use of automatic sprinkler systems and automatic
detection, and thus provide some flexibility to support development where all of the water supply
requirements are difficult to meet.
In terms of distribution capacity, the MUD area is at the geographic extremity of three water supply
systems. The following is a summary of the current water systems in the MUD area:
• Little Thompson Water District service within the area consists of a looped, 6 -inch main
which serves the business park area to the northeast of the I-25/SH 66 interchange and a series
of small -diameter rural water supply lines.
• The Central Weld County Water District system, primarily serves an area to the east and
south of Del Camino, including the Towns of Frederick, Firestone, and Dacono. The portion of
the Central Weld County system serving the east side of I-25 and south of SH 199 is currently
supplied through its own system, and there is a cross -tie with the Left Hand system along the
west side of I-2:5. Central Weld County has undertaken considerable system expansion over the
last several years. Capacity is limited by current system constraints.
Left Hand Water District has historically supplied the I-25/SH 119 area through an 8 -inch
main. This is fed by a trunk line which extends from Niwot. In order to serve new development
at WCR 3% and SH 119 (Long View PUD), Left Hand acquired the Central Weld cross -tie and
built a 16 -inch line extension. Other development may be served by this line; however,
extension of service beyond that to the Long View PUD will incur significant costs for pumping
and storage.
• The portion of the Longs Peak Water District within the MUD consists of approximately two
square miles of predominantly rural area north of St. Vrain Creek and west of I-25. The present
water distribution system in this area has small -diameter lines and is currently at capacity.
Further information on the water districts which serve the MUD area is given in Table 3.2.
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Mixed 61
Table 3.2 MUD Water Districts
Water District
Raw Water Source
Treatment Plants
Analysis
Left Hand Water District
P.O. Box 210
Niwot, CO 80544
Storage at Andrews
Storage Tank located
southeast of Niwot,
2.0 million gallon
capacity.
1. Spurgeon Plant north
of Boulder
2. Dodd Plant west of
Niwot
Limited capacity for
future growth.
Longs Peak Water District
9875 Vermillion Road
Longmont, CO 80501
Carter Lake is source
for 90,000 gallon
storage tank north of
Union Reservoir
1. Kugel Plant in
Longmont
2. Plant No. 1 at Terry
Lake, N. of
Longmont
Currently at capacity for
existing customers,
expansion required for
future development.
Little Thompson Water
District
307 Welch Avenue
Berthoud, CO 80513
Carter Lake Filter
Plant, capacity 25
million gallons per
day
Limited capacity for
future growth.
Central Weld County Water
District
2235 2nd Ave.
Greeley, CO 80631
Carter Lake Filter
Plant, capacity 25
million gallons per
day
Limited capacity for
future growth, at capacity
for fire demands.
Source: Balloffet & Associates, Inc., 1995
The Weld County Comprehensive Plan includes the following requirement:
"The water supply system serving the proposed development site or zone district must deliver a
minimum of 500 gallons per minute at 20 pounds per square inch residual pressure for 30
minutes. "(Weld County Comprehensive Plan, 3-16).
It should be noted that the Mountain View Development Standards are more complex and generally
more stringent than the stated MUD Plan requirement. The Mountain View Fire Protection District
should be consulted early in the development process to ensure that all water supply requirements
are properly met.
Financing and Revenue Structure
The water districts typically use revenue bonds or notes/mortgages (with collateral) to finance capital
expenditures. Water service fees, tap fees and other revenues are used to cover costs, including debt
service and operating costs. Water is typically metered and rates are by category of use, tap size and
quantity used. There is an annual allotment which is related to meter size and a surcharge for
consumption in excess of the annual allotment. Tap and related capital investment fees are used to
provide service connections and vary with tap size. Administration and study fees, which vary with
tap size, are also typically applied to new service connections. In addition, the districts charge a one-
time raw water fee, or may require that the developer provide raw water in the form of Colorado -Big
Thompson or Windy Gap Project shares. Fees and rates are generally comparable between the
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districts. In general., the districts do not have capital expansion financial plans in place to support
longer -term growth in the MUD area.
Ability to Respond to Growth
Current capacity restrictions within the MUD area will be eased, to an extent, by water line
construction in progress by the Little Thompson and Central Weld County Districts. Little
Thompson will own the 24 -inch portion of this line north of SH 66 and Central Weld County will
own the 18 -inch portion of the line south of SH 66; the latter will form a portion of a loop to the east
of I-25, intended to serve the Firestone, Frederick and Dacono areas, as well as the development
around the I-25/SH 119 interchange. The line will provide increased capacity within both service
areas, although future distribution system improvements will be needed as development occurs.
There is also a relatively recent agreement between Central Weld County and Left Hand Water
Districts to make additional capacity available to the latter, through interconnection between their
systems in the area. This will take advantage of the additional capacity afforded by the new line;
however, its general use within the Left Hand service area beyond Longview PUD may involve
pumping the water back uphill. There has also been discussion involving possible Longs Peak
interconnection with the new line. This may offer a viable option to support future development in
this portion of Longs Peak's service area.
3.2.4.2 Electric Power
The MUD area is within the service territory of United Power, Inc. United Power, with headquarters
in Brighton, is a public utility and a member of the Tri-State Generation and Transmission
Association, Inc. Both are members of the Rural Utility Service (formerly Rural Electrification
Association.) The City of Longmont, to the west of the MUD area, has a municipal electric utility,
as does the Town of Frederick, to the southeast. Frederick has an agreement for power supply with
United Power, whereas residents of Firestone and Dacono are served directly by United Power.
The MUD area falls within United Power's "Service Area B." Some transmission facilities pass
through this area but are not part of United's system. The three United substations in the vicinity,
Mead, Del Camino and Dacono, serve various functions related to supplying power at sub -
transmission and distribution voltages.
United's rate schedules and service provisions are outlined in current Colorado Public Utility
Commission (PUCI filings. Depending upon the classification of service provided, demand and
energy charges will be assessed and facility charges may be assessed.
Ability to Respond to Growth
The electric power distribution system in the MUD area is relatively well developed and can
accommodate the future growth and development envisioned. Specifically, United Power has plans
for expansion in the area, to include the future installation of a substation about one mile east of the
I-25/SH 119 interchange. This substation will be constructed as demand warrants.
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IV
Page 63
3.2.4.3 Sanitary Sewer
The St. Vrain Sanitation District provides sanitary sewer service throughout the MUD area, as shown
on Map 3.4. The district's service area, in part based upon drainage areas, is considerably large,
allowing for future expansion.
The district was formed in 1986 to provide sanitary sewage collection, treatment, and disposal
service in the Del Cimino area. Since that time, the district has expanded its boundaries to provide
services to a larger area. To date, the system includes a sewer system consisting of lines from 4 to
24 inches in diameter, a lift station to serve the area west of St. Vrain Creek and a treatment plant
consisting of two lagoons and related equipment. Treated effluent is returned to St. Vrain Creek
downstream of the MUD area. The treatment plant operates at a hydraulic loading of 160,000
gallons per day, as compared to its capacity of 500,000 gallons per day.
The district expansion plan, called Phase II Construction, would increase treatment plant capacity
to 1.5 million gallon:; per day. Phase II Construction would include the installation of two additional
lagoons, one chlorine chamber and one blower. The timing of this expansion is uncertain at present,
and will be a function of need, among other factors. In addition, the district has plans to extend a
line toward SH 66 to serve the northerly portion of the MUD area. Map 3.4 shows current district
and service area boundaries and proposed sewer trunk lines which would serve the entire MUD area,
as dictated by growth needs.
Financing and Revenue
From a financial standpoint, district capital, maintenance and operations needs are accommodated -by
a variety of means, including bonded indebtedness, property tax revenues, plant investment fees and
service fees. Funds for major capital expansion are typically acquired by the sale of bonds. The
timing and extent of bond sales are dependent upon a combination of the district's bonding capacity,
demonstrated need, ability to pay, and bond rates. The district re -financed its existing debt in 1991
and cannot again do so. The district collects property taxes, levied upon properties within its
boundaries, to primarily support debt service. In terms of property tax revenues, commercial
properties have been the largest source, followed in order by residential, agricultural, oil and gas, and
natural reserves.
The district has other sources of revenue, including user charges and tap fees. User charges are
collected on a monthly basis and depend on the category of development served. Such fees are
largely used to cover operating expenses.
Developers are required to pay the full cost of construction of all extensions and connections to serve
their development. In cases where the district requires construction of an oversized line to serve
other development, a developer may be reimbursed by the district for a portion of the cost of the
oversized line. The district assumes ownership and maintenance of lines after their construction.
Currently, the district charges a $3,200 plant investment fee per single family dwelling unit. The
monthly service fee is $22 per single family dwelling unit.
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Page 64
so
'4
19 20
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GI
Res. �...
i
y
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o4
k
R
(T:
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- - 1-25 MUD Area Boundary
St. Vrain Sanitation District Boundary
Service Area Boundary
Sewer Lines
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2533752 B-1592 P-251 02/18/1997 01:37P PG 95 OF 112
lovember, 1996
Ability to Respond to Growth
The Saint Vrain Sanitation District is currently operating at 30-35 percent of treatment capacity. The
district has available conveyance and treatment capacity to serve new development occurring along
its present system. This assumes that the service can be provided with extensions from the existing
system. Development in portions of the MUD area remote from the district's present collection
system would require sewer line extensions, assuming the growth could be accommodated within
existing treatment capacity. Costs for major system extensions can be on the order of $200,000 per
mile, which does not include the costs of lift stations or road and waterway crossings. In terms of
treatment capacity, the district estimates that the capacity increment from 500,000 to 1,500,000
gallons per day could be constructed for $250,000. The cost for each 500,000 gallon per day
capacity increment beyond 1.5 million gallons per day would be from $1.5 to $3.0 million,
depending upon the treatment technology chosen.
3.2.4.4 Natural Gas
Natural gas service in the MUD area is currently provided by KN Energy. Their distribution system
in the area extends northward along I-25 and primarily serves the Del Camino area and the
development to the north and east of the I-25/SH 66 interchange. Map 3.5 shows approximate line
locations, pressures, and sizes. Line capacities are a function of both pressure and size. The base
rate for gas service is $3.93 per unit (100 cubic feet), although there are tiers of rates, depending
upon usage, and various rate schedules for different classes of customers. Natural gas rates and
service provisions are regulated by the Colorado PUC.
New gas service extensions are installed by KN as requested by a developer or other party, and the
installation cost is paid by the requester on a time and materials basis. Service extensions are
normally handled as a part of fees paid out by developers.
Ability to Respond to Growth
KN Energy has adequate capacity to handle the MUI) area's growth in demand for the near future,
and there are no expansion plans for this system at the present time. However, there are no
constraints against doing so as the need arises. Major System expansions would be constructed by
KN Energy, with provisions for cost recovery from developers.
2533752 B-1592 P-251 02/18/1997 01:37P PG 96 OF 112
2S34507 B-1593 P-396 02/21/1997 03:59P PG 96 OF 113
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Legend 2534507 B-1593 P-396 02/21/1997 03:59P PG 97 OF 113
I-25 MUD Area Boundary
2" or Smaller Intermediate Pressure Gas Line (1 PSIG to 49 PSIG)
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2533752 8-1592 P-251 02/18/1997 01:37P PG 97 OF 112
June, 1996
3.2.4.5 Solid Waste
Solid waste collection and disposal services in the MUD area are currently provided by two firms,
Western Disposal Services and United Waste. Western Disposal has dumpsters in commercial areas
at Del Camino and also provides residential service. United Waste has one dumpster at the M&S
Garage and provides some residential service in the Frederick area. Solid waste disposal services
in the Del Camino area are arranged directly between property owners/managers and the disposal
firms and are generally on the basis of standard rates and service packages. Disposal is at licensed
facilities, of which the closest is the Laidlaw landfill east of Erie. Other licensed landfills which may
be used are near Ault and in Adams County, near Denver International Airport.
Ability to Respond to Growth
Solid waste collection and disposal do not provide constraints to future development of the MUD
area, although more formalized arrangements for providing service, such as franchise agreements
with Weld County, may be beneficial.
3.2.4.6 Influence of Utilities on Development Patterns
The costs of utility service extensions can be minimized by locating development in proximity to
existing utility infrastructure having available capacity, or in areas where utility extensions are the
most cost-effective. To an extent, the location of development can be influenced by this factor. Map
3.6 was prepared to illustrate this and to suggest a sequence of development in the MUD area based
on utility services.
2533752 B-1592 P-251 02/18/1997 01:37P PG 98 OF 112
i 2534507 F-1593 P-396 02/21/1997 03:59P PG 98 OF 113
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2533752 B-1592 P-251 02/18/1997 01:37P PG 99 OF 112
November, 1996
3.2.5 Existing Parks, Recreation and Floodplain Resources
The existing resource opportunities for the MUD area are wildlife habitats, reclamation of gravel
extraction areas, and regional parks. There are excellent opportunities for future resource
developments such as community parks and the development of trail linkages. Existing parks,
recreation, and floodplain resources are shown on Map 3.7.
Wildlife
The St. Vrain Creek and its associated riparian area provide habitat for a variety of species,
including white tailed deer and bald eagle. Riparian areas along any of the major drainages and
ditches are used by many species as travel corridors, food, cover and nesting. Gravel pits in the
area are used by water fowl. Reclaimed pits can provide recreational fishing opportunities.
Sand and Gravel Extraction
Sand and gravel extraction areas can be reclaimed for habitat preservation, and public
recreational purposes if the owner is willing. Reclaimed pits also are used as water storage
reservoirs, water features in residential developments and private duck clubs. The St. Vrain
Creek and Boulder Creek provide excellent sand and gravel extraction potential. These resources
can be found predominantly within the 100 -year floodplain. There are approximately nine active
pits within the study area, with an additional seven permitted. Weld County also owns and
operates pits east of Barbour Ponds along the St. Vrain Creek which will be reclaimed as park
land.
Regional Parks
Currently there is one regional park in operation within the MUD area. Barbour Ponds State
Recreation Area is managed by the Colorado Division of Parks and Outdoor Recreation and is
very highly used (200,000 visitors in 1994). It is approximately 80 acres in size and is used by
tourists and local residents for fishing and camping. The management plan for the Recreation
Area calls for expansion east and west as opportunities arise. One such opportunity may be to
incorporate the Weld County gravel pits east of I-25 when they are reclaimed.
Union Reservoir, located immediately north of the MUI) area, provides additional recreational
opportunities to resi dents within the MUD area. The City of Longmont operates Union
Reservoir Park on the southwest shore. The City owns over half of the surface water rights in the
lake and leases andior owns the land for the 736 -acre park. Visitors enjoy fishing, wakeless
boating, windsurfing, swimming, camping, picnicking and wildlife viewing. The northwest
portion of the reservoir is reserved as a bird sanctuary. Water sports equipment may be rented at
the marina area. A boat ramp and accessible fishing pier are located on the western shore. As
money becomes available and as landowners are willing, the City of Longmont intends to
acquire additional park lands in fee or through lease agreements.
2533752 B-1592 P-251 02/18/1997 01:37P PG 100 OF 112
h 2534507 B-1553 P-396 02/21/1997 03:59P PG 100 OF 113
Page 70
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Legend 2534507 R-1593 P-396 02/21/1997 03:59P PG 101 OF 113
— I-25 MUD Area Boundary
Regional Parks — Existing/Proposed
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Map 3.7 Parks, Recreation and Floodplain Resources
2533752 B-1592 P-251 02/18/1997 01:37P PG 101 OF 112
November, 1996
Neighborhood and Community Parks
Neighborhood and community parks are those facilities that typically serve an urbanized area and
may include facilities such as swimming pools, recreation and senior centers, ballfields and
playgrounds, basketball and tennis courts. There are no neighborhood or community parks within
the MUD area. The closest facilities are in the City of Longmont.
Limiting Site Factors
There are several plans that identify areas within and adjacent to the MUD area that contain natural
elements that obstruct or are hazardous to certain types of development. These sites are categorized
as having Limiting Site Factors which include floodplains, critical wildlife habitat areas and
topography constraints. These areas allow the lowest intensity of development in the MUD area.
The Weld County Open Space Plan identifies the St. Vrain Creek corridor as a potential open space
area. In its Comprehensive Master Plan (January, 1995), the City of Longmont has identified the
area south of Union Reservoir and along SH 119 as its eastern buffer. According to the city's plan,
this land would be preserved to maintain the city's identity and enhance the visual quality of its
entrance corridor. The land would not necessarily be open for public access. A variety of techniques
would be used to protect the land, including acquiring title, development rights, and easements.
Boulder County has identified the St. Vrain Creek and Boulder Creek corridors within the Boulder
County Comprehensive Plan as providing wildlife habitat, community buffers and trail corridors.
Protection of these corridors could occur with development, as developers dedicate land for trails
and/or open space, or as opportunities to acquire lands or easements are present. The Structural Land
Use Plan for the MUD area also identifies land along the St. Vrain Creek corridors as containing
Limiting Site Factors which would serve as a deterrent for intensive development. The Structural
Land Use Plan encourages this land to be utilized by the lowest intensity of uses in the MUD area.
Trails
The St. Vrain Creek has been designated as a greenway in the St. Vrain Greenway Master Plan,
adopted by the City of Longmont. Development includes a pedestrian and bike trail along the river
through Longmont and into the MUD area. The City of Longmont has prioritized development of
the trail through the city center and will implement connections to the east and west as these areas
are developed.
In addition, the Longmont Comprehensive Master Plan identifies the St. Vrain Creek, Dry Creek No.
2, and Spring Gulch ditch as primary greenways. Greenways are linear open space corridors that
permit public access, connect residential areas to the bikeway network and with community activity
areas, and accommodate trail -oriented recreation. The Spring Gulch trail would link Union
Reservoir Park with trails along the St. Vrain.
Boulder County has identified trail corridors along the St. Vrain and Dry Creek No. 2 up to the
Boulder/Weld County line. As mentioned previously, reaches of these trails would be implemented
as development occurs or as acquisition opportunities arise.
2533752 B--1592 P-251 02/18/1997 01:37P PG 102 OF 112
Mix 2534507 B-1593 P-396 02/21/1997 03:59P PG 102 OF 113
ge 72
Historic Sites
Two historic sites are currently known to exist within the MUD area. One site is located on private
land and is noted with a historic marker, which identifies "Fort Junction," built in 1864 by pioneers
of the Boulder Creek and St. Vrain Creek Valleys. This was a sod enclosure garrisoned by home
guards as protection against hostile Indians. It stood about 200 feet east of the current east frontage
road paralleling I-25, and about one quarter mile north of SH 119.
The second historic site located within the MUD area is the Rinn Community Church. The Rinn
Community Church has been an important community landmark in southwestern Weld County since
the early 1900's. Prior to the establishment of the church, Sunday School and religious services were
held in a small school house at Idaho Creek. By 1900, the Sunday School had grown and services
were being held not only there, but also at Dailey Stone and St. Vrain Schools. The need for a
church was often discussed by the community. In 1905, land was dedicated at the junction of Weld
County Roads 20 and 9 for the church's construction.
Completed and paid for in 1906, the Rinn Community Methodist Church was dedicated in the
summer of 1907. The building was 20'x30' with a small entryway. The church had an organ,
homemade altar rail. folding chairs and a coal burning stove. The first parsonage was built in 1911
so that a full-time pastor could be invited to serve. On Christmas Eve of 1924, however, a fire
consumed the church. By August of 1925 a new building was ready. In 1936 a new Colorado
Highway 87 was built north from Denver and both the church and parsonage were moved. The
construction of I-25 in 1958 also necessitated another relocation of the church to its present location
immediately west of 1-25 on the north side of Weld County Road 20. Today, the Rinn. Methodist
Church serves as an important historical landmark for the community and Weld County.
3.3 Market Factors and Likely Trends
3.3.1 Market Conditions
The following presents a summary of the major market conditions that will influence the types of
development and likely trends in the MUD area.
3.3.1.1 Location
The MUD area, while rural in character, lies within 30 miles of all major employment centers and
product markets on :he Northern Front Range. I-25 provides convenient access to these cities and
gives the MUD area a strategic location for providing retail goods and services to increasing traffic
volumes along the interstate.
The MUD area occupies a strategic location for commuters. The area, surrounded by larger cities,
is approximately 5 miles from the urbanized areas of Longmont, 15 miles from Loveland, 15 miles
from Boulder, 30 miles from Greeley, and 25 miles from Fort Collins to the north and Denver to the
south. Residential developments in the incorporated towns around the MUD area support persons
commuting to all of these cities.
— 2534507 B-1593 P-396 02/21/1997 03:59P PG 103 OF 113
M. ge 73
2533752 B-1592 P-251 02/18/1997 01:37P PG 103 OF 112
3.3.1.2 Transportation
As previously stated, I-25 has a major influence on the MUD area. From a market perspective,
increasing traffic volumes and regional growth along the I-25 corridor will influence the market
conditions in the MUD area. The following are additional factors related to transportationissues that
influence market conditions.
The MUD area : ies approximately 10 miles north of the proposed E-470 highway, which will
link I-25 to the Denver International Airport (DIA) and enhance the convenience of access from
DIA and the entire Denver metro area to Weld County and the Northern Front Range.
• Trucking industry experts' state that truck traffic along the MUD area portion of 1-25 is not
sufficient to support new trucking service facilities. These sources characterize existing truck
traffic in this area as "local," with most truckers distributing products to Northern Front Range
destinations. Truckers serving local routes generally require fewer services than truckers on
nationwide routes; while the North American Free Trade Agreement may eventually generate
increased north -south truck traffic along I-25, over the next ten years truck traffic is not likely
to support significant additions to the existing service base.
3.3.1.3 Utilities
This market analysis proceeds under the assumption that issues involving sanitary sewer and water
infrastructure will not preclude development. Nonetheless, in reality, this issue is likely to exert
significant influences on the timing, location and character of development in the MUD area. In
regard to industrial„ retail and lodging development, the current availability of water and sewer
infrastructure gives the Del Camino area a significant advantage among the various interchanges
along I-25. Conversely, the unavailability of such infrastructure may constrain development in other
parts of the MUD area.
3.3.1.4 Regional Development Trends
Residential Development
New residential development has not occurred in the MUD area in recent years, but activity is
increasing with projects such as the Longview and Meadow Vale PUDs. In surrounding towns such
as Erie, Frederick and Mead, however, residential growth has accelerated. New housing products
have occupied two price ranges: a starter home market priced from below $100,000 to $130,000,
and an upscale niche, with large homes priced from $200,000 to $300,000. Some recent starter
' Forrest Baker, Transportation Research & Marketing, a consulting firm based in Idaho,
referred by NATSO, National Association of Truck Stop Operators. Also Conoco representative, John
Bennett.
2534507 B-1593 P-396 02/21/1997 03:59P PG 104 OF 113
N.
Page 74
2533752 B-1592 P-251 02/1£3/1997 01:37P PG 104 OF 112
home projects in these towns have achieved average absorptions of three to four homes per month,
and one project in Erie has averaged seven sales per month in its first four months. Additional
residential developments have been proposed in these and other surrounding area towns.
In recent years, high housing and land costs and protracted development requirements have pushed
residential growth from the City of Boulder to nearby municipalities such as Lafayette, Louisville
and Superior. As development has proceeded, some of these communities have responded with
growth limitations of their own. The Boulder -area growth may be increasingly directed to outlying
communities such as Longmont, northern Broomfield, Erie, Weld County and the MUD area.
In the fall of 1995, Longmont passed an initiative to limit residential building permit issuances to
1 percent of the previous year's residential base. This measure would limit annual residential con-
struction to 220 homes in 1996, driving significant residential development to other market areas.
While the MUD area occupies a strategic location for new development, there are other development
areas that will compete for residential markets. Ample land near I-25 and the proposed W-470 and
E-470 highways is available for development in the northern reaches of Broomfield, Westminster
and Thorton. These areas might attract home buyers employed in the Denver/ Boulder corridor, in
the DIA area or other locations in the Denver metropolitan area. Similarly, other rural Weld and
Larimer County communities are likely to compete for home buyers working in Fort Collins,
Greeley and Loveland.
Commercial Development
While an industrial company may wish to maintain its office headquarters in a high profile location
in Denver or Boulder County, there is an attraction for location and cost advantages of Weld County
and the MUD area. In the last two years, approximately 235,000 square feet of new industrial space
has been developed at the Del Camino and I-25/SH 66 interchanges. In the last five years, new
development at I-25'SH 119 interchange has included two motels and three new industrial buildings,
including Hauser Chemical, Dovatron Electric, and Gerard's Bakery. All of these businesses
relocated or expanded to the Del Camino Business Park from Boulder County. The Indian Peaks
Industrial Park in Frederick similarly reports that many of its occupants relocated or expanded from
bases in Denver.
The MUD area presents a number of strategic advantages for attracting nonresidential development.
• The MUD area can attract manufacturers and distributors sending products to markets
throughout the Northern Front Range.
• The MUD area's location provides convenient connections to corporate administrative office
bases in Front Range cities.
2533752 B-1592 P-251 02/18/1997 01:37P PG 105 OF 112
— 2534507 B-1193 P-396 02/2'1/1997 03:59P PG 105 OF 113
Mix ige 75
• Housing, labor, utilities, and other such costs are less expensive in the MUD area than in more
urban employment centers such as Boulder, Denver or Longmont.
• Land is less expensive in the MUD area. In the Longmont area in eastern Boulder County,
nonresidential land sells in the range of $1 to $2 per square foot. This area represents the lower
end of the Boulder County industrial land market; areas along Highway 36 command higher
prices, and prices in the City of Boulder range from $3.50 to $5.00, a few high end parcels may
sell for as much as $10.00 per square foot. In comparison, within the MUD area, the most
expensive land is located at the Del Camino interchange, where retail land may sell for up to
$4.00 per square foot. Industrial land along the frontage roads near Del Camino has sold for $1
to $2 per square foot, which is competitive with the Longmont area. In the industrial areas at the
SH 66/1-25 interchange, recent industrial land sales have occupied the $0.50 to $1.00 per square
foot price range. The vacant agricultural land along Highway 119 has generally sold at even
lower rates, generally below $0.35 per square foot.
Besides the advantages for commercial development, there are other factors that will influence
nonresidential development in the MUD area.
• The City of Boulder recently passed a measure to restrict nonresidential construction. This
measure will eventually limit such construction to levels that are significantly below recent rates,
and is likely to drive significant volumes of nonresidential development to outlying areas.
• A new major factory outlet mall/mixed use development has been proposed for the northeast
corner of the I-25/WCR 8 interchange in Dacono. If this development proceeds, it could become
the central location for retail and tourist -related development for the southwestern part of Weld
County.
33.2 MUD Area Growth Projections
In establishing a reasonable level of expected growth in the MUD area, three scenarios were
examined: conservative, moderate and aggressive projections.
Of the three development scenarios, the moderate scenario relies most heavily on long-term patterns.
The approach applies growth rates that were originally prepared for a twenty-five year period (1990
to 2015), and also makes adjustments based upon a nine-year development trend in the City of
Longmont. To the extent that longer histories produce more reliable long-term indicators, this
scenario may represent the most reliable forecast.
In contrast, the aggressive scenario relies exclusively on short-term trends, projecting recent
development trends into the future. While the recent past may sometimes provide the most accurate
indication of developing new patterns, short-term trends may not endure: the 1994 development of
two motels at Del Camino, for instance, does not mean that two additional motels will be developed
in subsequent years.
— 2534507 B-1563 P-396 02/21/1997 03:59P PG 106 OF 113
Page 76
2533752 B-1592 P-251 02/1R/1997 01:37P PG 106 OF 112
The conservative scenario involves perhaps the least reliable basis for projection. This projection
relies on 1990-1993 growth patterns in the surrounding area towns - not a long-term trend. Weld
County building permit records show the construction of only one new residence in 1993 and four
new residences in 1994. While the figures appear to contradict recent indications regarding future
residential development, this scenario should not be dismissed entirely.
In weighing these three scenarios, this analysis calculates the lower range of development as an
approximate average of the conservative and moderate scenarios. This calculation yields a lower
range of development at roughly 60 dwelling units per year, or 600 units over ten years. Thus, this
analysis identifies an overall range of 60 to 150 units has been established as a reasonable range of
expected residential development, as summarized in Table 3.3.
Table 3.3 Range of Likely MUD Area Residential Development
Scenario
Annual Growth
in Dwelling
Units
Ten -Year
Growth in
Dwelling Units
Basis for Projection
Conservative
20
200
1990-1993 growth rates in surrounding area towns.
Moderate
100
1,000
MUD Area capture of long-range growth in Longmont
area and southwest Weld County.
Aggressive
I50
1,500
Current development trends and expected high
absorption of low-cost dwelling units.
Range
60-150
600-1,500
Lower range based on average of conservative and
moderate scenarios; upper range based on aggressive
scenario.
Source: Coley Forrest, Inc., 1995
3.3.3 Likely Trends
This section identifies the type of real estate development likely to occur in the MUD area over the
next ten years and projects an approximate range of the volume of development.
3.3.3.1 Residential Neighborhood Development Trends
Likely trends in the residential development sector focus on three issues: (1) the type of residential
development likely to occur in the MUD area and its surrounding communities; (2) the most likely
locations in the MUD area for residential development; and (3) an approximate range of likely
growth rates.
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2534507 B-1593 P-396 02/21/1997 03:59P PG 107 OF 113
Mixec
77
Home buyers seeking housing in the MUD area are likely to occupy three distinct market niches:
(1) Homes priced from below $100,000 to $150,000, appealing to first-time home buyers
employed in Longmont, Boulder, Denver and other nearby employment centers.
(2) Homes priced from roughly $200,000 to $300,000, appealing to higher income householders
recognizing the higher housing values available outside the expensive markets in Denver,
Boulder and the Denver/Boulder corridor. Residential development in this niche will occur
in rural, removed areas, as most custom home buyers will seek rural, secluded settings.
(3) Manufactured homes, offering the most affordable housing product in the market. State-of-
the-art manufactured homes can range in price from $30,000 to $80,000. Modern
manufactured home communities often feature homes situated on permanent foundations at
densities of 5 or 6 units per acre. Leased manufactured home communities along the
Northern Front Range are 99.7 percent occupied.' Several modular home projects have been
proposed, and one such project has recently been developed within the MUD area. This type
of housing may be attractive to home buyers who work in the relatively low -wage industrial
occupations that have comprised significant portions of employment in both Longmont and
Weld County.
3.3.3.2 Shopping Centers
Shopping center development is not likely in the MUD area until it has developed a substantial
housing base. Three factors would constrain such development:
• Residential growth patterns. Over the next ten years, likely residential development in the MUD
area would consist of 600 to 1,500 homes, dispersed in separate areas, none of which will offer
concentrations sufficient to support a neighborhood shopping center. While the necessary
concentration o F unserved "rooftops" varies, one retail expert estimates that new development
is not likely to occur without a surrounding community of roughly 1,500 homes. The Urban
Land Institute's Shopping Center Development Guide sets forth a rough rule of thumb requiring
a minimum of 2,500 persons (approximately 1,000 homes) within 1.5 miles or a five to ten
minute drive of the center. The Denver metropolitan area provides numerous examples of
communities comprising of one to two thousand homes that do not contain neighborhood retail
centers. These include the communities of Superior, Lone Tree, Stonegate and Roxborough Park
in the southern Denver metropolitan area.
2 Denver Post newspaper article, Steve Raabe reporter, 9/19/95. Quote from article: "and if
you're looking for a space in northern Colorado, good luck. Out of the 8,066 spaces in the Greeley -
Loveland -Longmont -Fort Collins area, you'll find only 13 vacant spaces - an amazing occupancy rate of
99.7 percent." Mr. Raabe references Ralph Melden as his source. Ralph Melden is with Melden Realty,
a firm specializing in manufactured housing properties.
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• Convenience to existing retail centers. New developments in the western parts of the MUD area
along SH 66 and SH 119 would be conveniently situated (within fifteen minutes drive time) to
Longmont area stores, thus constraining additional retail market opportunities.
• Available sites. Given the relatively low concentrations of residential densities that are likely
to occur, new retail developments will most likely seek sites with high visibility along high
traffic corridors. In the MUD area, the primary traffic corridors are located along I-25 and along
SH 66 and SH 119. Retail development at the I-25 interchanges would most likely be within the
convenience/highway-service niche. In the areas along SH 119 or SH 66 to the west of I-25,
retail development would have to compete with a broad range of shopping centers in Longmont.
3.3.3.3 Commercial Development Trends
Substantial office development is not likely to occur in the MUD area. While some industrial
buildings offer office space, the MUD area's industrial image and its distance from upper income
housing areas will hinder its ability to attract substantial office development.
Convenience stores and service establishments, such as gas stations and fast food restaurants, will
continue to represent the principal type of retail development in the MUD area. This type of
development will likely occur primarily on the east side of the Del Camino interchange, and will
begin after the realignment of the Del Camino interchange. Some neighborhood service
establishments may also begin to appear as residential growth occurs, but development of new
neighborhood shopping centers is unlikely until some time in the future. It is more likely that small
strip centers at the SH 66 and Del Camino interchanges may begin to feature stores that can serve
local residents as well as tourists and truckers. Examples of such stores might include drugstores,
video stores, laundromats, bakeries, ice cream parlors, auto parts stores, and film developing stores.
Over the next ten years it is reasonable to anticipate retail development in the MUD area to include
three to five new restaurants (including fast food restaurants); two to three gas stations (with
convenience stores); and five to ten miscellaneous service retail stores, with a total square footage
estimated at 30,000 to 50,000.
3.3.3.4 Lodging
Lodging in the MLD area includes five facilities at Del Camino. These facilities are all limited
service motels with 40 to 80 rooms. Interviews with motel operators reveal the following:
During the summer months, Del Camino motels operate at high or full occupancies. Guests include
a varying mix of business travelers, vacationing families, and truckers. The recently opened Days
Inn and Comfort Imi receive higher levels of tourist traffic, often hosting weekly stays for families
visiting various locations along the Front Range. In contrast, the older Super 8, Budget
Host/Longmont Inn, and First Inn facilities serve more truckers, who prefer their lower rates and
superior proximity to truck parking. All facilities report travelers with business in Longmont or
Boulder, as well as some tourists unable to find accommodations in Boulder or Longmont.
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Occupancies are considerably lower during the winter months. While operators were unwilling to
provide occupancy estimates, they qualitatively report low occupancies, with greater reliance upon
truck traffic. The Days Inn and Comfort Inn facilities opened in 1995 and at the time of this
analysis, had not been open during a winter season. This has created some uncertainty regarding the
strength of the lodging market during the winter season, which may not support additional lodging
development in the near future.
Despite these possible constraints, two market factors will likely continue to support some type of
lodging development at Del Camino:
(1) Projected traffic increases on I-25 traffic may strengthen demand for lodging facilities.
(2) Del Camino's location at SH 119 may give it an advantage for travelers seeking direct
proximity to Longmont, Boulder, or Estes Park.
Where a lodging operator can assemble enough land for truck parking, and perhaps provide services
such as a restaurant and bar, there may be a marketing opportunity to serve a combination of tourists
and truckers.' During the next ten years il: is reasonable to anticipate the development of one or two
additional lodging facilities containing a total of 60 to 80 rooms on the east side of Del Camino.
3.3.3.5 Industrial Development Trends
Industrial development will likely continue in the MUD area. The major attractions for industrial
users include:
Access to I-25. This connection provides convenience for trucking operations and access to
markets including Denver, Fort Collins, Boulder, Greeley, Longmont, and Loveland. Industrial
operations in the MUD area are thus conveniently linked to their product markets and to other
office or industrial bases located in those cities.
• Costs involving land, tax incentives, labor and power: industrial operations in the MUD area can
realize considerable cost savings relative to costs incurred at more urban locations.
• The availability of sanitary sewers, which would extend south from SH 66 to SH 52. This
stretch would be the only portion of 1-25 in Weld County with this infrastructure.
While highway motels will not turn truckers away, there are specific improvements and
programs a motel could activate to improve its truck business. Parking suitable for large trucks is an
important amenity that could be offered. Walk -access to truck maintenance facilities could be a
significant amenity for truckers with trucks needing work. Other operators utilize special
incentives/discounts specifically for truckers using the motel.
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Industrial development in the last two years has included nearly 235,000 square feet in 10 new
buildings, a rate likely to continue. In addition to the above, new favorable market factors might
include the construction of highway E-470 linking the MUD area to the Denver International
Airport, and the possible implementation of nonresidential growth constraints in the City of Boulder.
Given this recent history and the MUD area's market advantages, it is reasonable to anticipate new
industrial development to proceed at an average rate of 100,000 to 150,000 square feet per year,
generating a total of 1,000,000 to 1,500,000 square feet over the next ten years.
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3.4 MUD Structural Land Use Plan
The MUD Plan is intended to provide a foundation to enable the county and its citizens to make
appropriate decisions regarding future development. Preservation of natural resources, development
of quality communities, provision for regional services and employment opportunities and
maintaining fiscal integrity are the key factors driving this plan. This will ensure that development
is planned in advance, rather than left to chance. The land uses delineated in the Structural Land Use
Map 2.1 promote appropriate levels of facilities and services for the entire MUD area.
It is important to remember that it is the coherence of community structure and the quality of the
built and natural environment that will determine whether growth in the MUD area will represent
a positive act of building a community, or the loss of identity and diminished character of the
region.
The MUD Plan shows a proposed configuration for land uses and street systems, as well as
suggested sites for community facilities. The plan represents maximum "build -out" of the region
which, depending on the rate of growth in the area, may take 25-50 years to achieve. As a result,
the plan will need to change and respond in the future as the development patterns, resources, and
needs of society change.
There are a number of principles and themes upon which the plan is based. As the region develops,
these principles can serve as planning goals and policies today and into the next century. The
principles utilized in this plan include the overall development of the MUD area, the major
transportation network, the linking of community nodes and the consistency of land use and zoning
standards.
3.4.1 Principles for Community Structure and Growth
The Structural Land Use Plan has evolved out of extensive discussion and analysis. County officials
have tackled the difficult questions of how to grow, where to grow, and how growth can either
benefit or distract from the area's quality of life. Addressing these questions has required balancing
complex, and often conflicting issues. What has emerged is a set of principles - about the stability
of the area's economic base, the structure of the community, appropriate land use classifications, and
the transportation needs of the region. The Structural Land Use Plan presents the opportunity to
intermix land use with established zoning standards in order to minimize the externalities of the uses.
The principles of this plan are as follows:
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Land Use Principles
A. Employment Center Development. The Structural Land Use Plan provides a unique
opportunity to create a major center of new employment in the area. The creation of the
employment center is located and oriented toward the network of regional and national roadways
serving the area. This center needs to be carefully planned to ensure that it will take advantage
of the many attributes and opportunities in the area, without detracting from the overall image
and vital linkages throughout the MUD.
B. Interconnection of Community. Liveable neighborhoods are critical factors in the future
quality of life in the area. Interconnectivity of community nodes and activity centers will aid in
the viability of the area. Alternative means of transportation and opportunities for those who
seek to walk or ride their bicycles should be increased, providing safe and pleasant pathways to
interconnect neighborhoods with community facilities and employment centers. New residential
growth should be configured as neighborhoods, not isolated enclaves. The location of
neighborhood centers in residentially designated areas is intended to provide community services
within walkable destinations for the residents within the MUD area.
C. Consistent Land Use Standards. The Structural Land Use Plan outlines standards which are
intended to shape and enhance communities within the MUD area. These standards also are
intended to support and implement the land use and development policies in the Weld County
Comprehensive Plan, Zoning and Subdivision Ordinances, and the Planned Unit Development
Ordinance. In all cases, these Ordinances should be consulted for clarification of specific
requirements.
D. Appropriate Zoning Mixture. The Structural Land Use Plan provides a mixture of conceptual
land use categories throughout the MUD area. These categories are grouped by the intensity of
the land use, with the majority of the high intensity uses being clustered within the vicinity of
1-25 and SH 119. In contrast, lands with limiting site factors such as floodplain and wildlife
habitat, correlate with the lowest intensity land uses.
E. Planned Transportation Network. The major roadway corridors, including 1-25, SH 119, SH
66, and WCR 1, are the primary roadway structures for the MUD area. They play an important
role in the function and image not only of the MUD area, but for Weld County, as well. For this
reason, special attention must be given to access controls and design treatment, to ensure that
these roadways will function well over time, and that visual quality of the major highway
corridors will be improved and enhanced.
The following Table 3.4 provides approximate acreage for each of the land uses and maximum
density statistics that could occur at full build -out of the MUD area.
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Table 3.4 Land Use Plan Distribution
Land Use/ Intensity
Acres
% Total
Area
Remarks
Employment Center-
High Intensity
2,700
22%
27 million sq. ft. of floor space
Regional Commercial-
Medium Intensity
200
2%
2 million sq. ft of floor space
Neighborhood Center-
Low Intensity
80
1%
800,000 sq. ft. of floor space
Residential- Mixed Irtensity
4,500
37%
maximum population: 30,000 people, and
approximately 13,500 dwelling units.
Limiting Site Factors
Lowest Intensity
4,630
38%
All areas delineated are within the 100 year
floodplain or have elements that obstruct or are
hazardous to certain types of development.
Total
12,110
100%
Source: Balloffet and Associates, Inc.
Assumptions:
• Residential densities were calculated using an average of 4 dwelling units per acre for all
development throughout the MUD area. It was assumed that 25 percent of the gross land
area in residential areas would account for roadways, neighborhood parks. and various
residential amenities.
• Employment Center calculations are based on an average of 15,000 square feet of floor area
per acre.
• Regional Commercial calculations are based on an average of 10,000 square feet of floor
area per acre.
3.4.2 Transportation
As the MUD area develops, it is critical that a transportation network be sized to accommodate both
short-term demand and future build -out. The process of developing the network includes trip
generation, distribution/assignment and transportation sizing for roadways, transit, bicycling,
pedestrians and transportation demand management (TDM). TDM programs encourage alternatives
to the single occupant vehicle such as carpooling and transit, as well as physical improvements such
as park -n -ride.
fo size the circulation system, it is necessary to estimate the traffic that will be generated and
determine the transportation relationships of linkages between the various land uses within the MUD
area. Projected trip generation resulting from the build -out of the proposed I-25 MUD Plan is
presented in Table 3.5. The trip generation rates are based on the most recent edition of the Institute
of Transportation Engineers Trip Generation Manual. It should be noted that these reflect the
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average of the rates for uses that could be expected. As an example, single family residential areas
typically experience 10 trip ends per dwelling unit, whereas condominiums and townhouses tend to
be smaller, and generate 8 trip ends per dwelling unit. The 9.55 trip ends per dwelling unit used here
reflect a weighted average between the single family and multi -family mix that may be anticipated.
Similarly, the commercial retail and employment categories have been averaged. Based on the ITE
trip generation manual, trip generation rates for commercial developments decrease as the center's
size increases. The average trip generation rates for commercial centers reflect a midpoint in the
size -versus -trip -generation curve. Employment centers cover a wide range of uses, from office parks
(which generate 10 to 12 trip ends per 1,000 square feet) down to industrial uses at two trip ends or
less per day. The average of five trip ends per day reflects a midpoint of generation to permit
flexibility in future planning, yet reasonably, anticipate the trip generation which may result from
project build -out.
It should be noted that the trip generation rates reflect one end of the trip. If a person travels between
one trip end at a borne to a second trip end at a school, this reflects one trip, with both trips internal
to the I-25 MUD Area.
Table 3.5 MUD Area Plan Trip Generation
Trip Generation Rates
Use
Units
ADT
AM IN
AM OUT
PM IN
PM OUT
Residential
DU's
9.55
0.19
0.55
0.66
0.35
Commercial
Total sq. ft.
40.00
0.40
0.40
1.80
1.80
Emp. Center
Total sq. ft.
5.00
0.80
0.15
0.20
0.80
Residential
Emp.
Center
Region.
Comm.
Neigh.
Corn.
ADT
AM
IN
AM
OUT
PM
IN
PM
OUT
DU's
1,000
sq. ft.
1,000
sq. ft.
1,000
sq. ft.
Total
13,500
27,000
2,000
800
375,000
25,300
12,600
19,300
31,300
Total Residential
130,000
2,600
7,400
8,900
4,700
Total Employment
135,000
21,600
4,100
5,400
21,600
Total Commercial
110,000
1,100
1,100
5,000
5,000
Source: Institute of Transportation Engineers Trip Generation Manual
The resulting daily trip distributions are presented in Figure 3.2, which shows the relationship of
trips by purpose and the proportion of internal and external travel.
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As can be seen in Figure 3.2, build -out of the MUD area residential developments will yield
approximately 130,000 daily trips. These trips are further stratified by trip type, such as shopping,
work, schools/parks, social, and other. Based on the non-residential land uses proposed, it is
estimated that fifty percent of the residential trips will remain internal to the MUD area and fifty
percent will exit the area.
It is similarly estimated that approximately 50 percent of the employment trips will remain internal
and fifty percent will travel externally to the study area. The internal employment area will be trips
to/from the residential developments within the study area, other employment areas, and the
commercial centers.
The commercial trip distribution patterns will be to/from the residential and employment areas. In
addition, there will be a portion of the trips that will be pass -by trips. Pass -by trips are those that are
already on the street systems within the study area, and because of the intervening opportunity of
the commercial centers, will be attracted into them. These pass -by trips will not be new trips to the
study area, but will need to be accounted for when developing access plans for the commercial
centers.
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Figure 3.2 External Trip Distribution
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Figure 3.3 Daily Trip Distribution by Purpose
N
S
E
W
SW
8%
25%
2%
5%
10%
rn
w
0
0
0
a
a
m
M
O
s
CN
0
D
T
M
a
M
0
r
External 50%
EXTERNAL TRIPS
INTERNAL TRIPS
Commercial
110,000
EXTERNAL
40%
a.,
External 40%
N
S
E
W
SW
3%
10%
1%
2%
4%
Residential
130,000
Employment
135,000
oi
o,
'C
External 50%
N
S
E
W
SW
8%
28%
3%
5%
11%
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Local
Business
25%
88
Total new trips anticipated will be 275,000, of which 100,000 will remain internal to the MUD area
and 175,000 will travel externally. Based on the regional distribution of residential and non-
residential developments, it is estimated that fifty percent (50%) will travel to/from the Denver area,
fifteen percent (15%) to/from the north on I-25, ten percent (10%) to Longmont, twenty percent
to/from the Boulder area, and the remaining five percent (5%) to/from the east. This regional
distribution is presented in Figure 3.3.
3.4.3.1 Proposed Circulation System
Transportation planning traditionally examines the relatively short-term twenty to twenty-five year
build -out. Based on market potential, the build -out of the MUD area will occur significantly later
than the traditional planning horizon. Without a long-term vision of how an area develops, the
circulation system can be undersized and congestion will result. Therefore, the proposed circulation
system was developed to accommodate build -out of the MUD area land use plan, yet be flexible
enough to respond to short-term market demands. Critical to this long- term vision is to preserve
the right-of-way to accommodate the future circulation system in the event that the improvements
are necessary.
Arterial Circulation System
The foundation of the circulation system within the MUD area will be SH 119. Although this
highway will be significantly improved with the proposed revisions to the I-25/SH 119 interchange,
this interchange could possibly fail with build -out of the MUD area. Therefore, it is recommended
that land be preserved at WCIZ 20 and I-25 to accommodate a future interchange with 1-25.
In emerging development areas along highways, development traditionally occurs along the frontage
road system. These frontage road systems typically fail because of the short distances between the
frontage road and the freeway. Problems already exist at frontage road intersections on SH 119 east
of I-25. With the widening of I-25 to the east and the proposed I-25/SH 119 interchange
improvements, the eastern frontage road will be severely constrained to a maximum of two lanes
which will ultimately experience traffic that will exceed its capacity. The proposed ultimate frontage
road system will be to shift the eastern frontage road approximately one-half mile to the east and the
western frontage road approximately one-third mile to the west. The right-of-way will be preserved
to accommodate a higher -capacity four -lane facility with left turn lanes. These new facilities will
become entries to employment areas. Portions of the current frontage road system can be retained
as access to existing and future development, however, these facilities would be looped back to the
north/south employment center roads.
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Turner Boulevard and the west I-25 frontage road presently terminate just south of SH 119. To
improve local traffic circulation, the existing western frontage road should be extended to the south
to tie into the future employment area local circulation network. Turner Boulevard should be
extended south into the future employment area and connect to the proposed north/south four -lane
arterial that will be located to the west.
Because access to the arterial street system significantly affects capacity, it is proposed that private
property access be restricted as follows:
• Major Arterials (SH 119): Signalized intersections as per the MUD Plan Transportation
Network. Access to private development shall be restricted per the CDOT Highway Access
Code.
• Arterial: Intersections with other streets at one-fourth mile or greater. Private access shall
comply with the. CDOT Highway Access Code for state facilities and be discouraged on non -
state facilities.
• Secondary: Intersections with other streets at one -eighth mile or greater. Private access shall be
discouraged.
• Collector: Access is permitted to local streets and private legal parcels. Access shall be
encouraged at 300 feet or greater.
• Local: Private access is encouraged to legal parcels.
3.4.3.2 Public Transit
The MUD area is riot currently served by public transit and is not within the Denver Regional
Transportation District (RTD). Through negotiations, it may be possible to obtain RTD buses to
pick up and drop off passengers at the Park -n -Ride and transit centers within the MUD area, similar
to Douglas County's negotiations to have RTD provide service to Highlands Ranch. It is critical,
however, to plan for future transit opportunities in context with urban development. The strategic
placement of future transit and park -n -ride locations will be the foundation for both regional and
local transit service. Three transit and park -n -ride locations have been identified in the plan to
provide for future transit service. The first is located at the I-25/SH 66 interchange. The second is
along SH 1 19 east of I-25. The third site is proposed along SH 119, east of WCR 5. The objective
is to capture traffic ro/from Longmont to avoid additional traffic impacts to the MUD area.
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3.4.4 Community Services
Facilities are incorporated into the plan for the MUD area to provide an adequate level of community
service. This section includes information regarding schools, fire protection, law enforcement, and
other community services as they relate to the land use plan. Projected needs are identified and
appropriate locations for service facilities are discussed.
3.4.4.1 Schools
School Projections
Based on school trends, student demand potential for the MUD area is indicated in the following
tables. Table 3.6 identifies the criteria from which school projections are made, and Table 3.7 shows
what the needs for schools will be after 5 years, after 10 years, and at total build -out of the
development area. These calculations are based on the assumption that an average of 120 dwelling
units will be built per year.
Table 3.6 St. Vrain School Need Projection Factors
Grade
Level
Students per Dwelling Unit
Average Students per School
as
Acreage needed per
school
K-5
0.35
525
10
6-8
0.14
750
25
9-12
0.17
a
1200
40
Source: Scott Trillon, St. Vrain School District Planner, 9/95
Table 3.7 MUD Area School Need Projections
Grade
5 Year Growth: 600 DU
10 Year Growth: 1200
DU
Full Build Out: 13,000 DU
Students
Schools
Acres
Students
Schools
Acres
Students
Schools
Acres
K-5
210
0.4
4
420
0.8
8
4550
8.6
86
6-8
134
0.18
4.5
168
0.22
5.5
1820
2.42
60.5
9-12
102
0.08
3.2
204
0.17
6.8
2210
1.84
73.6
Total
446
0.66
11.7
792
1.19
20.3
8580
12.86
220.1
DU: Dwell ng Units
Source: Balloffet & Associates, Inc., 1995
Table 3.7 above demonstrates that an additional elementary school will be required sometime
between the 5 and 10 year build -out horizon when the total number of dwelling units reaches
approximately 1,200 in the MUD area. Middle and high school students will continue to attend the
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existing schools in the St. Vrain District during this time. If the MUD area is built out 1:o maximum
potential outlined in this plan, an additional nine elementary schools, two middle schools and two
high schools will be required. To plan for this, approximately one acre of land should be designated
for schools for every 20 acres of residential development in the MUD area.
Siting criteria
In general, schools should be situated within a 1 to 1.5 mile radius of neighborhood centers.
Elementary schools should be placed adjacent to neighborhood parks that are central to
neighborhoods, away from busy streets and intersections for easy and safe access by students.
Middle and senior high schools are placed along collector roadways, but remain within the 1-2 mile
radius of the neighborhood centers. In all cases, schools should be easily accessed by alternative
transportation systems such as bike/pedestrian trails and public transport systems, to reduce
dependency on cars in the MUD area.
3.4.4.2 Fire Protection
The Mountain View Fire Protection District is adequately staffed to meet the needs of the MUD area
at this time. In the future, 11 to 12 additional firefighters will be required to meet needs at the 10 -
year growth horizon., and 100 to 110 additional firefighters will be required at full build- out of the
MUD area, if current standards of 4.29 firefighters per 1000 persons stay the same. The current
standard could increase due to the significant amount of Employment Center development planned
for the area.
3.4.4.3 Law Enforcement
Police protection coverage for growth in the MUD area will result in increased staff in at the
administration office located in Greeley, increased need for incarceration facilities (also located in
Greeley) increased need for patrol vehicles and officers and an adequate transportation system.
Satellite facilities may be required for law enforcement in the future. The siting for this facility will
depend on growth patterns and available funding. Due to the administrative function of this facility,
its placement should not affect response times or level of service of law enforcement officers. It is
for this reason siting of law enforcement facilities is not shown on the Structural Land Use Map 2.1.
3.4.5 Parks, l'rails, and Open Space
A combination of parks, trails, and open space areas is integrated into the MUD land use plan. These
features provide a balanced system of preserved natural environments and opportunities for
recreation and alternative transportation.
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3.4.5.1 Parks
Currently there is a regional park, Barbour Ponds State Park, located north of SH 119 just west of
I-25. This is a highly used facility, providing camping, picnicking, nature observation and fishing
opportunities for over 200,000 visitors per year. A proposed extension of this park is indicated on
the other side of I-25 to the east, where the county currently is operating sand and gravel extraction.
Development at this site is envisioned to be of the same character as at the Barbour Ponds site, and
has been identified as a possible expansion area by Colorado State Parks.
A community park is conceptually located near the center of the MUD area. Community parks
typically provide more intensively developed facilities than regional parks and are intended to serve
the recreational needs of residents within the entire MUD area. Facilities may include ballfields,
soccer fields, tennis courts, swimming pools, community gardens, amphitheaters, group and
individual picnic areas and open play areas. A more detailed description of community parks is
included in the next chapter. Based on the maximum build -out population of 30,000 and a level of
service of 4 acres per 1000 persons, this park should be approximately 120 acres in size. However,
it is very possible that the area will not develop to its maximum density. If the area develops in a
relatively low density manner, the demand for community parkland would be reduced. Therefore,
it is recommended that the entire 120 acres of community parkland be acquired, but development
should occur in phases to allow for flexibility of selling unneeded land or using it for other
community purposes in the future.
Neighborhood parks are intended to serve the recreational and social needs of residents who are
within approximately %2 mile (walking distance) of the park. They contain leisure time and
recreational facilities that generally do not attract large numbers of users from outside the
neighborhood, such as plazas for neighborhood events, open play areas, multi -purpose practice fields
for soccer and baseball, tennis and basketball courts, picnic shelters and playgrounds. To
accommodate a multi -purpose play field and other more passive uses, a neighborhood park is ideally
5 to 8 acres in size.
Neighborhood parks are based on maximum build -out densities. As with community' parks, the
range of potential needs for neighborhood parks will vary with actual population and location of that
population within the MUD area. Based on the maximum build -out and a level of service of two
acres per 1000 population, the total neighborhood parkland need would be 60 acres, or seven to ten
parks. Nine parks are shown on the plan. A lower density development scenario would reduce the
total acreage and number of parks. Because of this potential range, it is recommended that the need
for neighborhood parks be tracked with development proposals, and park sites acquired when
approximately one-half of the need for a park is demonstrated within a one-half or three-quarter mile
radius (e.g. 1,200-1.500 people).
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3.4.5.2 Trails
A regional trail system is shown that follows St. Vrain Creek, the canal between Union Reservoir
and St. Vrain Creek., the railroad right-of-way south of the creek and along Boulder Creek. These
trails are logical extensions of the trails planned by adjacent communities and Boulder County, and
are important regional and local resources. Additional trails are shown throughout the MUD area
to provide connections between residential areas and other attractions.
3.4.5.3 Floodplain
The majority of the land associated with Limiting Site Factors is located along St. Vrain, Boulder
and Idaho Creeks. Its outermost limits is defined by the FEMA 100 -year floodplain. Although some
development has been approved by the county within the floodplain and the lowest intensity
development may also occur in these areas in the future, land directly along the creeks and drainages
within the MUD area should be preserved as open space. Any development that is proposed within
the floodplain should demonstrate that it is designed to be above the 100 -year floodplain elevation
and that the development has no significant upstream or downstream effects on the floodplain. Due
to the cumulative impact of small development which may not be detectable on a case by case basis,
the county should prepare a regional study to further define the apparent 100 -year floodplain and to
establish a baseline for evaluating the effect of proposed development. All development within the
100 -year floodplain must adhere to the regulations and restrictions in the Flood Hazard Overlay
District, as outlined in the Weld County Zoning Ordinance, as amended.
The land around Foster Reservoir designated as having Limiting Site Factors, includes the area that
is inundated at high water, wetlands and wildlife habitat that should be preserved, and a narrow area
between the reservoir and I-25 that affords high quality views to the mountains and is strategically
placed to provide a break in development along the I-25 corridor. The area is not currently served
with utilities and is not a good location for medium or high density residential development due to
its proximity to the interstate.
The land along the irrigation canals and ditches is important to provide corridors for wildlife
movement between major habitat areas. The rights -of -ways associated with canals are rarely
adequate to provide cover and forage for wildlife. After the crops that are currently in production
adjacent to the canals are gone and development has taken its place, it will be important to provide
an adequate buffer for wildlife. Canals and ditches also provide linear corridors for trails and
opportunities for defining edges of neighborhoods.
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3.4.6 Development Cost Considerations
Over time, development of the MUD area will require a large outlay of public expenditures to
provide for the basic infrastructure and community services required to meet the needs of the
residents, visitors, and employers located within the region. As a part of this planning process, the
costs of providing the needed services for build -out of the MUD area have been estimated. When
reviewing this cost information, it should be kept in mind that the development of this area is
expected to occur over 25 to 50 years; thus, construction of major infrastructure elements is likely
to occur in increments over time to minimize capital investment risk. The cost estimates are of
necessity in 1995 dollars, and may assume a higher degree of economies of scale than is likely to
occur with development over time.
3.4.6.1 Utility Infrastructure
This section provides an assessment of utility infrastructure costs associated with the development
of the MUD area and the manner in which they may affect development patterns. Of the utility
systems considered in this study, water supply and sanitary sewer will most directly affect
development. Other types of utilities, electric power, natural gas and solid waste, are more market -
driven. Specifically., electric power and natural gas are less supply or capacity limited, and their rate
structures and capacity or service expansion charges are well -established and regulated. Also, costs
are absorbed by developers/property owners as the need for service emerges. Solid waste collection
services are not a major factor limiting development, from either a cost or an availability standpoint.
In other words, there is the assurance that solid waste collection services will be available when
needed, and the issues surrounding this service are more associated with service standards and rate
and service uniformity. The regulation of solid waste disposal is already well established, by virtue
of existing federal, state and county requirements.
Growth Scenario
For purposes of the development of utility systems to support projected residential and comm-
ercial/industrial/retail growth, it is necessary to postulate a planning framework. For this analysis
of utility infrastructure needs and costs, the ultimate development was used. There is a time frame
associated with this scenario.
Utility Costs
The overall assumptions forming the basis upon which utility costs were analyzed in this study
include:
• The use of historical development trends and present conditions, as they form the basis for
assessing the ability of existing utility systems and providers to support development.
The assumption that development will occur in an efficient manner, from the standpoint of utility
economics, to include utilizing available, relatively low-cost capacity before exercising more
costly options.
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• The assumption that the sequence and timing of development are also relatively predictable,
given the uncertainties associated with such projections.
• The assumption that the costs of service extensions are relatively predictable, at least for the near
term.
• The assumption that sewage conveyance and treatment capacity are relatively unconstrained in
the long term and are not subject to influences which would significantly affect availability and
prices (e.g., service area capture).
The assumption that water supply is relatively unconstrained and not subject to regional
competition which would significantly affect availability and prices. This assumption is
increasingly less valid as existing capacity is committed and the need for major water supply
system expansions emerges.
As there is not a specific time frame associated with this growth scenario, costs and related
factors were prepared on a present-day basis.
The following is a summary of present-day (non -escalated) water supply and wastewater costs
associated with ultimate development.
Wastewater Conveyance and Treatment:
Wastewater Treatment: $10,750,000
Collection System Extension: $15.414.000
Total Costs: $26,164,000
It should be noted that these water supply and development costs represent a conceptual estimate of
service extension costs to be borne by developers/property owners as a part of the development
process in the MUD area; they are not costs to be borne by Weld County or its taxpayers. They also
do not reflect water supply system expansion costs which will likely have to be absorbed, in part,
by developers under cost -sharing arrangements with the water districts. These costs expressed on
a present-day basis, are associated with ultimate development.
Supply Costs:
Development Costs:
'total Costs:
$ 12,002,000
$111,000.000
$123,002,000
Anticipated growth in the demand for wastewater collection and treatment capability can be
accommodated by fee structures and cost recovery mechanisms which are currently in place. This
is also the case for water supply service extensions which can be accommodated without major
capital outlay. Development that requires or significantly contributes to the need for water system
expansions will likely be asked to contribute to financing the capital costs of such expansions; this
would be negotiatedat the time the developments are approved.
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3.4.6.2. Schools
The St. Vrain School District anticipates the need for 9 elementary schools, 2 middle schools and
1 high school within the MUI) area at build -out. Capital costs in 1995 dollars for these schools
would total $87,000,000. Capital costs for individual, fully -equipped schools (excluding land) are
as follows:
one elementary school $4,500,000
one middle school $13,500,000
one high school $19,500,000
As discussed in previous sections, the growth projections at build -out prepared as a part of this
planning effort indicate the need for two high schools.
3.4.6.3 Law Enforcement
Tables 3.8 and 3.9 illustrate the projected needs, yearly costs, and capital improvements costs to
maintain the present level of service and at the maximum build -out potential of the MUD.
Table 3.8 MUD Area: 10 -Year Growth
Service
Units
Total
Unit Cost
Total (Cost for MUD)
Operations:
Expenses
Staff
1.2
3
$48,000/yr
$144,000
Overheads
21.5% of total Operation Budget
$54,135
Civil Process
(papers)
49.2
133
$6.50/paper
$865
Incarceration
(inmates)
2.2
6
$45/day
(included in
operations)
Total Operations
365
calls
986
$202
$199,000
Code Enforcement
0.61
calls
2
$830/call
$1,660
Animal Control
9.2
calls
25
$62.00/call
$1,550
Total Cost
$202,210/yr
Source: Weld County Local Emergency Operation Plan (Draft) 8/22/95
Assumptions:
• Projected population after 10 years is 2700 people
• There will be no capital improvements needed at the 10 -year growth horizon, assuming that the
proposed Weld County .fail is constructed as planned and approved.
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Table 3.9 Total Build -out of MUD Area
Service
Units/
1000
Total
Units
Unit Cost
Total Cost for MUD Area.
Operations:
Expenses
Capital Improv.
Staff
1.2
30
$48,000/yr
$1,440,000
$300,000 (admin. bldg.)
Overheads
21.5% of Total Operations Budget
$396,298
Civil Process
(papers)
49.2
1,230
$6.50/paper
$7,995
Incarceration
(inmates)
2.2
55
$45/day
(included in
operations)
$1,072,500
(jail building)
Total Operations
365
calls
9,125
$202
$1,843,250
Code Enforcement
0.61
calls
16
$830/call
$12,657.50
Animal Control
9.2
calls
230
$62.00/call
$14,260
Total Cost
$3,326,583/yr
$1,372,500
Source: Weld County Local Emergency Operation Plan (Draft) 8/22/95
Assumptions:
• The maximum population potential for the MUD area at build -out is 25-30 thousand people. The
calculations listed above are based on 25 thousand people, and costs are calculated using present
day costs. This is simply a model to be used in a comparison between projected costs and
potential revenues.
• Capital improvement costs include jail expansion and a new satellite office facility. Costs for
office facilities are calculated by multiplying the required staff x 200 square feet per person x
$100 per square foot. The Weld County Local Emergency Operation Plan indicates a desire to
house approximately half of the required personnel for the MUD area in close proximity, while
remaining staff will be housed in the Greeley facility.
• Jail expansion capital costs are calculated by multiplying the total number of inmates by $19,500
per bed.
As a means of estimating the impact on development if costs for law enforcement facilities were to
be totally funded by new development, an estimate of law enforcement costs was prepared for
various types of development (Table 4.7). Costs were estimated based upon average population
figures for each type of use. The total law enforcement costs are then divided by the total estimated
population of the planning area to derive a per -capita cost.
Based upon a projected total population for the study area of 115,000 persons, the preliminary cost
per person is $26. Costs per dwelling unit or square foot of retail, office, or industrial uses are based
upon their estimated population times the cost per person. These costs are shown in Table 3.10.
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Table 3.10 Law Enforcement Capital Costs Estimates
Land Use
Population
Cost per Unit
Residential
2.6 per dwelling
$31 per dwelling
Retail Commercial
7.5 per 1,000 s.f.
$90 per 1,000 s.f.
Employment
5 per 1,000 s.f.
$60 per 1,000 s.f.
Source: Balloffet and Associates, Inc.
3.4.6.4 Fire Protect/on
Capital improvements will be required sometime after the 10 -year horizon to provide at least one
additional fire station. This will depend on where development occurs and the resulting response
times. General projections of traffic patterns and volumes, along with land use density consid-
erations, should serve as a basis for the location of future fire station facilities.
3,4.65 Transportation
Street improvements comprise the largest category of funds to serve the MUD area. Weld County's
general fund revenue sources will be inadequate to cover the infrastructure costs associated with
roads required to meet the needs of new development.
As a part of this planning effort, the costs to meet the needs of the MUD area at build -out were
estimated at $50 to $80 million dollars. The low end of this range is based on the use of rural street
sections for collectors and four -lane undivided arterials without curb, landscaping, or street lighting.
The higher end of the cost estimate assumes that all streets have curbs, landscaping, and street lights.
These costs were based on applying a unit cost to construct one linear foot of a given roadway type
times the total length of roadways required to construct the entire I-25 MUD transportation network.
These costs also include signals and bridges. A low and high estimate by facility type is presented
in Table 3.11. The I-25/SH 119 interchange improvements currently funded by CDOT and the I-25
widening improvements from SH 7 to SH 66 are not included. It should be noted that SH 1 19 and
SH 66 within the MUD area have been separated from non-CDOT facilities.
Because streets comprise the largest costs of infrastructure improvements, a critical issue becomes
how to fund these improvements. Some jurisdictions have required developers to construct their half
section of roadway at the time of development. The problems that have arisen from this approach
are that 1) capacity improvement from new growth traffic is often required at locations where
developments have not yet occurred nor are they planned for development in the immediate future,
and 2) costs for signals, bridges, and segments of roadways not adjacent to future developments (i.e.
adjacent to floodplains, government lands, or existing development) are not funded and either
become a burden to the local jurisdiction or are not constructed.
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One approach to finding the future circulation in a timely manner is to have two funding programs.
The first program (direct costs) would require developers to build 2 lanes of pavement, curb, gutter,
sidewalk, streetlights, and landscaping for adjacent 2, 4 and 6 -lane roads as designated in the MUD
area plan standards. The second program (indirect costs),would be to adopt impact fees to finance
the interior lanes of four and six -lane highways, medians, signals, major bridge and drainage
improvements, and segments of roadways adjacent to non -developable lands that would be
attributable to new growth. The resulting preliminary low and high cost estimates for direct and
indirect costs per funding category for the MUD area are based on separation of linear cost. The
results are presented in Table 3.11.
Table 3.11 Preliminary Cost Estimates for Transportation Network
Facility
Low Cost Estimate
(millions)
High Cost Estimate
(millions)
SH 119 Widening
$8.1
$9.4
SH 66 Reconstruction & Widening
$3.7
$4.5
4 Lane Divided - Other
$8.8
$10.9
4 Lane Undivided - Other
$21.5
$28.7
2 Lane Collector
$8.2
$27.5
Totals
$50.3
$81.0
Funding Category
Direct Costs - Adjacent Development Cost
$30
$56
Indirect Costs - New Growth Required
$20
$25
Source: Balloffet and Associates, Inc. 1996
As a means of estimating the "indirect cost" of roadways attributable to new development growth,
road costs were estimated based on the number of daily vehicle trips generated. Based on a projected
275,000 additional daily trips for the study area, the estimated indirect cost per trip for the low and
high estimate of $20-$25 million would be between $73 and $90 per daily trip generated. The
"indirect cost" per dwelling unit and square foot of retail, office or industrial uses are based on their
daily trip generation rates times the estimated cost per trip. These costs areshown in Table 3.12.
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Table 3.12 Indirect Street Costs
Land Use
Daily Trips
Per Unit
Low Cost Per Unit
$20 Million
High Cost Per Unit
$25 Million
Low Density Residential
9.6 per DU
$700 per DU
$865 per DU
Medium Density Residential
6.5 per DU
$475 per DU
$585 per DU
High Density Residential
5.9 per DU
$430 per DU
$530 per DU
Commercial Retail
39 per 1,000 SF
$2.85 per SF
$3.50 per SF
Office
9.5 per 1,000 SF
$ .70 per SF
$0.85 per SF
Industrial
3.3 per 1,000 SF
$ .24 per SF
$0.30 per SF
Source: Balloffet and Associates, Inc. 1996
DU = Dwelling Unit
SF = Square Foot
It should be noted that because of the high daily trip generation rates for retail, the correspondingly
high indirect unit costs, and the concern that retail development may not locate within a given area
if higher fees are imposed, some jurisdictions have elected to subsidize the commercial retail indirect
costs. Sales tax from the commercial retail uses could provide a revenue stream into the community
to pay for the improvements.
3.4.6.6 Parks, Trails, and Limiting Site Factors
Development and maintenance of the parks, trails and sites with limiting factors must be considered
to comprehensively assess the cost of development in the MUD area. Table 3.13 is a summary of
the anticipated costs associated with the parkland required for a maximum build -out population of
30,000. Many of the sites with limiting factors and trails corridors could cost little or nothing
because they may be dedicated as part of a common open space requirement, or public access
achieved through purchase of easements or other means. Floodplain property also is typically less
expensive to purchase because its development potential is greatly restricted.
Parkland may also be dedicated; however, historically this has resulted in less than desirable park
sites or properties that are too small. Instead, most communities have opted for an impact fee system
that gives them more flexibility in selecting appropriate park sites.
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Table 3.13 Parks, Trails and Sites with Limiting Factors Anticipated Costs
Acquisition and Construction Costs
Parks
Neighborhood Parks
(Acquisition and construction of 60 acres at $70,000 per acre)
$ 4,200,000
Community Parks
(Acquisition and construction of 120 acres at $100,000 per acre)
$12,000,000
Trails
(25 miles of construction only at $150,000 per mile)
$ 3,750,000
Limiting Site Factors
(Canals, ditches and %2 of floodplains dedicated with developments. All of sites with limiting
factors around Foster Res. and Union Res. purchased. Total approximately 2,100 acres
purchased at avg. $2,800 per acre)
$ 6,300,000
Total Acquisition and Construction Costs $24,450,000
Annual Operations and Maintenance Costs
Parks
180 acres developed parkland at $3,500 per acre $ 630,000
Trails
25 miles at $8,000 / mile $ 200,000
Limiting Site Factors
4,500 acres at $25 per acre $ 112,500
Total Annual Operations and Maintenance Costs $ 992,500
Source: EDAW Inc., 1996
Costs are approximate and are based on historical costs experienced by the Cities of Fort Collins and
Greeley and Larimer County in 1994 and 1995.
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Section 4. Appendix
4.1 Plant Materials
The following is a partial list of plant materials that are native or adapted to Colorado's Front
Range in the MUD area. This is not an all inclusive list and is intended only to act as a general
resource. New plant materials are being made available on a commercial basis and local
nurseryment are a valuable resource when trying to determine the appropriateness and adaptability
of plant materials to a particular location.
Table 4.1 Listing of Plant Materials
Common Name
Botanical Name
T
..............
Douglas Fir
Eastern Red Cedar
White Fir
Rocky Mountain Juniper
Oneseed Juniper
Austrian Pine
Ponderosa Pine
Bristlecone Pine
Pinyon Pine
Colorado Spruce
Pseudotsurga menziesi
Juniperus virginiana
Abies Concolor
Juniperus scopulorum
Juniperus monosperma
Pinus nigra
Pinus ponderosa
Pinus aristada
Pinus cembroydes edulis
Picea Pungens
it
T.
Hawthorn varieties
Flowering Crabapple
Native Plum
Chokecherry
Golden Raintree
Ca0ery Pear
Newport Plum
Grabel Oak
2534507 B-1593 P-396
02/21/1997
Crataegus var.
Malus var.
Prunus Americana
Prunus virginiana
Koelreuteria paniculata
Pyrus calleryana
Prunus Americana 'Newport'
Qurecus gambelli
03:S9P PG 78 OF 113
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Page 103
Common Name
Botanical Name
I
c� t utus
Tree
Green Ash
Autumn Purple Ash
Western Catalpa
Hackberry
Honey locust
Bur Oak
Horse chestnut
Kentucky Coffetree
Fraxinus pennsylvanica lanceolata
Fraxinus Americana
Catalpa speciousa
Celitus occidentalis
Gleditsia tricanthos inermus
Quercus macrocarpa
Aesculus hippocastanum
Gymnocladus diocius
Barberry var.
Common Buckthorn
Buffalo berry
Siberian Peashrub
Blue Mist Spirea
Cistena Cherry
Sand Cherry
Potentilla
Hancock Coralberry
Cornelian Cherry
Cottoneaster var.
Alpine Current
Red Osier Dogwood
Euonymus var.
Forsythia var.
Oregon Grape
Honeysuckle var.
Juniper var,.
Lilacc var.
Berberis var.
Rhamnus cathartica
Sheperdia canadensis
Caragana arborensis
Caryopteris clandonensis
Prunus cistena
Prunus besseyi
Potentilla fruiticosa var.
Symphoricarpos orbiculantus 'Hancock'
Cornus mas
Cottoneaster var.
Ribies alpinum
Cornus stolonifera
Euonymus var.
Forsythia var.
Mahonia aquifolium
Lonicera var.
Juniperus var.
Syringa var.
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'age 104
Common Name
h
Mountain Mahogany
Ninebark
Privet var.
Rabbitbrush
Austrian Copper Rose
Rugosa Rose var.
Sage var.
Serviceberry
Spirea var.
Sumac var.
Vibrunum var.
Blue Stem Willow
Botanical Name
Cerocarpus ledifolius
Psycocarpus monogynus
Ligustrum var.
Chrysathamnus nauseousus
Roas foetida bicolor
Rosa rugosa
Artemisia var.
Amalanchier alnifolia
Rims var.
Rhus var.
Vibrunum var.
Salix irrorata
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Mixed Use Development Plan Page 105
RE: ORDINANCE NO. 191
BE IT FURTHER ORDAINED by the Board if any section, subsection, paragraph,
sentence, clause, or phrase of this Ordinance is for any reason held or decided to be
unconstitutional, such decision shall not affect the validity of the remaining portions hereof. The
Board of County Commissioners hereby declares that it would have enacted this Ordinance in
each and every section, subsection, paragraph, sentence, clause, and phrase thereof
irrespective of the fact that any one or more sections, subsections, paragraphs, sentences,
clauses, or phrases might be declared to be unconstitutional or invalid.
The above and foregoing Ordinance Number 191 was, on motion duly made and
seconded, adopted by the following vote on the 29th day of January, A.D., 1997.
ATTES
Weld
BY:
D y'Glrk'to the Board
APPROVED
-/ /^V
ouhty Attorn,$y
First Reading:
Publication:
Second Reading:
Publication:
Final Reading:
Publication:
BOARD OF COUNTY COMMISSIONERS
WELD COUNTY, COLORADO
Georg € E. Baxter, Chair
onstance L. Harb- rt, ; r; -Tem
Dal K. Hall j
ut
Barbara J. Kirkmeyer
W. H. Webster
December 2, 1996
December 5, 1996, in the South Weld Sun
January 6, 1997
January 9, 1997, in the South Weld Sun
January 29, 1997
February 6, 1997, in the South Weld Sun
Effective: February 11, 1997
962117
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Hello