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Mixed Use
Development Plan
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Ordinance 191
February 10, 1997
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BOARD OF COUNTY COMMISSIONERS
George Baxter, Chairman
Connie Harbert, Pro-Tem
Dale Hall
Barbara Kirkmeyer
W.H. Webster
WELD COUNTY PLANNING COMMISSION
Arlan Mans, 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
Table of Contents
Section 4. Background of the Mixed Use Development Area 1
4.1 Intent 1
4.1.2 Background Planning 1
4.2 Inventory and Analysis 2
4.2.1 Existing Conditions 2
4.2.2 Community and Civic Facilities and Services 8
4.2.3 Transportation 11
4.2.4 Utility Infrastructure 12
4.2.5 Existing Parks, Recreation and Floodplain Resources 24
4.3 Market Factors and Likely Trends 27
4.3.1 Market Conditions 27
4.3.2 MUD Area Growth Projections 30
4.3.3 Likely Trends 31
4.4 MUD Structural Land Use Plan 35
4.4.1 Principles for Community Structure and Growth 36
4.4.2 Transportation 38
4.4.3 Community Services 43
4.4.4 Parks, Trails, and Floodplain 45
4.4.5 Development Cost Consideration 47
Tables
Table 4.1 School Capacity and Projected Enrollments 8
Table 4.2 MUD Water Districts 16
Table 4.3 Range of Likely MUD Area Residential Development 31
Table 4.4 Land Use Plan Distribution 37
Table 4.5 MUD Area Plan Trip Generation 39
Table 4.6 St. Vrain School Need Projection Factors 44
Table 4.7 MUD Area School Need Projections 44
Table 4.8 MUD Area: 10 -Year Growth 49
Table 4.9 Total Build -out of MUD Area 51
Table 4.10 Law Enforcement Capital Costs 52
Table 4.11 Preliminary Cost Estimates for Transportation Network 53
Table 4.12 Indirect Street Costs 54
Table 4.13 Parks, Trails and Sites with Limiting Factors 55
Maps
Map 4.1 Existing Land Use and Roadways 5
Map 4.2 Existing Zoning and Permitted Uses 7
Map 4.3 Water Services 15
Map 4.4 Sanitary Sewer Services 20
Map 4.5 Natural Gas Services 22
Map 4.6 Priority for Development 23
Map 4.7 Parks, Recreation, and Floodplain Resources 25
Figures
Figure 4.1 Proposed CDOT I-25/SH 119 Interchange Improvements 13
Figure 4.2 External Trip Distribution 40
Figure 4.3 Daily Trip Distribution by Purpose 41
References
The MUD background information and maps were compiled with assistance from Balloffet &
Associates and EDAW Inc.
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
Section 4 Background of the MUD Area
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.
4.1 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 is 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.
4.1.1.1 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.
Mixed Use Development Plan
4.2 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.
4.2.1 Existing Conditions
4.2.1.1 Regional Influences
Regional influences to the MUD area are shown on Map 1.1 on page 2 of the MUD Development
Guide. 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, 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
Mixed Use Development Plan
2
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, Gowanda, 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.
4.2.1.2 Structural Land Uses
Map 4.1 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.
Mixed Use Development Plan
3
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/SH 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 use. 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.
4.2.1.3 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 4.2.
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
31/2. 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 51/2. 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.
Mixed Use Development Plan
4
Legend
SH119/I-25
INTERCHANGE
DETAIL
mr I-25 MUD Area Boundary
Agricultural
Sand and Gravel
s Commercial
'a ofnce/Induetrid
I A I Residences
Calkins Lake
(Union Res.)
O
P
Dairy
Mobile Home Park
Park
100 Year Floodslain
.lml• Interstate
••nu 4 Lane Paved Road
2 lane Paved Rood
9A. *• *. 2 Lane Dirt Rood
. Existing Signals
0 1500 3000 Feet
1-25 Mixed Use Development Area Structural Plan
Map 4.1 Existing Land Use And Roadways
February, 1097
4.2.1.4 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 4.2. When compared to the Existing
Land Use and Roadway Map, Map 4.1, 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 4.2 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 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.
Mixed Use Development Plan
6
Legend
Mons Lake
(Union Res.)
I-25 MUD Area Boundary
—0 Commercial
Highway Commercial
® Industrial
Mobile Home
Agricultural
Mulligan I
Res
taste
Res.
INN Planned Unit Development
I=Industrial; MHMoblle Home;
MU -Mixed Use;
0/C=OHlce/Cammerciol
* Proposed P.U.D.'s
Other USR/SUP's
100 Year Floodplain
Permitted Gravel Mines
4
f L'
88 K
I.CR no
25 0
F66W R67W
I.C.R. /Y5
31
I.C.R. /2B
0 1500 3000 Feet
1-25 Mixed Use Development Area Structural Plan
Map 4.2 Existing Zoning and Permitted Uses
November, 1995
4.2.2 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.
4.2.2.1 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 4.1 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
NiwotHS
1127
1025
1021
1043
1055
1074
1125
1158
2.7%
Source: St. Vrain School District Memorandum May 10, 1
Notes: Italics indicate enrollment exceeds capacity
MS = Mead 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.
Mixed Use Development Plan
8
There are no plans in place for new construction or expansion of existing schools serving the
MUD area. School construction would require a future bond issue. Therefore, residential
development 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.
4.2.2.2 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 Sheriff's 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 Sheriff's 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.
Mixed Use Development Plan
9
4.2.2.3 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 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.
4.2.2.4 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.
Mixed Use Development Plan
10
4.2.3 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 I-25 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 4.1.
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-25/511 119 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 I-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 (I-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-25/511 119 interchange. The total estimated costs for the 1-25
improvements from SH 7 to SH 66 is $163,102,000.
Mixed Use Development Plan
11
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 4.1,
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 the 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.
4.2.4 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.
4.2.4.1 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.
Mixed Use Development Plan
12
Figure 4.1 Proposed CDOT I-25/SH 119 Interchange Improvements
Mixed Use Development Plan
13
The MUD area is currently supplied by four water districts on a service area basis, as shown on
Map 4.3 and in Table 4.2. 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.
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-25. Central Weld County has undertaken considerable system
expansion over the last several years. Capacity is limited by current system constraints.
Mixed Use Development Plan
14
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— Water District Boundary
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Longs Peak Water District Lines
Little Thompson Water District Lines
Central Weld Water District Lines
— — Proposed Central Weld/
Little Thompson Interconnect
m
0 1500 3000 Feet
1-25 Mixed Use Development Area Structural Plan
Map 4.3 Water Services
November. 1996
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 31/2 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 4.2.
Table 4.2 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.
I. 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).
Mixed Use Development Plan
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 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.
4.2.4.2 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.
Mixed Use Development Plan
17
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 (PUC) 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.
4.2.4.3 Sanitary Sewer
The St. Vrain Sanitation District provides sanitary sewer service throughout the MUD area, as
shown on Map 4.4. 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 Camino 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 gallons 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 4.4
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
Mixed Use Development Plan
18
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.
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.
4.2.4.4 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 4.5 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.
Mixed Use Development Plan
19
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St. Vrain Sanitation District Boundary
Service Area Boundary
Sewer Lines
Proposed Sewer Trunk Lines
0 1500 3000 Feet
1-25 Mixed Use Development Area Structural Plan
Map 4.4 Sanitary Sewer Services
November, 1996
Ability to Respond to Growth
KN Energy has adequate capacity to handle the MUD 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.
4.2.4.5 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.
4.2.4.6 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 4.6 was prepared to illustrate this and to suggest a sequence of development in the MUD area
based on utility services.
Mixed Use Development Plan
21
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--- 3' Intermediate Pressure Gas Line (1 PSIG to 49 PSIG)
— 3' High Pressure Gas Line ( >50 PSIG)
0 1500 3000 Feet
1-25 Mixed use Development Area Structural Plan
Map 4.5 Natural Gas Services
June, 1996
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Map 4.6 Priority for Development, based on Utility Services
February, 1897
4.2.5 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 4.7.
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 MUD area, provides additional recreational
opportunities to residents 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 and/or 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.
Mixed Use Development Plan
24
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p.4 Regional Parks - Existing/Proposed
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Lakes/Ponds
Mature Riparian Forest
F ---I
Primary Drainageways/Areas
Irrigation Ditches/Canals
Extent of Commercial Sand and
Gravel Resources
0 1590 3000 Feet
1-25 Mixed Use Development Area Structural Plan
Map 4.7 Parks, Recreation and Floodplain Resources
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.
Mixed Use Development Plan
26
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.
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 south-western 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 I-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.
4.3 Market Factors and Likely Trends
4.3.1 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.
4.3.1.1 Location
The MUD area, while rural in character, lies within 30 miles of all major employment centers and
product markets on the 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.
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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.
4.3.1.2 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 transportation issues
that influence market conditions.
• The MUD area lies 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 I-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.
4.3.1.3 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.
4.3.1.4 Regional Development Trends
' 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.
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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 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
construction 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 develop-
ment 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.
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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.
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/I-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.
4.3.2 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
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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.
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 4.3.
Table 4.3 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
150
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
4.3.3 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.
4.3.3.1 Residential Neighborhood Development Trends
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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.
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.
4.3.3.2 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 of 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
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 Mellen as his source. Ralph
Melden is with Melden Realty, a firm specializing in manufacturedhousing properties.
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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.
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.
4.3.3.3 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.
4.3.3.4 Lodging
Lodging in the MUD 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:
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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 Inn 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.
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 it 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.
4.3.3.5 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.
' 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 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 I-25 in Weld County with this infrastructure.
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.
4.4 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
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35
transportation network, the linking of community nodes and the consistency of land use and
zoning standards.
4.4.1 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:
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 I-25 and SH 119. In contrast, lands with limiting site factors such as floodplain
and wildlife habitat, correlate with the lowest intensity land uses.
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E. Planned Transportation Network. The major roadway corridors, including I-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 4.4 provides approximate acreage for each of the land uses and maximum
density statistics that could occur at full build -out of the MUD area.
Table 4.4 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 Intensity
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.
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4.4.2 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.
To 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 4.5. 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 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 home to a second trip end at a school, this reflects one trip, with both
trips internal to the I-25 MUD Area.
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Table 4.5 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 i
0.80
Residential
Emp.
Center
Region.
Comm.
Neigh.
Com.
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 4.2, which shows the relationship of
trips by purpose and the proportion of internal and external travel.
As can be seen in Figure 4.2, 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 4.2 External Trip Distribution
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Figure 4.3 Daily Trip Distribution by Purpose
N
S
E
W
SW
8%
25%
2%
5%
10%
External 50%
0
to I
WI
EXTERNAL TRIPS
INTERNAL TRIPS
Commercial
110,000
External 40%
N
S
E
W
SW
3%
10%
1%
2%
4%
Residential
130,000
Employment
135,000
o;
CO.
External 50%
N
S
E
W
SWi
8%
28%
3%
5%
11%
Local
Business
25%
Mixed Use Development Plan
41
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 4.3.
4.4.2.1 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 WCR 20 and I-25 to accommodate a future interchange
with I-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.
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.
Mixed Use Development Plan
42
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.
4.4.2.2 Public Transit
The MUD area is not 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 119 east of I-25. The third site is proposed along SH 119, east of WCR
5. The objective is to capture traffic to/from Longmont to avoid additional traffic impacts to the
MUD area.
4.4.3 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.
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43
4.4.3.1 Schools
School Projections
Based on school trends, student demand potential for the MUD area is indicated in the following
tables. Table 4.6 identifies the criteria from which school projections are made, and Table 4.7
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 4.6 St. Vrain School Need Projection Factors
Grade
Level
Students per Dwelling Unit
Average Students per School
Acreage needed per
school
K-5
0.35
525
10
6-8
0.14
750
25
9-12
0.17
1200
40
Source: Scott Trillon, St. Vrain School District Planner, 9/95
Table 4.7 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: Dwelling Units
Source: Balloffet & Associates, Inc., 1995
Table 4.7 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 existing schools in the St. Vrain District during this time. If the MUD area is built out to
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.
Mixed Use Development Plan
44
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.
4.4.3.2 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.
4.4.3.3 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.
4.4.4 Parks, Trails, and Floodplain
A combination of parks, trails, and floodplain 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.
4.4.4.1 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.
Mixed Use Development Plan
45
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).
4.4.4.2 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.
4.4.4.3 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
Mixed Use Development Plan
46
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 1-25 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.
4.4.5 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.
4.4.5.1 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
Mixed Use Development Plan
47
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.
• 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.
Mixed Use Development Plan
48
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 negotiated at the time the developments are approved.
4.4.5.2. Schools
The St. Vrain School District anticipates the need for 9 elementary schools, 2 middle schools and
1 high school within the MUD 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.
Mixed Use Development Plan
49
4.4.5.3 Law Enforcement
Tables 4.8 and 4.9 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 4.8 MUD Area: 10 -Year Growth
Service
Units
Total
Unit Cost
Total (Cost for
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 Jail is constructed as planned and approved.
Mixed Use Development Plan
50
Table 4.9 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 4.10). Costs were estimated based upon average population
figures for each type of use. The total law enforcement costs are then divided by the total esti-
mated 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 4.10.
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51
Table 4.10 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.
4.4.6.4 Fire Protection
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 considerations, should serve as a basis for the location of future fire station facilities.
4.4.6.5 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 4.11. The I-25/SH 119 interchange improvements currently funded by
CDOT and the I-25 widening improvements from 511 7 to SH 66 are not included. It should be
noted that SH 119 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
Mixed Use Development Plan
52
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.
One approach to funding 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 4.11.
Table 4.11 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 4.12.
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53
Table 4.12 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.
4.4.6.6 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 4.13 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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54
Table 4.13 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)
Community Parks
(Acquisition and construction of 120 acres at $100,000 per acre)
$ 4,200,000
$12,000,000
Trails
(25 miles of construction only at $150,000 per mile)
$ 3,750,000
Limiting Site Factors
(Canals, ditches and 1/2 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.
Mixed Use Development Plan
55
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