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Item 4B - TVAP Amendments-minCITY OF BOULDER PLANNING BOARD AGENDA ITEM MEETING DATE: August 22, 2023 AGENDA TITLE Public hearing and consideration of the following related to the Boulder Junction Phase 2 project: 1. Amendments to the Transit Village Area Plan; and 2.Amendments to Chapter 5 of the Boulder Valley Comprehensive Plan to revise the summary of the Transit Village Area Plan. REQUESTING DEPARTMENT / PRESENTERS Planning & Development Services Brad Mueller, Director Kristofer Johnson, Comprehensive Planning Manager Chris Ranglos, Senior City Planner Rebecca Hieb, Planning and Zoning Specialist Vivian Castro-Wooldridge, Community Engagement Planning Sr Project Manager OBJECTIVE AND STAFF RECOMMENDATION Following a staff presentation and a public hearing, Planning Board will consider two items related to the Boulder Junction Phase 2 project. Staff recommend Planning Board take actions in the form of the following motions: 1. A motion to adopt the proposed amendments to the Transit Village Area Plan; and 2. A motion to adopt the proposed amendments to Chapter 5 of the Boulder Valley Comprehensive Plan to revise the summary of the Transit Village Area Plan. Item 4B - TVAP Amendments EXECUTIVE SUMMARY The purpose of this item is to consider adoption of proposed amendments to the Transit Village Area Plan (TVAP) and changes to Chapter 5 of the Boulder Valley Comprehensive Plan (BVCP) to revise the summary of the area plan. City Council will also consider adoption of the proposed TVAP and BVCP amendments and must adopt the same amendment language as Planning Board. During this first step of the Boulder Junction Phase 2 project, staff have worked closely with the community and other city departments to analyze the existing 2007 Transit Village Area Plan, learn more about the outcomes in Phase 1, and make recommendations for necessary amendments to better meet current community needs. The proposed amendment to TVAP (Attachment A) focuses on the land use, transportation connections, and urban design and character of the Phase 2 area. Existing policies related to the Phase 1 area will remain. Based on a range of community and departmental input, the proposed amendments to TVAP include: • Revisions to the proposed land uses to include Mixed Use Transit Oriented Development (MUTOD), Mixed Use Industrial (MUI), Park, Urban & Other (PK-U/O), and Open Space, Development Rights or Restrictions (OS-DR) (note, the application of OS-DR is a minor map correction); • Changes to the transportation connections plan to prioritize the pedestrian and bicycle network over vehicular connections; and • Updates to the urban design framework to describe and apply Place Types, locations for future outdoor gathering spaces, and nodes for concentrated retail activity. It is also typical for the Planning Board and City Council to approve a summary of the area plan for the BVCP. The BVCP amendment procedures allow for a summary to be added or revised at the time of adoption of a new or amended area plan. The revised summary that staff recommends can be found in Attachment B. Future steps of the Boulder Junction Phase 2 project will establish a strategy to implement the various anticipated land use and regulatory changes and capital improvements that will support the goals of the plan for the Phase 2 area. As an example, staff are prepared to proceed with concurrent updates to the BVCP land use map and Transportation Master Plan as an initial implementation step immediately after and in conjunction with adoption of the TVAP amendment. BACKGROUND City Council identified the implementation of Boulder Junction Phase 2 as one of 10 priorities for city staff to build into their 2022-2023 work plans. Staff presented the preliminary scope of work approaches to City Council and Planning Board in Fall 2022. During those meetings, two options were considered: Item 4B - TVAP Amendments 1. Implement TVAP with the current proposed land use, transportation connections and urban design and character identified for the Phase 2 area. 2. Evaluate the proposed land uses, transportation connections and urban design and character in the Phase 2 area, and propose any necessary amendments to ensure they are aligned with the BVCP, market trends, and current community needs. City Council and Planning Board directed staff to move forward with the second option. If this process and community feedback resulted in a preferred approach different than what is currently proposed in TVAP, a plan amendment would be needed before implementation can begin. The project included a robust community engagement process at the Consult and Involve levels. However, it differs from a typical area planning process since this is a plan amendment where an existing plan already establishes overall guidance for the Boulder Junction area. The plan amendment process took a strategic approach to updating the most critical elements of TVAP that no longer reflect the community’s current and future needs since the plan’s adoption 15 years ago. At Council’s request, staff have proceeded with an appropriately swift schedule to accomplish a plan amendment by Fall 2023. Substantial Completion Report: Since the kickoff this winter, information on development and improvements in Phase 1 have been compiled and documented in a substantial completion report. This report is available on the project’s webpage and is an important source of information to understand how the redevelopment of the Phase 1 area has evolved over time. It also contributed to understanding lessons learned that will influence the implementation strategy and code updates during the next stage of the Phase 2 project. Major takeaways from the report about Phase 1 development and improvements include: • Nearly 1,400 new housing units were created with just over 300 (22%) of them being affordable units; • Changes to the land use designations, land use code, and BVCP land use map occurred; • Form-Based Code was created to better achieve urban design goals (three projects in the area went through the Form-Based Code Review process); • New transportation connections were implemented to create a more walkable neighborhood; • Improvements were made to Goose Creek and North Boulder Farmer’s Ditch to address stormwater and enhance them as a public amenity; • Two general improvement districts were established to achieve Transportation Demand Management and shared parking strategies; • A range of public improvements occurred, including art and stormwater improvements; and • The area experienced a variety of new mixed-use urban development. Community Engagement: Several community engagement events have occurred in line with the project’s communications and engagement plan (outlined below). The team also implemented Item 4B - TVAP Amendments strategies identified as part of the project’s Racial Equity Instrument (REI) and sought on-going advice from the two project community connectors to ensure the engagement process and outcomes were inclusive. Feedback received from the community was used to inform and evaluate potential alternatives and ultimately led to the recommended TVAP amendments. Racial Equity Strategies: The project team continues to apply racial equity strategies to its communications and engagement. The biggest impacts identified in Boulder Junction are a lack of access to public spaces, ability to incorporate safe and adequate transportation connections (within the area and to adjacent neighborhoods), potential displacement of affordable and convenient businesses, and lack of amenities that support families. Strategies were developed to advance racial equity outcomes and minimize unintended consequences on historically underrepresented populations. Most of the strategies address how to create a denser neighborhood that could offer more opportunities for residential uses and businesses, while also being highly livable for households of all types. An example of some strategies that were applied in the proposed amendment include: • Allow a mixture of uses so people may live closer to sources of quality employment, goods and services. • Allow land uses that would encourage a diversity of housing types that can be offered at a range of prices. • Allow uses and amenities (including public spaces) that support people of all ages and abilities. • Ensure there are safe and convenient transportation connections focused on people rather than vehicles. There was a variety of feedback received from community members related to these topics. Some of that feedback is addressed now through the amended policy direction and some will be developed during future steps of the project. For example, the mechanisms to retain/enable small and local businesses will be further explored during future tasks. The REI will continue to be used and updated throughout future steps of the Boulder Junction Phase 2 process. Focus Groups: Four Focus Groups were established with about 15 participants each to provide a variety of viewpoints, expertise, and experience. The four Focus Groups have provided feedback throughout the project. Below is a summary of the composition of each Focus Group: 1. Advocacy Focus Group – local advocates for social, environmental and/or economic issues. 2. Daily Users Focus Group – people who live and/or work in the Boulder Junction area. 3. Design & Development Focus Group – developers, real estate professionals, urban designers, architects and planners. 4. Property & Business Owners Focus Group – property or business owners in the Boulder Junction area. Item 4B - TVAP Amendments Below is a summary of the Focus Group engagement events: 1. Focus Group Meeting #1 – March – Project Introduction, Phase 1 Outcomes, Phase 2 Opportunities 2. Focus Group Meeting #2 – May – Alternatives Evaluation (Land Use, Transportation, and Urban Design) 3. Focus Group Site Tour #1 –May – Phase 1 and Phase 2 Areas 4. Focus Group Site Tour #2 – May – Phase 2 area south of Goose Creek (note, in addition to Focus Group members, property and business owners in the Phase 2 area were directly invited to join) 5. Focus Group Meeting #3 – July – Preliminary Proposed Amendments (note, this was a joint meeting of all four focus groups and included two City Council members) Additionally, staff provided a survey link to all Focus Group members after Meeting #3 to gauge their support for the staff recommended amendments and their engagement throughout the process. Two-thirds of the 26 respondents either love or like the overall plan amendments, with the caveat that future programs, regulations and incentives will be needed to maximize opportunities for affordable retail, culture and the arts, and green spaces to ensure a vibrant neighborhood that serves a diverse population. For those focus group members who expressed less support (i.e. neutral or maybe) or do not agree with the package of proposed amendments, remaining key concerns include: • That the entire Phase 2 area should be classified as MUTOD (and not MUI in the area between Goose Creek and Pearl Parkway) • That it is not fair to put two “Conceptual Outdoor Spaces” and a Multi-Use path through a single property. • That redevelopment brings public investments and gentrification forces that are “too nice” and that the population (with potentially limited levels of missing middle housing provided) cannot actively support • That greater densities feel overwhelming and not like a livable environment if an appropriate balance of landscape and outdoor space is not provided. • That the project should be a showcase of urban climate mitigation, adaptation and resilience with renewable energy and nature-based solutions for managing increasing temperatures and water management. The project team asked focus group members about their satisfaction with the process thus far. The vast majority said they understand the goals for the project and their role. A few respondents were neutral. None of the respondents indicated that they are confused or never understood. In addition, the project team asked focus group members whether they felt that staff listened to their feedback and incorporated it into the proposed amendment. About two-thirds of focus group member respondents said Yes, absolutely! I see myself in the plan or Yes, I like how my feedback was used. A few people answered that they were either neutral or Maybe, but not really. None of the respondents answered No, not at all. Item 4B - TVAP Amendments Open Houses: Open Houses were held as an opportunity for all community members to engage with the project team, learn about the project progress and provide feedback to inform potential plan amendments. Below is a summary of the Open House engagement events and activities: 1. Open House #1 – April – Project Introduction, Phase 1 Outcomes, Phase 2 Opportunities 2. Open House #1 online questionnaire – April – supplemented the in-person open house and offered a virtual method for the community to engage in a similar way 3. Open House #2 – May – Alternatives Evaluation (Land Use, Transportation, and Urban Design) 4. Open House #2 online questionnaire – May – supplemented the in-person open house and offered a virtual method for the community to engage in a similar way Multi-Board Working Group: Because this project involves a complex intersection of people, public space, environment, housing, and transportation, the City Manager initiated a pilot multi-board working group consisting of one liaison from each of the Boards and Commissions listed below. The goal was to encourage early feedback from the perspective of each liaison’s respective Board, for the liaison to keep their Board informed about the project, and to bring additional Board comments back to the project team. 1. Boulder Junction Access General Improvement District – Parking 2. Boulder Junction Access General Improvement District – TDM 3. Design Advisory Board 4. Environmental Advisory Board 5. Housing Advisory Board 6. Human Relations Committee 7. Open Space Board of Trustees 8. Parks and Recreation Advisory Board 9. Planning Board 10. Transportation Advisory Board Below is a summary of the multi-board working group meetings: 1. Multi-board Working Group Meeting #1 – May – Role of Working Group, Project Introduction, Alternatives Evaluation 2. Multi-board Working Group Meeting #2 – July – Preliminary Proposed Amendments As of the date of this memo, additional comments have been provided by the Design Advisory Board (DAB) and Transportation Advisory Board (TAB). The DAB comments primarily focused on architectural and urban design outcomes that are more detailed than what the plan amendment will address. However, these topics will Item 4B - TVAP Amendments be considered during future steps of the implementation process including possible updates to the Boulder Junction form-based code. Specifically, DAB mentioned the importance of supporting local businesses through thoughtful building design like creating smaller, more affordable commercial spaces, rather than only large spaces that lend themselves to national retailers. They also emphasized allowing creative architectural outcomes that enhance the industrial and funky character of the area. Finally, DAB’s feedback focused on using the conceptual gathering spaces and activity nodes as opportunities to encourage public/private partnerships that activate Goose Creek and support businesses. Some ideas for programming these areas included an art gallery walking zone and food truck/bar/pop-up market spaces similar to examples found in Portland, OR and Seattle, WA. TAB concurred with the comments made by their liaison to the Multi-board Working Group at the July meeting including removal of several underpass locations in lieu of more feasible and effective at-grade crossings, an appreciation for focusing connections on bicycles and pedestrians, and a recommendation to explore breaking the Wilderness Place loop in future steps. Additionally, TAB members raised concerns about the intersection on Pearl Parkway just west of Foothills Parkway where a major north-south multi-use path connection will occur. Staff have updated the proposed Transportation Connections Plan amendments to identify an “improved intersection” at that location to better protect bicycles and pedestrians from high-speed vehicle movements at the on- and off-ramps to Foothills Parkway. City Council Study Session: The study session item on June 8 served as an opportunity to present preliminary alternatives, community feedback, and staff analysis for possible amendments to TVAP. City Council provided the following feedback in response to staff’s key questions: • Councilmembers expressed support for the proposed amendments to the transportation connections plan to focus on pedestrian/bike mobility and break down larger blocks and parcels. • Councilmembers expressed support for land use Option 2 which focused on applying the MUTOD land use designation to the entire area to maximize flexibility for future uses and redevelopment. • Councilmembers expressed support for the approach to Place Types and outdoor spaces to better define urban design and character. City council also identified additional issues for staff to consider when preparing the proposed amendment and for future steps: 1. Prioritize floodplain improvements and multi-use path connections at the convergence of Pearl Parkway, BNSF railroad, North Boulder Farmer’s Ditch, and Boulder Slough location 2. Explore additional pedestrian and bike connections in the southern area 3. Explore additional internal transportation connections to break down large blocks 4. Explore ways to preserve/incentivize light industrial and service uses, especially when moving into future phases of implementation (zoning, etc.) Item 4B - TVAP Amendments Planning Board Information Update: The information update on July 25 offered an opportunity for staff to preview the preliminary proposed TVAP amendments with Planning Board and gather any critical feedback in advance of the public hearing scheduled for August 22. Key takeaways from the discussion included: • Several members expressed support for using the MUI land use category along Old Pearl Street to continue to encourage light industrial and services uses alongside residential, while a few members felt MUI may be too flexible in terms of residential use and expressed a desire for a land use that was even more focused on industrial uses. • Many comments echoed community feedback in the request for a greater focus on tree canopy and landscape areas to balance urban development. • Requests to highlight the pedestrian corridors, clarify how Phase 2 can help energize Phase 1, and continue to explore how to best organize retail (ie, in nodes or along linear corridors). Market Analysis: Economic & Planning Systems (EPS) is a consultant working with city staff to provide an analysis of market support for the land use categories in the Boulder Junction Phase 2 area. The market analysis provides input on the types of land uses that are in demand now based on current market conditions and trends. The market analysis, combined with a real estate feasibility analysis (in progress) informs the type of development likely to happen in the future in the Boulder Junction Phase 2 area (absent incentives or other policies). Based on market metrics, the Phase 2 area can be broken in 3 subareas – a northern section, from Valmont south to Goose Creek, a central section between Goose Creek and Pearl Parkway, and a southern section from Pearl Parkway south to the rail line. • The northern section contains primarily office and industrial tech uses. Laboratory, bioscience, and research uses are prevalent in this area and can pay higher rents than other office and industrial space users. • The central section contains primarily industrial and commercial uses, along with some office. This area has the highest current redevelopment potential, with many service industrial businesses. The risk of business displacement is also highest in this area, where the gap between current rents and rents in a redevelopment project are likely to be highest. • The southern section contains several larger flex and warehousing spaces. Preliminary redevelopment plans are beginning to be explored and flexibility in future uses will be a benefit in that area. Given the strength of the residential market throughout Boulder, and the rent levels that can be achieved in new residential development, much redevelopment is likely to be residential without any additional incentives or other policies. Additionally, if lower- revenue first floor uses (e.g., service commercial) are desired, upper floor residential or other higher rent uses are likely to be needed for the development to be economically feasible. Further analysis will continue to explore the development feasibility impacts of Item 4B - TVAP Amendments height (density), parking requirements, uses, and other factors and the potential utility of incentives or other policy tools to achieve development that would not otherwise be feasible. Implementation of possible incentives and other tools will be explored in future steps of the Boulder Junction project. PROPOSED TVAP AMENDMENT Land Use Community feedback clearly indicated support for allowing a wider range of commercial uses, neighborhood services, and residential types. In addition, market research identified a need for flexibility to support market demand for residential uses and be nimble to respond to on-going changes as Boulder lives into the post-COVID recovery. Staff identified the following key takeaways from the community, Boards, and City Council when developing the land use amendments to TVAP: 1. Maximize opportunities for new housing and mixed-use outcomes by allowing greater flexibility for many different types of uses and overall density. 2. Retain and encourage new local and small businesses (particularly light industrial and service commercial uses where feasible) 3. Incorporate more green areas and gathering spaces These comments have been addressed in the proposed TVAP amendment in the following ways: 1. Mixed Use Transit Oriented Development (MUTOD) is a flexible BVCP land use category and specifically intended for areas with multi-modal transit resources. This land use category has been applied to the majority of the Phase 2 area to transform existing, disparate uses into mixed use, transit-oriented neighborhoods rich with amenities and services. MUTOD encourages retail, food & beverage, personal services, and other community serving uses, and also allows residential uses where appropriate. 2. Mixed Use Industrial (MUI) also provides flexibility for residential uses, but prioritizes other uses on the ground floor. This land use category has been applied to the area along Old Pearl Street where many light industrial and service uses currently exist and would be encouraged in the future. This land use type differs slightly from MUTOD in that it encourages small maker spaces, workshops, breweries, and other creative spaces and does not prioritize retail on the ground floor. It is also not intended for larger industrial or warehousing uses that would be encouraged in other Industrial land use categories. 3. Park, Urban & Other (PK-U/O) has been applied along the Goose Creek greenway to establish the intention for this area to be enhanced as a community amenity. 4. Open Space, Development Rights or Restrictions (OS-DR) is applied to a small section along the Pearl Parkway right-of-way as a clean-up item to recognize an existing scenic easement managed by the Open Space & Mountain Parks department. Item 4B - TVAP Amendments This proposed land use framework could result in the following outcomes as the area evolves over the next 20 years: • 1,500-2,500 total potential residential homes (note, the Phase 1 area is smaller than Phase 2 and resulted in approximately 1,400 total homes) • 3,000-4,000 total potential jobs (note, there are approximately 2,000 jobs currently in the Phase 2 area) Urban Design Community feedback confirmed the need to better describe the desired design character of the area, which includes maintaining a diversity of building types and providing more landscaped areas and tree canopy than Phase 1. There is also a desire for more publicly- accessible spaces in Phase 2, such as informal gathering areas, places for children to play, dog parks, plazas, and linear greenways. Staff identified the following key takeaways from the community, Boards and Commissions and City Council when developing the urban design amendments to TVAP: Item 4B - TVAP Amendments 1. Recognize Goose Creek as an amenity 2. Create more outdoor gathering spaces 3. Improve retail viability 4. Keep Boulder fun(ky)! These comments have been addressed in the proposed TVAP amendment in the following ways: 1. An enhanced pedestrian focus has been identified along Goose Creek including an opportunity for a signature pedestrian bridge crossing. 2. Six outdoor space opportunities are identified at various key locations. 3. Concentrations of retail opportunities are proposed at activity nodes rather than applying retail requirements throughout. 4. A new Fun(ky) Functional Place Type was created and applied to the area along Old Pearl Street. Note, future updates to the form-based code and other regulations will add more details on achieving architectural variety, design quality, and engaging outdoor gathering spaces in the Phase 2 area. The proposed amendment applies a similar framework of Place Types established recently through the East Boulder Subcommunity Plan. Place Types provide greater refinement to the larger MUTOD land use areas and set forth performance expectations for redevelopment outcomes. • Regional TOD allows the most intensity and includes flexible opportunities for light industrial, cultural, and commercial uses while prioritizing transit supportive residential housing options. • Neighborhood TOD reimagines auto-oriented commercial areas into highly walkable and transit supportive environments that encourage both residential and office uses. • Fun(ky) Functional is a new Place Type that applies to the MUI land use area along Old Pearl Street to define a creative and eclectic environment. It offers the greatest range of uses on the ground floor, including residential, while supporting on-going light industrial, manufacturing, indoor recreation, and service uses. Item 4B - TVAP Amendments Item 4B - TVAP Amendments Publicly-accessible outdoor gathering spaces are essential to the success of creating a vibrant and livable mixed-use neighborhood. Several locations have been identified for both primary and secondary outdoor spaces that are strategically positioned to complement planned transit facility, open space enhancements, and higher intensity land uses. They are intended to represent ideal locations for consolidated, meaningful publicly accessible space that could occur as a result of redevelopment. Focusing retail, dining, and personal service uses near future areas of high activity is critical to the success of mixed-use neighborhoods that serve the needs of residents, employees, and visitors. These types of businesses require high visibility, pedestrian foot traffic, and engaging indoor/outdoor opportunities to thrive. Several activity nodes have been identified to capitalize on planned transit, open space, and land use improvements. They also generally align along the primary north-south route that connects across the Phase 2 area. Paseos complement the transportation connections plan and are enhanced pathways that combine a variety of materials, landscape, and amenities to create a pedestrian experience at key locations and across larger parcels. Adjacent open spaces and land uses add vibrancy and activity to enrich these corridors. Item 4B - TVAP Amendments Transportation Connections Community feedback confirmed that improved transportation connections should be considered to ensure the area is walkable and pedestrian-friendly, is more connected to Phase 1, and offers better connectivity to surrounding bicycle and trail networks. Staff identified the following key takeaways from the community, Boards and Commissions, and City Council when evaluating potential transportation connection amendments to TVAP: 1. Enhance the internal pedestrian and bicycle network 2. Use connections to break down larger blocks into more urban character 3. Balance visionary ideas with construction feasibility (engineering, cost, impacts on private property, etc.) These comments have been addressed in the proposed TVAP amendment in the following ways: 1. People-focused connections (ped/bike) have been prioritized over vehicular connections. Item 4B - TVAP Amendments 2. Several multi-use paths and sidewalks have been added to create a finer grain network. (note, additional pedestrian connections and paseos are identified in the urban design section) 3. Infeasible connections are altered or removed, while those that deserve further detailed study are maintained. PROPOSED BVCP CHAPTER 5 AMENDMENT Chapter 5 of the BVCP, titled “Subcommunity & Area Planning,” describes expectations for long-range plans and planning processes. The chapter also provides a summary of significant subcommunity and area plans, describes how they have been used and offers updates on progress towards implementation of the plans. Attachment B includes revised text for the Transit Village Area Plan to be updated in Chapter 5 of the BVCP. Exhibit B of the BVCP outlines amendment procedures for the BVCP. This type of text amendment may be made at any time, but is particularly relevant when new or amended Item 4B - TVAP Amendments area plans are adopted. This amendment to the BVCP requires approval from both the Planning Board and City Council. NEXT STEPS Staff anticipate the following approval and adoption schedule: • August 22 – Planning Board Public Hearing and action on proposed TVAP and BVCP Chapter 5 amendments • September 21 – City Council Public Hearing and action on proposed TVAP Amendments • Q4 2023 – Concurrent BVCP Land Use Map changes (requires Planning Board and Council action) and Transportation Master Plan changes Following the adoption of the BVCP Land Use Map updates, there are a number of significant projects requiring cross-department staff time and potential funding to implement Boulder Junction Phase 2. Staff will establish an approach to the regulatory, physical, and programmatic infrastructure required to ensure successful redevelopment of Phase 2 in line with the amended Transit Village Area Plan. This will begin with an exploration of expanding the Boulder Junction Form-Based Code and General Improvement Districts (in current or revised form) to the Phase 2 area and developing a strategy for phasing and funding of necessary capital improvements. Approved By: ________________________ Brad Mueller, Director Department of Planning & Development Services ATTACHMENTS A. Proposed 2023 TVAP amendments B. Proposed revised TVAP summary for BVCP Chapter 5 C. Engagement summaries a. Focus Group Meeting #1 Presentation and Summary b. Focus Group Meeting #2 Presentation and Summary c. Focus Group Meeting #3 Presentation and Summary d. Open House #1 Boards and Summary e. Open House #2 Boards and Summary f. Multi-Board Working Group #1 Presentation and Summary g. Multi-Board Working Group #2 Presentation and Summary D. Compiled Recent Comments E. Proposed 2023 TVAP amendments with 8-18-2023 revisions Item 4B - TVAP Amendments    Amended September 2023 Item 4B - TVAP Amendments 2 Transit Village Area Plan • Boulder, Colorado Creating this plan has been a collaborative effort, made possible through the dedicated efforts of the following groups and individuals. Mark Ruzzin, Mayor Suzy Ageton, Deputy Mayor Robin Bohannan Tom Eldridge Crystal Gray Shaun McGrath Richard Polk Andy Schulteiss Jack Stoakes Ken Wilson Elise Jones, Chair William Holicky Willa Johnson Simon Mole Andrew Shoemaker Philip Shull Adrian Sopher John Spitzer Richard Sosa Lynn Guissinger, Chair Michael Deragisch Spenser Havlick Krista Nordback Jim Rettew Myriah Sullivan Conroy Stu Stuller, Chair Todd Bryan Joel Davidow Frances Hartogh Chad Julian Norman Murphy Pete Webber Ruth McHeyser, Acting Planning Director Louise Grauer, Project Manager Michelle Allen, Housing & Human Services Department Abe Barge, Planning Department Brent Bean, Planning & Development Services Robert Eichem, Finance Department Jean Gatza, Planning Department David Gehr, City Attorney’s Office Linda Hill-Blakely, Housing & Human Services Department Bev Johnson, Planning Department Heidi Joyce, Planning & Development Services Conor Merrigan, Planning Department Chris Meschuk, Planning & Development Services John Pollak, Housing & Human Services Department Brad Power, Economic Vitality Program Avant Ramsey, Planning Department Susan Richstone, Planning Department Randall Rutsch, Transportation Department Betty Solek, Stormwater Quality Program Maureen Spitzer, Parks and Recreation Department Douglas Sullivan, Utilities Division Michael Sweeney, Transportation Department Elizabeth Vasatka, Office of Environmental Affairs Robin Woodsong, Planning & Development Services Jeff Yegian, Housing & Human Services Department Marie Zuzack, Planning Department Peter Albert, San Francisco Municipal Railway Coburn Development Economic & Planning Systems EDAW OZ Architecture Shapins Associates Strategic Economics Studio Terra UrbanTrans Van Meter Williams Pollack Wolff-Lyon Architects Thanks also to all of the other city staff, board members, and many members of the Boulder community who gave their invaluable time and input to help develop this plan. Micki Kaplan, Transportation Department Acknowledgements City Council members Staff members Planning Board members Transportation Advisory Board members Parks and Recreation Advisory Board members Consultants The drawing on the cover is a general characterization of the land use and transportation network concepts contained in the plan. It is intended to illustrate how those concepts could hypothetically come together, not to prescribe exact locations or sizes of future buildings, streets, the park, plaza or other public facilities. The actual physical form of the area will evolve over 15 years or more and will not look like this illustration. Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 3                                                                       Table of Contents                                              The sections highlighted below for Phase 2 were updated in 2023. Please refer to the Phase 2 Plan Amendment. Item 4B - TVAP Amendments 4 Transit Village Area Plan • Boulder, Colorado Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 5   This plan describes the city’s vision for the future of the 160-acre Transit Village area and will guide long- term development of the area. The plan vision will be carried out by the city, private property own ers and the Regional Transportation District (RTD). The Implementation Plan, a compan- ion document to this plan, identifies specific actions the city will take in the coming years to advance the plan’s goals and objectives.                     Area Context Introduction Item 4B - TVAP Amendments  The city creates area plans where change is expected in the near future. Area planning provides an opportunity for the community to evaluate and shape its expectations and goals for the area in anticipation of that change. It helps ensure that when redevelopment occurs, property owners can design their projects to be consistent with the vision for the area. It also helps ensure that public improvements will be in place to support the new development and advance city goals. The Transit Village area will undergo tremendous change over the next 25 years, largely due to the following factors: • RTD will develop new transit facilities and services in the area: - a bus facility near Pearl Parkway and 30th Street, with bus rapid transit (BRT) to Denver along U.S. 36 and enhanced local bus service - a rail stop at the end of Bluff Street for commuter rail service to Denver and Longmont on existing railroad tracks currently used for freight. • A new neighborhood will be developed on land owned by the city near the Pearl and 30th intersection. This transit-oriented, mixed-use neigh- borhood will be predominantly residential, with much of the housing affordable to lower and middle incomes. It also will include retail and office space. • The site of the former Crossroads Mall has been revitalized recently as a community destination for shopping and entertainment. Twenty Ninth Street will continue to bring more people and activity to the area and is expected to stimulate redevelopment of nearby properties. 6 Transit Village Area Plan • Boulder, Colorado  Future Regional Transit Introduction  Commuter rail Bus rapid transit Major activity centers Transit Village area Legend Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 7  This plan is intended for use by the public, business and property owners, city officials and staff, and RTD. It provides the community with an idea of what to expect in the future in the Transit Village area and will guide decisions about private development, and public facilities and serv ices in the area. The plan will also inform planning efforts elsewhere in the city. Over time, the plan will become an important “snap shot in time,” and provide a record of the intent behind policy decisions and regulatory changes that are made subsequent to plan adoption. The Land Use Plan will be used as the basis for future land use map changes in the Boulder Valley Comprehensive Plan (BVCP), as well as the basis for rezoning. The Transportation Connections Plan will be used to guide future right-of-way acquisitions and capital improvement planning, as well as to preserve right -of- way corridors for future road dedication and construction. The Guidelines for Character Districts and Streetscapes will be used in the Site Review Process to help determine whether a project meets Site Review criteria. The Implementation Plan (separate document) will guide future actions by the city to implement the plan, including: amending existing regula- tions and the BVCP land use map; establishing phasing and city funding for key public improvements; planning capital improvement projects; and enacting the Transportation Demand Management Program.  The pace of area redevelopment will be determined by if and when pri- vate property owners voluntarily choose to redevelop their properties, as well as by the schedule for development of the city housing/ RTD site. A study by Economic and Planning Systems, the economic consultant for the area planning process, forecasts a 25 to 30 year timeframe for the area to substantially redevelop. The planning horizon for the first phase of redevelopment, generally west of the railroad tracks, is 10 to 15 years, and the plan ning horizon for the second phase, generally east of the tracks, is 15 years and beyond. Area plans are monitored annually through the Capital Improvements Program (CIP) and the BVCP Action Plan and updated as needed. Plan amendments will be reviewed and approved by the City Council and Planning Board. The process for amending specific connections is described in Chapter 4: Transportation Connections. Introduction  Phase 1 Phase 2  Planning Hierarchy Item 4B - TVAP Amendments 8 Transit Village Area Plan • Boulder, Colorado Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 9    The Transit Village area will evolve into a lively, mixed-use, pedestrian-ori- ented place where people will live, work, shop and access regional transit. It will become a new neighborhood as well as an attractive destination for the larger city, with regional transit and public spaces that will benefit the entire Boulder community. The new bus and rail services will take Boulder residents to the Denver metro area for jobs and entertainment and to the airport, and likewise will bring people from the metro area to Boulder. New housing in the Transit Village area will provide the opportunity for people to live close to jobs, services, entertainment, transit, bikeways, a new park and a civic plaza. The area may become a desirable place to live for people employed in Boulder, people seeking affordable housing, seniors, and anyone who wants to reduce or eliminate automobile use.  The area’s present low-density, automobile-oriented environment will gradually transform into a higher-density, more urban environment. Most new buildings will range in height from two to four stories, and many will have a mixture of different uses. Variety in building styles and sizes is pre- ferred and will most likely occur if properties are developed individually, rather than assembled. Much of the new parking will be in structures, underground or tucked under the first floor of buildings. This will create a more attractive streetscape and pleasant pedestrian environment. A fine- grained transportation network, including new streets, alleys and paths, will be built as redevelopment occurs.  To reduce the traffic impacts of higher-density development and capitalize on the new transit services, the city will work with property owners and businesses to institute a comprehensive Transportation Demand Management (TDM) program for the area. Similar to the Downtown and the University of Colorado campus today, program incentives and man- aged, paid parking will encourage area residents, employees and shoppers to choose transit, walking, bicycling, ride-sharing and telecommuting over driving. The TDM program, combined with improved transit services, bet- ter pedestrian and bicycle facilities, and a more pedestrian-oriented envi- ronment, will make it easy and inviting to get to and around the area without a car. This will enable residents and workers to reduce their household transportation costs.  New development in the area is expected to be predominately residential, both as stand-alone residential development and as mixed-use develop- ment. New housing will provide an opportunity for workers who current- ly commute into Boulder to live in Boulder. Approximately 1,400 to 2,400 new residential units will be built, adding 2,800 to 5,000 residents  Vision, Goals and Objectives                             Item 4B - TVAP Amendments 10 Transit Village Area Plan • Boulder, Colorado Vision, Goals and Objectives and creating a new neighborhood. (Prior to the area plan, an additional 300 housing units and 600 new residents were projected. See Appendix 5 for more information.) Homes will be offered in a range of sizes and prices to appeal to a range of lifestyles, ages, ethnicities and abilities. In order to promote a diverse Transit Village area population and help achieve the city’s overall housing goals, the city will offer an incentive for developers in select zones to provide more permanently affordable hous- ing than required. Land that the city owns in the southwest corner of the area will be developed with a higher percentage of affordable housing. All housing will be within walking or biking distance of the regional bus or commuter rail service. The combination of affordable housing and lower- cost transportation options may create a more economically diverse popu- lation in the area. It also may support a more diverse employment base for the city, as more Boulder service workers may be able to reside in the Transit Village area.  Area retail will serve both community-wide and neighborhood needs. The most likely location for larger stores and retailers is along 30th Street and near the 30th and Pearl streets intersection. They would complement the stores located at Twenty Ninth Street. Neighborhood-serving retailers will tend to be in more interior, but also highly visible locations, and will be interwoven with new housing and offices. New office and industrial space will be developed throughout the area, creating approximately 2,900 to 4,300 new jobs, depending on the density and type of space actually built in the mixed-use zones. (Prior to the area plan, 2,900 additional jobs were projected.) Workers will be well-posi- tioned to access these jobs using the new regional transit services, bike facilities and local buses that will circulate frequently through the area. The existing Service Commercial and Service Industrial uses (for example, automobile repair and services, personal services and small-scale manufac- turing) currently distinguish this part of the city and serve essential, every- day needs of residents and businesses throughout the city. Since these uses will likely be displaced in much of the area as higher density redevelop- ment elevates land prices and lease rates, the plan identifies some areas where zoning would seek to preserve these uses.  The city will strive to design public spaces to appeal to a broad spectrum of the population. A new civic plaza will be located near the rail stop at the end of Bluff Street, and it will be visited and enjoyed by the entire Boulder community. A new pocket park south of Goose Creek on the west side of the railroad tracks will primarily serve residents and employees in this area. The historic Union Pacific/ Boulder Jaycees train depot will be relocated from Crossroad Commons to the Transit Village area and become a unique community attraction. A new north-south street will connect the bus facility with the rail plat- form and plaza and serve as a spine for the area. Junction Place will be designed primarily for pedestrians, bicyclists and transit users, and have a special, amenity-rich character. Both the Goose Creek Greenway and a new multi-use path along North Boulder Farmer’s Ditch will provide key, off-street, grade-separated pedestrian/ bicycle access to and through the area.                     Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 11 Vision, Goals and Objectives                                                                                                    Item 4B - TVAP Amendments 12 Transit Village Area Plan • Boulder, Colorado Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 13 Land Use  The Land Use Plan depicts the proposed land uses for the Transit Village area. The Plan will guide changes to the Boulder Valley Comprehensive Plan (BVCP) Land Use Map, the city zoning map, the BVCP land use descriptions and the city land use code. Land use and code changes will be phased in conjunction with public improvements, as described in the Implementation Plan.  Land Use Plan                         The Land Use Plan for Phase 2 was updated in 2023. Please refer to the Phase 2 Plan Amendment. Item 4B - TVAP Amendments 14 Transit Village Area Plan • Boulder, Colorado Land Use The prototypes on the next pages show the building forms and uses typi- cally associated with each land use category on the Land Use Plan. They also describe who will likely live and work in each relevant land use.  To meet diverse needs and incomes the plan provides for a variety of hous- ing types from urban townhomes to stacked flats to live/work units. Prices will range from affordable to high-end market rate. Affordable housing will be obtained through the city’s inclusionary zoning requirements and could result in 300-475 new permanently affordable housing units. Up to half of the homes built on the city housing site will be permanently affordable. In addition, a density bonus will be offered for projects in the Mixed Use-2 and High-Density Residential-2 areas that provide more than the required per- centage of affordable housing.  The plan allows for neighborhood-serving retail to be located throughout most of the west side of the railroad tracks and will mainly be located on the first floors of mixed-use buildings. The southwestern portion of the area could incorporate one or two “mid-box” stores of 20,000 to 40,000 square feet each, to serve community-level retail needs.  Over time, redevelopment throughout the area will escalate real estate prices and without city action, would result in the gradual displacement of exist- ing small businesses and relatively affordable commercial space. To reduce this effect, the plan preserves most of the existing Service Commercial zon- ing along Valmont Road and designates areas east of the railroad tracks Mixed Use Industrial. Today, approximately six acres of the Transit Village area are zoned Service Commercial and 44 acres are zoned Service Industrial. Service Commercial zoning provides for a wide range of community-serving commercial uses, including retail, small manufacturing, and some office uses, and does not allow residential uses. Service Industrial zoning allows repair and service uses, manufacturing, wholesaling, warehousing and distri- bution uses, and allows residential uses above the ground floor. Both the Service Commercial and Service Industrial zones were designed to restrict certain uses in order to protect uses that serve the community and require lower land costs to survive. The plan retains most of the Service Commercial zoning (approximately five acres). The areas east of the rail- road tracks that are currently zoned Service Industrial are designated Mixed Use Industrial-1 (12 acres) and Mixed Use Industrial-2 (23 acres) in the plan. Areas designated Mixed Use Industrial-1 will provide the opportunity to integrate service industrial uses with residential uses at a higher density, similar to the uses in the Steelyards neighborhood west of the tracks. As these areas redevelop, the new industrial space is anticipated to accommo- date technical offices, small manufacturers, contractors, and a variety of other service industrial uses. However, mixed-use industrial redevelopment is less likely to include some of the larger types of existing service industrial uses in the area, such as auto-related uses, warehousing, and distribution, which are expected to be replaced over time. The Mixed Use Industrial-2 land use is a more flexible designation that will allow higher intensity rede- velopment and provides more flexibility for office uses. Therefore, these areas are less likely to include service industrial uses when they redevelop.    Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 15 Land Use          Transit Village Area Today Possible Future Development Pattern   The plan provides for a high percentage of mixed-use development. This will provide flexibility for changes in market demand. Predominant uses in mixed-use areas could be business or residential, with homes mixed vertical- ly (above businesses) or horizontally (residential buildings next to commer- cial buildings). Mixed-use industrial areas will allow residential uses. Development densities are highest close to the future bus and rail facilities to maximize the number of workers and residents who will have convenient access to public transportation. A density bonus or other incentives will be offered for green building proj- ects in the Mixed Use Industrial-1 area and will be considered for the Office- Industrial and Mixed Use Industrial-2 areas in Phase 2. The bonus or incen- tives will apply to the buildings whose non-residential and residential com- ponents are LEED Platinum-certified or exceed an alternative city-adopted green building standard. Initial market data indicates that the area’s mixed-use zones will be predom- inantly residential in the early stages of redevelopment. Later redevelop- ment may provide the opportunity for more new businesses in the area. New jobs in the area will range from lower-paying retail and service jobs to higher-paying office and industrial jobs. Item 4B - TVAP Amendments 16 Transit Village Area Plan • Boulder, Colorado Land Use                                                       Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 17 Land Use                                                                                Item 4B - TVAP Amendments 18 Transit Village Area Plan • Boulder, Colorado Land Use                                                                                                 Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 19 Urban Design  The Urban Design Chapter consists of two parts: A. Character Districts B. Streetscapes.  The area has been divided into eight character districts, primarily based on future land use. The guidelines that follow for each district are intended to promote plan goals related to urban design, public spaces and livability. They will be used by the city to create new or revised standards for the area. They also will be used by the private sector to help understand how the plan vision applies to development. The guidelines will be considered in the Site Review process to ensure that new development will be compatible with the character established by this plan. The future described for each character district will occur gradually, with the most change likely to occur first in the districts west of the railroad tracks and later, east of the tracks.                              Character Districts          The Character Districts for Phase 2 were updated in 2023. Please refer to the Phase 2 Plan Amendment. The Character Districts for Phase 2 were updated in 2023. Please refer to the Phase 2 Plan Amendment. Item 4B - TVAP Amendments 20 Transit Village Area Plan • Boulder, Colorado Urban Design                                                                                                                Item 4B - TVAP Amendments Transit Village Area Plan • Boulder Colorado 21 Urban Design  • Low impact development techniques are designed to create a stormwa- ter management system which reduces runoff and removes urban pollu- tants. Low impact development techniques should be used wherever possible to mitigate stormwater impacts. These techniques include: - Use of permeable materials such as modular block pavers to maxi- mize infiltration and minimize surface runoff where there are hard surfaces; - Green roofs should be used to minimize stormwater runoff and pol- lutant loading. - Landscape areas are a key component of the system since they enhance infiltration and support pollutant removal. • Surface detention ponds should be minimized and avoided where feasi- ble through the use of runoff reduction techniques. Where surface ponding is necessary, it should be designed to serve as an amenity such as a pocket park or landscape buffer when not inundated. Techniques such as underdrains and subsurface sand filters should be utilized to expedite infiltration. • Subsurface stormwater treatment systems, such as proprietary water quality manholes, should only be used where water quality require- ments cannot be fully addressed through the use of low impact develop- ment techniques. Devices should be used to supplement other tech- niques and not as the primary treatment method. • Where projects include improvements to adjacent rights-of-way, tech- niques such as permeable paving materials and landscape infiltration should be utilized to the extent possible. These techniques should be used to mitigate the impacts of right-of-way improvements such as streets and sidewalks and are not credited toward minimum require- ments for on-site treatments. Item 4B - TVAP Amendments 22 Transit Village Area Plan • Boulder Colorado Urban Design Item 4B - TVAP Amendments Transit Village Area Plan • Boulder Colorado 23 Urban Design     Givens A series of incremental decisions coupled with existing conditions will directly influence the planned bridge over Goose Creek. These include: 1. The finished floor elevation of the Depot. 2. The channel elevation of Goose Creek. 3. Clearance requirements for the multi-use path along Goose Creek. 4. The existing overhead Xcel electric transmission line 5. The street alignment for Junction Place 6. The street cross-sections in the approved TVAP. 7. Direction for a single span bridge. 8. The budget is defined and the bridge design needs to be in line with the budget Guiding Principles 1. Structure will be visible from a variety of vantage points The bridge will be mostly visible from the Goose Creek path, the new pocket park, and new housing. It will be less visible from motorists on 30th Street, Junction Place and Pearl Parkway. Consider all view corridors in designing the bridge View from Goose Creek Path – especially eastbound View from Depot View from pocket park View from nearby housing View from Junction Place – north and southbound View from 30th Street – up Goose Creek Channel 2. Structure should be light and airy a. Minimize structure depth to greatest extent possible considering cost/benefit and acceptable levels of deflection b. Single span increases depth and doesn’t seem to be needed due to proximity of 5 cell box culvert. Investigate further any flood limitation related to the potential for supports in Goose Creek. 3. Bridge should reference AND be subordinate to Depot a. can use materials found on the Depot, such as cut stone and brick b. height of any elements should be lower than Depot c. vertical elements should not block key views of the Depot, which appears to preclude tresses  Item 4B - TVAP Amendments 24 Transit Village Area Plan • Boulder Colorado Urban Design 4. Bridge should be contemporary in design – not an historical “replication” a. design of bridge can reflect design elements of the Depot in a contemporary manner, such as propor- tions and geometry. b. can reference historical materials such as weathering steel, stone and brick c. can reference history of transportation activity in area (rail) 5. Transition to narrower street cross section should occur south of the bridge to give users opportunity to “adjust” prior to reaching bridge. a. Bridge width should accommodate two 10 foot travel lanes (shared vehicles and bikes) and two 12-15’ pedestrian “zones” with some kind of separation between pedestrians and others (could be curb, bol- lards, other street furnishings). b. Transition could occur immediately north of entry into BRT facility and double as a raised crosswalk or “plaza” space on the street connecting the depot and the park – cars are invited guests beyond this point. 6. Bridge should be “activated” a. Use street furnishings (benches, planters, lighting, etc), detailing, and public art to create an interesting place b. consider views FROM bridge – mountains, Goose Creek, pocket park 7. Bridge should be part of the “wayfinding” system in Boulder Junction. a. bridge “elements” could extend north and south from the bridge b. public art, form, and choice of materials should enhance the “sense of place” 8. Public art should be integral to the bridge a. art as “place” and not object more appropriate for the bridge b. art can take many different forms – vertical columns, paving, abutment treatments, railings, site furnish- ings, etc. Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 25 Urban Design                                   The Pearl Street Center District is centered on the city housing/ RTD bus facility site, which is cur- rently mostly undeveloped. An industrial building and two vacant lots occupy the north side of Goose Creek. The south side of Pearl Parkway is occupied by two- to three-story office buildings, car dealerships and one-story service industrial and warehouse uses. Surface parking lots predominate. The Pearl Street Center District will become a high-intensity mixture of hous- ing and retail, capitalizing on its central location and the future regional bus facility. A significant amount of affordable housing will be constructed on the city-owned portion of the site. Urban-format mid-box uses may be considered near the busy, highly visible Pearl and 30th intersection, whereas neighbor- hood-serving retail could occur throughout the district. Any commuter-serv- ing commercial uses would locate as close as possible to, or perhaps within, the bus facility. A new pocket park on the city housing site will create a sense of neighborhood and also be used by passers-by on the adjacent Goose Creek Greenway. Junction Place will be the spine through the district. It will include a bridge over Goose Creek and a new traffic signal at Pearl Parkway. At the south edge of the district, a new multi-use path along the North Boulder Farmer’s Ditch, with an underpass at 30th Street, will significantly improve pedestrian and bicycle access to Twenty Ninth Street and the Boulder Valley Regional Center.                                                Item 4B - TVAP Amendments 26 Transit Village Area Plan • Boulder, Colorado Urban Design                                                                                        Regional Transit Facility Locations  Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 27 Urban Design                                 The Rail Plaza District will host the Boulder stop on the new commuter rail service to Denver and Longmont. Currently this district is predominantly industrial, with low-density development and sur- face parking lots. A significant portion of the dis- trict is occupied by Sutherlands Lumber/ Home Improvement Store. The district will evolve into a high-density, commercial and residential mixed-use area, with three- to five-story buildings. The rail stop will be located at the end of Bluff Street and consist primarily of a passenger loading/ unloading platform and pedestrian access to the plat- form on the other side of the tracks (preferably an underpass). The city will develop a civic plaza adjacent to the stop. (See conceptual diagrams on p. 25.) The plaza is envisioned to be one of the key public spaces in the Transit Village area and will become a lively gathering place inviting to a broad spec- trum of the community. During the area planning process, the plaza had been explored as a possible location for the historic Union-Pacific/ Boulder Jaycees train depot. (See p.26 for more information on the Depot.) A new traffic signal with crosswalks at Valmont Road and 34th Street will help tie the Transit Village area to the neighborhoods to the north. A multi- use path along the west side of the tracks will provide easy bicycle and pedes- trian access between Valmont, the rail stop and Goose Creek Greenway. The corridor along the tracks could become a car-free zone with a unique charac- ter, if adjacent development opens onto it and provides amenities, such as seating, landscaping and art, to enrich it.  Item 4B - TVAP Amendments 28 Transit Village Area Plan • Boulder, Colorado Urban Design                                                                                                                  Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 29 Urban Design                            Rail Plaza and Transit Facilities at Bluff Street & Junction Place Conceptual Diagrams Option A Option B Item 4B - TVAP Amendments 30 Transit Village Area Plan • Boulder, Colorado Urban Design  In early 2006, the City Council indicated a preference for relocating the historic depot from the Crossroad Commons shopping center to the Transit Village area. Placing the Depot in proximity to the area's future transit uses would help recapture the historic significance of the Depot, a designated city landmark. The exact location and future use, ownership and management of the building will be determined through implemen- tation of the area plan. The city housing site is likely to be the Depot's permanent location. An alternative location on the RTD site will be considered during master planning of the city/RTD site. A location near the bus facility or railroad tracks would more closely associate the building with its original transit function. During the area planning process, locations in the civic plaza near the rail stop to the north were explored (see diagrams on previous page). However, they did not appear to be feasible at the time of plan adoption, given the required schedule and available funding for relocating the Depot from Crossroad Commons. Whether the Depot is permanently located on property owned by a public entity, such as RTD or city housing, or owned by a private entity, the city will compensate the landowner. Possible methods for the city to acquire Depot land include: direct purchase, dedication by the property owner in association with a development application, long-term lease, or trade for city land elsewhere, or a combination of these methods.                                Depot Location Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 31 Urban Design                                     Currently the 30Street Corridor District is mostly zoned transitional business (BT1). The west side of 30th Street is predominantly auto- mobile-oriented retail or storage uses; the east side of 30th Street is predominantly mixed-use, urban storefronts. With a change to a mixed-use designation, the district will evolve to take on the character set by the Steelyards project: a mixture of commer- cial and residential uses in two- to three-story buildings located along the street, with parking behind, supported by a network of new streets and alleys. The vision is to transform 30th Street into a business main street, with neighborhood and community-serving retail, restaurants, commercial services and offices. New transportation con- nections, wide sidewalks, first-floor storefronts, pedestrian-scale architec- ture, street trees and furnishings, and on-street parking will help create a more pedestrian-friendly 30th Street. New housing will most likely be located internally to properties, away from 30th Street, and will range from townhouses to higher-density apart- ments.  The Valmont Corridor District is cur- rently a service commercial district, the only such district in town, with low- intensity retail and commercial uses, including a gasoline station, personal services, offices, and small-scale manu- facturing. Most of the buildings are one story in height. The plan preserves the district’s existing service commercial land use designation and zoning (BCS - Business Commercial Services). However, this zoning does allow more density than currently exists, so some expansions and intensification of the district are likely. For example, some one-story buildings may add a second floor. The district’s current automobile orienta- tion -- surface parking lots in front of buildings and individual-property curb cuts along Valmont Road and 30 Street -- is expected to continue. The major improvement recommended for the district is to enhance the Valmont and 30streetscapes with street trees and detached sidewalks. Better access to the neighborhoods to the north will be provided by three new crosswalks on Valmont Road.     Item 4B - TVAP Amendments 32 Transit Village Area Plan • Boulder, Colorado Urban Design  Most of the Steelyards District was recently devel- oped by the Steelyards project, a mixture of hous- ing, shops and small-scale service businesses. The industrial uses on the north side of Bluff Street will transition to high-density residential, such as urban townhouses. The southern part of the district is mixed-use industrial, one- to two-story live/work units. Thirty-third Street will be transformed into Junction Place by widening and improving the existing right-of-way with pedestrian and bicycle amenities, as described in Chapter 4: Transportation Connections.        The Old Pearl District currently has mostly service industrial uses. The proposed industrial mixed-use land use will allow one- to three-story light industrial or service industrial uses with residential or live/work units. Over time, non-traditional housing will be developed incrementally, while retaining the present indus- trial character, resulting in an eclectic mix of uses. A higher intensity mixed- use industrial zone on the east edge of the district is intended to provide for additional building heights to help buffer interior properties from Foothills Parkway traffic noise. This district may be a feasible location for a green technology park. A new street and a bridge over Goose Creek will create a connec- tion to Wilderness Place. A plaza and/or sculpture at the western ter- minus of Old Pearl Street could mark the historic significance of the street as a remnant of an earli- er “skewed grid” that once con- nected downtown Boulder to the town of Valmont, and celebrate the current importance of Pearl Street.                                    This section for Phase 2 was updated in 2023. Please refer to the Phase 2 Plan Amendment. This section for Phase 2 was updated in 2023. Please refer to the Phase 2 Plan Amendment. Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 33 Urban Design                                               Wilderness Place District is a stable employment area, with a mixture of tech- nical offices and light industrial uses. Buildings range from one- story to four- stories. The proposed office-industrial land use will allow more density and greater flexibility in types of office uses. This district (or Old Pearl or Pearl Parkway districts) may be a feasible location for a green technology park. In the longer term, high-density residential may be devel- oped along Goose Creek. A train platform and pedestrian underpass (or overpass) will be added at the west edge of the district to serve the future commuter rail stop. Pedestrian walkways will connect these to Wilderness Place. A new street and bridge over Goose Creek will improve Wilderness Place access to the Old Pearl District and Pearl Parkway and create an additional link from the south to Valmont Road.  The Pearl Parkway District is industrial and functions as an extension of the East Pearl industrial area. Large warehouse buildings are located south of Pearl Parkway, and one- to two-story office and light industrial buildings are located north of Pearl Parkway. Parking is on sur- face lots. Two- to three-story office and industrial uses are expected in the future. This district may be a feasi- ble location for a green technology park.      This section for Phase 2 was updated in 2023. Please refer to the Phase 2 Plan Amendment. This section for Phase 2 was updated in 2023. Please refer to the Phase 2 Plan Amendment. Item 4B - TVAP Amendments 34 Transit Village Area Plan • Boulder, Colorado Urban Design  The following streetscape cross section drawings will be used as guidelines by the city and the private sector to plan and design the new streets shown on the Connections Plan. They also will be used to plan and design changes to the existing streets as adjacent redevelopment occurs. The cross sections are part of a right-of-way plan as contemplated by Section 9-9-8, B.R.C. 1981.4 As such, the guidelines will be used to create reservation areas for future rights- of-way and to provide guidance on property exactions from new develop- ment and redevelopment and on city acquisition practices. Information is provided in the Implementation Plan on costs, the policy for public/ private sector cost allocation, and city funding. The on-street parking width in each relevant cross section is measured to the back of the curb. Pearl Parkway Valmont Road       Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 35 Urban Design 30th Street Along Mixed Use and High-Density Residential Land Uses* Bluff Street East of 30th Street                               Item 4B - TVAP Amendments 36 Transit Village Area Plan • Boulder, Colorado Urban Design Junction Place Segment I Southern Area Boundary to North Edge of Bus Facility Area                                   Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 37 Urban Design Junction Place Segment 2 North Edge of Bus Facility Area to Bluff Street                                       Item 4B - TVAP Amendments 38 Transit Village Area Plan • Boulder, Colorado Urban Design Frontier/Wilderness Place  New or Upgraded Local Street    Please refer to the City of Boulder Design and Construction Standards (D.C.S.) Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 39 Urban Design                                                                      Item 4B - TVAP Amendments 40 Transit Village Area Plan • Boulder, Colorado Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 41 Transportation Connections  Consistent with the Boulder Valley Comprehensive Plan (BVCP) and Transportation Master Plan (TMP), the Transportation Connections Plan was developed in conjunction with the proposed area land uses and to support the city’s sustainability goals. The Connections Plan is also designed to: support the area’s new regional rail and bus facilities; facili- tate the Transportation Demand Management (TDM) program; and sup- port the plan’s urban design goals. The Connections Plan is a right-of-way plan that will be administered according to Section 9-9-8, BRC 1981.The Plan will be incorporated into the TMP and replace the portions of earlier network plans that cover the Transit Village area. The transportation improvements includ- ed in the Connections Plan will be installed by property owners and the city at the time of redevelopment. Cost, phasing and financing are dis- cussed in the Implementation Plan.  The objectives of the Connections Plan are to: • Establish a fine-grained, multimodal network of transportation connections that will: - establish a pedestrian-friendly environment; - create safe and convenient access to transit; - establish a rich variety of safe and convenient connections for all modes within the area and to major activity centers and the rest of the community, including Twenty Ninth Street, CU, Downtown, nearby neighborhoods, and the employment and industrial area to the east; and - support the changes in land use, increases in density, and urban character proposed by the area plan. • Provide new roads on an approximate 400-foot grid. (By way of comparison, the Downtown area, one of the city’s most pedestri- an-oriented areas, with densities similar to those proposed for some parts of the Transit Village area, has a 300-foot street grid.) • Provide pedestrian connections approximately every 200 feet to provide mid-block access for bicycle and pedestrian access while providing flexibility for property owners. • Provide key alley connections that are shown on the Connections Plan, where they are required for access or to sepa- rate different land uses. Encourage additional alleys, particularly in locations with higher intensity land uses that anticipate build- ings located up to the street. • Locate connections to straddle property lines when possible to reduce the burden on individual property owners. • While providing significant flexibility through the amendment process, show some connections on the map as flexible in order to emphasize that the intent is a complete and appropriately spaced connection, rather than a precise alignment. • Provide new traffic signals on Pearl Parkway, 30th Street, and Valmont Road at 34th Street to facilitate transit and traffic move- ment and provide safe pedestrian crossings and connections to the surrounding neighborhoods. Current Grid Future Grid Transit Village Area vs. Downtown Street Grids Downtown Grid    Item 4B - TVAP Amendments 42 Transit Village Area Plan • Boulder, Colorado Transportation Connections • Establish a central-spine multimodal connection (Junction Place) west of the railroad tracks, connecting the existing 32Street north to Pearl Parkway, then continuing through the city/RTD-owned property to serve the bus facility and farther north near the rail plat- form, and connecting to Valmont Road. Locate Junction Place to provide: full turning movements and a traffic signal at Pearl Parkway; a curvilinear alignment from Pearl Parkway to Goose Creek; and access to the civic plaza. If possible, align the street to provide a series of visual corridors that will frame or terminate with important destinations, such as the Depot, or views, such as of the Flatirons. • Provide new bicycle and pedestrian links to the regional network, including a new multi-use path along Foothills Parkway. (See the Appendix for a regional Bikeway and Multi-use Path Network Map.) • Provide a multimodal path connection between the area and Twenty Ninth Street along the North Boulder Farmer’s Ditch. • Consider new underpasses for pedestrians and bicycles, particularly to connect the multi-use path system and to Twenty Ninth Street. • Support other goals of the area plan and relevant BVCP and TMP goals. A detailed explanation and rationale for each connection on the Connections Plan is provided in the Appendix. It will be used to help inter- pret the Connections Plan for capital improvement planning and review of individual development review applications.  Amendments to the Connections Plan generally will be reviewed either administratively or by the Planning Board. The process provides some flexi- bility to relocate proposed facilities to reflect site-specific considerations while ensuring that the connections necessary to realize a fully integrated multimodal network are created. Significant changes to key proposed connections require an amendment to the plan by the Planning Board. In most cases, elimination of a proposed connection requires approval by both the Planning Board and City Council. Minor variations from the plan can be approved by the city manager. Amendment requests can be processed in conjunction with a Site Review. See table on next page. Any amendment to the Connections Plan will be permitted upon a finding that one of the criteria has been met: 1. Such amendment is due to a physical hardship or practical hardship that would prevent construction of the connection; 2. The connection is made in a manner that is equivalent to the con- nection shown on the Connections Plan; or 3. Such amendment is consistent with the objectives of the Connections Plan described above. In those instances where the standards above cannot be met, the amend- ment will be considered legislative in nature and require approval by the Planning Board and City Council.    Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 43 Transportation Connections                                    Better Connectivity Item 4B - TVAP Amendments 44 Transit Village Area Plan • Boulder, Colorado Transportation Connections                                                 Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 45  The Transportation Connections Plan for Phase 2 was updated in 2023. Please refer to the Phase 2 Plan Amendment. Item 4B - TVAP Amendments 46 Transit Village Area Plan • Boulder, Colorado Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 47 Transportation Demand Management  Transportation Demand Management (TDM) is a program of specific strategies that promote more efficient use of an existing transportation system by influencing travel behavior. TDM strategies manage the demand placed on the transportation system by: • increasing travel choices, • encouraging the use of alternative modes – carpooling, vanpooling, public transit, bicycling, walking, and teleworking, and • reducing the incentives to use the single-occupant vehicle. The strategies proposed for the Transit Village area TDM program build on the experience of the existing TDM programs for the Downtown and CU campus, as well as regional TDM efforts. The city will partner with area developers and business owners to implement the program. TDM is an essential component of the plan, in order to mitigate the traffic impacts of the proposed intensification of land uses. TDM also will sup- port the significant public investment in new transit, capitalize on the new pedestrian and bicycle facilities planned for the area, and help make the area a pedestrian-friendly and affordable place to live and work. TDM program goals and performance are often measured in terms of modal share. Reasonable, yet challenging, modal share goals have been established for the Transit Village area based on the area’s new transit serv- ices, transit-oriented land uses and design, and a host of transportation improvements. The goals are as follows:       The framework for the Transit Village area TDM program is based upon four core elements Parking Control • Active Promotion of Transportation Options • Sustainable Program Funding • Performance Standards and Monitoring TDM strategies are most effective when these four elements are fully implemented. Details on each core element are provided in the Appendix.  The ideal TDM program for the Transit Village area will include the strate- gies outlined below for each of the four core elements. The strategies will be phased in as the area redevelops, land use intensifies, transit services and alternative mode facilities improve, and the pedestrian environment develops. The arrival of commuter rail service and full bus rapid transit (BRT) service is used as a key “trigger” event in the phasing. Detailed descriptions of these strategies are included in the Appendix. Although listed separately, many of these strategies were designed to com- plement one another and are expected to have a compounding effect on trip reduction. (For example, a parking control policy implemented in tan- dem with an Eco Pass program can result in a more substantial trip reduc- tion than if either strategy is implemented alone.)                               Item 4B - TVAP Amendments 48 Transit Village Area Plan • Boulder, Colorado Transportation Demand Management  Parking control refers to the management of parking through supply and pricing. Managed parking is critical for TDM success. For the Transit Village area it will involve: • unbundling parking for new development in certain zones; • establishing parking maximums (caps) that will be phased down- ward over time; • managing and pricing on-street parking and parking on the city housing/ RTD site (and possibly in other portions of the area) through a district or parking management association (PMA).  Parking will be unbundled for new commercial and residential devel- opment in the Mixed Use-2 and High-Density Residential-1 and -2 land use areas and potentially other areas, except the Service Commercial (see Land Use Plan). Further analysis will be done after plan adoption.  The amount of parking will be reduced as the area matures and more alternative mode choices become available. a. Phase I (present day to arrival of the train in 2014): Current New Development Parking maximums will be capped at a parking minimum specific to each zone district plus approximately 25 percent. Additional spaces up to 25 percent above the cap may be provided as tempo- rary onsite surface lots or leased spaces from a PMA. Property owners also may continue to request 25 percent than the parking minimum based on current city practices. Further reduc- tions may be achieved by optional shared parking arrangement with other properties. b. Phase II (2015 to 2016): Full Commuter Rail and Bus Rapid Transit (BRT) Services Parking maximums will be capped at the parking minimum for each zone. Property owners must eliminate and/or sell, lease or trade excess spaces (those above the parking cap) to other new properties or a PMA. Property owners also may request 35 percent than the parking minimum based on city practices. Further reductions may be achieved through participation in a shared parking arrangement. c. Phase III (2017 to 2022): Significant Redevelopment of Area Parking maximums will be capped at the parking minimum for each zone minus approximately 25 percent. Property owners also may request 50 percent than the parking minimum based on city practices. Further reductions may be achieved through partici- pation in a shared parking arrangement. The exact percentages, parking minimums and applicable zone dis- tricts will be determined in plan implementation.                               Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 49 Transportation Demand Management  A parking district or PMA will be established for the city housing/ RTD site and possibly near the rail stop. On-street parking also will be managed by this organization. Other properties may opt to join the organization (or a similar one created in their area) in lieu of providing parking on their property. A district would be sup- ported by an assessment, while a PMA would be supported by fees in lieu of providing on-site parking. This aspect of parking control will be further analyzed and defined in the plan implementation phase.  Active TDM promotion refers to the use of education and incentives to encourage the use of alternative modes of transportation. a. Phase I (present day to 2014): Current New Development Existing GO Boulder assistance will continue. Membership in a transportation management organization (TMO), or similar enti- ty that provides services related to alternate mode use, will be required for all businesses. GO Boulder or community services include: • Promotional activities and information (including Eco Pass) • Telework • Car/vanpool matching • ETC network • Limited car-share service TMO services include: • Onsite promotional assistance • Marketing materials • Pool bikes • Tailored commute program development b. Phase II (2015 to 2016): Full Commuter Rail and BRT Services Contracted specialized onsite assistance and services including: • “City Bike” service • Periodic individualized marketing • Award point system for alternate mode users • Annual promotional event • Transportation concierge • “Smart Community” network with interactive map/travel tool • Bike station and smart bike parking c. Phase III (2017 to 2022): Significant Redevelopment of Area The full TDM program (all the items listed in the Appendix) will be implemented, including commuter store and fully subsidized Eco Passes.  The active promotion and maintenance of a TDM program requires an ongoing and stable source of funding. a. Phase I (present day to 2014): Current New Development Public funding will be provided to extend GO Boulder services to the area. Mandatory membership in a TMO or similar entity will provide additional program funding. Grant funding also may be available and will be pursued by the city. An assessment                                          Item 4B - TVAP Amendments 50 Transit Village Area Plan • Boulder, Colorado Transportation Demand Management system for new development will be established through the development review process but not immediately implemented. b. Phase II (2015 to 2016): Full Commuter Rail and BRT Services TDM commercial and household assessments will be imple- mented for approximately 50 percent of program funding. c. Phase III (2017 to 2022): Significant Redevelopment of Area Full program funding will be implemented, including commer- cial and household assessments and parking fees.  On-going: Trip generation allowances Trip generation allowances will be developed for each property based on the increased density established in the plan. This stan- dard will be included in the zone code amendments for area plan implementation. City monitoring: • Boulder Valley Employee Survey • Triennial peak hour driveway counts • Triennial visitor intercept survey • Triennial market research The Implementation Plan outlines the next steps, responsibilities and timeframe for implementing the Transit Village area TDM program. A more detailed plan for parking control and management (including spill- over parking control), as well as the other TDM strategies, will be devel- oped in the implementation phase and will potentially need to be adjust- ed with the redevelopment of the area over time.                                                    Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 51 Facilities & Services Planning and Funding Public Facilities and Services  The impact of the projected growth in the Transit Village area on city facilities and services was evaluated in the Options Assessment (available online), which was reviewed by City Council on September 5, 2006. Additional residents, workers, commuters and shoppers and new build- ings in the area will trigger the need for new, expanded or improved transportation facilities, water and sewer lines, flood control and drainage systems, parks and fire and police services, as outlined below. The timing of new facilities and estimated costs and sources of funding are provided in the Implementation Plan. The Boulder Valley Comprehensive Plan establishes policies that link growth to the provision of adequate public facilities and services. New development and redevelopment should not occur unless adequate public facilities and services are in place or planned to be provided under the city’s Capital Improvements Program (CIP) to ensure adequate, cost-effi- cient service provision to residents. City departmental master plans establish minimum service standards and plan for new or expanded facilities and services in order to maintain those standards. The CIP and city budget process guide and coordinate the tim- ing and funding for facility and service improvements citywide.  Significant redevelopment potential throughout the area and the plan vision of a comprehensive, multi-modal transportation network neces- sitates numerous new streets, alleys, sidewalks, paths, bike lanes, and intersection and crossing improvements. These are mapped in the Chapter 4: Transportation Connections. The network will be imple- mented over time as properties redevelop. The Implementation Plan outlines the probable phasing and timing of these improvements and sources for funding the city’s share of improvements. The other essen- tial component of mitigating the traffic impacts of the proposed intensification of land uses is the Transportation Demand Management Program. Additionally, RTD will build a new bus facility, as well as platforms for rail service.  Water Supply and Transmission: No capital or operating expenditures for water supply are required specifically for the incremental increase above current water use levels due to anticipated growth in Transit Village area. Water transmission for the area is fairly well-developed; however, one additional eight to 12-inch transmission pipe is recommended to pro- vide system redundancy. The pipe would extend 1,700 feet from the Pearl Parkway and 30Street intersection to the intersection of Pearl Parkway and Frontier Avenue. Additional eight-inch waterlines will be required to network the area and provide service taps to redeveloped properties. Approximately 2,200 to 3,000 feet of this distribution pip- ing will be needed. These improvements can be timed with redevelop- ment.   Item 4B - TVAP Amendments 52 Transit Village Area Plan • Boulder, Colorado Facilities & Services Wastewater/ Sanitary Sewer Collection and Treatment: Improvements to the wastewater treatment plant are currently under- way to increase capacity. The most recent Wastewater Treatment Master Plan takes into account future growth in the Transit Village area. Build-out of the area will exceed the planned capacity for wastewater collection. Sanitary sewer pipes will need to be enlarged to meet the anticipated demand. Critical links to pipes on the east side of Foothills Parkway must be enlarged to carry the anticipated flows from the Transit Village area. This will require 4,035 feet of new 10-inch sanitary sewer pipe and three additional pipes bored under Foothills Parkway. Stormwater Drainage and Water Quality for Goose Creek Increased stormwater capacity will be needed in the Transit Village area, as redevelopment will increase the total impervious surface area by an estimated five acres. Redevelopment also will present an opportunity to take a more environmentally sustainable approach to handling stormwa- ter runoff. The Transit Village area has been identified as one of the city’s highest priorities to reduce stormwater runoff and address water quality improvements. Historically, runoff has been collected and piped by indi- vidual properties and emptied unfiltered into Goose Creek. The alterna- tive approach would collect and treat storm runoff on an area-wide basis. A combination of grassed swales and trunk lines from individual proper- ties would drain stormwater into water-quality ponds or terraces along Goose Creek. Stormwater would then percolate into the creek bed, filter- ing pollutants, improving water quality and enhancing the riparian and aquatic qualities of the creek corridor. This stormwater approach is con- sistent with the city’s Design and Construction Standards and the Greenways Master Plan. Trunk lines would be installed under newly relo- cated streets. Options for reducing the size of trunk lines using stormwa- ter best management practices (BMP’s), such as “green street” landscape filters, porous pavement and filter strips will be explored. Currently there is more land available for ponds or terraces along Goose Creek east of the railroad tracks, but the greatest increase in stormwater drainage will be west of the tracks (particularly from north of the creek). Widening and opening the Goose Creek channel between the tracks and 30th Street would support a greener stormwater system. It also would provide the opportunity to transform this section of the creek from a hot, dry channel into an enhanced wetland similar to the wetlands west of 30th Street and east of the railroad tracks. This would create a critical aquatic and riparian link between those two existing wetlands. In addi- tion to opening the channel, other improvements could include: remov- ing or reducing the retaining walls, removing the concrete channel liner, and re-vegetating with native plants and trees. These improvements would carry out Greenways Master Plan objectives for this section of Goose Creek and would also support the area plan goal of capitalizing on the unique, natural features of the area to create a special place. They could occur with installation of the stormwater system or development of the park on the city housing site. Funding and technical assistance for the project may be available from the Army Corps of Engineers and/or the Environmental Protection Agency. Master planning for the city hous- ing/RTD site will be the first opportunity to consider feasibility and scope. Transmission Line: The fiscal and logistical feasibility of undergrounding the North Boulder Transmission Line through the area will be investigated.   Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 53 Facilities & Services   New Pocket Park: The Valmont City Park and Mapleton Ballfields are relatively conven- ient to the area, however, to meet Parks and Recreation service stan- dards, a new pocket park will be developed within the area to serve resi- dents south of Goose Creek. The park will be located on the city hous- ing site, adjacent to Goose Creek. Also see the Pocket Park Design Guidelines in Chapter 3: Urban Design. Access to Heuston Park: Residents living north of Goose Creek will be served by Howard Heuston Park, located on 34Street. Pedestrian and bicycle access to the park will be improved by new crossings on Valmont Road and a new bike lane on 34Street, north of Valmont Road.  Increased population and traffic congestion in this area as well as in east Boulder and the Twenty Ninth Street area will accelerate the exist- ing need for a new fire station in east central Boulder, in order to main- tain the city’s response time service standard. The new and larger fire station will replace Station #3 (which will be removed from Arapahoe Avenue & 30Street) and will be built in an as-yet undetermined loca- tion near the Transit Village area. A new ladder truck also will be need- ed, as well as additional firefighters to staff the truck. It is anticipated that development excise taxes for fire services will cover a pro-rata share of the capital costs.  Approximately seven additional police officers and one new clerical position will be needed to serve the additional population and business- es projected for the Transit Village area, in order to maintain the city’s police service standards. One additional vehicle also will be needed for the new officers. It is anticipated that increased property and sales taxes generated by development of the area will cover these additional costs.  Future increases in job and population levels in Transit Village area can be accommodated without significantly diminishing the city’s current library service standards. Service standards will be reviewed in the 2012 Library Master Plan update. The update may also address additional branch facilities or supporting library services, such as a book return, for the area.  The existing schools serving the Transit Village area have adequate capacity at all grade levels to accommodate the new students projected for the area. The elementary schools that serve the area are: Columbine, Whittier, and Creekside. The middle school is Casey, and the high school is Boulder High.    Parks - Retail Connection Item 4B - TVAP Amendments 54 Transit Village Area Plan • Boulder, Colorado Facilities & Services  Expanded human services and funding will help ensure a diverse popu- lation of residents and workers as the Transit Village area develops. Subsidized child care and/or a HeadStart Program may be feasible in the area, if funding sources and possible locations are identified. Funding sources might include grants, CDBG funds, state and federal funds. To support minority-owned businesses, the city will consider expanding its subsidy to the Colorado Enterprise Fund for micro enterprise loans to qualified businesses that are unable to obtain financing from traditional sources. The Fund also provides management consulting and business training support to businesses that receive loans. In addition, city busi- ness incentive program funding may be expanded to assist minority- and locally-owned businesses. City CDBG-funded grants and/ or loans may be increased to help non-profit organizations purchase or make capital improvements to property in the Transit Village area. Partnerships between the city and private developers may also provide affordable space in the Transit Village area for non-profits or businesses that provide a community benefit. The developer would offer space in lower lease-rate, probably less visible location, and the city may provide some funding if needed. Non-residential uses on the city housing site could potentially generate funds to subsidize affordable space. Flexible outdoor space for local or minority-owned businesses, such as a merca- do1, may be possible at the civic plaza, pocket park or other public spaces, such as a portion of a street closed at certain times. Alternatively, the mercado could be developed on private property with support from grants or loans.  With the goal of ensuring the Transit Village area exemplifies environ- mental sustainability, the city will help property owners and developers pursue green development. In addition to offering a density bonus or other incentives for high-level LEED projects in Mixed Use Industrial-1, the city will promote the LEED-ND certification program throughout the area. LEED-ND (Leadership in Energy Efficient Design for Neighborhood Development) is an industry rating system, currently in the pilot phase, which quantifies the environmental aspects of a project in terms of location, infrastructure, and neighborhood, site and building design. In the future, projects in the Transit Village area may be eligible for a significant number of points toward LEED-ND certification simply by virtue of their location in a walkable area near transit. Also, the city will investigate incentives for development projects to incorporate innovative techniques for stormwater drainage. Site design for stormwater quality may also achieve city water conservation goals. The recently completed Stormwater Master Plan includes a toolbox of best management practices, identifying various storm drainage and water quality techniques, which could be used throughout the Transit Village area. The area-wide stormwater system and Goose Creek enhancements may present special opportunities to promote use of these techniques. Preliminary ideas for incentives include: education/ outreach; design assistance; grants; a graduated fee structure for area- wide stormwater cost-sharing; and city-wide adjustments to the stormwater plant investment fee schedule.      Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 55 Facilities & Services   In addition, the city will work with local environmental organizations, property owners, developers, and the Chamber of Commerce to promote a green technology park. A green “business cluster” could include research and development companies, incubators for entrepreneurs and start-ups, and renewable energy or other environmental associations. Green tech park developments could demonstrate green building tech- nologies and site design, such as living green roofs, porous paving and landscape filtering. The most feasible locations for the tech park are the industrial mixed-use areas east of the railroad tracks, as these proposed land uses allow industrial and technical office uses. Incentives for a green tech park will be investigated after plan adoption. One possibility is a LEED density bonus. An environmental sustainability plan will be prepared for the Transit Village area after plan adoption.  It will identify policies and programs the city could adopt to facilitate development that will support city envi- ronmental goals and master plans, including the Waste Reduction Master Plan, Zero Waste Resolution and Climate Action Plan.  The Office of Environmental Affairs will collaborate with building and environmental professionals and the city Planning and Development Services to create the plan, and will rely in part on case studies to demonstrate what innovations might work in Boulder.  BVCP policies call for artistic elements to be incorporated into public projects and public spaces whenever possible. This may be “functional art,” which is artist-designed elements of the built environment, such as light fixtures, seating, way-finding signage, railings, retaining walls, fenc- ing, special paving, bollards or bus shelters. Or it may be “stand-alone art,” such as sculpture or a water feature. Possible opportunities for art in the Transit Village area include: the pocket park and civic plaza; the bus and rail facilities; Junction Place and other transportation projects planned for the area, such as the underpass- es, bridges and multi-use paths, the terminus of Old Pearl Street, and the depot building interior. A Public Arts Master Plan was adopted for Boulder Junction by Planning Board (June 2010) and City Council (Aug 2010) to promote and guide the incorporation of art into public improvements. The Arts Commission reviewed the plan. The Arts Commission has set aside limited funding specifically for art in the Transit Village area. Art in the Park funds from the Parks and Recreation Department is a possible funding source for art in the pocket park or plaza. Although currently neither the city, RTD nor the federal Department of Transportation have a policy of including a specific alloca- tion for art in public projects, functional art can sometimes be included in the construction budget.  Item 4B - TVAP Amendments 56 Transit Village Area Plan • Boulder, Colorado Facilities & Services                                                                          Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 57 Transit Map  Item 4B - TVAP Amendments 58 Transit Village Area Plan • Boulder, Colorado Bikeway Network  Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 59 Connections Explanation The purpose of this appendix is to provide a detailed explanation and rationale for each connection on the Transportation Connections Plan. It will be used to help interpret the Connections Plan for capital improvement planning and review of individual development review applications. 1. Alley:This connection is intended to break up the large block between 29th and 30th streets and to support rear access to the lots along both 30th and 29th streets as redevelopment occurs. The block face distance between 29th and 30th streets is approximately 600 feet, well over the recommended block size for pedestrian access. And as mixed-use redevelopment occurs along 30th Street, an urban street face is expected, which will eliminate driveway access from 30th Street and necessitate rear lot access for parking and deliveries. The proposed connection has been located approximately 260 feet west of 30th Street and on the nearest property bound- ary. 2. Pedestrian connection: This connection is located on a property boundary approximately 230 feet south of Valmont Road and approxi- mately mid-way between Valmont Road and the proposed extension of Bluff Street. The location of this connection is flexible but is meant to meet the objective of providing a pedestrian connection at least every 200-300 feet in a mid- block location. 3. Bluff Street extension: The continuation of Bluff Street between 29th and 30th streets is a primary connection about 750 feet south of Valmont Road and provides a key east-west con- nection in the area. Given the location of Goose Creek and development along 28th Street, this is the only reasonable opportunity to provide an east-west connection between Valmont Road and Mapleton Avenue. Access to this portion of 29th Street is difficult and the connection of Bluff Street will significantly improve access to the area for all modes. 4. Alley:This loop between 30th Street and the new Bluff Street is entirely located on property boundaries which results in an offset from Connection #1. This results in deep lots along 30th Street that will likely require a north-south alley to serve these parcels. Located just over 400 feet south of Bluff Street, this gives the maximum block face length for a pedestrian friendly environment on 30th Street, provides access to the Goose Creek greenway and natural area, and provides a buffer between the natural area and redevelopment to the north. 5. Pedestrian connection:This short link provides an easy and direct connection to the Goose Creek greenway which will be a major amenity to residents in the area. 6. Pedestrian connection: This connection is located on a property boundary approximately 320 feet south of Valmont Road and provides a break and buffer between the existing service commercial uses and the proposed mixed-use to the south. The location of this connection is flexible but is meant to meet the objective of providing a pedestrian connection at least every 200-300 feet in a mid-block location. 7. Local connection: This road will extend the existing 31st Street in Steelyards and is located on existing property boundaries. This connec- tion is located about 250 feet east of 30th Street and will create the fine-grained street network that is friendly to pedestrians. While this is a desirable long-term connection, existing uses and the Service Commercial land use designation retained on the parcels along Valmont will make this connection dependent on property consolidation and redevelopment. Retaining the Service Commercial land use desig- nation limits the incentive for redevelopment and will make it more difficult to achieve this connection. Without significant redevelopment opportunities, it is likely that the city would need to pay for right-of-way (ROW), if it can be acquired at all. Given the likely long-term nature of this connection through the properties along Valmont Road, a near-term pedestrian connection (#8) is shown on the east side of the eastern prop- erty to provide pedestrian access through the cur- rently impermeable block face along Valmont Road. 8. Pedestrian connection: As noted above, this pedestrian connection will penetrate the current   The Transportation Connections Plan for Phase 2 was updated in 2023. Please refer to the Phase 2 Plan Amendment for all Phase 2 connections highlighted below. Item 4B - TVAP Amendments 60 Transit Village Area Plan • Boulder, Colorado60Transit Village Area Plan • Boulder, Colorado Connections Explanation Connections Explanation The Transportation Connections Plan for Phase 2 was updated in 2023. Please refer to the Phase 2 Plan Amendment. Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 61 Connections Explanation barrier of development along Valmont Road and allow pedestrian access from Valmont Road into the redevelopment of the area. The connection is about 380 feet from Valmont Road and at the upper limit of the desired length between pedes- trian connections. While is it mapped on the property boundary, its location is flexible and would be more desirable closer to 30th Street. 9. Local connection: This connection is shown as a local road, providing a break and buffer between the service commercial land uses on Valmont Road and the High-Density Residential- 1 land use to the south. The road is located on property boundaries and had previously been identified as an alley, but was requested as a road by the major property owner to the south. 10. Local road and pedestrian connection: This connection will provide access by penetrating the current barrier of development along Valmont Road and allow movement from Valmont Road into the redeveloped portion of the area. The connection also provides a break and buffer between the land uses of Service Commercial and High-Density Residential-2. Both types of connections are shown, as the Service Commercial designation of properties along Valmont Road limits their redevelopment potential. So it is hoped that a pedestrian con- nection could be achieved in the near term without significant impact on the properties, and the road connection achieved if redevelop- ment does occur. The connection is about 450 feet from the first pedestrian connection east of 30th Street and therefore is slightly past the upper limit of the desired length between pedes- trian connections. While it is mapped on the property boundary, its location is flexible and would be more desirable closer to 30th Street. 11. Local connection: This local road provides a connection to Valmont Road at 34th Street and will allow for a signalized intersection at this location, providing full turning movements. This will provide access from the Transit Village area and will improve access for the neighbor- hood to the north as well as provide a protected crossing opportunity for bikes and pedestrians. It is intended to be flexible in location within the parcel, pending site design. 12. Local connection:This connection is shown as an alley, providing parking and service access to the adjacent parcels. It is located on the proper- ty boundaries of two parcels and divides three parcels, but will provide the needed access to the very deep and oddly shaped properties along Bluff Street. Without an access in this general location, an extensive system of private drives and parking lanes would likely be provid- ed on each individual property and access would likely be limited between properties. 13. Local connection: This local road breaks up the long block along Bluff Street and provides access to both the east-west alley and local road to the north. It is located on property boundaries to minimize impacts on each property. 14. Multi-use path:This short section of multi-use path along the south side of Valmont Road pro- vides a connection from the protected crossing of Valmont Road to the multi-use path along the railroad tracks. This connection will pro- vide a safe, off-road connection for bicyclists accessing the future rail platform. 15. Multi-use path:This multi-use path along the west side of the railroad tracks provides access from Valmont Road to the future rail platform. This connection provides a safe, off-road alter- native for those who do not wish to bike on Junction Place or other roadways to the rail platform. 16. Bike route: The bike route on 31st Street through the Steelyards is intended to form part of a complete bike facility between Pearl Street and Valmont Road. 31st Street is a low traffic volume street appropriate for a bike route and does not have room for bike lanes. 17. Local connection:This connection completes a street in the Steelyards as well as providing bicy- cle and pedestrian access in the development off of 30th Street. It is about 320 feet south of the central access into Steelyards and given the existing Steelyards development, is the first location south of Steelyards to establish a pedes- trian connection off of 30th Street. It will also provide improved access to the parcel to the south. This likely would be a right-in/right-out street. 18. Multi-use path:This path connects the Steelyards to the bike/ped bridge over Goose Item 4B - TVAP Amendments 62 Transit Village Area Plan • Boulder, Colorado Connections Explanation Creek. It forms part of a complete bike facility between Pearl Street and Valmont Road and pro- vides access to Goose Creek from development east of 30th Street and west of Junction Place. 19. Pedestrian connection:This connection provides access from the residential portions of the Steelyards to Goose Creek. It is located about 250 feet midway between connection #23 and Junction Place and therefore provides reasonable pedestrian access the Goose Creek multi-use path. 20. Bike lanes:While this bike connection between Goose Creek and Bluff Street is mapped as a bike lane, development of Junction Place as a shared use special street would put bikes in the street with limited motor vehicle traffic. While it is likely that the bike facility will change character in different sections of Junction Place, the intent of the con- nection is to have an excellent bike facility between Pearl Street and Valmont Road and pro- vide access to both the bus facility and the rail platform. 21. Pedestrian connection:This connection provides access through development along the railroad tracks to the southern end of the rail platform. 22. Multi-use path:This multi-use path provides bike access to the multi-use path along the west side of the tracks and to the rail platform. It continues the connection from 30th Street established by Connection 17 and the existing street in Steelyards. 23. Multi-use path:This path connects the city hous- ing site to the bike/ped bridge over Goose Creek. It forms part of a complete bike facility between Pearl Street and Valmont Road and provides access to Goose Creek from development east of 30th Street and west of Junction Place. It is intended to be flexible in location pending site design. 24. Local connection and bike route:This connec- tion provides vehicular access to the city housing site, as well as bicycle and pedestrian access from the future development to 30th Street and Crossroad Commons. It is located about 400 feet midway between Goose Creek and Pearl Street. This likely would be a right-in/right-out street. It is intended to be flexible in location pending site design. 25. Pedestrian connection:This connection is located approximately mid-way between Goose Creek and the proposed road in the center of the city-owned parcel. The location of this connection is flexible but is meant to meet the objective of providing a pedestrian connection at least every 200-300 feet in a mid-block location. 26. Pedestrian connection:This connection is located approximately mid-way between the proposed road in the center of the city-owned parcel and Pearl Parkway. The location of this connection is flexible but is meant to meet the objective of providing a pedestrian connection at least every 200-300 feet in a mid-block location and to provide a protected pedestrian crossing of 30th Street to Crossroad Commons. 27. Primary connection and bike lanes:This section of Junction Place provides access off of Pearl Street for the bus facility and is part of the new spine through the area. This connection will be signal- ized at Pearl Street to accommodate bus and vehicle turning movements. Bike lanes are proposed given the higher level of vehicle traffic on this section of Junction Place. While it is likely that the bike facil- ity will change character in different sections of Junction Place, the intent of the connection is to have an excellent bike facility between Pearl Street and Valmont Road and access both the bus facility and the rail platform. It is intended to be flexible in location pending site design. 28. Multi-use path:This path connects the 30th Street and Pearl Street intersection and the bike lanes on 30th Street with Junction Place on the north side of Pearl Street. This path will likely be developed as a wide urban sidewalk and complements the multi- modal path on the south side of Pearl Street. 29. Local connection:This local street will break up the long block between 30th Street and Junction Place which otherwise would be about 480 feet. It follows existing property boundaries and an exist- ing access alley and will provide the back door access needed for parking and deliveries for redevel- opment along 30th Street. 30. Local connection and multimodal path:This local street provides access off of 30th Street to Junction Place. The multi-use path along the ditch will include a grade-separated crossing of 30th Street and facilitate access to Twenty Ninth Street. The underpass has federal funding and is Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 63 Connections Explanation part of the city’s Capital Improvements Program. This multimodal path is shown in the Transportation Master Plan (TMP). 31. Primary connection and bike lanes: The south- ern extension of Junction Place provides a key connection to the employment area to the south. This connection is shown in the TMP as a collector and will allow traffic from Walnut Street to reach Pearl Street without using 30th Street. Reconnecting the grid with this connec- tion will provide congestion reduction on 30th Street and increase the travel options within the area. Bike lanes will provide a direct on-street bike facility from Walnut Street to the regional transit facilities. 32. Multimodal path:This path continues the mul- timodal path to the west and is shown in the TMP. 33. Bike lanes: These bike lanes on Prairie and Junction Place will continue direct bike access from Walnut Street to the regional transit facili- ties. 34. Multimodal path: This path will extend from the northern end of 33rd Street to Pearl Street along the railroad tracks. This connection will be an alternative to the on-street bike lanes on Prairie and Junction Place. A regional bike facili- ty is shown the TMP along the railroad tracks. It will provide convenient access to the multimodal path along the ditch. 35. Multimodal connection:This short connection is flexible and intended to illustrate a bike con- nection from the multimodal path along Pearl Street to the internal circulation system on these parcels. 36. Multimodal connection:This short connection is flexible and intended to illustrate a bike con- nection from the multimodal path along Foothills Parkway to Frontier Avenue and the internal circulation system on these parcels. 37. Multimodal path:This path will continue the existing path along the west side of Foothills Parkway and contribute to a complete bike facili- ty along the parkway. Given the limited oppor- tunities to cross Foothills Parkway, this will be a companion facility to the multimodal path along the east side of Foothills Parkway and will pro- vide a primary north-south off road bike facility from the Boulder Creek Path to Valmont Road. 38. Local connection:This connection provides access from Old Pearl Street. The portion south of the ditch is pedestrian only. 39. Multimodal path connection:This path will continue the path along the ditch to Foothills Parkway multi-use path and will include under- passes at Pearl Parkway, the railroad tracks and Connection #38. 40. Multimodal connection:This short connection is flexible and intended to illustrate a bike con- nection from the multimodal path along Foothills Parkway to Old Pearl Street. 41. Pedestrian connection: This connection pro- vides access from the mixed-use industrial and residential areas along Old Pearl Parkway to Goose Creek. It is flexible in location with the intent that it be about midway between Frontier Avenue and the Foothills Parkway path to pro- vide reasonable pedestrian access to the Goose Creek multi-use path. The distance between Frontier Avenue and the Foothills Parkway path is about 600 feet. 42. Local connection:This short roadway extends north of Old Pearl to provide access to redevel- oping parcels and to connect to the proposed alley and local street north of Old Pearl Street. 43. Local connection: This connection provides access from the mixed-use industrial and residen- tial areas along Old Pearl Street to Goose Creek. It is flexible in location with the intent that it be about midway between the multimodal path along the railroad and the road connection to Wilderness Place. The distance between these facilities is about 670 feet. 44. Alley connection:This connection provides loading and parking access to the redevelopment parcels along Old Pearl Street and provides pub- lic access to the frontage of the Goose Creek greenway. 45. Alley connection:This connection provides loading and parking access to the redevelopment parcels along Old Pearl Street and provides pub- lic access to the frontage of the Goose Creek greenway. 46. Primary connection:This roadway and bridge across Goose Creek provides a key connection Item 4B - TVAP Amendments 64 Transit Village Area Plan • Boulder, Colorado Connections Explanation between the Wilderness Place development and the redevelopment areas along Old Pearl. This is a key link in reconnecting these neighborhoods and establishing a grid in this area, and will pro- vide a travel option to the major arterials of 30th Street and Foothills Parkway. 47. Multi-use path:This path along the east side of the railroad tracks provides access from Pearl Parkway to the future rail platform. It will pro- vide a safe, off-road alternative for those who do not wish to bike on roads. It also provides a connection to the planned multimodal system along Pearl Parkway and the ditch. 48. Multi-use path:This connection provides access to the path along the east side of the railroad tracks from the west end of Old Pearl Street, con- necting the street system to the path system. 49. Alley connection:This connection provides access through the High-Density Residential-2 development and could be a narrow street depending on the site design of redevelopment in this area. It is intended to be flexible in loca- tion pending site design. 50. Pedestrian connection: This connection pro- vides access to the south end of the rail platform from the street system in Wilderness Place. 51. Multi-use path: This connection provides direct access to the rail platform and track crossing from the street system in Wilderness Place. 52. Multi-use path:This multi-use path along the west side of the railroad tracks provides access from Goose Creek to the future rail platform. This connection provides a safe, off-road alterna- tive for those who do not wish to bike on Junction Place or other roadways to the rail plat- form and connects to the Goose Creek multi- modal path and multimodal paths to the south, including the connection to Twenty Ninth Street. 53. Multi-use path:This path provides a connection from Wilderness Place to the path along Foothills Parkway. 54. Local connection:This connects Center Green Court to the cul-de-sac to the south with the intent of providing a finer street grid for improved mobility and access. It should also pro- vide sidewalks for pedestrians. This connection will occur only when the adjacent parcels rede- velop. It is intended to be flexible in location pending site design. 55. Multi-use path:This path will continue the existing path along the west side of Foothills Parkway and contribute to a complete bike facili- ty along Foothills Parkway. Given the limited opportunities to cross Foothills Parkway, this will be a companion facility to the multimodal path along the east side and will provide a primary north-south off-road bike facility from the Boulder Creek Path to Valmont Road. 56. Multi-use path:This short connection is flexi- ble and intended to illustrate a bike connection from the multi-use path along Foothills Parkway to Center Green Court. 57. Local connection:This connection will connect Center Green Court and Wilderness Place south of Valmont Road. This connection will occur only when the adjacent parcels redevelop and should provide sidewalks for pedestrians. 58. Multi-use path:This facility will continue the multi-use path on the west side of Foothills Parkway to the north and will tie into the exist- ing multi-use path to the north. 59. Bike route:This bike facility provides a connec- tion from properties north of Valmont Road to the protected crossing of Valmont Road. 60 and 61. Pedestrian connection:The enhanced crossings of Valmont Road and the pedestrian connections to the north are intended to provide connections into the neighborhoods to the north. The connections are intended to be flexi- ble in location pending further investigation but reflect the priority of having the Transit Village area well-connected to the surrounding commu- nity. 62. Local connection:This road will connect Frontier Avenue to Walnut Street and include an underpass at the railroad tracks. This will signifi- cantly improve access to this area and support the planned increase in land use intensity. This connection was suggested by the property own- ers with the understanding that they will pay for the full cost of this street and underpass. 63. Local connection: This connection provides access to the large land-locked parcel along Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 65 Connections Explanation Goose Creek. It is flexible in location with the intent that it be about midway between the Old Pearl and the right-of-way of the Goose Creek Greenway. 64. Multi-use path:This multi-use path along the east side of the railroad tracks provides access from Goose Creek to the future rail platform. This connection provides a safe, off-road alterna- tive for those who do not wish to bike on Wilderness Place or other roadways to the rail platform and connects to the Goose Creek multi- modal path. Item 4B - TVAP Amendments 66 Transit Village Area Plan • Boulder, Colorado TDM Detail  Parking District Parking districts provide and manage parking through a single management entity. This allows the various land uses to share parking rather than allocating specific parking spaces to certain land uses and individuals. Parking Management Association This is typically a public-private partnership for the provision and management of shared parking resources and potentially transporta- tion management activities. Activities are aimed at creating a market for parking through sharing, leasing, trading and broker- ing spaces. The PMA can also provide new parking supply as development progresses. Shared Parking Shared parking reduces the number of parking spaces needed within an area by allowing dif- ferent uses to access the same parking spaces. At mixed-use developments, the various uses tend to have different parking demand peaks. An office, restaurant and retail store can share parking because the office’s peak parking demand will occur in the afternoon, the restaurant’s in the evening, and the retail store’s on the weekend. Unbundled Parking Unbundled parking allows residents and employers to purchase as little or as much parking as they like, separate from their prop- erty purchase lease. For example, rather than renting an apartment with two parking spaces for $1,000 per month, an individual can rent the apartment for $850 per month with no parking spaces and choose to pay $75.00 per parking space needed. Parking Pass Options Monthly parking passes require workers to pay for an entire month’s worth of parking regardless of actual day-to-day parking needs. These policies encourage individuals to drive rather than use alternative modes, because their parking space is already paid for. Allowing workers to pay for parking on a daily basis encourages the use of alternative transportation modes. Residents are allowed monthly parking passes as they will always need a place to park their cars, whether their cars are used or not. Active Parking System with Ability to Accept a Variety of Payment Options Active parking systems make paying for park- ing easy and convenient, which makes paid parking more acceptable and improves com- pliance. Options include payment kiosks that accept debit cards, credit cards, cash and coins, or a “Community Card;” in-car parking meters; and parking meters that accept coins and keys that are preloaded with funds. Preferential Parking for Carpools and Vanpools Preferential parking encourages carpooling and vanpooling by giving those modes reduced parking rates and/or better access to their destinations. Ten percent of work-related parking spaces (or more if demand warrants) should be allotted for carpools and vanpools and should be the most convenient at the site. On-Street Parking Focused on Short Term and Turnover On-street parking is an important tool for providing access for high priority trips such as deliveries and shopping. Limiting on-street parking to one to two hours encourages turnover and favor shorter-term users. Parking Caps with Variable Pricing The supply of parking will be limited by park- ing caps that vary by uses and can be further reduced through shared parking opportuni- ties. The caps should match the modal split goals outlined in the TDM Plan. Possible spill-over impacts (unauthorized parking in specifically allocated spaces) need to be addressed and controlled. The price of the parking spaces will be managed by the park- ing district and/or parking operator to control demand based on available supply. Pricing may vary by day and time of day.    Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 67 TDM Detail  New Resident and New Employee Welcome in Person, in Packets and Electronically Individuals are often unaware of the transit and bicycle routes and carpool/vanpool oppor- tunities that serve the areas where they live and work. Providing them with customized information in person, via information packets or through electronic means, allows them to know all of the travel options available to them. Personalized contact with a transporta- tion concierge has been shown to increase the use of alternative transportation modes. Merchant tie-in promotions can also help introduce new options by asking people to try a new mode in order to receive an incentive. Transportation Concierge An on-site transportation concierge provides assistance to individuals who have questions about how to use transit and other alternative modes. This can include basic items, such as where to wait for a bus, and assistance with route planning. This service may be managed through a contract with Boulder East TMO, and may be housed at a bike station/com- muter store. Access Guide An access guide provides recipients with infor- mation about available transportation options and events in a single document. The guide is meant to make the use of alternative modes simple and to provide another venue to edu- cate users about various incentive and parking programs. (Similar information can also be provided electronically.) Promotional Events Promotional events rally individuals and com- panies around the use of alternative trans- portation modes. Current events in the region include, “Walk & Bike Week,” “RideSmart Thursdays” and “International Walk to School Week.” These events encourage people to try new ways of getting to work, to school and around town. Data have shown that some par- ticipants continue to use alternative trans- portation modes after the events’ conclusions. Proactive, On-Going Media Effort A proactive, on-going media effort can be used to build the Transit Village image and acknowledge exceptional efforts of residents, employees and patrons, which rewards posi- tive behavior and can encourage friendly com- petition among businesses. Award Point System for Alternative Mode Users Award point systems, often called pay for per- formance programs, offer rewards or cash incentives to individuals who use alternative modes. Every day that a commuter uses an alternative, he or she is credited with points that can be redeemed for prizes. Points are accumulated over time and encourage individ- uals to continue to use alternative travel modes. This program could be measured using “Community Cards”.  Eco Pass for All Eco Passes are purchased annually from RTD and entitle holders to unlimited use of RTD buses, light rail, and Call-n-Ride services. Every resident and employee in the Transit Village should carry the card. When combined with paid parking, the Eco Pass has significant potential to increase transit use. Subsidized Carshare Carshare programs allow individuals to rent cars for short periods of one hour or more through a carshare service. Participants become members of the service, are able to make reservations online, and can automati- cally pay rental charges via credit card or bank transfers. Different vehicle models are general- ly available, which allows members to rent SUVs for moving large items or smaller cars for simple trips. On-street and garage parking spaces would be available for easy parking and access to the vehicles. Carshare programs allow households to avoid purchasing second or third cars and, in some cases, encourage households to have no cars. “City Bike” Bikeshare Service Bikeshare service offer bicycles at convenient on-street and other locations where residents, employees and visitors could rent a bike for a short term and return it to any of the racks throughout the area. The system has electronic locking devices and payment can be made through use of a credit card or membership account. This service would be subsidized by the TDM Program. The bike station/commuter store would maintain the bikeshare service. It would be similar to innovative programs cur- rently offered in Europe where renting a bike is as easy as pushing a button on your phone Item 4B - TVAP Amendments 68 Transit Village Area Plan • Boulder, Colorado TDM Detail to unlock a bike. When a user is done with the bike, he or she simply returns it to a rack in the area. Bike Station and On-Site Facilities Bike stations provide commuters with shower facilities, valet parking for bikes, repair service and general bicycle resources. The bike station would be located adjacent to the transit sta- tion. For sites that cannot conveniently access the bike station, buildings with 50-100 employees should provide one on-site shower. In buildings with 100- 250 employees, one shower for each sex should be provided. Buildings with over 250 employees should provide at least four showers, with two of them being accessible to the disabled. Commuter Store The commuter store would expand the bike station into a full service transportation resource center with a store offering items that support the use of alternative transporta- tion options. Telework Telework stations offer work cubicles and equipment for daily rental. Residents in the area could replace a commute trip if their employer allows teleworking. Some stations could be provided in higher density residen- tial facilities and in the commuter store. Interactive Transportation Web Site An interactive transportation Web site would provide quick, easy, 24-hour access to maps, schedules, links to resources, a calendar of events, emergency information, transit sched- ule changes, trip planning and notices of service interruptions. It could also provide information about other community services. Location Efficient Mortgages Location Efficient Mortgage services allow a mortgage lender to recognize the transporta- tion-related cost savings of living in conven- ient, high-density communities with transit access by adding the savings onto the qualify- ing income of the consumer. For instance, a household making $50,000 may qualify for a 30-year loan of $163,000 at an 8% interest rate using conventional underwriting guide- lines. Using Location Efficient Mortgage serv- ices, that same household could qualify for a $213,000 mortgage — depending on how “location efficient” their desired home is. The anticipated level of the savings results from extensive studies on auto ownership, driving levels, transit access and other variables that identify the amount households are spending on their transportation needs.  Trip Generation Allowances Trip generation allowances will be developed for each property based on the increased den- sity established in the plan. For example, if a property has an allowable FAR of 0.5 and the estimated trip generation at full build-out is determined to be 100 peak hour trips and the property seeks to increase its FAR to 2.0 (x 4), the trip generation allowance can only increase to 200 (x 2). The additional trips must be reduced through TDM measures. Additionally, the trip generation allowance may be adjusted downward based on poten- tial impact to the surface street network. Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 69 Background    The Boulder Valley Comprehensive Plan sets the broad policy and land use context for area plans. City departmental master plans inform, and are informed by, area plans regarding future public facility and service improvement needs. The Capital Improvements Program (CIP) schedules the capital improvements by the city for the coming six years, including those public improvements identified by an area plan The CIP is depend- ent on the city’s operating budget. Development proposals that exceed certain building or parcel size thresh- olds, that request variances to minimum code requirements, or that pro- pose certain uses must complete a city Development Review process, such as Site Review or Use Review. Projects subject to Development Review must conform with any applicable area plan.  The area planning process was initiated in January 2005, with four plan- ning phases: Phase I. What are the project goals? Data gathering, identification of opportunities and constraints Goals, objectives and direction Plan process January 2005 – April 2005 Phase II. What is the community’s vision? Community workshops to develop preliminary concepts Future local and regional transit Community needs analysis May 2005 – April 2006 Phase III. What are the options? Community workshop to develop options Analysis and evaluation of options Development of implementation approaches May – August 2006 Phase IV. Which option should be adopted? Public outreach on options Selection and refinement of option and implementation approach Plan review and adoption September 2006 – September 2007 Each phase involved public outreach, as well as direction from the Planning Board and City Council. The Transportation Advisory Board (TAB) made recommendations on transportation issues, and the Parks and Recreation Advisory Board (PRAB) did likewise on the parks components of the plan. Outside experts provided information and analysis at key points in the process, and numerous meetings were held with area proper- ty owners. A detailed report on the schedule of public participation opportunities and the input received is provided in a supplemental docu- ment, the Transit Village Area Plan Public Participation Report.    Item 4B - TVAP Amendments 70 Transit Village Area Plan • Boulder, Colorado Background The planning process was managed by the Planning Department and involved staff from the Transportation, Housing, City Attorney’s Office, Finance, Parks and Recreation, Utilities, Environmental Affairs, Economic Vitality and Fire departments, as well as from RTD. Plan Vision, Goals, and Objectives Planning Board, TAB and City Council approved preliminary goals, objectives and direction on the Transit Village Area Plan in the first phase of the planning process. After reviewing input from the communi- ty in the second phase of the process, the Planning Board and Council created a vision statement and revised the project goals and objectives in May 2006. Options & Options Assessment The plan goals and objectives provided the direction for developing the land use and transportation options in Phase III of the planning process. Three land use options for the area were presented to the public, Planning Board and City Council for discussion and input. Each option represented a different combination of specific land use prototypes. An options assessment evaluated and compared each of the three options as well as current trends, in regard to social, environmental and economic sustainability, community design policies, and impacts on city facilities and services. The Bones All three options included a set of core elements, referred to as “The Bones.” These elements reflected the best ideas gathered from communi- ty meetings. The Bones became the urban-design framework for the plan. The elements of The Bones included the following: Junction Place as a unique, new north-south street; Goose Creek as a natural amenity and connector to other green spaces; and new transportation connec- tions for all modes to key destinations beyond the area. The rest of The Bones elements were character districts, which are addressed in Chapter 3: Urban Design. Option Selection In Phase IV of the planning process, Planning Board and City Council selected a preferred land use option that was most similar to Option 2. Throughout Phase IV, staff, the public, Planning Board and City Council continued to consider and refine: • proposed land uses; • transportation connections; • streetscape concepts for Junction Place and 30Street; • transportation demand management and parking strategies; • social, environmental and economic sustainability strategies; and • plan implementation, including public improvement phasing and funding. All of these elements were pulled together into a draft plan that was released to the public, boards and Council in May 2007 for review, dis- cussion, refinement and adoption.                             Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 71 Background Plan Adoption The final Transit Village Area Plan was adopted by Planning Board on August 30, 2007, and by City Council on September 18, 2007. TAB pro- vided final recommendations to Planning Board and City Council on the transportation components of the plan on June 11, 2007, and PRAB did so for the parks components on June 25, 2007.  The following projections are based on the land uses in the Land Use Plan and development assumptions. The ranges indicate different assumptions about development intensity within the proposed land uses.                                                                        Item 4B - TVAP Amendments 72 Transit Village Area Plan • Boulder, Colorado Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 73 History  The history of the area at 30th and Pearl streets began with the arrival of gold prospectors and the founding of Boulder City in 1859. Several years after Boulder’s establishment, the nearby agricultural town of Valmont was founded on the edge of the eastern plains. Almost imme- diately, the two fledgling communities began competing for preemi- nence in the area as the county seat. The alignment of Pearl Street was established to provide a direct route east from Boulder to Valmont. Early city boosters conceived rapid growth and the area between the two communities filling in. Projected growth did not occur for nearly 100 years and Boulder soon eclipsed Valmont as the economic and political center of Boulder County. Situated roughly midway between Boulder and Valmont, the Transit Village area remained outside the city of Boulder until it was annexed, from 1957 through 1979. Until the second half of the 20th century, the area was mostly rural with develop- ment mostly limited to the rail and street system.  With financial inducement from Boulder County, both the Colorado Central and the Denver and Boulder Valley railroads were constructed to the eastern outskirts of Boulder in 1873. The Denver and Boulder line was a 12-mile extension west from the coal mining town of Erie. The Colorado Central line arrived in Boulder from the southern com- munities of Marshall and Golden. They intersected at what became known as the “wye,” the present day area where the rail line crosses Pearl Street between 30th Street and Foothills Parkway. Also in 1873, the first rail depot was constructed, located approximately at the inter- section of the present rail line and Pearl Parkway. Little documentary evidence regarding the first depot survives, though it is thought to have been demolished in ca. 1876, three years after the Denver and Boulder Valley Railroad constructed a second depot within the town limits, just north of Pearl Street between 22nd and 23rd streets. In 1890, the Union Pacific Depot was constructed near downtown, on the corner of 14th and Water streets (now called Canyon Boulevard). It was built of sandstone in Romanesque Revival style. Despite its short-lived role as the terminus of the rail lines, the “wye” area continued to function through most of the 20th century as a busy junction, where trains turned to back into the city of Boulder.1 In 1956, the Colorado and Southern Railway Company applied to the Public Utilities Commission of Colorado to move its freight and passenger facilities in Boulder from the Union Pacific Depot. They had designed and proposed a new station to be located two-thirds of a mile east of the city, near the intersection of 30th and Pearl. A new ore loading ramp, as well as freight and passenger depot, was built in 1957 on the main line that ran from Denver to Cheyenne, Wyoming. This new station improved the process of freight shipping, as the train did not have to back into the center of town to the freight depot at Broadway and Water Street. At the time of the application, Colorado and Southern still operated two          Item 4B - TVAP Amendments 74 Transit Village Area Plan • Boulder, Colorado History passenger trains per day into Boulder, both of which entered the city at night to minimize traffic impacts at the grade crossings. They stated that “the Building will be of modern design and construction. In it there will be provided a comfortable and convenient passenger wait- ing room. With toilets, and adequate space for freight offices and for han- dling of baggage, mail, express, and freight.”2 The last passenger train into downtown Boulder was Colorado and Southern’s #29 on December 7, 1957. The next day, the trains stopped at the new depot at the end of Bluff Street, just east of 30th Street. The old depot at 14th Street contin- ued to operate as a ticket office, bus terminal and travel agency, until pas- senger service ended in 1967. In 1981, Colorado and Southern merged with Burlington Northern, and the 1957 depot continued in operation until it closed in 1985, ending all passenger rail service to Boulder.3 The building and surrounding site was purchased by Sutherland Lumber Company, and the building is currently used as a wood shop and storage building.             When settlers arrived in the area, all land south of the 40th parallel (now Baseline Road) was in Kansas Territory, and land to the north was in Nebraska Territory. Early roads in Boulder were laid and constructed by the County; the first to be established was County Road #1 (Pearl Street). It has been said to have been oriented by driving a stake at the corner of Broadway (formerly County Road #2) and Pearl Street, and the alignment of the road established by a sight line being drawn east north-east to the Valmont Butte and the town of Valmont.4 This skewed grid was the basis for the city of Boulder’s subsequent growth and 19th century city limits (south to Valley Road (Arapahoe) north to 1st Avenue (Alpine), and east to 24th Street (Folsom). Beyond the city limits, roads generally followed true east-west, north-south grid lines. From 1871 until 1873, Boulder residents had to endure a 12-mile carriage trip to Erie to catch the train. Pearl Street functioned as the major east- west thoroughfare in the area, and in 1873, the Union Pacific railroad laid its track parallel and just north of that street. The 1887 Willits map of the city shows County Road #16 (28th Street) fronting onto farms and run- ning north from the 40th parallel (Baseline) to Valmont where the Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 75 History Boulder County Industrial Association racetrack was located. Twenty- eighth Street remained an important, but relatively quiet road on the out- skirts of the city until 1952, when the Boulder Turnpike was opened. Contemplated as early as 1912, the highway between Boulder and Denver was constructed in the booming post-war years, and opened in January 1952. Dubbed the “Shortline to the Skyway,” the tollway far exceeded expectations. Traffic problems at the intersection of Baseline Road and the highway soon followed, and the highway was nicknamed “malfunction junction.” In response to citizen frustration, city of Boulder Planner Trafton Bean produced the community’s first traffic, transportation and parking study. Chief among the recommendations of this report was that an exit farther south on the turnpike at 47th Street (which would eventu- ally become Foothills Parkway) be constructed in order to relieve pressure on 28th Street. Bean’s recommendation to alleviate traffic in the area did not become a reality until 1978, when the first link of Foothills Parkway opened.  In 1875, land speculator George Walker platted a 40-acre area bounded by Valmont Road to the north, 30th Street to the west, Goose Creek to the south and the railroad line to the east. Anticipating growth in the area associated with the railroad, he created 30 lots (the majority of which were one acre in size) bisected by three east-west running streets; Meredith, Bluff and Hill. Walker owned a farm on the north side of Valmont Road as well. Some brick homes were constructed on the lots, but never became very developed. In 1963, Boulder Steel located their corporate headquarters at the intersection of Bluff and 30th streets, which was still a dirt road at the time. Sutherland Lumber developed on the eastern edge of the subdivision, and the last Boulder depot was construct- ed at the end of Bluff Street at the railroad tracks in 1957. From the 1970s on, industrial and commercial development grew in the area. In 2002, Coburn Development took the former steel plant and developed the Boulder Steelyards, a mixed-use development named after the former use.  In 1869, a group of 100 prominent ranchers and farmers gathered at the Boulder Courthouse, formed the Boulder County Agricultural Society, and began organizing a fair to be held in Boulder. The group subsequently purchased 40 acres of land5, located between today’s 28th and 30th streets south of Valmont Road, where they erected a stockade fence. The first county fair was held October 12 - 15, 1869. The fair was advertised and intended “to explore the potential of the new county, to encourage diver- sified endeavors, and to accumulate and share vital information.”6 In 1870, a roundhouse was constructed on the property to showcase mineral and agricultural displays. In 1873, the Denver Territorial Fair changed its name to the Colorado Industrial Association, and Boulder’s Agricultural Association followed suit, becoming the Boulder County Industrial Association, in 1874. The association sought to bring together farmers interested in the advancement of agriculture and ranching, and in 1875, purchased the fairgrounds where they constructed a horse racetrack, sta- bles and other buildings.7          Item 4B - TVAP Amendments 76 Transit Village Area Plan • Boulder, Colorado History An article in the Boulder County News dated September 3, 1875, proudly proclaimed that, “The grand stand at the grounds of the Boulder County Industrial Association begins to assume proportions; beauty and symmetry are growing out of the chaos of lumber and timbers. Mr. Blodgett, the contractor, is rapidly pushing the work to completion.”8 After only a few years, the fair was lacking attendees and, in 1879, was almost moved to Longmont. After a resurgence in the 1880s, participation and attendance at the fair once again fell off to the point that, by 1891, it was advertised that the fairgrounds would be disposed of at a Sheriff’s sale. Prior to the sale, an organization founded in 1882, named the Agriculture Institute, stepped in and again saved the fair- grounds. By 1896, a new grandstand had been built. By 1919, there were reports of a new novelty, horse racing by electric light.9 While the fair continued to operate in Boulder, much of the agricultural aspects slowly moved to Roosevelt Park in Longmont. By the 1920’s, Boulder resi- dents had lost interest in the fair, and for a brief time used the former area as an auto racing track. The former fair- grounds soon saw resurrection to its roots, and in 1927, the “First Annual Rodeo” was held. The rodeo gained support and, in 1934, A.A. “Gov” Paddock, editor of the Boulder Daily Camera, as well as other civic leaders, such as Lyndon Switzer, saw a need to “lift the com- munity out of the doldrums that followed the Great Depression.” The result was the creation of the Pay Dirt Pow Wow.10 In 1947, Rollie Leonard gave his farm lands along 28th Street, just south of the former fairgrounds to the new Pow Wow organization for its perpetual use. In 1957, the Pow Wow’s dismal financial situation forced the organization to give 11.5 acres to the city of Boulder in lieu of back taxes. The city ceded some of that land to the YMCA for their building, which still stands at 28th Street and Mapleton Avenue, and constructed the Mapleton Ballfields just to the south. In 1973, the city of Boulder wanted to open up 14th Street between Canyon Boulevard and Arapahoe Avenue, which was blocked by the 1890 Union Pacific Railroad Depot. The Pow Wow offered to Historic Boulder and the Boulder Jaycees to relocate the building to their grounds, then still largely undeveloped. The building, now a city of Boulder landmark, was cut in half and moved to the site and has been owned and operated by the Boulder Jaycees for their offices and private functions and community meetings ever since. By the 1970’s, the area around the Pow Wow grounds was developed, and the organization began looking for a new          Item 4B - TVAP Amendments Transit Village Area Plan • Boulder, Colorado 77 History home. In 1979, the Pow Wow had relocated to Louisville, and the Pearl Street grounds were sold for commercial development, now Crossroad Commons shopping center. In 2006, plans to renovate and expand Crossroad Commons were announced, necessitating the relocation of the depot building to another site. As maintenance and overhead costs out- paced rental revenue, the Jaycees expressed a desire to transfer ownership and responsibility for the Depot to the city. The city agreed, and is cur- rently seeking a new location for the Depot in the Transit Village area.  In May 1961, Gerri von Frellick announced a plan to develop a four mil- lion dollar, 344,000 square-foot shopping center at 28th Street and Arapahoe Road on land leased from Elizabeth Downer Ball. Construction on what came to be known as Crossroads Mall began on March 29, 1962, and opened its doors on March 14, 1963.11 It was located on land not within city boundaries, and during the annexation process a legal suit was filed against the city of Boulder that lasted until September 1965, eventu- ally allowing the annexation to become legal. The Macerich Company purchased Crossroads Mall in 1978. In 1979, the city of Boulder created the Boulder Urban Renewal Authority (BURA) and appointed seven local citizens with the duty of carrying out a redevelopment plan using urban renewal. This was to expand the mall from what was its former northern edge, at roughly Canyon Boulevard to Walnut Street. The new addition was completed in 1983, and included an atrium mall and the addition of a new May D & F department store.12 The mall remained the only regional shopping center until the late 1990’s, when surrounding communities began to develop large shopping centers. As a result, Crossroads Mall languished, and the southern half of the com- plex soon closed due to a significant reduction in tenants. As it declined, the mall owners, residents and the city examined the development future of the area. In 2002, the city began negotiations to develop a public/pri- vate redevelopment of the site with a mixed-use theme. However, negoti- ations failed and the entire mall was closed, except for Foley’s (formerly May D & F). In 2002, the Macerich Company bought Westcor Partners, which soon after prepared a major redevelopment plan to transform the Crossroad Mall property into an outdoor lifestyle retail center, named Twenty Ninth Street. Demolition of the old mall began on September 10, 2004. Only Foley’s remained, which became a Macy’s department store. Canyon Boulevard and 29th Street were re-established through the proper- ty as part of the redevelopment. Twenty Ninth Street retail center opened October 13, 2006.         Item 4B - TVAP Amendments City of Boulder Transit Village Area Public Art Master Plan StudioTerra, Inc., Tarras LLC, Christian Muller Inc. December 2009 Christian Muller Inc. Phone: 303 807 1039 303 998 0600 bylermuller@comcast.net 78 ATTACHMENT F Item 4B - TVAP Amendments Discovery Public art has the potential to add a layer of ongoing discovery. Themes and connections between individual works can facilitate an extended interest in getting to know a place, while adding layers of interest and meaning. Themes could be informative, whether culturally, histori- cally or environmentally, or more whimsical and abstract, relating to the works only. Simpler still, material connec- tions can be made, particularly between components that are both infrastructure and artistic, to create a logic of movement or spatial hierarchy. Composition and Themes The stand-alone and infrastructure art elements de- scribed in this document can tie together to form a unified composition that reflects the overall theme of “transit” or movement. Transit is defined as “the act of passing over, across, or through something.” There are many aspects and sub-themes of transit that can be referenced for artis- tic expression. The rail line, bus line, automobile, bicycle and pedestrian modes of transport are all inspirations for this artistic expression. As well, less conventional aspects of transit such as the overhead power transmission lines, the conveyance of water in Goose Creek, and the tectonic plates of the earth’s crust are also elements of transit that can be artistically explored. The history and future of transit in Boulder Valley will also be important to weave into the overall composition in order to relate the art to this specific site and time in history. The juxtaposition of the more natu- ral corridors with the urban built environment provides an interesting theme to be explored. Each art element will help create an overall design vocabulary that becomes specific to the Transit Village area and helps create its’ unique identity. A different perspective. Art helps us to see the familiar in ways that are free of habit, allowing a richer relationship with our sur- roundings. Public Art Public art refers to objects integrated into the shared urban environment that are intended for public interaction. This could range from infrastructure with a deliberately aesthet- ic quality, to a purely aesthetic object amid infrastructure. A key function of art in general is to inspire us to see the familiar in less familiar ways. Public art has the potential to take an environment that could be generic and familiar, and render it a place, unique and memorable. Through drawing on specifically local influences, whether they be cultural, historical, environmental, public art aims to estab- lish visual and material cues indicating a sense of place. Background to this Master Plan The Transit Village Area Plan (TVAP) was adopted by the Boulder Planning Board and City Council in September 2007. The Plan envisions “a lively mixed-use pedestrian oriented place where people will live, work, shop, and ac- cess regional transit. The following vision was adopted to provide direction for the future development of the area. The Transit Village area will be: • A lively and engaging place with a diversity of uses, including employment, retail, arts and entertainment, with housing to serve a diversity of ages, incomes, and ethnicities; • A place that is not overly planned, with a “charming chaos” that exhibits a variety of building sizes, styles and densities where not everything looks the same; • A place with both city-wide and neighborhood scale public spaces; • A place that attracts and engages a broad spectrum of the community; • A place that emphasizes and provides for alternative energy, sustainability, walking, biking, and possible car- free areas, e.g. “eco-village.” The TVAP calls for an Arts and Aesthetics Plan to identify opportunities for public art to create a unique and interest- ing place. Additional context for the Public Art Master Plan is included in the Transit Village Area Plan Guidelines, which set up an overall framework, within which this Art Master Plan functions. The following excerpts from the Plan Guidelines provide context for this Art Master Plan: General Guidelines: Usable Open Space: Incorporate well-designed, functional open spaces with trees, quality landscaping and art, access to sunlight and places to sit comfortably. Bus Stops: Include the following for bus stops adjacent to the develop- ment projects: a shelter, benches, route and schedule sig- nage. Additional enhancements are encouraged, such as pedestrian lighting, art, landscaping and waste receptacles. Junction Place In addition to the street trees, sidewalks and bike facilities specified by the Junction Place streetscape section, pro- vide seating planters, art, special pavement and lighting along junction place. Provide way-finding features such as special pavements, signs, or art, to facilitate pedestrian movement between Junction Place, Rail Plaza, the rail plat- form and under/overpass, the bus station, Goose Creek Greenway, Pearl, Valmont, 30th Street and Wilderness Place. 79Item 4B - TVAP Amendments Transit Facility Guidelines: Facility identity: Create a distinctive identity for the transit facility that resonates with the identity of the larger community. Select a theme that will be universally valued by a diversity of users. For example, an identity may be cultivated by incorporating art and/or an existing natural or man-made feature unique to the area into the facility. Consider carrying them into the way- finding features discussed in the Junction Place and Rail Plaza Design Guidelines. Rail Plaza Guidelines: Consider including active art and water features, especially for children. Look for opportunities to incorporate art into built elements, such as paving, railings, signage, seating, or overhead structures. Provide way-finding features, such as signage, special pavement and art, to direct people to the plaza from 30th Street, Bluff Street, Valmont Road, Junction Place and Pearl Parkway. 30th Street Corridor District Guidelines: Provide street furnishings, such as benches, planters, cafe seating, art, and pedestrian lighting. Additional information about the plan can be found at: www.bouldertransitvillage.net. Parks and Recreation Department policies regarding public art accession (acceptance), deaccession (removal) and main- tenance will apply to art on Parks and Recreation Department property. Purpose of this Art Master Plan The purpose of this Art Master Plan is to identify opportunities for public art in the transit village area, and to describe the function and role that public art can provide. This is intended to be an open ended document; it is expected that further opportunities for public art will arise as the proj- ect evolves, and that these will be incorporated into this master plan. The Art Master Plan does not attempt to prescribe what the nature of any public art work within the transit village area should be. This would be arrived at through a process involving the artist responsible for an indi- vidual work, working corroboratively with other relevant bodies. The Art Master Plan does not address standardized street furniture items. A thematic Design Guideline would have specific suggestions about items such as lighting, seating, trash receptacles etc. Beyond this, a Design Guideline, developed in conjunction with the Art Master Plan, could extend ideas derived from the public art process throughout the site, as suggestions for material combinations, treatments, textures, colors and so on. “Art exists that one may recover the sensation of life; it exists to make one feel things, to make the stone stoney.”1 80Item 4B - TVAP Amendments Public Art Diagram The transit village area Plan Guidelines, presents a clear set of character areas, with distinct identities. Public art can be used to strengthen these character areas, while reinforcing their interconnectedness. The Art Master Plan recognizes the need for walking, cycling, gathering and other passive recreational activities, which overlap one an- other, and sees these needs as tools for integrating distinct character areas, as well as opportunities for art. The diagram opposite illustrates key potential locations for public art within the transit village area. Opportunities for public art tend to be clustered around nodes; highly used public places along converging routes of movement. Gateway opportunities exist at the experiential edge of character areas, while the densest groupings of art opportunities occur where the environment is most urban. NOTE: None of the illustrations in this document are intended as suggestions for actual works of art. They are suggestive of a type of work only. "Usually we think of art as an object - something that hangs in a gallery- or as an event that takes place on a stage. Yet places can be works of art, too. They can satisfy our desire for beauty, stir our deepest feelings, link us to our history"2. 81Item 4B - TVAP Amendments Gateway Opportunities These occur at a node through which people move into the central Transit Village.To be effective, they read both at a scale that relates to vehicles and pedestrians, and are visually effective at vehicle speed and walking pace. Gateways do not necessarily have to be gate-like, or comprised of post like structures. They do though, create a sense of passing through a threshold into a different place. They define an edge, a start of a distinct place. Changes in materiality, texture, proportions and scale of space and en- closure can all contribute to a gateway experience. Images below illustrate public art that creates a sense of a threshold or gateway. Leon Ven Den Eijkel These pillars are activated directly by the immediate environment - wind energy. In a windy city, they form a place specific gateway feature. Sister City columns, Christian Muller Paired columns, woth lighted panels, provide a sense of entry day and night. Wind Tunnel, George Peters and Melanie Walker. Clearly evoking entrance, as well as a distinct sense of place. NOTE: None of the illustrations in this document are intended as suggestions for actual works of art. They are suggestive of a type of work only. 82Item 4B - TVAP Amendments Corridor Opportunity A: Junction Place Corridors will require street furniture, and though most of this will be stock items, there will also be opportunities for artistic interpretations of conven- tional items. Junction Place will have a strong urban character, with many opportunities for pieces that are both ‘useful’ and ‘interesting.’ Niemi Cava Bench Fern Bollards, Wellington Making the most ordinary street furniture artistic and placeful. Flour Power, Regan Gentry Based on local agricultural forms, these light standards serve as sculpture and as an orientation device. NOTE: None of the illustrations in this document are in- tended as suggestions for actual works of art. They are suggestive of a type of work only. 83Item 4B - TVAP Amendments Corridor Opportunity B: Goose Creek Corridor Reinstating the natural forms of Goose Creek would create a pleasing contrast with surrounding urban forms. Art works could provide people with opportunities to relate to the creek, and to interact with the water. The corridor would benefit from rest areas and associated facilities, which also have public art potential. IBM Campus, Peter Walker Although the scale of this project is different, this image demonstrates strong geometry and organic forms interacting. The rail aspect of the Transit Village has innately strong geometry, while Goose Creek could be a naturalized riparian corridor. Opportunities for direct contact with natural features. Goose Creek Corridor can be both a stormwater detention area/constructed wetland AND and an opportunity for public art. NOTE: None of the illustrations in this document are in- tended as suggestions for actual works of art. They are suggestive of a type of work only. 84Item 4B - TVAP Amendments Corridor Opportunity C: Railroad Corridor The railway Corridor would have a different pedestrian appeal from the more urban walking experience within the Transit Village. This would be more recreational and exercise oriented, as opposed to shorter, destination based movement. The strong linear gestures integral to railway corridors, along with the monumental shifts in ground plane associated with railway infrastructure, elicit a vocabulary of forms that could be referred to as ‘tectonic.’ Railways are comprised of forms which suggest transition, and connection between ‘here’ and ‘there.’ Abstracted and re-interpreted, these ideas are a potent basis for artistic connections between places, and forms within places. Such strong linear forms could connect character areas such as the Depot Plaza, the Depot/Park Connection, and Transit Station, while generating artistic opportunities that are particular to these areas. Fencing along the tracks is another opportunity for public art. railway memorial Strong, uncompromising lines typical of railways, reconfigured and exaggerated to powerful effect. Santa Fe Railyard Park NOTE: None of the illustrations in this document are intended as suggestions for actual works of art. They are suggestive of a type of work only. 85Item 4B - TVAP Amendments Site Opportunity No.1: Bus Rapid Transit To make the most of this major focal point along Old Pearl Parkway line of site, the structure which terminates the view would visually communicate the function of Bus Rapid Transit. This will be a major passenger ame-nity zone. By making functionally related places such as the railroad corridor, depot, and Bus Rapid Transit visu-ally complimentary, a sense of place associated with movement, transition and relocation could be developed. Water features could provides an opportunity for a conceptual link to Goose Creek Corridor. Canopies, Martha Shwartz This structure clearly communicates function. Santa Fe Railyard Park There is an opportunity to provide a view terminus from Pearl Parkway to Old Pearl.NOTE: None of the illustrations in this document are intended as suggestions for actual works of art. They are suggestive of a type of work only. 86Item 4B - TVAP Amendments Site Opportunity No.2:Historic Depot The Depot will be an important central feature of the Transit Village. The building’s character will influence form and materiality of surrounding features and infrastructure, including patios and other exterior public spaces, as well as inspiring art work. The Depot location makes it highly visible along several view corridors.Any art works associated with the Depot should acknowl-edge the historic building, and not compete with it visually, but strengthen it’s presence. The existing Baggage Pavilion has potential as a vernacular architectural influence. Views to the Historic Depot location2 = Historic Depot location The Depot in its’ historical context The Depot in its’ historical context 87Item 4B - TVAP Amendments Site Opportunity No.3: Depot/Park Connection Legible and user friendly connections are key as- pects of successful urban design. In creating a link between the depot and the park, there is potential to use the strong linear gestures \associated with tran- sit, to form a highly visible, aesthetically pleasing pe- destrian connection with the park. This gesture could be the basis of form generation within the park itself. Tsukuba Civic Center Park, Sydney Linear Park, London NOTE: None of the illustrations in this document are intended as suggestions for actual works of art. They are suggestive of a type of work only. 88Item 4B - TVAP Amendments Hoodoos, Nuszer Kopatz, Artscapes Textures, patinas and rugged forms relate to the natural environment, while the vertical built forms relate to an urban context. This piece provides a spatial interactive experience, with layers of discovery provided through carvings among the stones. Site Opportunity No.4: Pocket Park A self-contained space as a respite from surrounding activity. Art pieces in the pocket park could be used to spatially define interesting people-friendly spaces. Art pieces could act as focal points, drawing people into the park, and could be part of the park’s infrastructure. Sky Canopy, Artscapes Land sculpting in the park can help make the transition down to Goose Creek. Granite bench, ArtscapesNOTE: None of the illustrations in this document are intended as suggestions for actual works of art. They are suggestive of a type of work only. 89Item 4B - TVAP Amendments 90 Site Opportunity No.5 Goose Creek Bridge This is an opportunity to integrate infrastructure with artistry. The bridge design could be derived from the Depot building, reinforcing a cohesive sense of place, while fulfilling an important infra- structure role. Architectural details and materials from the De- pot could be adapted, altered and re-interpreted to suit the bridge structure. The Depot would have the stronger visual ‘character’, supported by the comparable, and complimen- tary bridge. To achieve this goal, the bridge and depot would need to be considered together, as two parts of a larger composition. Pijoan Fence Natural light used to extend effect beyond the actual built work. Bridge, Stockholm Quality modern materials, restrained design. Road Bridge, Onix and Achterbosch Architecture. Strata Variations, George Peters and Melanie Walker NOTE: None of the illustrations in this document are intended as suggestions for actual works of art. They are suggestive of a type of work only. Item 4B - TVAP Amendments Site Opportunity No.6 Rail Plaza This public space is likely to be among the most urban parts of the Transit Village. This presents an opportunity to use art to create and reinforce a unique sense of location and place, adding layers of interest that reinforce successful functional space. Invisible city, Anton Parsons West Crescent, Nuszer Kopatz, Artscapes Rail car, Martha Shwatrz NOTE: None of the illustrations in this document are intended as suggestions for actual works of art. They are suggestive of a type of work only. 91Item 4B - TVAP Amendments Skyblues, Bill Culbert This installation has a strong spatial quality, while it’s scale contributes to way finding and sense of location. Chailce, Neil Dawson Site Opportunity No.7 Corner of 30th and Pearl On one of the best view corridors, this highly visible in-tersection will be an important node for both pedestrians and drivers. For foot traffic, this could be a meeting place and way device at the edge of the dense, pedestrian friendly part of the transit village. This node could be an important way finding device for drivers also. Ferns, Niel Dawson NOTE: None of the illustrations in this document are intended as suggestions for actual works of art. They are suggestive of a type of work only. 92Item 4B - TVAP Amendments Materiality Connections to locality in a larger sense (such as the Front Range), can be made through choices of local materials. Material choices can be made which have functional associations (steel with trains perhaps). At the same time, connections between places within the Transit Village can be made by selective and repetitive use of materials. West Crescent Stapleton. Nuszer Kopatz, Artscapes This paving suggests its’ ocean side setting. Roberto Burle Marx. Railway ties, with their distinct texture expressed. Mt Victoria Lookout, Wellington, Boffa Miskel LTD Steel, with areas polished by use, others with a weathered patina. “The concept of places as art is an acknowledgement that color, form, texture, balance, and composition merit equal consideration with the economic and social demands that guide planning and development.”2 NOTE: None of the illustrations in this document are intended as suggestions for actual works of art. They are suggestive of a type of work only. 93Item 4B - TVAP Amendments Next Steps or What Now?... The following steps are recommended: • The public art master plan should be adopted as an element of the Transit Village Area Plan; • This Art Plan can provide the context for public art in the transit village area including at the RTD bus facility site, the bridge over Goose Creek, and the site plan for the Depot; • The Art Plan could also provide the framework for more detailed design guidelines to address the more conven tional aspects of urban design and landscape architecture such as street furniture, lighting, trash receptacles, and signage. Notes: 1 Schkolsky, Victor. “Art as Technique” Modern Criticism and Theory: A Reader. ED. Lodge, David (1988). Longman, New York. pp.15-30 2. Chatfield-Taylor, Adele, Forward in Lipske, Mike (1985) Placesas Art. Publishing Center for Cultural Resources, New York. 3 Lipske, Mike (1985) Places as Art. Publishing Center for Cultural Resources, New York. P.19 94Item 4B - TVAP Amendments 95 Transit Village Area Plan • Boulder, Colorado Supplemental Documents The following supplemental documents are available online at the City of Boulder Transit Village Area Plan website (www.bouldertransitvillage.net). Go to the Transit Village Area Plan, then Appendix 7 for a link to each document. Implementation Plan – September 2007 Public Participation Report – August 2007 Green Technology Park Report – July 2007 Economic Planning Systems (EPS) studies: Absorption Estimate – June 2007 Residual Land Value Analysis – March 2007 Options Assessment – September 2006 Analysis of Stormwater Concepts for Transit Village Area – July 2006 Transit Village and Flatirons Viewshed Analysis – June 2006 Stormwater Best Management Practices Toolbox – April 2006 Opportunities & Constraints Report – November 2005   Item 4B - TVAP Amendments Item 4B - TVAP Amendments TRANSIT VILLAGE AREA PLAN PHASE 2 AMENDMENT SEPTEMBER 2023 Item 4B - TVAP Amendments Item 4B - TVAP Amendments 3 TABLE OF CONTENTS Acknowledgments ................................................... 4 Land Use ..................................................................... 8 Urban Design ............................................................. 13 Transportation Connections .................................. 21 This amendment to the Transit Village Area Plan updates the recommendations for the Phase 2 area of Boulder Junction to reflect the community’s current needs, hopes, and vision for its future. The Phase 2 Amendment revises the Land Use Plan, Urban Design Framework, and Transportation Connections for the Phase 2 area and replaces the TVAP policies previously adopted in 2007. The revised Land Use Plan will be used as a basis for future land use map changes in the Boulder Valley Comprehensive Plan (BVCP), as well as for future rezonings. TVAP and this amendment are not intended, in the near term, to prevent property owners and users from improving or using their property in a manner that is consistent with current zoning until the property is rezoned or redeveloped. The revised Transportation Connections Plan will be used to guide future right-of-way acquisitions and capital improvement planning, to preserve right-of-way corridors for future road dedication and construction, and to guide dedication and installation by property owners and the city at the time of redevelopment. This TVAP - Phase 2 Amendment is adopted by the Planning Board and City Council. BOULDER VALLEY COMPREHENSIVE PLAN (BVCP) Outcome Based Budegting Department Plans & Strategies Subcommunity & Area Plans Operating Budgets Capital Improvements Program (CIP) Development Standards & Zoning S U S T A I N A B I L I T Y, E Q U I TY & RESILIENCE FRAMEWORK The Transit Village Area Plan is informed by the BVCP and Department Plans and Strategies. TVAP offers direction for Capital Improvement Projects (CIP) and Development Standards and Zoning. ABOUT THIS AMENDMENT Item 4B - TVAP Amendments 4 TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT Amending the Transit Village Area Plan (TVAP) has been a collaborative process relying on professional expertise and community guidance thanks to the following participants: ACKNOWLEDGEMENTS CITY COUNCIL, BOARDS AND COMMISSIONS City Council Members Aaron Brockett (Mayor) Mark Wallach (Mayor Pro Tem) Matt Benjamin Lauren Folkerts Rachel Friend Junie Joseph Nicole Speer Tara Winer Bob Yates Planning Board Members Sarah Silver (Chair) Lisa Smith (Vice Chair) Jorge Boone Laura Kaplan Mark McIntyre Kurt Nordback ML Robles Multi-Board Working Group Ten representatives of city boards and local districts participated in a Multi-Board Working Group to connect the project team with the city’s valued boards and share information and feedback. Boulder Junction GID – Parking Ryan Cook Boulder Junction GID – TDM Sue Prant Design Advisory Board Brendan Ash Environmental Advisory Board Hernan Villanueva Housing Advisory Board Michael Leccese Human Relations Committee Anna Pavlenko Open Space Board of Trustees Jon Carroll Planning Board Kurt Nordback Parks & Recreation Advisory Board Elliott Hood Transportation Advisory Board Tila Duhaime, Alex Weinheimer (Alt.) CITY STAFF Juliet Bonnell Vivian Casto-Wooldridge Sarah Cawrse Mark Davison Kristine Edwards Karl Guiler Chris Haglin Cody Hedges (Colorado Department of Transportation) Rebecca Hieb Sarah Horn Kristofer Johnson Cris Jones Kathleen King Brad Mueller Kalani Pahoa Hella Pannewig Ali Pfenninger Chris Ranglos Gerrit Slatter Cate Stanek Jay Sugnet Mike Sweeney CONSULTANTS Economic & Planning Systems (EPS) Item 4B - TVAP Amendments 5 BOULDER COMMUNITY Community Connectors Community members who elevate underrepresented voices and partner with the city to co-design engagement and share avenues to participate in city decision making. Adela Aguirre Adriana Paola Palacios Luna Focus Group Members Four Focus Groups met throughout the project to provide a variety of viewpoints, expertise, and experience. Advocacy Group Local advocates for social, environmental and/or economic issues. Djenane Jean Charles Kevin Crouse Lenz Jn Francois Crystal Gray Sean Haney Sally Haselschwardt Jane Hummer Darcy Kitching Meredith Olsen Mike Reichert Tiffany Richards Jonathan Singer Anita Speirs Siana Teelucksingh Claudia Thiem Kyle Williams Daily Users Group People who live and/or work in the Boulder Junction area. Ryan Bonick Theresa Halsey Michael Hulet Hans Hyttinen Kari Klein Del Kreiser Tom Kuntsman Lauren Lambert Tupak Barrios Palacious Luna Michele Marie Aleka Mayr Marianne Okal Lisa Oshop Jasmine Rodrigues Tara Spies Sarah Warner Development and Design Group Developers, real estate professionals, urban designers, architects and planners. Daniel Aizenman Adela Aquirre Erin Bagnall Bryan Bowen Matt Grandsaert Chris Hamilton Chester Harvey Ross Holbrook John Koval Michael Leccese Susan Osborne Danica Powell Jenna Reilly Jerry Shapins Jeptha Sheene Tom Volckhausen Bradley Wilson Property and Business Owners Group Property and business owners within the Phase 2 area. Derek Anderson Duane Boyle Mark Gerwing Jeremy Gruber Patrick Keane Henry Koren Adriana Palacious Luna Demi Michelau Clay Phillips Raj Rawat Bill Reynolds Vajra Rich Simone Smead Sharon Solomon Michael Wang Roy Young Item 4B - TVAP Amendments Item 4B - TVAP Amendments GUIDING NEIGHBORHOOD CHANGE 01 LAND USE 09 02 URBAN DESIGN 03 TRANSPORTATION CONNECTIONS Item 4B - TVAP Amendments 8 TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT A desire to provide additional flexibility for all of Phase 2 was identified by the community, advisory boards and City Council when evaluating potential land use amendments to TVAP. The community was interested in seeing more flexibility that would allow for a wider range of commercial uses, neighborhood services and residential types. The land use designation of Mixed-Use Transit Oriented Development is applied north of Goose Creek and south of Pearl Parkway. Mixed-Use Industrial is applied in the central portion of Phase 2 between Pearl Parkway and the Goose Creek Greenway. Additionally, the greenway along Goose Creek has been designated as Parks, Urban and Other, which offers an opportunity for a variety of active and passive recreational uses in the future. KEY RECOMMENDATIONS Residential Ensure land use categories allow residential uses across all of Phase 2 to enable a mix of housing types at a range of prices. Affordable housing will be regulated per city- wide policies. Retail and Service Commercial Retain and encourage new local and small businesses, in particular light industrial and service commercial uses. The MUI area will maintain its industrial character and unique businesses while also evolving to include small retail options to provide neighborhood goods and services. Light Industrial Encourage small maker spaces, workshops, breweries, and other creative spaces. This area is not intended to support larger industrial or warehousing uses that would be encouraged in other Industrial land use categories. Mixed Use and Transit Oriented Development Introduce flexibility in land use in order to transform existing, disparate uses into mixed use, transit-oriented neighborhoods rich with amenities and services. The area will include a variety of new destinations and housing in conjunction with its mobility hubs. WHAT WE HEARD • Allow flexibility for housing, mix of uses, and greater intensity of uses • Maintain opportunities for light industrial and service uses • Balance urban character with more green areas and gathering spaces HOW IT IS ADDRESSED • MUTOD and MUI are more flexible land use categories than originally envisioned in TVAP • MUI allows residential, but prioritizes other uses on ground floor • PK-U/O identifies opportunity for enhancements along Goose Creek OPPORTUNITY BY THE NUMBERS The Phase 2 Land Use Plan creates the opportunity for more diverse and mixed land use in Boulder Junction. Over a 20-year horizon, the plan offers potential for: HOUSING JOBS Total potential of homes in a variety of formats Total potential of jobs in diverse industries ~ 1,500 - 2,500 ~ 3,000 - 4,000 01 LAND USE Item 4B - TVAP Amendments 9 LAND USE PLAN HOUSING JOBS ~ 1,500 - 2,500 ~ 3,000 - 4,000 Item 4B - TVAP Amendments 10 TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT LAND USE DESIGNATIONS Mixed-Use Transit Oriented Development (MUTOD) Planned and existing transit and multi-modal facilities for the future rail station, the RTD bus-rapid-transit station at Boulder Depot, and three major corridors: Valmont Rd, Pearl Parkway, and Foothills Parkway present an opportunity for changes that make significant contributions to the city’s goals for compact redevelopment, housing affordability and diversity and local business. When such redevelopment is complemented by excellent access to high-frequency transit and other mobility options, the spaces, urban form and requirements for accessories like parking, can take a different shape than in other mixed-use neighborhoods without that level of transportation access. To take advantage of these future investments and create a place that responds to and interacts specifically with high access mobility infrastructure, the Land Use Plan includes a Mixed-Use TOD (MUTOD) designation. BVCP LAND USE DESCRIPTION Characteristics and Locations MUTOD areas pair existing or planned transit facilities with residential and commercial development opportunities. The goal of MUTOD areas is to transform existing, disparate uses into mixed-use, transit-oriented neighborhoods rich with amenities and services. MUTOD areas are located at regional or local mobility hubs and/or along key transit corridors. Uses Consists predominantly of attached residential uses. Supporting uses to be allowed to include office, retail, service, commercial and light industrial. Uses should be vertically and horizontal integrated in MUTOD areas. MUTOD neighborhoods give residents and workforce easy access to a myriad of mobility choices. Item 4B - TVAP Amendments 11 Mixed-Use Industrial (MUI) This Mixed-Use Industrial neighborhood will serve as a community center for exchange between local businesses and new residents. The area should evolve to reflect the neighborhood’s industrial history and destination as a place for makers, builders, designers and innovators. Community members describe a desire for eclectic design as the area redevelops that will foster a sense of “grit” and creativity in the places that emerge from redevelopment. In the future, this neighborhood’s industrial backbone will be more accessible, walkable and activated with residents, visitors and patrons. *This designation has a different description than the IMU-1 and -2 designations in TVAP, as originally adopted. BVCP LAND USE DESCRIPTION Characteristics and Locations MUI areas are envisioned to integrate diverse housing, commercial and retail options into industrial areas to create vibrant, walkable, working neighborhoods that offer employers, employees and residents a variety of local services and amenities. MUI areas will often provide a transition between existing or planned residential or mixed-use neighborhoods and Light, Community or General Industrial land use areas. Uses Consists predominantly of light industrial use on ground floors. Supporting uses include light- industrial, attached residential, retail, service, office and commercial. MUI neighborhoods can offer residents and workforce inspiring places for creative exchange. LAND USE DESIGNATIONS Item 4B - TVAP Amendments TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT12 BVCP LAND USE DESCRIPTION Characteristics and Uses PK-U/O includes public lands used for a variety of active and passive recreational purposes or flood control purposes. Urban parks provided by the city include pocket parks, neighborhood parks, community parks and city parks, as defined in the Parks and Recreation Master Plan. The specific characteristics of each park depend on the type of park, size, topography and neighborhood preferences. Parks, Urban and Other (PK-U/O) There is a strong community desire to create more green space in Phase 2. In order to provide the amenities and services the community hopes to achieve, the Goose Creek Greenway, east of the railroad tracks to Foothills Parkway, has been designated as the land use category Parks, Urban and Other. The Goose Creek Greenway could be redesigned to provide enhanced public gathering spaces, mobility options, and flood control purposes. Future conditions will incorporate additional community engagement and consistency with City of Boulder Parks and Recreation Department Plan. Open Space, Development Rights or Restrictions (OS-DR) This designation is applied to a small section along Pearl Parkway to recognize an existing scenic easement managed by Open Space & Mountain Parks. Future design examples for the Goose Creek Greenway and pedestrian bridge over the creek. LAND USE DESIGNATIONS Item 4B - TVAP Amendments 02 URBAN DESIGN A desire to provide additional direction and detail for all of Phase 2 was identified by the community, advisory boards and City Council when evaluating potential urban design amendments to TVAP. Updated guidelines better describe the desired design character of the area, which includes maintaining a diversity of building types and providing more landscaped areas and tree canopy than Phase 1. WHAT WE HEARD • Utilize Goose Creek as an amenity • Create outdoor gathering spaces • Improve retail viability • Keep Boulder fun(ky) HOW IT IS ADDRESSED • Pedestrian focus along Goose Creek with an opportunity for signature bridge crossing • Multiple outdoor space locations that can accommodate a variety of outcomes • Emphasize opportunities for retail at activity nodes • Guidance for creative architectural outcomes, urban tree canopy and landscape, gathering spaces, etc. will be further defined through future steps Place Types Place Types describe the design intent and performance expectations for evolving neighborhoods. The Place Type descriptions and performance measures can be used to guide redevelopment options and help future phases of implementation. The Place Type performance standards also describe elements that tie land use to important mobility features, such as access and parking and streetscape character. Place Types provide greater refinement to the larger land use areas and set forth performance expectations for redevelopment outcomes. Three Place Types have been identified for the Phase 2 area: • Innovation TOD (Residential) • Fun(ky) Functional • Neighborhood TOD. Fun(ky) Functional Innovation TOD (Residential)Neighborhood TOD PLACE TYPES USES Residential Restaurants & Dining Retail Personal Services Manufacturing Auto Service Indoor Recreation Office Greenhouse Parking Public/Institutional 13 Item 4B - TVAP Amendments 14 TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT PLACE TYPES Item 4B - TVAP Amendments 15 Place T INNOVATION TOD (RESIDENTIAL) The Innovation Transit-Oriented Development (TOD) Residential Place Type intends to maintain opportunities for light industrial and flex uses while integrating public-facing retail and providing transit supportive, attainable housing options. The area should prioritize energy conservation, urban rewilding strategies and creativity in new and redevelopment. Allowed Uses • Dining and entertainment; • Light Industrial; • Residential such as attached dwellings, townhomes, and live-work units; • Retail; • Personal services. Allowed Uses Above Ground Floor Attached residential; Structured parking Conditional Uses Second stories may incorporate a mix of office (including medical offices) and residential; third, fourth and if plausible, fifth stories, should be reserved for residential uses. FAR Range 1.0-3.5 Useable Open Space Minimum 20% of total land area Building Character Buildings may have large ground-floor openings for loading/unloading that may serve multiple purposes. Architecture should express innovation, creativity, and Boulder entrepreneurialism. This place type prioritizes energy conservation and activation. Street Level Activation Building frontages along arterial and collector streets should offer transparent and engaging front-door environments, which will likely include roll-up doors, loading and unloading areas, outdoor dining, etc. Traditional window displays should be limited in favor of sharing what is happening inside the spaces. Streetscape Character Streetscapes accommodate small, medium, and some large sized delivery trucks while also encouraging a transit- supportive and active pedestrian and bicycle environment. Consistent elements should include landscape with integrated stormwater elements, street trees, seating, and designated areas for bike/scooter parking. Access and Mobility Side and rear vehicular building access; transportation connections should offer safe, comfortable pedestrian and bicycle access and slower speed vehicular movement to minimize conflicts between modes; centrally placed mobility hubs should offer micromobility (e-bike, e-scooter) options for first and last mile connections; curbs should be managed to allow for different uses by time of day and/ or deliveries/ loading/drop off based on adjacent uses; pedestrian paseos (especially through larger blocks) enhance pedestrian connectivity. Parking On-street parking for ROWs that can accommodate; rear or alley parking; promote structured parking and transition away from large surface parking lots; promote efficient use of parking areas through Shared, Unbundled, Managed, Paid approaches. Limit parking supply to encourage use of transit and alternative modes to a single occupancy vehicles. PLACE TYPES Item 4B - TVAP Amendments 16 TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT FUN(KY) FUNCTIONAL The Fun(KY) Functional Place Type creates opportunities for an eclectic and creative exchange between local Boulder business customers, workforce, residents, and visitors by infusing new residential opportunities into working, light industrial neighborhoods. Adaptive reuse of existing buildings and redevelopment should offer new living and office spaces as well as a “front-door” to great, local businesses located along key streets, trails or greenways. These areas are envisioned to allow a very wide range of uses, especially on the ground floor, including a mix of light industrial, services, light manufacturing and maker spaces, retail, arts studios and education spaces, office and residential along active passageways. Allowed Uses • Light Industrial such as arts studios and maker spaces, performance, breweries or distilleries, coffee roasters and small-scale manufacturing; • Dining and Entertainment such as restaurants, cafes and taverns; • Service uses such as autobody repair, computer repair, and bicycle mechanics; • Personal services such as salons and gyms; • Office such as technical and professional; • Retail sales of food and goods; • Indoor recreation such as climbing walls; • Greenhouse such as indoor food production and plant nurseries. Conditional Uses The following uses should not exceed 4,000sf in floor area: Retail sales; Professional Office Allowed Uses Above Ground Floor Residential (attached); Office; Light Industrial/Manufacturing Useable Open Space Minimum 10% of total land area Building Character Aesthetic choices should express innovation, creativity and Boulder entrepreneurism. Buildings will be industrial in nature with large ground-floor openings for loading/unloading that may serve multiple purposes. “Front-door” facades should be oriented to adjacent trails or greenways, when present. Expect tall ground floor ceiling heights to accommodate industrial uses. Accommodate height flexibility to allow for residential above the ground floor. This place type prioritizes energy conservation in both new and redevelopment. Street Level Activation Building frontages along streets should offer front-door environments, transparency along block-faces and interactive exchanges between buildings and the street, which may include café space, outdoor retail space, market space, etc. When development is adjacent to trails or greenways, prioritize the trail-facing sides of buildings for activation. Streetscape Character Streetscapes will support the industrial context of these places and facilitate ease of movement for goods and services in the area. Incorporating tree planting and landscape that will make positive climate impacts into streetscapes is strongly encouraged. Access and Mobility Street-side access should balance vehicular access and needs with a supportive environment for pedestrians and cyclists. Trail-side access is prioritized for pedestrians and cyclists. Particular attention should be paid to the connections between trail access and on-street networks in the area. Transportation connections should offer safe, comfortable pedestrian and bicycle access and slower speed vehicular movement to minimize conflicts with vehicles; centrally placed mobility hubs with high frequency transit should offer micromobility (e-bike, e-scooter) options for first and last mile connections; curbs should be managed to allow for different uses by time of day and/or loading/drop off based on adjacent land uses. Parking On-street parking for ROWs that can accommodate; Promote efficient use of parking areas through Shared, Unbundled, Managed, Paid approaches. PLACE TYPES Item 4B - TVAP Amendments 17 PLACE TYPES NEIGHBORHOOD TOD The Neighborhood Transit-Oriented Development (TOD) Place Type reimagines existing auto-oriented commercial and retail areas as highly walkable and transit-supportive environments. Active ground floors may have mixed income housing above when development is multi-story. Allowed Uses • Dining and entertainment such as restaurants, taverns, cafes, performance spaces; • Neighborhood-hood serving retail such as grocery stores, convenience stores, pharmacies; • Residential such as attached dwellings, townhomes, condos and apartments; • Neighborhood-serving public or institutional uses such as daycares, nonprofit offices. Allowed Uses Above Ground Floor Attached residential; retail sales; office FAR Range 1.0 - 3.0 Useable Open Space Minimum 10% of total land area Building Character Building facades should have a high level of articulation and transparency, especially facing pedestrian and bicycle facilities (sidewalks, pathways, paseos, and breezeways). Building materials may be eclectic, but of high quality. Varied rooflines and architectural detail are important design considerations to align with community vision for the area. Street Level Activation Building frontages along streets should offer front-door environments, transparency along block-faces and interactive exchanges between buildings and the street, as well as pedestrian-oriented internal circulation. Buildings in this place-type will orient “front door” facades to higher order streets and pedestrian paseos/courtyards. It is anticipated that most “back of house” loading, service and parking are provided in the rear of properties. Streetscape Character Streetscapes should encourage a safe and active pedestrian environment, including consistent tree canopies, landscaping and green infrastructure, seating and designated areas for bike/scooter parking. Access and Mobility Side and rear vehicular building access; Transportation connections should offer safe and comfortable pedestrian and bicycle access separated and buffered from vehicular movement when possible; curbcuts should be managed and consolidated where possible to limit potential conflicts between vehicles and pedestrians/cyclists; pedestrian and bicycle connections should provide access to nearby residents and employees. Parking Promote efficient use of parking areas through Shared, Unbundled, Managed, Paid; limit parking supply to encourage use of transit and alternative modes to a single occupancy vehicles. Item 4B - TVAP Amendments 18 TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT URBAN DESIGN FRAMEWORK Item 4B - TVAP Amendments URBAN DESIGN FRAMEWORK Activity Nodes Focusing retail, dining, and personal service uses near future areas of high activity is critical to the success of mixed-use neighborhoods that serve the needs of residents, employees, and visitors. These types of businesses require high visibility, pedestrian foot traffic, and engaging indoor/outdoor opportunities to thrive. Several activity nodes have been identified to capitalize on planned transit, open space, and land use improvements. They also generally align along the primary north-south route that interconnects the Phase 2 area. These locations are flexible, but the intent to concentrate commercial uses near areas of high pedestrian activity shall be considered when evaluating future development proposals. Goose Creek Greenway The primary function of Goose Creek Greenway is flood control and mobility, with a significant portion of the Greenway within a 120’ Goose Creek Drainage Channel Utility Easement. Future design of the Greenway should also incorporate active and passive recreational opportunities. Further community engagement will help identify design direction. Design and function of the Goose Creek Greenway will be consistent with the City of Boulder Parks and Recreation Department Plan and continue to comply with any applicable floodplain regulations. Paseos Additional pedestrian mobility connections identified in the Urban Design section of the Plan Amendment complement the Transportation Connections Plan, but will not be included in the Transportation Master Plan (TMP). The alignment and location of paseos are flexible, but should generally follow the intent established by the urban design section and maps. Paseos are enhanced pathways that combine a variety of materials, landscape, and amenities to create a pedestrian experience at key locations and across larger parcels. Adjacent open spaces and land uses add vibrancy and activity to enrich these corridors. The intent of creating a network of enhanced pedestrian corridors shall be considered when evaluating future development proposals. Paseos will be amenity rich, pedestrian oriented environments featuring a variety of materials and landscaping. Future design for the Goose Creek Greenway will continue to provide flood control, but also incorporate amenities. 19Item 4B - TVAP Amendments 20 TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT Outdoor Space Publicly-accessible outdoor gathering spaces are essential to the success of creating a vibrant and livable mixed-use neighborhood. Several locations have been identified for both primary (1, 4, 6) and secondary outdoor spaces (2, 3, 5) that are strategically positioned to complement planned transit facilities, open space enhancements, and higher intensity land uses. These locations are flexible, but the intent of aligning outdoor spaces with areas of high activity shall be considered when evaluating future development proposals. URBAN DESIGN FRAMEWORK RAIL PLAZA The intent of this outdoor space is to provide a vibrant destination for gathering, traveling, and arrival via the future rail station. Examples of future design could include outdoor dining and sculptural elements. 1 POCKET PARK The intent of this outdoor space is to act as a continuation of the future rail plaza and neighborhood space to the east. 2 NEIGHBORHOOD The intent of this outdoor space is to offer future residents a place to gather, meet, and enjoy Boulder’s excellent climate. Examples of future design could include a small dog park or community garden. 3 GOOSE CREEK The intent of this outdoor space is to maximize the Goose Creek Greenway as an amenity. In addition to providing flood mitigation, the design could include passive natural zones, formal public spaces, and active play areas. 4 OLD PEARL The intention of this outdoor space is to provide a visual terminus and gathering node for residents, employees, and visitors enjoying Old Pearl’s eclectic mix of retail and services. 5 SOUTHERN ANCHOR The intention of this outdoor space is to offer a flexible community gathering space south of Pearl Parkway large enough to allow for a variety of uses such as festivals and events. 6 Urban Landscape Dense tree canopy and landscape areas provide respite in dense urban environments and create more habitable conditions for local residents, employees, and visitors. Additionally, they contribute to stormwater management and mitigate urban heat effects. As Boulder Junction Phase 2 evolves, an emphasis shall be placed on incorporating trees, landscape, and natural areas into urban redevelopment. OUTDOOR SPACE DESIGN INTENT Item 4B - TVAP Amendments 21 03 TRANSPORTATION CONNECTIONS Flexible Alignments Many connections allow for flexible alignment. Flexible alignments allow for an adjustment of the location of a road, multi-use path, or pedestrian path up to 50 feet, but start and end points remain fixed. Relocations onto adjacent properties or greater than 50 feet may be reviewed as part of the amendment process described in TVAP. Connections Descriptions The purpose of the connections descriptions is to provide a detailed explanation and rationale for each connection in Phase 2. It will be used to help interpret the Connections Plan for capital improvement planning and review of individual development review applications. WHAT WE HEARD • Enhance internal pedestrian and bicycle network • Use connections to break down larger blocks into more urban character • Balance visionary ideas with feasibility HOW IT IS ADDRESSED • People-focused connections are prioritized over vehicular • Several multi-use paths and sidewalks added • Altered or removed infeasible connections A desire to improve transportation connections to ensure Phase 2 is walkable and pedestrian-friendly, is more connected to Phase 1, and offers better connectivity to surrounding bicycle and trail networks was identified by the community, Boards and Commissions and City Council when evaluating potential amendments to TVAP. Given that feedback, the transportation plan was evaluated and amended to incorporate the community’s desires. All connections included in this Amendment should be designed in accordance with the city’s Design and Construction Standards (DCS). Phase 2 prioritizes people-focused connections, like multi-use paths, over vehicular connections. Item 4B - TVAP Amendments CONNECTIONS PLAN TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT22Item 4B - TVAP Amendments 23 36. Multi-use path: This short connection is flexible and intended to illustrate a bike connection from the Multi- use path along Foothills Parkway to Frontier Avenue and the internal circulation system on these parcels. 37. Multi-use path: This path will continue the existing path along the west side of Foothills Parkway and contribute to a complete bike facility along the parkway. Given the limited opportunities to cross Foothills Parkway, this will mirror the Multi-use path along the east side of Foothills Parkway and will provide a primary north-south off road bike facility from the Boulder Creek Path to Valmont Road. (see 57 for bridge description) 38. Multi-use path: This path will continue the path along the ditch to Foothills Parkway multi-use path. 39. Multi-use path: This short connection is flexible and intended to illustrate a bike connection from the Multi- use path along Foothills Parkway to Old Pearl Street. 40. Pedestrian connection: This connection provides access from the mixed-use industrial and residential areas along Old Pearl Parkway to a paseo/pedestrian environment along the south bank of the Goose Creek Greenway. 41. Pedestrian connection: This connection provides access from the mixed-use industrial and residential areas along Old Pearl Parkway to a paseo/pedestrian environment along the south bank of the Goose Creek Greenway. 42. Multi-use path: This multi-use path connection will serve as a connection between the north and south sides of Goose Creek. It is intended to provide an opportunity for a placemaking bridge/sculptural element. 43. Multi-use path: This path along the east side of the railroad tracks, and outside of the railroad right of way, provides access from Pearl Parkway to a paseo/ pedestrian environment along the south bank of the Goose Creek Greenway. It will provide a safe, off- road alternative for those who do not wish to bike on roads. It also provides a connection to the planned multimodal system along Pearl Parkway and the ditch. 44. Alley: This connection provides access from Center Green Ct to Wilderness Place. It is intended to be flexible in location pending site design. 45. Multi-use path: This connection provides access to the south end of the rail platform from the street system in Wilderness Place. 46. Multi-use path: This connection provides direct access to the rail platform and track crossing from the street system in Wilderness Place. 47. Local road connection: This connects Center Green Court to the cul-de-sac to the south with the intent of providing a finer street grid for improved mobility and access. It should also provide sidewalks for pedestrians. This connection will occur only when the adjacent parcels redevelop. It is intended to be flexible in location pending site design. 48. Local road connection: This connection will connect Center Green Court and Wilderness Place south of Valmont Road. This connection will occur only when the adjacent parcels redevelop and should provide sidewalks for pedestrians. 49. Bike route: This bike facility provides a connection from Valmont Road to Pearl Parkway. 50. Multi-use path: This multi-use path along the east side of the railroad tracks, and outside of the railroad right of way, provides access from Goose Creek to the future rail platform. This connection provides a safe, off-road alternative for those who do not wish to bike on Wilderness Place or other roadways to the rail platform and connects to the Goose Creek Multi-use path. 51. Multi-use path: This multi-use path connection provides access from Old Pearl to the North Boulder Farmer’s Ditch multi-use path. 52. Multi-use path: This multi-use path connection provides access from the path west of Foothills Parkway to Wilderness Place and is aligned across from the path that leads directly to the future rail plaza as a safe, off-road alternative. 53. Multi-use path: This multi-use path connection provides access from the multi-use path running on the east side of the tracks to Wilderness Place and contributes to a finer grain pedestrian network. 54. Multi-use path: This multi-use path extends from the future rail platform to Valmont Road. 55. Pedestrian connection: This pedestrian connection would extend from the proposed local road south of Center Green and connect to the paseo/pedestrian environment along the north bank of the Goose Creek Greenway. 56. Multi-use path: This multi-use path connection provides access from the local road at the intersection of Wilderness Pl and Center Green Ct to the multi-use path running along the west side of Foothills Parkway. 57. Bridge connection: This bridge connection is intended to mirror the condition of the multi-use path connection on the east side of Foothills Parkway. It will attach to the west side of the Foothills overpass. 58. Intersection Improvement: This improved intersection provides safe and protected crossings to connect the multi-use path network across Pearl Parkway and limit conflicts with high-speed vehicular movements at the on- and off-ramps to Foothills Parkway CONNECTIONS EXPLANATION AND RATIONALE Item 4B - TVAP Amendments ATTACHMENT B Revised TVAP Summary for BVCP Chapter 5 Transit Village Area Plan / Boulder Junction The Transit Village Area Plan guides development of an area that is within walking distance of a transit hub near 30th and Pearl Streets. The plan, originally adopted in 2007 and amended in 2023, recommends land use changes to transform this mostly industrial, low-density, automobile- oriented area into a more urban, higher-density, pedestrian-oriented environment with a mixture of uses, including new retail and office space and new residential neighborhoods for a diversity of incomes and lifestyles. Many of the existing service, commercial and industrial uses will continue to be allowed, while also encouraging new residential and mixed-use redevelopment. The plan also focuses on developing new, high-quality public spaces and streets, creating a new home for the historic Union-Pacific train depot and protecting and enhancing Goose Creek. Implementation of the Plan After adoption of the plan, the area was renamed Boulder Junction. Implementation entails significant public investment in the transit facilities, the adjacent pocket park and civic plaza, the new north-south collector road, rehabilitation of the Depot, Goose Creek enhancements and the city-owned site at the northeast corner of the 30th and Pearl intersection. Property owners will contribute to construction of new streets, sidewalks and bicycle facilities when they develop their properties. In 2010 and 2011, land use and zoning changes were made on the west side of the area, and a general improvement district was formed to manage parking and provide Transportation Demand Management services. The Boulder Junction Form Based Code (FBC) pilot, now Appendix M of Title 9 – Land Use Code, was completed in 2016 and establishes building-specific form and design requirements for the west side of the area (Boulder Junction Phase 1). Land use changes and public improvements on the east side of the area (Phase 2) were amended in 2023 to reflect current community needs after substantial completion of Phase 1. Land use and zoning changes for Phase 2 could include expansion of the FBC and general improvement districts to achieve the goals of the amended plan. Attachment B - Revised BVCP Chapter 5 TVAP Summary Item 4B - TVAP Amendments From:Simone Smead To:Johnson, Kristofer Cc:Ranglos, Christopher; Hieb, Rebecca; Castro-Wooldridge, Vivian; Pfenninger, Ali; Edwin Taylor; Peter@BIS; Patricia Ammann Ammann -save; Patrick Keane Subject:Request Boulder Junction MUTOD Zoning for 3203 Pearl St Date:Friday, August 18, 2023 4:20:43 PM External Sender Dear Boulder City Staff I am a 20 year co-owner and Board member of Boulder Indoor Soccer located at 3203 Pearl Street. I have also been a member of the Boulder Junction Focus Groups. I have been providing input via the Focus Groups but I've seen no adjustments so I am conveying my justification, and my request, for 3203 Pearl Street to be zoned MUTOD. Below outlines the reasons why I believe it's in the City's and owners best interest to zone 3203 Pearl at MUTOD. There are two significant and unique factors, along with other practical issues, that justify the MUTOD classification for our particular lot. Assigning this parcel MUTOD zoning now as part of this project is clean, it's supported by existing codes, and it saves time, effort, and expenses down the line for both the City and owner to undertake zoning reclassification, especially in an area that has just gone under massive rezoning. The issues stem from the fact that our land is bounded by the railroad tracks (very inflexible and public transit nexus), Goose Creek (inflexible and open space), and lastly, the land is at a dead end road without visibility from Pearl Street. Our concerns are as follows: 1. Our understanding is that per City Codes, there are two considerations for an industrial property to go “all residential”, known as MUTOD in TVAP Phase 2: (1) if they are within ¼ of a mile to transit OR (2) if the 1/6 of the property borders on open space, park etc.: 3203 Pearl is approximately 418 feet (.08 mile) to the Depot Square RTD Station. 3203 Pearl’s total property line perimeter is approximately 1,854 linear feet. 1,854 linear feet / 6 = a requirement of 309 linear feet to border open space. The northern property line, bordering Goose Creek path, is approximately 660 linear feet (more than double to requirement). It is our understanding that a property only needs to meet one of the criteria, however, it appears 3203 Pearl meets both. 2. We are not an old warehouse building. We bought and built this undeveloped land in 2013-2014. We put all the infrastructure: roads, sewage lines, lighting, sidewalks, trees, etc to all current codes and standards. Some forward looking renderings in the TVAP Phase 2 attachments completely negate the infrastructure that we already have in place and their plans are not realistic with regard to our property. The drawings show: Attachment D - Compiled Comments Item 4B - TVAP Amendments Roads and buildings that cut parts of our property off in multiple locations Cul-de-sacs and new egresses that completely change entry point and require demolition of modern infrastructure Our property will be locked away at the end of a cul-de-sac still bounded by railroad tracks and Goose Creek. 1st floor business isolation is not the recipe for success given its difficult access, tight confines, and end of the road location. We have been stating in all the stakeholder meetings, along with the other MUI zoned property owners, that the MUI area should be the same as all the rest of TVAP Phase 2, making everything MUTOD. However, there has been no changes. Therefore, if there is not a wholesale adjustment changing the entire MUI area to MUTOD, the land owners and operators of BIS, respectfully request our particular property be considered on it's own merits and be zoned MUTOD. We have a unique setting (flag lot), we have current City Codes that allow us to request all residential re- zoning already (adjacent to open space and transit), and our modern infrastructure would be negatively impacted. This forward thinking action would save both the City and us time, money, and effort by avoiding a re-zoning request down the line. Thank you for your consideration, Simone Smead, Owner/Board Member Boulder Indoor Soccer and BIS, INC. Attachment D - Compiled Comments Item 4B - TVAP Amendments 1 Johnson, Kristofer From:Patrick@BIS <Patrick@BoulderIndoorSoccer.com> Sent:Thursday, August 17, 2023 12:58 PM To:Johnson, Kristofer Cc:Ranglos, Christopher; Hieb, Rebecca; Castro-Wooldridge, Vivian; Pfenninger, Ali Subject:REVISED - Property Owner Letter Petition - MUI to MUTOD Attachments:TVAP_MUI_Effected_Property_Owners_Petition.pdf External Sender   Kristopher,    I apologize for the wrong leƩer aƩached.  We have spent a lot of Ɵme on this project in the past with mulƟple files!    Please disregard the past aƩachment and forward this aƩachment on to the Planning Board and City Council for  consideraƟon. The original email is below.    Thanks,  Patrick Keane Owner / President Phone: work. 303.440.0809 cell. 720.273.7198 Email: Patrick@BoulderIndoorSoccer.com     Kristofer,    AƩached is a signed peƟƟon and leƩer to be sent to the Planning Board and City Council.  We, the property owners that  have been designated in the proposed MUI Land Use Category strongly disagree with this decision.  The owners in this  area find it unjust to single out a small secƟon of properƟes and force us into a less flexible Land Use. All property  owners in MUTOD have the opƟon to develop in the future: full light industrial, full residenƟal or mixed use.  Why would  we not get the same treatment? This has been brought up mulƟple Ɵmes, by several different individuals.  The Planning  Board refuses to listen to our concern with the designaƟon and conƟnues to put forth the same proposed amendments  for land use.    The few property owners that have not signed the peƟƟon, have not been reachable or are out of the state and can’t  physically sign the peƟƟon.  We ask that city council listens to the property owners in MUI and amend the land use to  MUTOD for all.    Thank you for your Ɵme and consideraƟon.    Sincerely,  Patrick Keane Attachment D - Compiled Comments Item 4B - TVAP Amendments 2 Owner / President Phone: work. 303.440.0809 cell. 720.273.7198 Email: Patrick@BoulderIndoorSoccer.com   Attachment D - Compiled Comments Item 4B - TVAP Amendments July 24, 2023 To: Boulder City Staff, We would like to thank the City Staff for your time and effort developing the proposed amendments for Land Use, Urban Design and Transportation for Transit Village Area Project (TVAP) Phase II. This is a daunting and complex task, and we appreciate your invitation to provide comments. The collective property owners in the proposed MUI Land Use Category are submitting this letter to respectfully request reconsideration for the proposed MUI designation and change it to MUTOD. This adjustment offers us the same flexibility advantages afforded to all the other Phase 2 property owners. Please review the following points for this reconsideration: Land Use • Simplifying the zoning process to MUTOD for the entire Phase 2 project allows for maximum flexibility in the evolution of Phase 2 for future development. • It is unfair to single out a small group of property owners and force us into a less flexible zoning (MUI) than are neighboring property owners to the north and south. • Maximum flexibility in Phase 2 (MUTOD) will help underutilized Phase 1 properties where first floor retail/service property spaces have not been successful. Phase 1 property owners continue to struggle for tenants and have shown that businesses below residential is not a sustainable option. Currently, Phase 1 is 75% vacant in the first-floor light industrial spaces. MUI in Phase 2 will recreate the same problem instead of allowing maximum creativity found in MUTOD zoning to make the area successful. We do not want to repeat Phase 1 mistakes. • The proposed Goose Creek Park would be much better served by having the same Land Use flexibility on both sides. With the MUTOD to the north, it seems that the park could have residen�al buildings with back yards overlooking the park. This would only make sense to have the same opportunity for buildings to the south of Goose Creek. If the creek could be bordered by residen�al units on the first floor, the park would be widely used. If the south side of goose creek is MUI, the frequenters of the park would be recrea�ng around the back of industrial buildings, dumpsters, storage areas, etc. The south side would also become dangerous in the evenings without residen�al 1st floor homeowners on site. We, the property owners in the proposed MUI area designated in the Land Use slide sent by City of Boulder Planning Department, are requesting that the MUI area be changed to MUTOD. The following petition is a table of signatures from Property owners currently in the proposed MUI requesting to be changed to MUTOD. Some Property owners are not currently in the state. We will continue to gather the remaining signatures. We have spoken to the majority of the property owners, and they all agree that the zoning should change. Should you have any questions or require additional information, please feel free to reach out. Thank you again for the staff’s efforts and I look forward to the next steps in the process. Sincerely, Patrick Keane Owner / President Boulder Indoor Soccer, INC. BIS Holdings, LLC Attachment D - Compiled Comments Item 4B - TVAP Amendments Attachment D - Compiled CommentsItem 4B - TVAP Amendments From:Patrick@BIS To:Johnson, Kristofer Cc:Peter@BIS; simonesmead@yahoo.com; ed_sabine@msn.com; ammannpop@gmail.com Subject:Boulder Indoor Soccer, BIS Holdings, LLC - MUI to MUTOD Request Date:Monday, July 24, 2023 2:27:36 PM Attachments:image001.png BIS Letter To Planning Board_7_24_23.pdf External Sender Kristofer, It was nice meeting you at the last Phase II committee meeting. Please review the attached letter from the business owners of Boulder Indoor Soccer, INC. and BIS Holdings LLC. Feel free to give me a call for any clarification. We are very concerned with the current proposed amendments to the TVAP Phase II project regarding Land Use Zoning and Transportation Connections. Please forward this on to other planning department employees or city council members for everyone’s consideration. Thanks, Patrick Keane Owner / President Phone: work. 303.440.0809 cell. 720.273.7198 Email: Patrick@BoulderIndoorSoccer.com Attachment D - Compiled Comments Item 4B - TVAP Amendments Boulder Indoor Soccer 3203 Pearl Street Boulder, CO 80301 July 24, 2023 Dear Boulder City Staff, We are wri�ng to you as landowners (BIS Holdings LLC) and business owners of Boulder Indoor Soccer, INC. We are very concerned about the City’s proposed Land Use Designa�on detailed in the TVAP Phase 2 plan which classifies our property as MUI. Our parcel of land has several unique factors that are not well suited for MUI’s retail/service/light industrial designa�on. We are also concerned about the Mu�-use Path cu�ng through our property, south of Goose Creek running East to West. • We are the only flag lot in the proposed MUI zone. This is problema�c because we are hidden behind all the other Pearl Street northside MUI proper�es. To get to our property you go West on Pearl Street, wrap around to the north, and end up behind the Pearl Street buildings on our dead-end street that has no other services. • Our isola�on and MUI’s retail/service/light industrial focus is a recipe for business failure. Our lack of visibility, lack of foot traffic from the Pearl Street corridor, very limited street traffic due to dead-end, difficult access, and business isola�on puts us at a significant disadvantage in finding business tenants who can succeed. No one wants to operate out of a hidden, hard to find, dead-end, facing the backside of buildings next to train tracks. • Every other MUI property has direct access and a forward face to the proposed Pearl Street corridor. We would be the only property that does not have that significant advantage. We are not bounded by other poten�al stores, we are bounded by the railroad tracks, Goose Creek, and the backside (dumpsters, storage rooms, mechanical rooms, and repair shops) of the Pearl Street proper�es. For the aforemen�oned reasons, we strongly believe that a MUTOD zoning designa�on for this unique parcel of land gives it the necessary flexibility to succeed and posi�vely contribute to the overall vision of Phase 2 development. We respec�ully request the Planning Board to change our zoning from MUI to MUTOD. Mu�-Use Path – Transporta�on Connec�ons • The addi�onal mul�-use path on the south side of Goose Creek is redundant and causes the small amount of space for a goose creek park to be pointless. The Goose Creek proposed park should maintain the current mul� use path to the north and allow the public to cross over the small creek with small pedestrian crossings. The park will be unsafe for small children with cyclists racing through the park on both sides of the creek. Thank you for your considera�on. Sincerely, Patrick Keane – Owner / President Peter Ambrose – Owner / Vice President Patricia Ammann – Owner / Secretary Simone Smead – Owner / Treasurer Ed Taylor – Owner / Board Member Attachment D - Compiled Comments Item 4B - TVAP Amendments 1 Johnson, Kristofer From:susan m osborne <susanna.osborne@me.com> Sent:Thursday, July 27, 2023 2:19 PM To:Johnson, Kristofer Cc:Mueller, Brad; Ranglos, Christopher; Castro-Wooldridge, Vivian Subject:Re: My comments regarding TVAP2 Dear Kris,    Thank you for taking the time to answer my email. I appreciate it and it helps me better understand your view of the  TVAP2 project. I do still think that staking a bold position regarding the area, viewing it as a generational opportunity, is  what I’d look for were I still on council or long range planning director. And honestly, if the Planning Department isn’t  being innovative and creative at the outset of a project, where will new important ideas come from?    Of course I’m aware of citywide energy initiatives, but that doesn’t negate the possibility of innovative climate initiatives  here. For example, district heating using renewables or an Xcel‐funded solar farm on TVAP roofs require an advance  commitment, maybe land purchase, and detailed planning. Has the climate initiatives group that you mentioned  identified any possible projects? What has been that group’s input? As an aside, I was delighted to hear from the  tree/climate cooling guy at the last meeting. I wonder if he has a tree preference or other techniques for reducing the  heat island effect in this part of the Transit Village…    I also think knowing any restrictions that the flood utility would apply to landscaping and structures along four mile  creek, and the desires or concerns of the fire department regarding transportation connections and configurations  would be helpful, even in this early stage. It would give the plan more gravitas and grounding—    Best regards,  Susan    PS‐ I’m going to work my hardest to get a good council with some planning experience and interest elected this fall.  Those guys have a role to play in encouraging innovation, even expecting innovation, from city staff. It’s a view of  Boulder as one of a few American cities that are out front, experimental and somewhat daring in its planning and  implementation that has been lost in recent years, IMHO‐  Susan M Osborne   525 College Ave.  Boulder, CO  80302  (720) 340‐0159  Sent from my iPhone      On Jul 26, 2023, at 10:44 AM, Johnson, Kristofer <JohnsonK3@bouldercolorado.gov> wrote:     Good morning Susan,     Apologies for the slightly delayed response to your message. We were in the throes of preparing for last  night’s Planning Board presentation and I wanted to make sure I had some quality time to respond. I  want to thank you very much for your perspective and candid comments. Your feedback is meaningful,  Attachment D - Compiled Comments Item 4B - TVAP Amendments 2 and I have passed it on to the rest of the team for awareness and the opportunity to continuously  improve our outreach approach.      Here are a few thoughts on your specific comments:  1. The questionnaire was intended to be more of a quick ‘pulse check’ from the focus group  members, especially for those that were not able to attend the in‐person meeting, and not  necessarily a way to gather detailed feedback. I felt like we were able to have those more in‐ depth discussions during the final meeting and the previous focus groups.   2. We have an internal team of representatives from Parks, OSMP, Transportation, Utilities,  Housing, Climate Initiatives, City Attorney’s Office, and Community Vitality that have met three  times throughout the project. Their input has guided many of our recommendations (such as  the Goose Creek enhancements), and they will also be reviewing the draft plan amendment in  the coming weeks to ensure it is aligned with their department policies and programs. The next  step of this process will be to work with those same departments to develop an implementation  plan that will identify the capital improvements that the city will undertake (as opposed to  private redevelopment), funding and phasing of those improvements, and more detailed  conversations with our community service departments such as Fire and Police.   3. Old Pearl is central and very important to the future character and success of the Phase 2 area.  Our recommendation to use the MUI land use category vs. MUTOD is a nod to the unique  nature that currently exists and a desire for the future of that area to be the eclectic ‘heart’ of  Phase 2. Based on the feedback from you and others regarding the need for more visualization  of possible outcomes, we will include more imagery in the plan amendment to help convey the  intent. Future work on a possible form‐based code for this area will delve into much greater  detail as to the character of this area.  4. The Transit Village Area Plan includes a Vision on page 9 and it is summarized as:  1. Lively and engaging with a range of uses attracting a broad diversity of ages, incomes,  and ethnicities  2. “Charming chaos” with a variety of building sizes, styles, and densities  3. City‐wide and neighborhood‐scale public spaces  4. “Eco‐village” that emphasizes alternative energy, sustainability, walking, biking, and  possibly car‐free areas  The scope of this project was to strategically update the land use, transportation, and urban  design elements for Phase 2, but not to revisit the entirety of the area plan. We believe this  overarching vision still rings true and can be supported through the proposed plan amendment.  Further, any unique elements to combat climate change in Boulder are happening at a greater  scale beyond just the Boulder Junction 2 area as we make progress citywide on energy efficiency  and reduced carbon. Any re‐development/development in Phase 2 will be subject to new  standards and programs and be the beneficiaries of this work. Council just held a study session  on 6/22/23 regarding a planned update to the Energy Code, which is designed to move  operational energy standards even further, including a movement to eliminate gas  power.  Outreach on this initiative will be starting soon, with the intent of council adoption of a  new code late in 2023 or early 2024.  In addition, council has indicated a desire to look at  embedded energy standards (materials, carbon footprint, etc.) in 2024, so that is shaping up as a  major work program as well.     Hopefully this offers some additional context on the scope of the project and how we have arrived at  certain decisions. If you would like to talk directly, I am available for a phone call in the next few weeks.  Please let me know if that is of interest and we can coordinate a date/time.      Thanks again for your participation and all of your comments. We appreciate the time and effort you  have given to the process.      Attachment D - Compiled Comments Item 4B - TVAP Amendments 3 Best,     kj        Kristofer Johnson, AICP, PLA Comprehensive Planning Manager (Pronouns: He/Him/His) What's This?   <image001.png> O: 303-441-4277   johnsonk3@bouldercolorado.gov   Department of Planning & Development Services 1739 Broadway | Boulder, CO 80306  bouldercolorado.gov        ‐‐‐‐‐Original Message‐‐‐‐‐  From: susan osborne susanna.osborne@me.com   Sent: Friday, July 21, 2023 10:35 PM  To: Johnson, Kristofer JohnsonK3@bouldercolorado.gov  Cc: Mueller, Brad muellerb@bouldercolorado.gov  Subject: My comments regarding TVAP2     External Sender     Dear Kris,     I filled out most of the questionnaire and tried to submit it but it seemed to have disappeared! I didn’t  want to answer a few of the final questions because I hoped to send a note with a more complete  explanation of my concerns. The questionnaire seemed very superficial to me and it was hard to see  how you’d get a thoughtful critique from any of us… In any case, I hope you were able to get my limited  responses.     Here are my thoughts:     1. It was not clear that the plan had been fully vetted with other city departments, inc the fire dept. Are  the implementing departments fully committed to the details of the plan? For example, has open space  weighed in on what limitations to possible improvements to 4 mile creek there may be… Are  implementing departments prepared to upfront the cost of key infrastructure improvements?     2. It seems to me the plan lacked clarity about old pearl— what role will it play in the future? What  might improvements look like there? Is it meant to be a utilitarian street that serves the neighborhood?  Is it meant to evolve into an eclectic place with both commercial and light industrial uses? Do we believe  housing has any place there? To me, because it’s literally and figuratively very central to the area, it  should be much more fleshed out. Drawings would help…     3. But last and most importantly, Kris, there is nothing visionary in the plan (or show me that I’m  wrong…). For me right now there is nothing more important than doing what we can to mitigate climate  change… and local governments, and Boulder in particular, should be demonstrating best practice for  the rest of the country. Was there any brainstorming about what a new “net zero” mixed neighborhood  might entail? Micro‐grids, a solar improvement district, other innovations‐ has the city’s energy group  been involved? Has Xcel been tapped for ideas or a partnerships?  Attachment D - Compiled Comments Item 4B - TVAP Amendments 4 What about the governor or Will Toor?     I hope you can appreciate why it was almost impossible for me to answer such a breezy questionnaire. I  really really want to see us as a community deal with energy use/climate change/resiliency and TVAP2  seems to me the perfect opportunity to see what can be done.     Thanks,  Susan        Susan M Osborne  525 College Ave.  Boulder, CO  80302  (720) 340‐0159  Sent from my iPhone     Attachment D - Compiled Comments Item 4B - TVAP Amendments 1 Johnson, Kristofer From:No Reply Sent:Thursday, June 8, 2023 3:36 PM To:Council; ContactCoB; Mueller, Brad; Stanek, Cate; Causa, Julie; Johnson, Kristofer Subject:Crystal Gray :- Transit Village Area Plan Update/Boulder Junction Phase 2 Preferred Form Language: English / Inglés  Name: Crystal Gray  Organization (optional):   Email: graycrystal@comcast.net  Phone (optional):   My question or feedback most closely relates to the following topic (please choose one):Transit Village Area Plan  Update/Boulder Junction Phase 2  Comment, question or feedback:  Re: Comments on TVAP 2 Study Session Packet and some suggestions    June 8, 2023    To: City Council    From: Crystal Gray‐ 303‐906‐5509    As one of the TVAP Focus group members and a Council member when TVAP 1 was planned, approved and  implemented I wanted to give you a few comments and observations:    The Planning Staff team did an excellent job gathering information, organizing data and input, listening and creating  events that were interactive and informative. I thought this packet was interesting and easy to follow. I especially  appreciated Sarah Cawrse, the principal planner ‐ and Brad Mueller and the staff who showed up and were very  engaged!    2. I thought the most important piece of information in the packet was the Racial Equity Strategies section p.5. If this  plan accomplished what was out lined it would be a success. I agreed with every statement in these few short  paragraphs. Read p. 5 first!    3. TVAP 1 only had 22% permanently affordable housing. This is a disappointment. Please 2 should do better and aim for  40% including housing for the middle and home ownership. If we need additional public funding to make this happen  that should be addressed in the plan. I would activate a Housing Focus group and include providers such as BPH, Thistle,  Habitat for Humanity. CU and BVSD also have housing needs for their faculty and staff and there might be partnership  opportunities.    4. TVAP 2 should be addressing the future needs of infrastructure for renewable energy and a day when this can become  a micro grid backed up with storage. There are new grants coming on line that fund this exact issue. If the State  legislature approves a Community Choice Energy Bill next year there can be opportunities to have more creative and  equitable energy options then what are currently available. I would get together local energy experts to brain storm this  Attachment D - Compiled Comments Item 4B - TVAP Amendments 2 and TVAP 2.    5. It was often mentioned by the public and focus groups members that there was a need for more trees, public  gathering spaces and parks. This was accompanied with a statement that the city did not own land in the area. Maybe  we should look at that and how to fund this. We do not want to create parts deficient housing areas as we densify‐  especially after seeing the important of public spaces during COVID.. When east Pearl was densifying along Pearl and  Spruce west of Folsom (Whittier Square) the Whittier Neighborhood went to council and asked for a park at Folsom.  After working with council for several years the city bought the land that became Greenleaf Park (inspired by John  Greenleaf Whittier’s middle name).     Thanks for your time reading this ‐ and I do prefer an option that creates housing, spaces for small local businesses and  parks.    [[FSF080521]] Submission ID is #: 1109996401  Compose a Response to this Email  Attachment D - Compiled Comments Item 4B - TVAP Amendments 1 Johnson, Kristofer From:No Reply Sent:Thursday, June 8, 2023 2:48 PM To:Council; ContactCoB; Mueller, Brad; Stanek, Cate; Causa, Julie; Johnson, Kristofer Subject:Jerry Shapins :- Transit Village Area Plan Update/Boulder Junction Phase 2 Preferred Form Language: English / Inglés  Name: Jerry Shapins  Organization (optional):   Email: jshapins1@gmail.com  Phone (optional): (720) 839‐6280  My question or feedback most closely relates to the following topic (please choose one):Transit Village Area Plan  Update/Boulder Junction Phase 2  Comment, question or feedback:  Hi wonderful council members!!!    Thank you so much for your service !    Re BJ2 tonite. Its been great for me to contribute to this process being on one of the focus groups. I love learning and  trying to help.     The framework you see is good because:    1. The pink zoning is more flexible, simple and strategic and gives a wide envelope to the private sector compared to  todays plan.     2. The connections framework is reasonable too…especially the creek and BJ1 ped bike connections    but…….    3. Re urban design and character….the planning districting will eventually influence dev character thru guidelines and  more. Goose Creek is a HUGE amenity and somehow needs to be reflected there…in the future we all can see an artsy  mixed character place with redev, infill and preservation working with the recreational and water resources. This is an  amazing opportunity that should be planned for now    4. The public spaces are key to placemaking. This diagram needs more depth and hirrarchy to influence the  future…paying attention to current and future needs…and tied directly to the methods of implementation so the  amenities shape the development…not the other way around. I just returned from Copenhagen and its simply amazing  how the pub/pvt partnerships there have built trust first before implemrntation. How will this happen? Its key for us to  focus on this especially with thr cast of talented and great companies that of coarse are interested!    Thank you sooooo much. Sorry this is late…    ciao! Jerry  Attachment D - Compiled Comments Item 4B - TVAP Amendments 2   [[FSF080521]] Submission ID is #: 1109976697  Compose a Response to this Email  Attachment D - Compiled Comments Item 4B - TVAP Amendments From:JAN BURTON To:boulderplanningboard Subject:TVAP II Date:Sunday, August 20, 2023 5:01:24 PM External Sender Dear Planning Board Members, I’m currently serving as Chair of Create Boulder, an organization that advocates for the arts in Boulder. Last year, we commissioned a study for arts venues, including performing arts spaces, rehearsal spaces, galleries, and work spaces. Boulder is severely lacking in these types of affordable facilities, and it has a dampening impact on our arts organizations.The full report is available here: https://www.createboulder.org I’m writing in regards to proposed Land Uses for the Transit Village Area Plan Phase II. I understand staff has recently recommended inclusion of essential components such as Cultural, Entertainment, Education, and Hospitality uses. Having this designation could benefit the community in much- needed cultural and creative spaces in an area of town that is conspicuously devoid of such amenities. Create Boulder wholeheartedly supports this inclusion, and we hope that staff and Planning Board will continue to look at creative approaches to adding creative work spaces and venues to our city. Best regards, Jan Burton Create Boulder Board Attachment D - Compiled Comments Item 4B - TVAP Amendments From:Sue Prant To:boulderplanningboard Subject:TVAP Phase 2 Date:Monday, August 21, 2023 11:02:54 AM External Sender Dear Planning Board members: On Tuesday you will convene to vote on the proposed land use updates for the second phase of the Transit Village Area Plan (TVAP II). This decision carries enormous weight, as it will not only influence the Transit Village Area Plan itself but also hold implications for amendments to the Comprehensive Plan that require both the Planning Board and the City Council's approval. Our goal is to ensure that the forthcoming planning decisions lead to a dynamic blend of housing, commercial and retail establishments, innovative mobility networks, and inviting community spaces. To achieve this vision, we need your support to engage with the Planning Board through emails, expressing your endorsement for the following crucial points: · The binding nature of the allowed place types and uses is of particular concern. These proposed uses have overly restrictive ground floor and upper levels requirements that hinder activation, walkability and vibrancy. · The overarching purpose of advocating for mixed-use, transit-oriented development (MUTOD) zoning is to rectify the design shortcomings of TVAP I. The present state of TVAP I and its surroundings lacks cultural, educational, and entertainment value and uses. · TVAP II offers a remarkable opportunity to create a connected and bikeable hub of community life in Boulder. With its inclusion of cultural, entertainment, educational, and hospitality elements, TVAP II could elevate the area, a potential that would be compromised if East Boulder criteria are imposed on Boulder Junction. · The proposed TVAP II land use plan needs refinement. As it stands, it closely resembles the East Boulder Sub-community Plan, even incorporating excessive parking and industrial areas that exceed demand and preference. · The characteristics of TVAP II, centered around transit-oriented development and a rich mix of uses, are incompatible with the current area plans for East Boulder. · We support the transportation connections amendment to include a multiuse path underpass on Pearl Parkway connecting TVAP I and TVAP II. This is our chance to shape Boulder Junction for generations to come, establishing a thriving community that addresses current needs and future aspirations. By supporting the infusion of cultural and creative spaces into this currently underserved region, we can foster a vibrant environment that enriches lives. Sue Prant Executive Director Attachment D - Compiled Comments Item 4B - TVAP Amendments Community Cycles Attachment D - Compiled Comments Item 4B - TVAP Amendments From: Daniel Aizenman <daniel@cbayco.com> Sent: Monday, August 21, 2023 2:52 PM To: boulderplanningboard Subject: Support for TVAP II External Sender Dear Planning Board members: This Tuesday you will convene to vote on the proposed land use updates for the second phase of the Transit Village Area Plan (TVAP II). This decision can be a real positive one, as it is best opportunity our city of Boulder to meet its immediate housing needs, located within the core of the city, with proximity to mass transit and bike and pedestrian connectivity, and in close proximity to existing infrastructure and services. As the owner of 11 acres inside TVAP II, Conscience Bay encourages the Planning Board to approve the plan without delay, and supports the plan per the email memo sent the city on Friday, August 18th at 5:22 PM that include the following revisions: 1. Revise the Place Type graphic to include Lodging uses and more clearly communicate the intent of the graphic which is to describe the difference between ground floor and upper floor uses (and not to pre-determine heights in the different Place Types) 2. Rename “Innovation TOD (Residential)” Place Type to “Regional TOD” Place Type 3. Add flexibility for Lodging, Public & Institutional, Dining & Entertainment, and Office uses in the Regional TOD Place Type (particularly above the ground floor where uses were restricted to only residential) 4. Clarify Residential as a Conditional Use on the ground floor within the Fun(ky) Functional Place Type (conditions will be detailed in a future implementation step but will likely include proximity to open space, transit facilities, etc.) 5. Clarify the FAR range in the Fun(ky) Functional Place Type is the same as the Neighborhood TOD Place Type 6. Clarify the Useable Open Space expectations for each Place Type to be “10-20% based on building height” in order to be consistent with recently adopted land use code changes. We support and celebrate the city staff and their effort so far in creating a collaborative environment with the focused groups. We hope planning board can support the plan amendments and work toward the implementation plan phase where all the additional details can be worked out further. Thanks again for your time. Daniel Aizenman Conscience Bay Company daniel@cbayco.com (979) 739 8422 929 Pearl Street, Suite 300 Boulder, CO 80302 https://www.cbayco.com/ Item 4B - TVAP Amendments Item 4B - TVAP Amendments 02 URBAN DESIGN A desire to provide additional direction and detail for all of Phase 2 was identified by the community, advisory boards and City Council when evaluating potential urban design amendments to TVAP. Updated guidelines better describe the desired design character of the area, which includes maintaining a diversity of building types and providing more landscaped areas and tree canopy than Phase 1. WHAT WE HEARD • Utilize Goose Creek as an amenity • Create outdoor gathering spaces • Improve retail viability • Keep Boulder fun(ky) HOW IT IS ADDRESSED • Pedestrian focus along Goose Creek with an opportunity for signature bridge crossing • Multiple outdoor space locations that can accommodate a variety of outcomes • Emphasize opportunities for retail at activity nodes • Guidance for creative architectural outcomes, urban tree canopy and landscape, gathering spaces, etc. will be further defined through future steps Place Types Place Types describe the design intent and performance expectations for evolving neighborhoods. The Place Type descriptions and performance measures can be used to guide redevelopment options and help future phases of implementation. The Place Type performance standards also describe elements that tie land use to important mobility features, such as access and parking and streetscape character. Place Types provide greater refinement to the larger land use areas and set forth performance expectations for redevelopment outcomes. Three Place Types have been identified for the Phase 2 area: • Regional TOD • Fun(ky) Functional • Neighborhood TOD Height Limit Fun(ky) Functional * Note, additional or alternative uses can be considered in each Place Type through the Site and Use Review processes. Regional TOD Neighborhood TOD PLACE TYPES USES Residential Dining & Entertainment Retail Personal Services Light Industrial Auto Service Indoor Recreation Office Greenhouse Parking Public & Institutional Lodging 13 Regional TOD Lodging Revisions on this page include the Place Type name and changes to the graphic below. Missing uses were added to Regional TOD and Residential was clarified as Conditional in Fun(ky) Functional. Item 4B - TVAP Amendments 14 TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT PLACE TYPES Revisions on this page include the Place Type name. Item 4B - TVAP Amendments 15 Place T REGIONAL TOD The Regional Transit-Oriented Development (TOD) Place Type intends to maintain opportunities for light industrial and flex uses while integrating public-facing retail and providing transit supportive, attainable housing options. The area should prioritize energy conservation, urban rewilding strategies and creativity in new and redevelopment. Allowed Uses • Dining and entertainment such as restaurants, taverns, cafes, and event/performance spaces; • Light Industrial; • Residential such as attached dwellings, townhomes, and live-work units; • Retail; • Personal services; • Public and institutional uses such as daycares, educational facilities, and museums; • Lodging. Allowed Uses Above Ground Floor Attached residential; Structured parking; Office; Lodging; Dining & Entertainment; Public & Institutional FAR Range 1.0-3.5 Useable Open Space Minimum 10-20% of total land area based on building height Building Character Buildings may have large ground-floor openings for loading/unloading that may serve multiple purposes. Architecture should express innovation, creativity, and Boulder entrepreneurialism. This place type prioritizes energy conservation and activation. Street Level Activation Building frontages along arterial and collector streets should offer transparent and engaging front-door environments, which will likely include roll-up doors, loading and unloading areas, outdoor dining, etc. Traditional window displays should be limited in favor of sharing what is happening inside the spaces. Streetscape Character Streetscapes accommodate small, medium, and some large sized delivery trucks while also encouraging a transit- supportive and active pedestrian and bicycle environment. Consistent elements should include landscape with integrated stormwater elements, street trees, seating, and designated areas for bike/scooter parking. Access and Mobility Side and rear vehicular building access; transportation connections should offer safe, comfortable pedestrian and bicycle access and slower speed vehicular movement to minimize conflicts between modes; centrally placed mobility hubs should offer micromobility (e-bike, e-scooter) options for first and last mile connections; curbs should be managed to allow for different uses by time of day and/ or deliveries/ loading/drop off based on adjacent uses; pedestrian paseos (especially through larger blocks) enhance pedestrian connectivity. Parking On-street parking for ROWs that can accommodate; rear or alley parking; promote structured parking and transition away from large surface parking lots; promote efficient use of parking areas through Shared, Unbundled, Managed, Paid PLACE TYPES REGIONAL TOD •Pu blic and institutional uses such as daycares, educational facilities, and museums; •Lodging. Office; Lodging; Dining & Entertainment; Public & Institutional Minimum 10-20% of total land area based on building height Revisions on this page include the Place Type name, clarification/addition of missing uses, and revision to the Open Space expectations. such as restaurants, taverns, cafes, and event/performance spaces; Item 4B - TVAP Amendments 16 TRANSIT VILLAGE AREA PLAN AMENDMENT DRAFT FUN(KY) FUNCTIONAL The Fun(KY) Functional Place Type creates opportunities for an eclectic and creative exchange between local Boulder business customers, workforce, residents, and visitors by infusing new residential opportunities into working, light industrial neighborhoods. Adaptive reuse of existing buildings and redevelopment should offer new living and office spaces as well as a “front-door” to great, local businesses located along key streets, trails or greenways. These areas are envisioned to allow a very wide range of uses, especially on the ground floor, including a mix of light industrial, services, light manufacturing and maker spaces, retail, arts studios and education spaces, office and residential, where appropriate, along active passageways. Allowed Uses • Light industrial such as arts studios, breweries or distilleries, coffee roasters and small-scale manufacturing; • Dining and entertainment such as restaurants, taverns, cafes, and event/performance spaces; • Service uses such as autobody repair, computer repair, and bicycle mechanics; • Personal services such as salons and gyms; • Retail sales of food and goods; • Indoor recreation such as climbing walls; • Greenhouse uses such as indoor food production and plant nurseries. Conditional Uses Attached residential on the ground floor Allowed Uses Above Ground Floor Attached residential; Office; Light industrial FAR Range 1.0 - 3.0 Useable Open Space Minimum 10-20% of total land area based on building height Building Character Aesthetic choices should express innovation, creativity and Boulder entrepreneurism. Buildings will be industrial in nature with large ground-floor openings for loading/unloading that may serve multiple purposes. “Front-door” facades should be oriented to adjacent trails or greenways, when present. Expect tall ground floor ceiling heights to accommodate industrial uses. Accommodate height flexibility to allow for residential above the ground floor. This place type prioritizes energy conservation in both new and redevelopment. Street Level Activation Building frontages along streets should offer front-door environments, transparency along block-faces and interactive exchanges between buildings and the street, which may include café space, outdoor retail space, market space, etc. When development is adjacent to trails or greenways, prioritize the trail-facing sides of buildings for activation. Streetscape Character Streetscapes will support the industrial context of these places and facilitate ease of movement for goods and services in the area. Incorporating tree planting and landscape that will make positive climate impacts into streetscapes is strongly encouraged. Access and Mobility Street-side access should balance vehicular access and needs with a supportive environment for pedestrians and cyclists. Trail-side access is prioritized for pedestrians and cyclists. Particular attention should be paid to the connections between trail access and on-street networks in the area. Transportation connections should offer safe, comfortable pedestrian and bicycle access and slower speed vehicular movement to minimize conflicts with vehicles; centrally placed mobility hubs with high frequency transit should offer micromobility (e-bike, e-scooter) options for first and last mile connections; curbs should be managed to allow for different uses by time of day and/or loading/drop off based on adjacent land uses. Parking On-street parking for ROWs that can accommodate; Promote efficient use of parking areas through Shared, Unbundled, Managed, Paid approaches. PLACE TYPES Attached residential on the ground floor Minimum 10-20% of total land area based on building height FAR Range 1.0 - 3.0 Revisions on this page include clarification on residential uses on ground floor, Open Space expectations, and inclusion of a FAR Range (previously missing). Item 4B - TVAP Amendments 17 PLACE TYPES NEIGHBORHOOD TOD The Neighborhood Transit-Oriented Development (TOD) Place Type reimagines existing auto-oriented commercial and retail areas as highly walkable and transit-supportive environments. Active ground floors may have mixed income housing above when development is multi-story. Allowed Uses • Dining and entertainment such as restaurants, taverns, cafes, and event/performance spaces; • Neighborhood-hood serving retail such as grocery stores, convenience stores, pharmacies; • Residential such as attached dwellings, townhomes, condos and apartments; • Public and institutional uses such as daycares, educational facilities, and museums; Allowed Uses Above Ground Floor Attached residential; Retail sales; Office FAR Range 1.0 - 3.0 Useable Open Space Minimum 10-20% of total land area based on building height Building Character Building facades should have a high level of articulation and transparency, especially facing pedestrian and bicycle facilities (sidewalks, pathways, paseos, and breezeways). Building materials may be eclectic, but of high quality. Varied rooflines and architectural detail are important design considerations to align with community vision for the area. Street Level Activation Building frontages along streets should offer front-door environments, transparency along block-faces and interactive exchanges between buildings and the street, as well as pedestrian-oriented internal circulation. Buildings in this place-type will orient “front door” facades to higher order streets and pedestrian paseos/courtyards. It is anticipated that most “back of house” loading, service and parking are provided in the rear of properties. Streetscape Character Streetscapes should encourage a safe and active pedestrian environment, including consistent tree canopies, landscaping and green infrastructure, seating and designated areas for bike/scooter parking. Access and Mobility Side and rear vehicular building access; Transportation connections should offer safe and comfortable pedestrian and bicycle access separated and buffered from vehicular movement when possible; curbcuts should be managed and consolidated where possible to limit potential conflicts between vehicles and pedestrians/cyclists; pedestrian and bicycle connections should provide access to nearby residents and employees. Parking Promote efficient use of parking areas through Shared, Unbundled, Managed, Paid; limit parking supply to encourage use of transit and alternative modes to a single occupancy vehicles. Minimum 10-20% of total land area based on building height Revisions on this page include clarification of Open Space expectations. Item 4B - TVAP Amendments