HomeMy WebLinkAboutA006 - Supplement department report CITY OF AMES
DEPARTMENT OF COMMUNITY DEVELOPMENT
SUPPLEMENTAL REPORT TO THE PLANNING AND ZONING COMMISSION
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PREPARED: APRIL 11, 1977
MEETING DATE: APRIL 15, 1977
CASE NO. : Z 77-3.
APPLICANTS: Don W. Stewart and Margaret V. Stewart.
REQUESTED ACTION: Rezoning from A-1 (Agricultural ) to R-1 (Single Family
Dwelling) .
GENERAL COMMENTS:
1. This item was tabled at the Commission's March 11, 1977, meeting with -
the following motion:
"To table this request to the April 8 meeting and that the questions
lon the special assessment being voided be forwarded to City Council . "
The correspondence to City Council also included the following ques-
tions which were raised at the Commission meeting:
a. _Why was the 200-foot area south of Ken Maril Road brought into
the City on December 31, 1975? Why wasn't the new corporate
limit line established in the road which would have preempted
any possibility of assessment against this property?,
b. Why did City Council , during consideration of the Teagarden
area sanitary sewer assessment project, vote to impose an as-
sessment upon this land?
c. Is it in the community's best interest to compel the landholder,
through the levy of assessment with dubious benefits , to request
rezoning and dispose of his property for urban development?
d. Is this prime agricultural land that ought to be saved?
e. Perhaps City Council should consider voiding this assessment?
At its meeting on tlarcn 22, 1977, City Council took the following ac-
tion: "Motion by Koerber, seconded by Stevens, to approve request to
rezone the Harlan School Site from C-4 to R-4 and a request to rezone
property on the south s;de of Ken Maril Road running east one-half
mile IF r oT S osetting 7 1977 as
the date of hear nc. (P,otion carried)
(City Council minutes , March 22, 1977)
City Council at that meeting chose not to answer the Commission's ques-
tions and set the public hearing date for the rezoning.
2. The Planning Office had requested the item be tabled for the purpose
of conducting a more complete study of the total area. Progress has
been made on this , however, for various reasons to date, this has not
been finished. A major component of the study is missing and will
continue being so for another approximate eighteen months. This com-
ponent is that of the Airport study. It can be anticipated Federal
funding for the study will be available in October, 1977 (the start
of the Federal fiscal year) for the twelve-month program. The office
is of the opinion the study conclusions are very pertinent to the de-
velopment of the total area. This is particularly important in regards
to noise contours which will be developed. This has been ascertained
through discussion with personnel of the Aeronautics Division, Iowa
Department of Transportation. (See the attached four pages from "A
Guide to Land Use Planning and Zoning in Airport Vicinities ," Iowa
Department of Transportation, Aeronautics Division. ) If any member
of the Commission would like to look at the full 48-page publication,
it is in the Planning Office. It is not anticipated aircraft noise
will greatly affect the requested area or the total area, however, at
this time it cannot be determined exactly where limits should be
placed.
3. The rezoning request was initiated by the landowner due to the instal-
lation of utilities in Ken Maril Road and the subsequent assessment
on the property. City Council , at its August 24, 1976, meeting, con-
ducted the public hearing for the 1976 Sewer and Water Program No. 1
and through Resolutions No. 76-164 through 76-168 adopted the Resolu-
tion of Necessity to authorize the assessment program. One of the
Resolutions was that overruling objections. The applicant for this
rezoning request did object.
City Council , by retaining the requested area in the assessment pro-
gram, has basically determined a development potential for the land.
It is true that assessments on vacant areas tend to accelerate develop-
ment. The Council determining potential development has not set a
timetable for when that development should occur.
4. For development to occur in areas such as the area that has been re-
quested for rezoning must have provided sanitary sewer and water utili-
ties. The greater portion of the requested area does not have the util-
ities available and possibly will norr until sometime in the future. The
western portion of the requested are would be served with the extension
of t .at existIng with the present assessment. The eastern portion would
be served through extensions in conjunction with the development of the
land immediately north of Ken hlaril road (Southdale 3rd) . Even though
the requested area rraay be zoned for I-esidential development, no develop-
is --c--v of correspondence
-,,e ,r;p; .cant
attorney, de tai l i n- special asses sr�_.-:._ a long cc,-,-,,_nts on the Air-
port clear zone.
3
CONCLUSIONS: It is the opinion of the Planning Office that development
potential exists on the applicant's land as well as in its general vicin-
ity. The requested R-1 classification is appropriate. However, as re-
lates to the above description, there are unknowns which place uncertain-
ties on the timing of any development. It is unfortunate that the assess-
ment initiating this rezoning request is placed on that portion of land
which is the most uncertain. The point should also be made that zoning
of any land is only one step in the development process. The land must
also be subdivided. Rezoning of this requested land to R-1 does not
imply approval of a subdivision plat.
It appears the Commission has the following alternatives to transmit to
City Council :
1. Recommend the requested area remain A-1 pending the conclusion of
the Airport study.
2. Recommend the requested area be rezoned R-1 and deter subdividing
until after the Airport study and the provision of utilities.
3. Recommend the eastern portion of the requested area be rezoned R-1
with the western portion to be retained at A-1 pending the Airport
study.
It is the opinion of the Planning Office that-Alternative Number 3 be
approved.
dw
C tty of ' F Iowa
50010
(515) 232-6210
PUBLIC WORKS DEPARTMENT
ARNOLD 0. CHANTLAND, PUBLIC WORKS DIRECTOR
RUSSELL S. SOPER, MUNICIPAL ENGINEER
PAUL D. WIEGANO, TRAFFIC ENGINEER
DONALD L. KELii:ER, PUBLIC WORKS SUPERINTENDENT
March 22 , 1977
Mr . Frank Johnston
Attorney at Law
612 KelloQQ
Ames , Iowa 50010
Dear Mr . Johnston :
This is in response to your recent request concerning the
clear zone area southeast of the Ames Airport NW-SE runway , the
existing sanitary sewer assessment on Don Stewart ' s land south
of Ken Maril Road , connection fees to the existing water main in
Ken Maril Road , and the future assessment projects which may be
proposed in this area .
Enclosed are two prints illustrating the clear zone area .
This is the latest information this office received from
Mr . William H . Green , P . E . , Airport Engineer for the Department
of Transportation . Ames City Airport is classified as a utility
airport with a nonprecision instrument runway . The clear zone
is described as a surface commencing 200 feet beyond the end
of the paved runway and at the same elevation as the end of the
proposed runway . This surface is inclined upward at a slope of
20 feet horizontal to one foot vertical , i . e . 20 : 1 . The width of
the clear zone surface is 500 feet symmetrically about the center-
line of the airport at the point 200 feet from the end of the
runway , then extending outward like a truncated triangle for
1 , 000 feet along the runway centerline extended to a dimension
o : 100 feet perpendicular to and ,symmetrical about the centerline
of the runway . This is illustrated on the attached prints .
We recently completed a survey of the airport for a proposed
� : aC pr_ eC :'e t t e r r7.4 4 that the intersection 0 { the
r
..;� -
,tcrsect-ion of Duff hv i- le r:er iiari I cE, ne ela
of the enCi of the runway is 920J0 feet and the elevation of Duff
Avenue at the intersection of the runway centerline extended
( 236 . 1 feet south of Ken Maril Road ) is 924 . 19 feet . You will
note the red line on the attached centerline profile . This
re = . 41 ent; the profile or the char zone surface of the existine
Mir. Frank Johnstc - 2 - March 22 , 'a,77
being only 1 , 000 feet long -- if it were extended to Duff Avenue
it would be 129 . 5 feet above Duff. The green line represents
the profile of the clear zone surface if the existing runway
were extended 500 feet to the southeast . In this instance the
extended clear zone surface would be 104 . 5 feet above Duff Avenue.
rulnway
The black l i ne represents a case wherein the �a-m-4waj would
be extended 1 , 500 feet . The runway would then come under a new
classification requiring a clear zone surface slope of 34 feet
horizontal to one foot vertical ( 34 : 1 ) . In this instance the
clear zone surface would be 30 . 0 feet above Duff. If you have
any questions covering the above please call .
The present preliminary assessment for sanitary sewer is
$7 , 708 . 50 . I would expect the final assessment to be less than
this as we received a favorable contract . The project should be
completed in the next 30 days - - only seeding and fertilizing
remain -- and final assessments computed within the next 45 to
60 days .
The existing water main in Ken Maril Road was put in at
city expense . This is approximately 2 , 200 feet long extending
from Duff Avenue east to Sorenson ' s house . There is no direct
assessment against the property owner for this project. Each
property owner pays S3 . 50/ front foot where they connect to the
main . This payment helps to defray the city cost of installing
the main . Total cost would be $7 , 700 for the entire 2 , 200 feet
paid at the time of connection .
Future assessments for Ken Maril Road area would be for
sanitary sewer and street improvements . We will install approx-
imately 1 , 600 feet of sanitary sewer in Ken Maril Road in addi -
tion to the existing sewer. The street length would be .approx-
imately 2 , 400 feet. - The estimated assessment of these projects
are :
a . 1 , 600 feet of sanitary sewer @ $ 15 . 00/ ft . _ $ 24 , 000
b . 2 , 400 feet of street paving @ S45 . 00/ ft . = 108 , 000
$132 ,000
irr:ing ar the projects is not definite . r_sessment projects
are started after the property owner requests the project and the
project survives a aub' ic hearing . The street paving is additionally
dependent u o _ U- ,.'. on of _.he r' o;.,er main . The
cuthc rc St:_ ; on r:hi ch I
expect to be c0T,,1ete,C this summer . Therefore , the earliest the
sanitary sewer could be constructed would be this fall and the
rant- Jahr�st - - March 22 _ 1977
earliest the street could be constructed would be the summer
of 1978. We have not had any requests for paving the street ,
but we have had requests for constructing the sanitary sewer .
I trust this is the information you requested . If you have
any questions , do not hesitate to call .
Sincerely yours ,
Russell S . Soper, P . E .
Municipal Engineer
RSS : sh
enr_los res
cc : vPat Switz
Arnold Chantland
nly of AXI iowa
50010
(515) 2-02-6210
PUBLIC WORKS 0 EP4RTMEMT
ARNOLD O. Ch�'.TLAND, PUBLIC FORKS DIRECTOR
RUSSELL S. SOFER, MUNICIPAL ENGINEER
PAUL D. WlEGAND, TRAFFIC ENGINEER
DONALD L. KELTNER, PUBLIC WORKS SUPERINTENDENT
Parch 24, 1977
Mr. Frank Johnston
Attorney at Law
612 Kellogg
Ames, Iowa 50010
Dear fir. Johnston:
There is an error in my recent letter of 3-22-77. In the first
line of the first full paragraph of the second page J said, ". . .wherein
the taxiway would. . . " . This should read, " . . .wherein the runway would. . . " .
There should be a clarification in regards to this paragraph. It
should be understood that there never has been a proposal to extend the
runway 1 ,500 feet to the Southeast and this paragraph is for illustrative
purposes only. The longest proposed extension of the runway is only 1000.
feet a:hich would fall within the 20:1 classification of clear zone. This
1000 feet extension would result in clearance over Duff Avenue of 79.5
feet.
If you have any questions on the above, please call .
Sincerely,
�L
Pissel , E . Soper
J
S :srs
Cc d C,is a.r' 11 anU
A %_p
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(1) COLIPOSITE .'•i;ISE �C Ti;ls
= i t„eac !.e lour method commoni ,
�d for me �ur:n, aircraft noise and developing measurement ratina is u culcr:,ated quantity and
;•. ,ors to predict the impact of noise on the cannot he directly mean r:' by a measuring
.vithin ^c__c cort?urs. In this chapter, each device. This method of nv:-e -neusurement was
;nc;e method; �%ill be discussed, so that the developed by Bolt, Beronck, and Netitirnur,, ln:. #
iOn -maker may oe aware of the differences. Generally, the method divides the airport i
the area impacted by any method only vicinity into 3 zones that woUd be affected b;
=_sidelines to the lard that should be protected noise. This method of noise prediction, is
r r:, residential buildup. accepted by the FAA and the Federal Housing
and Urban Development Ac;el.cv. The sYstern is
Manv factors influence the direction and area noise simple to compute and c^r;l:. Verlfic"ation or
:�iii af,e t. Some of these variables are temperature, contours is e.ttremely difficidt and expensive.
' humidity, wind direction and velocity, and terrain (See Fiaure 7.)
i
Features. The number of aircraft operations at the Z NOISE EXPOSURE FORECAST (rVEF)
air port, the types of aircraft and the time of day all
;d to the problems of noise around airports. This noise rating system :vas deve/used by the
Federal Aviation ,administration to handle a
more complex airport than the C,VR s:•stem.
Ooera,ions between i o'clock in the morning until However, the two disadvantages or this system
0 o'clock at night are considered normal operations. are: difficulty in application to smaller airports
O:)erations after 10 o'clock at night and before 7 and requirement for computers to verify and
c oc . m the morning are considered nighttime predict contours. This system is e.\tremely
_cerations and. present most objections from difficult to explain to the luvmar.. F4,4 is
rc;,1 exits livin near the airport. moving owav trom extended use of thrs s► %tern..
(See Fiaure 8).
In addition to zoning, and easement acquisition,
noise abatement procedures should be and can be (3) COMMUNITY NO/SE EOUI'v'aLE,�'T
ns,alled at the airport. These are procedures the pilot LEVEL (CNEL) and LDN (Duy-Night Level)
r the aircraft can perform to lessen noise exposure The advantages of these systems are slrrr- it;
:.� residential areas by either climbing faster, power of verification and explanation to laymen. The
.:uc•acks big disadvantage is the cost of the mea�uriny
or maneuverin, to avoid overflight of
r equipment. The Environmental Protection
esidential areas.
aaerc:' has endorsed LD N, but "%= of nu
S r;ter is a l._ r;
rim.. _ .:�
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�Jr0 : "I num" ,e of seco!7^s per d :hE' rU" rv' ill
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