Architecture, Engineering & Planning EVstudio | Denver & Evergreen Architect | Colorado & Central Texas | Blog » Planning

Planning for Housing and Community Development

evstudio — Sat, 31 Dec 2011 21:20:40 +0000

This post comes from Stephanie O'Hara, Planner Analyst for EVstudio. Immediately prior to joining EVstudio she worked for Jefferson County, Colorado for 6 years in various planning roles. EVstudio looks for planning opportunities in both the public and private sector:

While working at Jefferson County I developed the 2005-2010 Consolidated Plan which is a strategy for housing and community and economic development. The plan outlines goals, objectives and policies based on the housing and community needs for low to moderate income, homeless and special needs populations.

The plan was developed over 2 years with extensive community and stakeholder involvement. A technical steering committee was formed consisting of non-profit organizations that serve the target populations, representatives from participating jurisdictions and governmental/quasi-governmental entities involved in housing, and community and economic development.

The public was involved throughout the process. Numerous community meetings and events were conducted as well as a 30 day comment period when the final draft was completed.

Originally posted 2009-02-25 00:01:48.

Separation of Top of Foundation Wall and Adjacent Exterior Grade

Adam Denton — Fri, 09 Dec 2011 23:50:08 +0000

One of the most commonly asked questions to the structural department involved the required distance between the top of a foundation wall and the adjacent exterior grade. The 2009 International Residential Code requires a minimum of 6 inches of separation where brick veneer is not present. The idea here is to provide a buffer zone to help prevent moisture wicking into the timber framing typically framed above residential foundations. Where brick veneer is present this requirement drops down to 4 inches.

The code text reads:

R404.1.6 Height above finished grade. Concrete and masonry foundation walls shall extend above the finished grade adjacent to the foundation at all points a minimum of 4 inches (102 mm) where masonry veneer is used and a minimum of 6 inches (152 mm) elsewhere.

An example of where minimum separation is close, but not met.

Originally posted 2011-04-03 00:01:32.

When Should You Contact an Architect? What Phases of Your Project Can an Architect Help With?

Sean O'Hara — Fri, 09 Dec 2011 23:49:52 +0000

There is a common conception that the architect is the person you contact when you need plans for your project. That is only partially correct. In addition to your plans, a good architect can help you with many of the other phases of your project. Some of these services they will perform themselves and some of these services they can hire for you. At EVstudio our services have included:

Land selection and evaluation
Real estate services
Pro-forma, rent and cost analysis
As-built surveys and drawings
Conceptual design drawings
Schematic design drawings
Pricing and opinions of probable cost
Demolition plans
Design development drawings
Construction document drawings
Bidding, negotiation and contractor selection
City processes and planning services
Detailed specifications and product recommendations
LEED and sustainability consultation
Master planning
Site planning and civil engineering
Structural engineering
Mechanical, plumbing and electrical engineering
Construction administration
Construction management
Plans review
Local partner for out of state firms
Plans library development
Subject matter experts
Evaluations of existing structures
Entitlements and permitting processes
Interior design
CAD system design
Three dimensional models
Computer renderings
Marketing materials
Changes of occupancy
Contracts and agreements

The important thing to remember is that the architect has experience with most of the aspects of the project. They've seen many projects through. Choosing to involve them from the beginning to the end of the process will allow you to utilize their expertise and will allow them to help execute the right design for your project. Please feel free to contact EVstudio at any point in your process and we're happy to get involved with your project.

Originally posted 2009-03-31 13:00:11.

Streetscape Brick Paver Considerations

John Olson — Sun, 04 Dec 2011 22:02:49 +0000

The elegance of a single band of pavers adds to the urban environment of the Country Club Plaza.

The Incorporation of pavers in a Streetscape is a great way to economically break up the monotony of a sidewalk. Even a single band of brick pavers can go a long way to incorporate elements of the architecture into the landscape. The Country Club Plaza often serves as inspiration for me when designing a streetscape. The authenticity of the details at the Plaza are exquisite. It is an affluent area of Kansas City, therefore value engineering has an entirely different meaning. The image to the left illustrates a similar condition to what is described below. You can see that around the tree grate, the designer incorporated a single band of brick pavers between the grate and the sidewalk. This single band serves as a great border between the concrete that supports the tree grate and the sidewalk. Also note in this image the use of the increased curb depth.

Brick pavers must be incorporated with caution to avoid trip hazards caused by the shrink/swell of poor soils. A technique that I have used on prior Streetscape projects is to utilize a single pour of concrete a few feet on both sides of the pavers. As you can see in the detail sketch, there are not any construction joints or expansion joints between the pavers and the concrete walk. This limits the ability of the pavers to vary greatly from the concrete. The concrete base does limit the ability for water to infiltrate so other means are needed. In designing streetscapes, I tend to locate the brick pavers perpendicular to a tree well where the runoff can be directed to the tree well.

It is important for sub-grade conditions to be constant for brick pavers and adjacent concrete.

The Urban Streetscape Process

John Olson — Tue, 29 Nov 2011 05:34:46 +0000

EVstudio practices with a philosophy of designing the streetscape to compliment the adjacent architecture. We measure the success of the streetscape by the success of the uses alongside the streetscape. The avant-garde streetscape is one that you will not see from EVstudio. The avant-garde, or Peacock Streetscape, is a distraction and can be a potential detriment to the adjacent uses. Context sensitivity is crucial. It is our experience that when the function of the streetscape is the top priority, the constraints of the utilitarian needs often become tremendous opportunities for great design.

The close interaction between the civil engineering and landscape architecture for the streetscape below in Killeen, Texas provides an aesthetically pleasing, yet functional, streetscape.

In order to transform the constraints into opportunities, it is critical to have a great amount of communication and synergy between the landscape architect and civil engineer. EVstudio recently finalized an urban streetscape in Killeen, Texas. The in-house civil engineering and landscape architecture team proved to be a major advantage to the client. A great amount must happen between the area-confined spaces between the building and street, to work in a silo with little communication is not an effective process. The ability to simultaneously blend the utilitarian needs of the civil engineer with aesthetics from the landscape architect is value added for the client.

Photo from the top of the Main Street Garage in Downtown Pueblo of the Main Street Streetscape.

Equally important to the relationship between civil engineering and landscape architecture is the client/ consultant relationship. Perhaps the most pleasurable experience of working with the client for me occurred in the design of the streetscape at the Municipal Complex in Pueblo. The project involved two blocks of moderate level pedestrian traffic; two blocks of low level pedestrian traffic; three blocks of auto-centric streetscape; one and one-half blocks of mid-block pedestrian-way; and one block of peripheral streetscape near the HARP Riverwalk in Downtown Pueblo. The varying frontage types required different levels of pedestrian needs and a strong balance of budget/aesthetic balance. The client representative in this case was Steven Meier, a landscape architect for the City of Pueblo. The interaction during design, construction documentation, and construction observation between Mr. Meier and I resulted in an award-winning project that serves as a model streetscape in Downtown Pueblo today. The Pueblo Main Street Parking Garage won an award from the National Association of Housing and Redevelopment Organization and the the Justice Center was recognized by the Mountain States Construction Annual Rankings as a top Government/ Public Buildings Project of 2010.

Pueblo Landscape Standards: Important Requirements for Landscape Architects in Pueblo

John Olson — Fri, 18 Nov 2011 20:22:20 +0000

This Sketch illustrates the minimum landscape architectural requirements for a parking lot in Pueblo. Illustration by John Olson.

The most recent update to the Pueblo Municipal Code is the requirement by the State of Colorado to have a landscape architect stamp for projects submitted to the City's Building Department. The State of Colorado signed a bill with this requirement in 2007 which most municipalities, including Pueblo, have added to their ordinance.

Pueblo's landscape performance standards can be found in the Pueblo Zoning Code in Sec. 17-4-7 (Landscape Performance Standards).

The standards set forth in Sec. 17-4-7 are applicable in the following zone districts: R-4, R-5, R-6, RCN, B-1, B-2, B-3, B-4, BP, PUD, H-B, I-1, I-2, O-1, CCN, S-1, S-4 and S-5. They are applicable for the following conditions:

1. New construction on any lot or placement of a structure on any lot

2. An addition of 35% of more of the gross square footage of an existing building

3. Use of 5,000 square feet or more for a contiguous off-street parking lot (not applicable if it is an improvement of parking lot that has been in use since before June 22, 1998).

One Tree and Five Shrubs shall be included for every 30-linear feet of frontage. Illustration by John Olson.

Tree Spacing in Setback: ONE Tree AND FIVE Shrubs shall be provided for every THIRTY-linear-feet of frontage. Setback must be a minimum of 10-feet in width. 50% of the shade trees must be either evergreen trees or ornamental trees.

A parking island is necessary for 9-feet in width for the length of the parking stall for every 15 contiguous parking stalls in Pueblo. Illustration by John Olson.

Parking Lot Landscape Islands: A parking lot landscape island must be provided on the end of each bay of parking when FIVE or more regular parking spaces are included. Additionally, there shall be no more than FIFTEEN consecutive parking spaces (including head-to-head parking spaces, see sketch) without a landscape island. Islands must be a minimum of 9-feet in width and 18-feet in length (measured from the face of curb) and include at least ONE tree and FIVE shrubs.

Parking Lot and Drive-Through Screening: In addition to the frontage requirements, screening must be attained by the use of shrubs with a minimum height of 3-feet, a berm that measures 3-feet higher than the parking lot elevation, or an opaque structure (wall/fence) that is 3-feet in height placed at the setback.

Landscape Buffers (Between Residential and Non-Residential Land Uses): Buffer shall be at least 10-feet in width with at least ONE tree for every TWENTY-linear-feet AND an opaque fence or structure at least 6-feet in height.

The aforementioned standards are the key standards in Pueblo's code. There are many other codes and standards applicable to the City of Pueblo, but understanding the standards above will assist the landscape architect in understanding the needs of a project in Pueblo. For the official codes from the City of Pueblo, please use the following link: Pueblo Landscape Standards

EVstudio provides landscape architectural services out of Colorado Springs, Denver and Evergreen and we can help you with your landscape design needs in Pueblo or throughout Colorado. 303.670.7242. design@evstudio.us

Originally posted 2010-04-23 12:01:30.

How to Avoid Master Plans that Collect Dust – Public Participation

John Olson — Mon, 07 Nov 2011 18:39:36 +0000

Public participation is a key ingredient for a successful master plan.

Too often, written documents, or master plans tend to accumulate dust without being implemented. This can be a very frustrating process for the both the governing entity who commissions the master plan process and for the consultant who writes the master plan. I have noted a few effective ways to avoid this problem. The first and most important consideration is to involve the public. If the public is not on board with the master plan, it might as well not be written at all. The public can be the master plan's greatest asset, or it's greatest liability. My preferred method of public involvement is through the charrette process.

A charrette is “at least four consecutive days that allows three design feedback loops, an open process that includes all interested parties and is focused on producing a feasible plan with minimal rework.” National Charrette Institute (www.charretteinstitute.org).

The charrette process is a very effective way of involving the public. It allows interaction and engagement with the architects, planners, landscape architects, etc. The charrette provides immediate results from feedback from the public. Too often the public will offer their feedback in a public forum and not hear back from the consultant for months. This gives the assurance that yes, their input is being heard and often a part of the plan.

The second consideration is to plan far enough ahead that the goals are attainable and feasible. The plan must reflect the conditions of the community and not just be a designer's utopian view rubber-stamped on each master plan they produce. The goals must be attainable and be up by the community. Every street cannot be a “Main Street” and every structure cannot be LEED Gold. Attainable goals that meet the needs and desires of the community must be provided.

A third consideration for an effective master plan is to organize it in a clear and concise format where the goals and strategies are clearly documented. In most instances, they need to be repeated in the document with the concentration of the goals and strategies in an easy to find location. The document should be written in a way that the end user does not actually need to read the entire document. I like to use the side caption of a document for major ideas and illustrations. This is the way that I read a document, by simply skimming it looking for key points. We shouldn't create something that we wouldn't even read. When the major points are set off, the document becomes much more concise. As much as planners like me like to think that everyone will read the entire "masterpiece" front to back, not many will truly read it all.

I have been a part of writing master plans in Nebraska, North Carolina and Colorado and the reason that I keep coming back for more is the satisfaction that I get when I see that a part of the master plan goals and objectives have been implemented. The biggest fear with master plan documents is that it will be a stagnant document that sits on the shelf, I am pleased that this has not been the case with the plans I have been involved with.

Originally posted 2010-04-25 00:01:52.

A Bicycle City Requires Bicycle Infrastructure

John Olson — Mon, 07 Nov 2011 18:39:33 +0000

Many communities are not currently structured to support everyday cycling. However, in a lot of instances it can be as simple as evaluating the importance of vehicular lane width and the approach of just adding paint. Cities along the Front Range of Colorado have bicycle-friendly adjacent venues, including an extensive mountain biking trail system. Cycling is very popular in these areas as a result, but only for recreational purposes. Most of the cities lack the internal city network that make cycling an effective mode of transportation.

Bicycle lanes that begin and end in isolation are as effective as the cliff for Wile E. Coyote.

Cities need to reconsider the importance of bicycling. Similar to a quality transit system and city street network, connectivity is critical. Bicycle lanes that begin and end in isolation are as effective as the cliff for Wile E. Coyote in the old Road Runner Looney Tunes cartoons.

Trail networks and bicycle lanes must have many points of ingress/egress that are connected to other bicycle lanes, trails or streets that are calm enough for bicycle traffic.

Colorado Springs is in the process of improving its bicycle connectivity with the implementation of “sharrows.” Sharrows are streets with bold signage painted on the surface of the street to indicate that vehicular traffic shall yield to the cyclist. The word “sharrow” is short for “share the road”. This is a great step in connecting Colorado Springs with the use of the bicycle and decreasing our dependence on the SOV (single-occupant vehicles).

Equally important to the bicycle lanes, is the need for safe, visible and often sheltered bicycle storage facilities. Fort Carson, directly south of Colorado Springs, has become aggressive in including large bicycle storage pavilions outside of the new barracks on the Installation. This is a critical component of making the Installation bicycle friendly.

For more information regarding bicycle infrastructure and potentially incorporating the infrastructure into your city’s code, see the Bicycling SmartCode Module written by Mike Lydon, Zachary Adelson and Tony Garcia here

Originally posted 2011-06-12 02:09:32.

Location Efficiency as the Framework of Activity Centers

John Olson — Mon, 07 Nov 2011 18:39:32 +0000

The convenience factor, or Location Efficiency, is often a forgotten component of development in a society that has become increasingly automobile dependent. Development occurs with the assumption that people drive and will always get in a vehicle. Location efficiency can be defined as the ability to access the daily basic needs with little or without the use of the automobile. The United States Partnership for Sustainable Communities was created with location efficiency as a foundational element by an inter-agency partnership between HUD (or Department of Housing and Urban Development), DOT (or Department of Transportation) and the EPA (or Environmental Protection Agency). Several advocacy groups, such as the Center for Neighborhood Technology and the Congress for the New Urbanism have relied on this as a foundation for their organizations since their inception.

The United States is beginning to better focus on location efficiency with development as we consider the triple bottom line, that is People, Planet and Profit. In considering the basic human needs, new development has the ability to become holistically sustainable. At EVstudio, we are currently in the process of finalizing construction drawings for a new 10,000 square foot Lecture Hall and over 22,000 square feet of commercial space for Central Texas' Christian House of Prayer (CHOP).

Places of worship, such as CHOP, understand that convenience is a key component to the congregation. Convenience is important to the principles of creating a Place for Worship; a Place of Learning; a Place of Enrichment; a Place for Friendship; and a Place for Service. A community who worships, learns and serves together create an enriching and friendly environment to spend time. CHOP in Killeen, Texas will soon become an even greater community than it already is today. The ability to park once with access to breakfast, worship, conversing with friends, shopping, dining, playing and attending events at the lecture hall is a convenience that is regularly absent in today's society. The future for location efficiency is great for CHOP with the improvements under construction and the potential for future residential capabilities.

Main Street sketch for The Village at Christian House of Prayer in Killeen, Texas. Illustration by John Olson.

The synergies that CHOP is employing are a great model for other activity centers. This opportunity is not limited to places of worship, it can be for a corporate center, military installation, campus and several others.

Civil Engineering and Land Surveying Services Offered By EVstudio

evstudio — Mon, 31 Oct 2011 06:39:21 +0000

In addition to architecture, planning and structural engineering; EVstudio is now offering Civil Engineering and Land Surveying with our licensed team of Professional Engineers and Professional Land Surveyors (PLS in Colorado). Our services can include:

Alta Surveys
Annexation Services
As-Built Surveys
Boundary Surveys
Cadastral Surveying
Condominium Surveying
Construction Administration & Observation
Construction Cost Estimates
Construction Stake Outs
Control Surveys
Detention & Retention Facilities
Development Planning
Drainage and Grading Conformance Evaluation.
Drainage Reports
Easement/Easement Vacations
Elevation Certificates
Entitlements Coordination & Management
Erosion & Sedimentation Control Plans
Exemption Platting
Feasibility / Due Diligence Studies
Expert Witness Services
Forensic Engineering
Flood Plain Studies
Grading Plans
House and Building Stake-Outs
Improvement Location Certificates (ILC)
Improvement Survey Plats (ISP)
Land Survey Plats (LSP)
Legal Descriptions
Potable Water Main Design
Preliminary Planning
Re-use Water Distribution Design
Rezoning Services
Right-Of-Way Dedications
Roadway & Intersection Design
Sanitary Sewer Design
Site Plans
Storm Sewer Infrastructure Design
Storm Water Management
Streets & Parking Lots
Subdivision Plats/Re-subdivision Plats
Surveyors Real Property Report
SWMP Plans
Topographic Surveys
Utility Design & Reports

Our engineering and surveying team has both the experience and the right value. Please give us a call at 303.670.7242 or drop us an email for a quick quote and more information for your project.

Originally posted 2010-01-07 12:32:11.