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MUNICIPALITY OF ANCHORAGE
DEPARTMENT OF HEALTH & ENVIRONMENTAL PROTECTION
Environmental Health Division
CASE REVIEW WORKSHEET
CASE NUMBER: DATE RECEIVED: COMMENTS DUE BY:
85-129 September 26, 1985 October 21, 1985
SUBOIVISION OR PROJECT TITLE:
A request to rezone approximately 29.6 acres from unrestricted to B-3 S.L. (Special
limitations establish design guidelines and prohibit certain uses).
( ) PUBLIC WATER AVAILABLE ( ) PUBLIC SEWER AVAILABLE
( ) COMMUNITY WATER AVAILABLE
RETURN COMMENTS TO:
CASE NO.~
MUNICIPAL PLANNING DEPARTMENT
Zoning and Platting Division
Pouch 6-650
Anchorage, Alaska 99502
264-4215
~A request to rezone approximately~,~ acres from
A~ request to amen~ '£'ztZe z/ to
A request for concept/final approval of a conditional
use to permit a
in the zone.
A request for an amendment to a conditional use
A site plan review for
COMMENTS:
Plannin~&..~Zon.~rl~_Commission Public Hearing
Comments Due:f~/~~
DISTRIBUTION: STANDARD DISTRIBUTION
(Public Projects) Urban Beautification Commission
(Ordinance Amendments),Mun~c~pal Attorney s Offz e
,~.~_~. _ ~,"~ll~[[~ Community Council
~ T~Trl~*~f~" .... ' ]' ' nit Councils
· Federation ok Commu y
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CASE:
PETITIONER:
REQUEST:
TOTAL At,EA.
LOCATIO~':
CURRENT ZONE:
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Favor
Against
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[ I '~ '~ Community Council)
Federation of Community Councils)
COMMISSION
ASSEMBLY
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ZONING MAP AMENDMENT APPLICATION OFFICE USE
Municipality of Anchorage REC~D aY:
DEPARTMENT OF COMMUNITY PLANNING
P,O. BOX 6650 VERIFY OWN:
Anchorage, Alaska 99502-0650
Map Amendments require at a minimum 1.75 acres of land or a boundary common to the requested zoning district.
~pplication must also be signed by 51% of the property owners in the area to be rezoned.
~lease fill in the information requested below. Print one letter or number per block. Do not write in the shaded blocks.
Case Number (iF KNOWN) 2, Petitioning for
Abbreviated legal description (Il 2N R2W SEC 2 LOT 45 OR SHORT SUB BLK 3 LOTS 34-45) full legal on back page,
Petitioner's Name (Last- First) 5. Petitioner's Representative
Address R'7~1
Address 37~2 Sp~,T,~'A '~m=~
City ~State AK qq5] R
City,An~hc~-~ ~ State A~' 9~503
Phone No. 338-7890 Bill Me
Phone No'. $~3-1 91 ?
Bill Me --
Current Zoning
Traffic Analysis Zone
7. Petition Area Acreage 8. Grid Number
10. Hearing Date 11. Principal Tax Number
12. No. Tax Parcels
Fees Paid
14. Community Council Huffman-O ' ma lley
hereby certify that (I am) (I have been authorized to act for) the owner of the property described above and that I desire to
ezone it in conformance with Chapter 21 of the Anchorage Municipal Code of Ordinances. I understand that payment of
he basic rezoning fee is nonrefundable and is to cover the costs associated with processing this application, that it does
~ot assure approval of the rezoning. I also understand that additional fees may be assessed if the Municipality's costs to
)rocess this application exceed the basic fee. I further understand that assigned hearing dates are tentative and may
~ave to be postponed by Planning Staff, Planning Comtmission, or the Assembly due to administrative reasons.
: All~iU~mt: I9. 1~85 "~-,~
S'gna/ture James W. Kross
'Aggnts must provide written proof or authorization.
' Ltd
SErViCES .
July 25, 1985
30133A-044
Ms. Mary Autor
Division of Community Planning
Municipality of Anchorage
Pouch 6-650
Anchorage, AK 99502
Dear Ms. Autor:
Enclosed please find our responses to the questions you raised during
our review meeting on July 23, 1985. Please include this information in
our review file.
At your earliest convenience I would like to meet with you again to
review this information and to respond to any other questions you may
have.
Very truly yours,
JWK/bjf
Enc:
835 WEST NINTH AVENUE ANCHORAGE, ALASKA 99501 (907) 276-4216
uction Of Residential Acreage Outlined In The Comprehensive Plan
The Anchorage Comprehensive Plan allows for local zoning alteration;
s a dynamic 9uide for community development. Because of many
ors; increasing population, evolvin9 land use and land demands, zonin9
9nations change to reflect and parallel local growth. It is the function
onin9 to change as neighborhoods and communities change.
The development of commercial facilities at Woodside Village would not
~rsely affect the Ion9 term availability of residential lots on the
;ide. Currently, close to 10,000 vacant acres, mostly R-6 through
), are zoned for residential development in Southeast Anchorage. This
~ represents the fastest 9rowing region in the Municipality; it also
:ains roughly one-half of the city's remaining residential land.
ected area growth coupled with economic trends will create a consistent
ration of zoning designations on remaining private vacant land. Many
:hese lands may currently be inappropriately identified in relation to
me uses and demand. The pressure to develop affordable housing will
to these future reclassifications from lower to higher density ratings.
In order to meet the market demand for affordable homes, less
9nsive moderate to higher density developments will ensue in the
lng years. Within a two mile radius of the project site and farther
:h. there are numerous R-6, R-7 and R-8 lots. Over time these lots
be subdivided due to pressures from increasing taxes, land values,
91opment costs and the advance of sewer and water utilities into these
~s. Although the Woodside project would displace 29.6 residential
~s:, future high density development would cause a housing stock
an.sion that offsets this loss. The loss of 29.6 acres becomes
'easingly less significant as higher density housing stocks expand in
ire developments.
Several tracts in the vicinity of the proposed development are
r'e~tly designated Unrestricted. Some of these al'e appropriate locations
medium to high density residential development. It also should be
:ated that results of the Traffic Analysis projected a doubling of traffic
~estion at peak flow, higher air pollution and added read improvement
enditures if the Woodside Site were developed in even moderate density
dential.
Cum-ently the cost of developing a single family R-1 lot on the
~ide approaches $80,000, when provided with full utilities. Due to
~tr. aints imposed by lenders it is impossible to construct a home on
;e lots which would sell for less than $180,000 including real estate and
,"r fees. Lenders require that the lot be less than 50% of the value of
ho. tzse and lot combined. Unfortunately this price is at the very high
of: the market for' the rather small homes which could be constructed
thi~ price. Homes in this price range would be a burden to developers
t~ their inability to market such units at this price. Competition from
,~' locations where less expensive land would allow the developer to sell
the same home for significantly less would essentially preclude the sale of
these homes.
Benefit~ of a centralized commercial development at Woodside Village
outweigh displacement of potential residential stock. Besides the traffic
and air quality related benefits this commercial plan centralizes business
and professional services, which discourages strip development and
minimizes future loss of residential land.
Effects Of B-3 Zoning At Woodside Village On Future Re-Zoning Requests
The Woodside project would not set a precedent for zoning changes
from R to B in other areas east of the Seward Highway and along Huffman
Road. Large complexes, such as Woodside Village, are tess likely to create
pressure for rezoning adjacent property than small developments.
Additionally, the large buffer areas included as part of the Woodside
Project effectively separate commercial uses from adjoining residential uses.
The remaining lots along Huffman Road are small, single family residential
lots, which would be difficult to consolidate into a site sufficiently large to
develop a marketable commercial development. Small commercial strip
developments represent poor planning and are no longer economically
attractive investments in Anchorage. Larger neighborhood service oriented
complexes represent the most efficient use of land. These .facilities are
capable of supporting the amenities which make them attractive additions to
a neighborhood.
The following are general factors that influence zoning determinations
and would limit future commercial designations in areas adjacent to
Woodside Village. Local community councils and residents continue to
actively influence zoning issues. There are also no other large sites
bordering two major arterials and essentially any other plan would require
significant highway improvement expenditures. If the Woodside project is
developed, the planning standard of retaining 10-12% .commercial acreage
within residential zones would be approached for Southeast Anchorage.
Presumably commercial needs would then be adequately addressed.
Supply and Demand
Much debate has taken place over the current need for more
commercial space in Anchorage and the justification for rezoning
residentially designated parcels to commercial in order to accommodate this
growth. As previously stated, the recent dramatic population growth on
the Hillside and the projected future growth point to a current and
projected deficit in commercial space to meet the supply needs of existing
and future Hillside residents.
Presently, there is a deficit o¢ commercial zoning (east of the Seward
Highway) in Southeast Anchorage. There are approximately 450 acres of
commercial or industrial zoned land in Southeast Anchorage which
-2-
represents less than 3% of the total acreage in this area. This falls short
of standard planning practices, which identify 10-]2% of a total area for
comrnercial use. Although limited conditional commercial uses are allowed in
some ~'esidential classii:ications this deficit must be made up simply to fulfill
the commercial needs of the projected large, rapid Hillside population
increases,
Additionally almost all of tile current commercial acrea~ce is located
north of O'Malley Road in the Abbott Loop Community Council area. The
Woodside Village project, as designed, would address this commercial space
deficit. It would centralize commercial facilities at a strategic site closer
to the center of the projected major Southeast growth are~, where no
commercial facilities exist or are planned.
8NINOZ / $1:~i:"~'¢,'ld
O~AI303~I
-3-
Population Projection in South Anchorage/Hillside
To evaluate the population based in South Anchorage Environmental
Services, Ltd. undertook a study of residential land densities located
within the following boundaries:
Northern Boundary - One-half of the distance between O'Malley Road
and Abbott Road.
Western Boundary - Western edge of Municipality of Anchorage Zoning
Classification Sheets No. 19 and 22 and south along Turnagain Arm.
Southern Boundary Southern edge of Municipality of Anchorage
Zoning Classification Sheet No. 26.
Eastern Boundary - Eastern edge of Municipality of Anchorage Zoning
Classification Sheets No. 26, 23, 24, and 20. Note that Sheet No. 24
lies half-way between sheets 23 and 20. Also, note the exclusion of
the Watershed Zone contained on Sheet No. 24.
There are seventeen zoning classifications contained in the area, as
roi lows:
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
R-l, R-lA, R-1 S.L. - Single - Family Residential Districts.
R-2, R-2A - Two Family Residential Districts.
R-3, R-3 S.L. - Multiple-Family Residential Districts.
R-5 - Rural Residential District.
R-6 - Suburban Residential District - Large Lot.
R-7 - Intermediate Rural Residential District.
R-8 - Rural Residential District - Large Lot.
R-9 - Rural Residential District.
R-10 S.L - Residential District.
R-0 - Residential - Office District.
B-1 - Local 2, Neighborhood Business District.
B-3, B-3 S.L. - General ~, Strip Commercial Business District.
B-4, B-4 S.L. - Rural Business District
I-1 - Light Industrial District
W - Watershed District.
U - Unrestricted District.
PLI - Public Lands S Institutions District.
-1-
de 1 shows the statistics compiled on the number of existing lots
zoning classification and the approximate amount of tracted or
ided acreage in each classification.
vast majority of the area is zoned R-6 (Subu~'ban Residential
Lat'ge Lot). Itigh density residenUal zones R-1 (Single-Family
al District) and R-2 [Two Family Residential District) are
located along the northern and weste~'nmost boundar'ies of the
~rea. Large lot and alpine/slope residential zones, such as
asidential District - Lar'ge Lot), R-9 (Rural Residential Distr'ict),
(Residential Alpine/Slope Dist~'ict) are located along the eastern
>ortion of the study area. R-? (Intermediate Rural Residential
is interspersed throughout the eastern and southern portions of
should be noted that there are basically two different types of
unsubdivided parcels involved in this study. The first are large
~t are likely to be subdivided at some time in tile future in
:e with the zoning classification that pertains to that area. The
'e small parcels located within existing subdivisions. These tracts
likely to be subdivided as there are requirements made by the
ity that enable the subdivider to develop smaller' lots than the
assification allows within a subdivision, provided that open spaces
nbelt tracts are undeveloped. .The vast majority of the
ided tracts within the study area are of the first category. Only
~tely 5°0 of the acreage figures shown on thc, attached chart are of
d type.
~ only commercial zoned properties are located along the Seward
in the northern portion of the study area. Considering the size
~dy a~eea, the comme~'cial zoning is extremely limited.
subdi,vided unbuilt lots and all unsubdivided tracts were evaluated
dne if the lots were buildable and if the tracts were subdividable
~pproved zoning density. Conditions such as slope access and
:y of utilities were considered in determining housing density per
to the introduction of Public Sewer and Water in certain portions
:udy area it is probable that some currently unsubdivided tracts
rezoned to higher densities at some future date. The extent of
eclassifications will depend upon development pressures in
and the rate of growth experienced in Southeast Anchorage.
illustrate the potential impact on population, over the long term
~ars) an evaluation of section 33 was undertaken to determine the
in population resulting from subdivision of larger lots.
-2-
TABLE I
SOUTHEAST ANCHORAGE LAND USE
Zoning Classifications No. of Existing Lots Unsubdivided Tracts
R-1,R-1A, R-1 S.L. 4,445 2539
R-2, R-2A 160 220
R-3, R-3 S.L. 195 15,658
R-5 104 -O-
R- 6 4,433 699
R-7, R-7 S.L. 498 419
R-8 89 206
R-9 550 80
R-10 S.L. 45 365
R-O, R-O S.L. 4 -0-
B-1 6 -0-
B-3, B-3 S.L. 18 39±
B-4, B-4 S.L. -0- 34±
I-1 -0- 66-
PLI, PLI S.L. -0- 2,956+-
W -0- 480-+
U -0- 275-+
This entire section, with the exception of approximately 12.5 acres, is
classified under residential zoning district R-6. The minimum lot size
under an R-6 zone is 1¼ acres. The two exceptions are a 10 acre parcel
located SE~SE¼SW¼ and an approximate 2.5 acre parcel and are not
included in this study. Also not included are approximately 6 acres
located west of the Seward Highway which are owned by the Alaska Range
Association and used as a rifle range.
The ownership information shown on the Alaska Map Service
ownership map was transferred to the tax parcel maps. The ownership
map and the tax parcel maps are both current through 1984 and are the
most recent information available without conducting title searches of all of
the individual parcels.
tn an attempt to judge the current number of houses and topography
of the property located within Section 33, a windshield survey was
undertaken. With the exception of the property located adjacent to Rabbit
Creek, which bisects the Section diagonally, most all of the land is level
and developable, depending upon soils conditions. We estimate that there
is currently 1 dwelling unit per acre throughout most of the section. If
-3-
rge lots were subdivided an additional 150 building lots could be
or development.
le 2, Population Projection, shows for each of the zoning
the vacant acreage, existing lots, total future lots and total
residents fo~' a total pr:jected population of 117,560.
ough all existing lots will not be utilized and some of the
ed less suitable lanJ will not be subdivided to the allowed
certain parcels will be rezoned. Thereby resulting in
~ely the same ultimate density. Historic development in
clearly supports this ~attern.
study area houses a largely homogeneous and affluent population.
9hly desirable place t~ live that has experienced rapid growth in
The highest 9~'owth rates have been in those areas where the
density zoning occurs. Numerous parcels also have been
d to higher densities to accommodate this 9rowth. As can be
~ble 2 the bulk of future 9rowth will be in the higher density
:ategories which are I)ceted on the most developable [and in the
-4-
TABLE II POPULATION PROJECTION
Zoning
Description
Vacant
Acreage Allowed Total Total Number of Total
As of Units/ Existing Future Residents Projected
!985 Acre Lots Lots Per Unit Residents
R-i
R-2
R-3
R-5
R-7
R-8
R-9
R-i0
R-O
SUB-TOTAL
583 3.5 4445 2041 3.3 21402
18 16.0 160 288 5.3 1478
873 23.0 195 20079 5.3 66904
0 7.0 104 0 3.3 543
1i65 1.0 4435 1!65 3.3 18473
275 2.0 498 550 5.5 3458
1106 0.3 89 332 3.5 1589
215 0.5 550 108 3.3 2!70
1951 0.2 45 390 3.3 !456
0 7.0 4 0 3.3 13
6186 10525 24952 117068
POTE~TiAL REZONE
R-9 to R-6
i50.0 3.~ 495
TOTAL PROJECTED
POFULATiON 117565
SAFEWAY
STORES. INCORPORATED
· P.O. Box 90cj~7, Bellevue, WA 98009~947
July 29, 1985
Municipality of Anchorage
Community Planning Department
Pouch 6-650
Anchorage, Alaska 99502
Attention: Mr. Bill Luria
Director of Community Planning
Subject:
Case #84-104-3
Proposed Neighborhood Shopping Center
SEC Seward Highway and Huffman Road
Anchorage, Alaska
Dear Mr. Luria:
We wanted to let you know of Safeway~s continuing strong interest
in the subiect location. This site has been approved and budgeted
by Safeway for a 1986 or 1987 opening.
Our studies clearly show the need for additional retail services
there at present and even the most conservative population projections
indicate strong, steady growth for south Anchorage in the coming
years.
I am confident you would see a high quality development by the land-
owner, Peter Brown. Hopefully, the zoning and Building Permit issues
currently pending will be resolved in the near future so a shopping
center can proceed.
Thank you for your consideration.
~ ~.~cerely'
arroll, Ill
I~e~l Estate Director
Northwest Region
JJC:ll
cc: Mr, Don Alspach,~Manager-Planning Dept.
Mayor Tony Knowles
Mr. Peter Brown, Vice President,
Alaska Mutual Bank
File
Population Projection in South Anchorage/Hillside
To evaluate the population based in South Anchorage Environmental
ices, Ltd. undertook a study of residential land densities located
n tile following boundaries:
No~'thern Boundary - One-half of the distance between O'Malley Road
and Abbott Road.
Western Boundary - Western edge of blunicipality of Anchorage Zonieg
Classification Sheets No. 19 and 22 and south along Turnagain Arm.
Southel'n Boundary Southern edge of Municipality of Anchora9e
Zoning Classification Sheet No. 26.
Eastern Boundary - Eastern edge of Municipality of Anchorage Zoning
Classification Sheets No. 26, 23, 24, and 20. Note that Sheet No. 24
lies half-way between sheets 23 and 20. Also, note the exclusion of
the Watershed Zone contained on Sheet No. 24.
'e are seventeen zoning classifications contained in the a~'ea,
1. R-], R-IA, R-1 S.L. - Single - Family Residential Districts.
2. R-2, R-2A - Two Family Residential Districts.
3. R-3, R-3 S.L. - Multiple-Family Residential Dist,'[cts.
4. R-5- Rural Residential District.
5. R-6 - Suburban Residential District'- Large Lot.
6. R-7 - Intermediate Rural Residential District.
7. R-8 - Rural Residential District - Large Lot.
8. R-9 - Rural Residential District.
9. R-10 S.L. - Residential District.
10. R-0 - Residential - Office District.
B-1 - Local S Neighborhood Business District.
12. B-3, B-3 S.L. - General S Strip Commercial Business District.
]3. B-4, B-4 S.L. - Rural Business District
14. I-1 - Light Industrial District
]5. W - Watershed District.
16. U - Unrestricted District.
17. PLI - Public Lands & Institutions District.
as
-1-
Table 1 shows the statistics compiled on the number of existing lots
in each zoning classification and the approximate amount of tracted or
unsubdivided acreage in each classification.
The vast majority of the area is zoned R-G (Suburban Residential
District - Large Lot). High density residential zones R-1 (Single-Family
Residential District) and R-2 (Two Family Residential District) are
primarily located along the northern and westernmost boundaries of the
suSject area. Large lot and alpine/slope residential zones, such as
(Rural Residential District - Large Lot), R-9 (Rural Residential District),
and R-10 (Residential Alpine/Slope District) are located along the eastern
hillside portion of the study area. R-? (Intermediate Rural Residential
District) is interspersed throughout the eastern and southern portions of
the area.
It should be noted that there are basically two different types of
tracts or unsubdivided parcels involved in this study. The first are large
areas that are likely to be subdivided at some time in the future in
accordance with the zonin9 classification that pertains to that area. The
second are small parcels located within existing subdivisions. These tracts
are not likely to be subdivided as there are requirements made by the
Municipality that enable the subdivider to develop smaller lots than the
zoning classification allows within a subdivision, provided that open spaces
or greenbelt tracts are undeveloped. The vast majority of~ the
unsubdivided tracts within the study area are of the first category. Only
approximately 5% of the acreage figures shown on the attached chart are of
the second type.
The only commercial zoned properties are located along the Seward
Highway in the nortl~ern portion of the study area. Considering the size
of the study area, the commercial zoning is extremely limited.
All subdivided unbuilt lots and all unsubdivided tracts were evaluated
to determine if the lots were buildable and if the tracts were subdividable
at the approved zoning density. Conditions such as slope access and
availability of utilities were considered in determining housing density per
acre.
Due to the introduction of Public Sewer and Water in certain portions
of the study area it is probable that some currently unsubdivided tracts
will be rezoned to higher densities at some future date. The extent of
these reclassifications will depend upon development pressures in
Anchorage and the rate of growth experienced in Southeast Anchorage.
To illustrate the potential impact on population, over the long term
(20-30 years) an evaluation of section 33 was undertaken to determine the
increase in population resulting from subdivision of larger lots.
-2-
TABLE
SOUTHEAST ANCHORAGE LAND USE
Zoning Classifications No. of Existing Lots Unsubdivided Tracts
R-I,R-1A, R-1 S.L. 4,445 2539
R-2, R-2A 160 220
R-3, R-3 S.L. 195 15,658
R-5 104 -0-
R- 6 4,433 699
R-7,R-7 S.L. 498 419
R-8 89 206
R-9 550 80
R-10 S.L. 45 365
R-O, P,-O S.L. 4 -0-
B-1 6 -0-
B-3,B-3 S.L. 18 39±
B-4,B-4 S.L. -0- 34±
I-1 -0- 66+
PLI, PLI S.L. -0- 2,956+
W -0- 480+-
U -0- 275-+
This entire section, with the exception of approximately 12.5 acres., is
classified under residential zoning district R-6. The minimum lot :dze
under an R-6 zone is 1¼ acres. The two exceptions are a 10 acre parcel
located SE¼SE¼SW~ and an approximate 2.5 acre parcel and are not
included in this study. Also not included are approximately 6 acres
located west of the Seward Flighway which are owned by the Alaska Range
Association and used as a rifle range.
The ownership information shown on the Alaska N~ap Service
ownership map was transferred to the tax parcel maps. The ownership
map and the tax parcel maps are both current through 1984 and are the
most recent information available without conducting title searches of all of
tile individual parcels.
In. an attempt to judge the current number of houses and topography
of the property located within Section 33, a windshield survey 'was
undertaken. With the exception of the property located adjacent to Rabbit
Creek, which bisects the Section diagonally, most all of the land is level
and developable, depending upon soils conditions. We estimate that there
is currently 1 dwelling unit per acre throughout most of the section. If
-3-
all the large lots were subdivided an additional 150 building lots could be
available for development.
Table 2, Population Projection, shows for each of the zoning
categories the vacant acreage, existing lots, total future lots and total
projected residents for a total projected population of 117,560.
Although all existing lots will not be utilized and some of the
undeveloped less suitable land will not be subdivided to the allowed
density, certain parcels will be rezoned. Thereby resulting in
approximately the same ultimate density. Historic development in
Anchorage clearly supports this pattern.
Conclusion
The study area houses a largely homogeneous and affluent population.
It is a highly desirable place to live that has experienced rapid growth in
population. The highest growth rates have been in those areas where the
highest density zoning occurs. Numerous parcels also have been
reclassified to higher densities to accommodate this growth. As can be
seen in table 2 the bulk of future growth will be in the higher density R-1
and R-3 categories which are located on the most 'developable land in the
study area.
-4~
TABLE II POPULATION PRDJECTIDN
Zoning
Description
R-i
R-2
R-5
R-6
R-7
R-,_q
R-9
R-!0
R-O
~-TOTAL
Vacant
Acreage Allotted Total Total Number of Total
As of Units/ Existing Future Residents Projected
19~5 Acre Lots Lots Per Unit Residents
583 3,5 4445 2041 3,3 21402
18 16,0 160 288 5.5 1478
875 25,0 195 20079 5,5 66904
0 7,0 104 0 5,5 545
1165 1,0 4433 1165 3,5 18475
275 2,0 498 550 5.5 5458
i106 0,5 89 332 3,5 1589
215 8.5 550 108 5.3 2170
1951 0,2 45 590 ~.5 1456
0 7,0 4 0 5.5 13
6i86 10525 24952 117068
TEHTZAL REZONE
D-9 to R-6
150,0 5.3 495
PROJECTED
PDPULA:ION 117565
WOODSIDE VILLAGE
ZCNING AMENDMENT EVALUATION
For
UNITED PACIFIC PLANNERS -CONTRACTORS
ANCHORAGE, ALASKA
By
ENVIRONMENTAL SERVICES, LIMITED
ANCHORAGE, ALASKA
B.
C.
D.
E.
F.
G.
H.
TABLE OF CONTENTS
Justification
Development Plan
Landscape Plan and Specifications
Traffic Study
Shopping Area Survey
Buffer Comparison
Subsurface Investigation
Proposed Ordinance
Page
3
7
14
21
B.
C.
D.
E,
TABLE OF DRAWINGS
Site Plan
Elevation
Landscape Plan
Transportation Plan
Mitigation ~- Buffering Plan
-2-
A. JUSTIFICATION
-3-
JUSTIFICATION
The subject property, currently classified unrestricted, has been
identified as residential on the Comprehensive Plan Map. Although
development within this area is shown to be mainly residential, the need
for commercial facilities is acknowledged and will increase along with the
residential growth. This portion of the community has experienced
dramatic growth in recent years with population increasing 63%, almost
twice the growth rate for the municipality as a whole. Although this rate
of growth is not expected to continue at the present pace the Hillside will
absorb the largest percentage of future growth in Anchorage because it
contains nearly one half of the vacant privately zoned residential land
remaining within the Anchorage Bowl. Our studies show that if homes are
constructed on all the currently approved lots and if all the unsubdivided
land is. developed, in accordance with existing zoning, the future
population of the Hillside will reach approximately 120,000.
The Comprehensive Plan commercial sub-element identifies various
goals, objectives and policies to meet the commercial needs of a growing
community. WoodsideVillage complies with the following elements:
Goals
To encourage the effective location and design of commercial
structures.
To encourage the development of commercial uses and commercial areas
required to accommodate demographic increases.
Long ~ Term Objectives
Discourage the development of new strip commercial areas and focus
future activity to create a more clustered pattern of commercial
development.
Major commercial developments shall be planned to encourage and
permit the greatest level of accessibility for a variety of
transportation modes, including pedestrian movement to and within
such developments.
Policies
Commercial development shall be' concentrated at strategic locations,
rather than allowed to expand along major arterials.
In locating commercial uses, criteria shall be considered such as
accessibility, existing or planned utilities and facilities, suitability of
terrain and environment, and the location of existing or proposed
compatible complimentary uses.
-4-
Neighborhood centers shall be established with convenience shops
trading in those goods and services 'required on a day-to-day basis
by the population in the immediate area.
Commercial areas should have the following existing or planned
characteristics:
~ A range of utilities and business service appropriate for the
category of development.
w Adequate and efficient access to major transportation systems
without reliance on residential streets.
w Adequate transit related facilities at major commercial centers.
'k The existence of major natural or man-made barriers or buffers
that separate commercial areas and their effects from other
existin9 or anticipated noncompatible land use.
w Supporting business services, which compliment commercial use,
should be encouraged.
Commercial uses that generate high traffic volumes shall be located in
areas convenient to major traffic ways, with primary access through
non-residential areas.
Encourage and maintain transit-related commercial centers along
designated major transit corridors, as given in the Transportation
Plan.
The Energy Sub-Element of the Comprehensive Plan outlines various
9oals and policies intended to assure that the orderly growth of the
community affords the maximum opportunities for energy conservation.
Woodside Village complies with the following elements:
Long Term Goals
Maximize development options along major transportation routes,
especially those incorporating public transit systems.
Encourage neighborhood and commercial uses in centers on major
automobile and transit routes.
Policies
Commercial, residential and recreational land uses should be
integrated in order to reduce travel distances.
Woodside Village is to be constructed at a location adjacent to the
most rapidly 9rowing portion of the community. It is located at the
intersection of two major transportation corridors, the New Seward
Highway, which is classified as a freeway and Huffman Road, a minor
arterial. Huffman Road is scheduled for major reconstruction over the
nest five years. The construction of this center will, over time, reduce
the volume of shopping related traffic leaving Hillside and traveling to
other parts of the community to shop thereby reducing vehicle emissions
-5-
and the resultant carbon monoxide pollution. The site is served by public
water and sewer.
The effects of this project on the surrounding neighborhoods have
been addressed in numerous ways, Through the use of special limitations
on the B-3 zone the developers have eliminated all potential obnoxious
uses. Through size restrictions and building height limitations they have
further limited the impact of the facility.
Those impacts which cannot be eliminated or restricted will be
mitigated through fencing, buffering, landscaping, and grade separations.
The major mitigation effort will be to separate the retail shopping complex
from the adjacent residential uses through the use of an extensive Garden
Office buffer.
-6-
B. DEVELOPMENT PLAN
-7-
WOODSIDE VILLAGE
For
UNITED PACIFIC PLANNERS - CONTRACTORS
ANCHORAGE, ALASKA
By
ENVIRONMENTAL SERVICES LIMITED
ANCHORAGE, ALASKA
30133A - 029
June, 1985
-8-
WOODSIDE VILLAGE DEVELOPMENT PLAN
OVERVIEW
Woodside Village is a proposed development by United Pacific Planners
and Contractors. The site is located on a 30 acre parcel south of Huffman
Road and east of tile intersection of the New Seward Highway. The
owners propose to construct a 250,000 square foot enclosed shopping
complex and 100,000 square feet of garden offices in free standing
buildings. The site plan and elevations attached to this document show
the proposed layout of Woodside Village. The re~ail complex and the
garden offices are located within separate focal points designed to provide
a buffer between adjacent residential neighborhoods and the retail space.
These structures will be built as shown on the Site, Plan and Elevations
and will appear to be large, rustic looking, single family homes surrounded
by heavy landscaping. The retail complex will be enclosed in a single
structure and contain a variety of up-scale service and supply
establishments designed to serve the adjacent neigi~borhoods. This is not
a re9ional shoppin9 complex, but a community facility designed to
accommodate the shopping needs of South Anchorage Hillside residents.
The Site Plan contains extensive landscaping and bufferin9 as well as
a variety of measures to mitigate the effects of this development on the
surrounding residential neighborhoods. All applicable municipal, state and
federal ordinances and regulations have been accommodated in this design.
The developer has carefully evaluated the impacts of this project on
the local transportation system. A detailed traffic analysis has been
prepared and is included with this report. Results of this analysis show
that the construction of a facility such as the one proposed by United
Pacific will have no adverse impact on the southeast Anchorage
transportation system and in fact will reduce congestion at the Huffman-
New Seward Intersection and on the adjacent intersections on the Seward
Highway and Dimond Boulevard. The study also predicts that the
development will reduce the carbon monoxide pollution .generated by
automobiles traveling from the Hillside to shopping areas in other portions
of the community.
The plannin9 team involved with the preparation o( the attached
documents have met, over a period of 5 months, with all interested parties
living adjacent to the proposed complex. From these meetings and
discussions a series of mitigating measures have been built into the project
to ensure tl~at this development will not have an adverse effect on adjacent
property owners.
Tract A, Tanaga Terrace Subdivision, as well a portion of the
surrounding area, is currently classified as unrestrict:ed. The Municipality
has requested that the parcel be zoned residential. Although development
-9-
on the Hillside east of the New Seward Highway is intended to be mainly
residential, the need for service and supply facilities is acknowledged and
will increase along with residential growth, lnfact, because the Hillside is
the fastest 9rowing area in the community and is the major area available
for future residential development within the Anchorage Bowl, additional
service and supply facilities will be necessary to service this population.
This project is in compliance with the commercial sub-element of the
comprehensive Plan.
PROJECT DESCRIPTION
LOCATION
The project site is located south of the intersection of Huffman Road
and the New Seward Highway on a parcel containing approximately 31
acres. This is one of the few remainin9 sites large enough to sustain an
environmentally and economically viable retail establishment. The site is
poised to serve the Hillside which has experienced dramatic growth in
recent years in both population, and housing. Between 1980 and 1983,
population in southeast Anchorage increased 63%, almost twice the growth
rate for the Municipality as a whole. Housing stock increased 49%, a
growth rate triple the municipal average. Although it is not anticipated
that the Hillside will continue to sustain these rates of growth it is
expected that this area will absorb the largest percentage of future growth
in Anchora9e since it contains approximately one half of the vacant
privately owned residential land remainin9 within the Anchorage Bowl.
The strategic location of this complex will, over time, have a
significant effect on the traffic patterns in southeast Anchorage. As the
growth and population on the Hillside continues an increasing number of
shopping trips will be generated daily. Since Huffman Road is one of only
four routes to and from the Hillside it will have to carry a significant
percentage of the overall Hillside population for daily shopping trips.
Presently each of those vehicles must travel through at least one
intersection and sometimes several intersections on their way to one of
South Anchorage's shopping centers. This travel pattern creates the
problems that are currently encountered in each of the major intersections
on Dimond Boulevard as it intersects with the New and Old Seward
Highways. Eventually the traffic at Huffman at the New Seward will
become as bad as on Dimond due to the number of shoppers traveling from
the Hillside. As the population on the Hillside continues to grow the
shopping related traffic on Huffman Road will increase five to six times
over current levels.
This increase will reduce the level of service at the intersection of
Huffman Road and the New Seward Highway at the Frontage Road thereby
creating significant traffic jams. Construction of Woodside Village,
however, will alleviate much of the traffic problem since a large number of
the shoppers coming from the Hillside will choose to shop at Woodside
Village rather than travel through the heavy traffic to other shopping
-10-
centers in South Anchorage.
of the Dittman Poll which
residents would do at least
Villa9e.
This conclusion is supported by the findings
shows that approximately half of the Hillside
half of their shopping, or more, at Woodside
Location of the new s~opping center along an arterial, outside of the
air quality of non-attainmert area and in proximity to the most rapidly
growing residential area in Anchorage, makes good sense from a
transportation, environmenta and land use perspective.
SITE PLAN
The attached Site Plan shows tile development of this 30 acre site
under tile B-3 zoning category with special limitations. The main
structure contains 250,000 square feet of quality retail space and the
adjoining office structures contain 100,000 square feet of professional
offices for physician's, optametrist's, attorney's and other professionals.
Each of these structures wi l be oriented to the north or west so that the
traffic interface will be away from the adjacent residential neighborhoods.
This orientation will minimize additional noise impacts to the areas
residents. The buildings will screen the parking lots and pedestrian
activity from view. All buildings will be heavily landscaped including the
areas adjacent to the two stream channels. Due to the topography of the
site, which slopes to the northwest, very little if any, of the buildings
will be visible to the residents of the area. The retail structures will be
limited in height to 45 feet. The landscaping plan prepared for this site
calls for supplemenUng tile existing vegetation with additional spruce and
birch where necessary to inc,'ease the density of the screen.
Structures will be tastefully designed with an exterior finish
essentially as shown on the enclosed elevations. The entire development
would be in keeping with ':he character of the surrounding construction.
As an example the Garden Office structures would appear to be large,
single family residences, with rustic natural wood finishes. They will be
limited in height to 35 feet. The areas adjacent to each of the structures
will be heavily landscaped in accordance with the municipal landscaping
regulations.
The Site Plan submitted with this document is the final plan prepared
a~:ter numerous meetings and presentations to the Hillside residents. The
project has been changed dramatically in an attempt to accommodate those
concerns expressed by the. neighbors. As an example' the size of the
proposed development has been reduced by over 20%, and there has been
an eight fold increase in the size of the buffer landscaping and open
space. Full details of all the mitigation measures are included in the
following section of this repo~t.
The site will be developed in two phases. Phase will consist of
constructing approximately 200,000 square feet of structures on the
northern two thirds of the property. The remaining one third would be
left completely undeveloped in its natural state until Phase II, which is
-11-
planned for five to seven years after Phase 1. The phase development
plan will ensure an orderly development of the site in concert with the
planned improvements to the transportation system in the immediate area.
LANDSCAPING/BUFFERING
Landscaping The landscaping and 'buffering plans are designed to
enhance the character of the structures being placed on _the site and to
screen and buffer the development from the adjoining residential
neighborhoods. To accomplish this the existing native vegetation along the
periphery of the site is to be preserved as part of the buffer strip. A
buffer zone of 45 feet alon9 the eastern and southern borders of the
property will be left in its natural condition and supplemented with
additional spruce and birch plantin9s. On the west border, adjacent to
the Seward Highway, a buffer zone of 30 feet, would be left, however,
that would be supplemented with the addition to the spruce and birch of
several species of shrubs. To the north there will be a vegetative buffer,
of 10 feet consistin9 of landscape plannings, shrubs and trees in keeping
with the character of the site. The parking lot will be landscaped in
accordance with the specifications in the Anchorage Municipal Code
concerning "Off-street parkin9 requirements for shopping centers and
landscaping and planting plans for parkin9 lots".
Buffering Placement of suitable buffers between various densities of
development has been a highly contested issue in Anchorage and other
communities for many years. The typical approach is to buffer the most
sensitive areas such as single family residential neighborhoods from other
more intense uses by placement of multi-family residential developments in
a buffer zone. This practice, in theory, appears to be a sensible method
of accomplishing this goal. However, it has led to serious problems in
portions of the community.
The development plan for Woodside Village calls for a different method
of bufferin9 thereby eliminating the adverse effects experienced with high
density residential buffers. The development of this site includes the
construction of Garden Offices in a zone directly adjacent to the existing
residential neighborhoods adjoining to the site. Approximately 30% of the
site will be developed as Garden Offices.
ACCESS AND PARKING
Primary access to this facility will be on Huffman Road at the
intersection with Gregory Street. Motorists traveling in both directions on
Huffman will have deceleration/turning lanes at the intersection. East of
the main intersection will be a Right-turn-only access to the Garden Office
buffer. The third and fourth access points, located on the Frontage Road
just south of the intersection with the off-ramp from the New Seward
Highway, are also Right-turn-only. These four access points will ensure
-12-
sa~e access to Woodside Village without disruption of the traffic on Huffman
or-the Frontage Road.
The parking facilities required to accommodate this development are as
shown on the site plan. The parkin9 lots have been designed to
accommodate the required parking with maximum landscaping and safe
access to all structures. The design meets all current and proposed
mun cipal standards.
SIGNAGE/LIGHTING
In an attempt to design an attractive, tasteful retail complex the
dew,qopers have placed special emphasis on the location size and type of
signs which will be permitted. No flashing signs, roof signs or portable
signs will be permitted on the property. The maximum height of free
standing signs shall be 45 feet. With the exception of the main sign at
the entrance to Woodside Village all signs will conform to an internal sign
standard and will be located on the facade of the structure.
One of the main objections to commercial development in and adjacent
to residential areas has to do with the effects of parking lot lighting on
adjacent areas. Due to the location of Woodside Village adiacent to the
intersection the New Seward Highway and Huffman Road and the location of
the high tower lighting, which is part of that intersection, Woodside
Village will not require high intensity lighting in the parking lot.
Furthermore, any lighting which is placed in the parking lot will be
unnoticeable compared to the high tower light which is located directly
adiasent to the site.
ENVIRONMENTAL CONCERNS
Any development plan for this site must consider the wetlands
identified by the Municipality as well as the existence of the intermittent
channel of Furrow Creek. The site plan presented with this document
identifies these areas an their undisturbed condition.
The various mitigating measures previously described such as the
natural landscape buffering on the periphery of the site, the buffering of
the residential neighborhoods with the Garden Office complex and the
configuration of the site plan which places the largest structures the
farthest away from existing residentially neighborhoods and at. an elevation
which places their roof line significantly below the top of the vegetative
buffer have all been designed to address the various environmental
concerns raised by people in the community. Other environmental
concerns expressed at the early stages of development of this project have
either been eliminated through design changes or mitigated through special
efforts such as buffering, reduced lighting, fencing or other such means.
-13-
C. LANDSCAPE PLAN AND SPECIFICATIONS
-14-
LANDSCAPE SPECIFICATIONS
1.0 SCOPE OF WORK
1.1 Natural Buffers
Buffer strips of natural vegetation along the eastern, southern
and western boundaries of the property will be supplemented
with native trees and shrubs to further enhance the
effectiveness of the visual screening. A permanent natural
vegetation buffer 45 feet in width will be maintained along the
east and south boundaries of the property, adjacent existing
residential areas.
A decorative wooden fence will 6 feet high be installed along the
eastern and southern property boundary, as shown on Exhibit
A. During installation care should be taken to minimize
disturbance to the natural vegetative buffer'. Only pedestrian
access through the fence {rom the neighboring residential streets
will be allowed. Openings will not exceed 4 feet in width and be
designed to block all motorized vehicles. Spruce trees a
minimum of 6 feet in height will be placed inside the fence a
maximum of 10 feet apart in areas where additional screening is
necessary.
A permanent natural vegetation buffer 30 feet in width will be
maintained along the west boundary of the property adjacent the
New Seward Highway and frontage road. This natural buffer
will be supplemented with spruce, birch and native shrubs to
create an attractive, natural looking buffer' that allows occasional
views of the proposed mall.
An undisturbed buffer of 50 feet of natural vegetation will be
maintained along the tributary of Furrow Creek crossing the site
that will not be covered by the proposed malI, The area 15 feet
either side of the channel will remain undisturbed. The
remaining strip, 10 feet wide on either side of the stream, will
be supplemented with native trees and shrubs to enhance visual
appearance and offer more effective protection and habitat value
to the stream course. Paper' birch and spruce will be planted on
alternating 10 foot centers and supplemented with the native
shrubs listed in Table 1.
1.2 Huffman Road, Parking Lot and Sidewalks
All areas not devoted to the above natural buffers buildings,
structures, drives, walks, parking or other authorized
installations will be planted with visual enhancement landscaping.
This will include a 10 foot wide landscaped buffer along the
northern boundary of the property adjacent to Huffman Road. A
minimum of 5% of the parking area will be landscaped.
Landscaped islands between parking isles will be a minimum of 8
-15-
feet wide, at the widest point, and curbed. Attractive trees
and shrubs will also be planted in sidewalk planters along the
perimeter and entrances to the ma[I. Plant species to be used in
the Huffman Road, parking lot and sidewalk landscaping are
listed in Table 2..
A children's play area of 1,500 square feet, located itl tile
southeast corner of the property, will be scarified, mulched and
hydroseeded with perennial rye grass. Play equipment will be of
high quality, wooden construction and safety designed to serve
children. Picnic tables will also be installed and the area will be
fenced. Landscaped trees and shrubs will separate the play
area from the and parking areas of the adjacent professional
offices.
All landscaping and fences will be maintained by the owner.
The natural buffers along the east, south and west sides of the
property should require minimum maintenance. The Huffman
Road, parking lot and sidewalk landscaping will be maintained on
a regular annual basis.
2.0 MATERIALS
2.1 Topsoil
Topsoil shall be of the best quality available. It shall be
loose, friable, of loamy character consisting of equal
amounts by volume of loam, peat and sand. Samples to be
provided to the Landscape Architect prior to delivery to the
job site.
Topsoil shall be free of any admixture of subsoil and be
free of stones (over 1 inch diameter), lumps of hard earth,
plants, roots, sticks and other extraneous matter;
Topsoil to have a pH of 6.0 (plus or minus 0.5). Apply
dolomitic limestone at rates to bring topsoil to desired pti.
Topsoil shall not be used for planting operations while in a
· frozen or muddy condition.
2.2 Fertilizer
bo
Fertilizer to be chemical type being uniform in composition,
free flowing, conforming to State and Federal laws and
suitable for application with equipment designed for that
purpose.
Fertilizer to be delivered to the project site in sealed,
unopened, moisture-proof containers with the manufacturer's
certification showing product name, quantity and content
analysis. Damaged bags or bags found to have moisture
damage will not be accepted.
-16-
c. Fertilizer shall contain slow release nitrogen and shall be
supplied in the form of inorganic chemical to amount of at
least 75 percent of the nitrogen carrying agents. Tolerance
of chemical ingredients is plus or minus 2 percent. No
cyanamid compounds or hydrated lime permitted in mixed
fertilizers.
d. Fertilizer to contain the following minimum percentages (by
weight) of plant food.
8% available nitrogen
32% available phosphorous
16% available potash
2.3 Mulch
Wood Chip Mulch: Oontractor to submit sample of wood
chip or bark material to the Landscape Architect for
approval prior to delivery to the project site.
Wood chips shall be 1 inch minimum and 2½ inch maximum in
size and shall be placed as indicated in the plans to
minimum depth of 4 inches.
2.4 Water
Water to be supplied by the Owner at designated locations on the
project site.
2.5 Trees and Shrubs
All trees and shrubs shall be typical of their species or
variety and shall have normal, well-developed branches and
vigorous root systems. The plants shall be sound, healthy,
vigorous, free from defects, disfiguring knots, ~.brasions of
the bark, sunscald injuries, plant diseases, insect eggs,
borers and all other forms of infection.
Trees and shrubs shall be subject to inspection and or
approval of the Landscape Architect at place of growth or
upon delivery for conformity to specification requirements
as to quality and size. Such approval shall not impair the
right of inspection and rejection at the project site during
the progress of the work for size and condition of root
balls, diseases, insects and latent defects or injuries.
Rejected plants shall be removed immediately from the site
at Contractor's expense and replaced in conformance to
plans and specifications.
3.0 EXECUTION
Planting shall be performed by personnel familiar and
experienced with planting procedures and under the
supervision of a qualified planting foreman.
-17-
Final location of plants to be approved by ;~he Landscape
Architect prior to digging planting holes.
See tree planting detail for desh'ed method of digging
holes, setting plants, backfilling, staking and placement of
watering saucer and mulch. AIl trees and shrubs shall
receive a mulch of wood chips as indicated on Landscape
Plan.
Plants shall be thoroughly watered in place during and
after backfilling.
4.0 MAINTENANCE
4.1
Should the Owner elect, as part of this contract the Contractor
the contractor shall provide maintenance. Maintenance period to
commence at the acceptance of all planting installation by
Landscape Architect.
4.2
The Contractor shall prepare a maintenance schedute for the
review and approval of the Landscape Architect. The Contractor
will assume the responsibility of maintenance including waterin9,
fertilizing, spraying, weeding, cultivatin9, repairing and
protecting during all phases of planting and during the
maintenance period.
4.3
The Contractor shall be responsible for resettin9 of any plants
to an upright position or to proper grade and for the removal
and replacement of any dead plant material.
4.4
Final inspection and replacements: Inspection of the plantin9s
including all trees and shrubs to determine final acceptance will
be made at the conclusion of the maintenance period. No plants
will be accepted unless they are alive and healthy. The
Contractor shall replace any plants which are dead. If in the
opinion of the Landscape Architect plants are in an unhealthy or
unsightly condition and/or have lost their natural shape due to
dead branches, the Contractor shall replace these plants at no
additional cost to the Owner.
5.0 CLEAN-UP
The Contractor shall keep the project site ctean and free of excess
equipment, materials, and rubbish incidental to all his work at all
times. Clean-up will be one of the conditions to be met prior to all
phases of planting and maintenance.
6.0 GUARANTEE
As part of the contract, the Contractor will provide an unconditional
guarantee of all plant material for one (1) year.
Table 1. Natural Landscaping Plants
East, South, West Boundaries
MATURE
TYPE S I ZE SPACI N G COMMENTS
Height Spread
,Vhite paper birch
i Betula papynfera)
~/hite Spruce
i Picea glanea)
20-80' 25~ alternating
10' centers
90' 15-20' alternating
10' centers
JBS
iberian Pea
3aragana arborescens)
6-18' 5-15' between
trees
,veetgale
/Iyrica gale)
inquefoil
~otentilla fraticosa)
1-4' 2-6' channel
3-5' 2-4~ channel
urrant
~ibes spp.)
3-5' 3-4' along fence
rickly or Red-leafed 3-6'
ose
~osa nutkana or rubifolia)
3-6' along fence
ighbush Cranberry
¢iburnum edule)
8I
4-5' along fence
JNDCOVER
[over'
ground cover
adjacent
parking lot
Native varieties,
Upper berm.
Native, very hardy.
Visual screen in winter
Upper berm.
Very Hardy, nitrogen
fixing. Better than
native aider - attractive,
transplantable, not
subject to rapid invasion.
Native on-site and
peat soil
Native on-site
commercial varieties
available . Long lasting
flowers.
Native and commercial
varieties available
Hardy, excellent
hedge-plant, berries
attract birds.
Nutkana native, rubifolia
commercial, more available
attractive. Good foliage
accent plant. Food
source of birds.
Native, readily available,
very hardy. Berries
attract birds. Grows
well with spruce & birch.
Leguminous (N-fixing),
flowering, Iow maint.
-19-
Table 2. NATIVE AND NON-NATIVE LANDSCAPING PLANTS
PARKING LOT, HUFFMAN ROAD, SIDEWALKS
MATURE
TYPE SI ZE SPAC I NG COMMENTS
Height Spread
TREES - DECIDUOUS
White paper birch
(Betula papyrifera)
20-80'
25~ 10-20
centers
Native varieties
Canada Red Cherry
(Prunus virginiana)
~rt'
Showy Mt. Ash
(Sorbus deora)
TREES - EVERGREEN
White Spruce
(Picea glanea)
Colorado Blue Spruce
(Picea pugens glanea)
20-25'
12-20~
90'
80'+
20'
between
spruce &
birch
4-8' sidewalk
planters
15~+ 10-20'
centers
25'+ 20'
centers
Hardy, fast growing,
Excellent tree for roads
& parking lot.
Small, attractive, hardy,
slow growing.
Native, very hardy.
Visual screen in winter.
Commercially available,
attractive, good spread.
SHRUBS - DECIDUOUS
Red Osier Dogwood
(Comus sericea)
Catoneaster
(Catoneaster)
Cinquefoil
(Potentilla fruiticosa)
3-4'
3-5'
4-6' parking lot
between
trees
3-4' parking lot,
planters
2-4' sidewalk
"planters
Hardy, attractive in
winter.
Very hardy, rich red fall
colors, retain berries.
Attractive, long lasting
glowers, Iow maintenance.
-20-
D, TRAFFIC STUDY
TRAFFIC AND AIR QUALITY ANALYSIS
PROPOSED WOODSIDE VILLAGE SHOPPING CENTER
NEW SEWARD HIGHWAY AND HUFFMAN ROAD
Prepared for
Environmental Services, Ltd.
Contractors to
United Pacific Planners & Contractors
Prepared by
Holden Gerken and Associates, Inc.
Robinson and Associates
June 1985
TABLE OF CONTENTS
SECTION PAGE
Executive Summary ES-1
I. Introduction and Background ..................... 01
II. Traffic and Air Quality Analysis ................ 03
III. Findings, Recommendations and Conclusions ....... 31
Appendix A . "Alternative Shopping Trip Generation Cases"
Appendix B ............................... "Bibliography"
FIGURE PAGE
ES.1 Study Area and Site Lodation .................. ES-3
1. Predicted Average Daily Traffic Generated By
Proposed Shopping Center ........................ 07
2. Market Area Shopping Trips: Mid-Case
Scenario ........................................ 09
3. Market Area Shopping Trips:------.----..High-Ca. se
Scenario .............................. 10
4. Average Daily Traffic Generated by Residential
Zoning .......................................... 11
5. Guideline Roadway Widths for Urban Streets ........ 18
6. Highway Facilities with Improvements .............. 24
7. Effect of Proposed Shopping Center on Trips to
Anchorage Bowl Non-Attainment Area .............. 30
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
Introduction:
and air quality
Center proposed
and Contractors.
the rapidly growing Hillside
will be Southeast Anchorage.
This study is intended to show the traffic
impacts of the Woodside Village Shopping
for construction by United Pacific Planners
The primary market for the center will be
area, and the extended market
Methodology: The study team began by gathering data
generated by nationally-recognized sources, the Anchorage
Metropolitan Area Transportation Study (AFuATS), the Alaska
Department of Transportation and Public Facilities (DOTPF)
and the Dittman Research Corporation in order to estimate
the total traffic to be generated by the proposed facility.
Next the study team developed a methodology and conducted a
detailed data analysis to estimate the home-based traffic
the new shopping center would attract from the Hillside
area. Following development of that estimate, the study
team matched its traffic estimates with current highway
capacities, AMATS and DOTPF highway improvements plans and
DOTPF highway design standards. The results of these
analyses were used to determine what further highway
improvements, if any, the new shopping center would
necessitate.
ES-1
Findings: The study team found that the proposed shopping
center will have little impact on highway facilities in the
area, particularly in light of improvements to those
facilities currently planned through the AMATS process and
by DOTPF. The one highway facility modification needed may
be a cut in the median strip planned by DOTPF for the
Huffman Road following its upgrade. This cut would allow
access to the new shopping center from Huffman by creating a
new four-way, signalized intersection at Gregory Street.
United Pacific Planners and Contractors can help the DOTPF
with Huffman right-of-way requirements by donating land from
the development area.
The study team found that the new shopping center will
.reduce traffic flowing from South Anchorage ln.o the
Anchorage air quality non-attainment area by about 3%.
The study team also found found that, if the land for the
proposed shopping center were zoned residential and 700 plus
dwelling units were
resulting peak hour
would be substantial.
to the morning peak hour and more
constructed on the site, then the
traffic generated by the development
More than 800 vehicles would be added
than !,100 vehicles added
to the afternoon peak hour.
Recommendations and Conclusions: The study team recommends
approval for the Woodside Village Shopping" Center by the
Project Site ·
Non-Attainmen;{ Area
Study Area ............
i .,
Fig. E.S.1 Study Area and Site Location
ES-3
Municipality of Anchorage. This recommendation is based
upon the following conclusions:
*The new facility will require little or no additional
expenditure on highway facilities by the State or
Municipality, over and above' improvements presently
planned or programmed. The project developer will
participate in any improvements needed to support the
Woodside Village project.
*The facility will reduce the amount of South Anchorage
traffic flowing into the Anchorage air quality non-
attainment area.
*Location of the new shopping center along a minor
arterial, outside of the air quality non-attainment
area and in proximity to the most rapidly growing
residential area in the Anchorage Bowl, makes good
sense from transportatlont, environmental and land use
perspeqtives.
*Zoning the site residential and constructing 700
dwelling units will more than double the peak hour
traffic on Huffman. This traffic will cause Huffman to
approach its design capacity, even after it is upgraded
to a fourlane, divided facility.
ES-4
NARRATIVE
I. INTRODUCTION AiND BACKGROUND
United Pacific Planners and Contractors is planning a new
community shopping center on currently vacant property on
the southeast corner of the intersection of Huffman Road and
the New Seward Highway. The project is to encompass 250,000
gross square feet of shopping area and a detached office
park of 100,000 square feet. The project is designed to
serve the shopping needs of the Southeast Anchorage area,
with particular emphasis on the An'chorage Hillside area.
Currently there are no shopping centers of comparable size
east of the New Seward Highway and south of ~bott Road.
Shoppers in ~these areas generally travel to the Carr's
Center on the northwest corner .of the New Seward-Huffman
intersection,
Boulevard.
the Dimond Center Safeway or cart's at Dimond
It is the purpose of this study to examine the traffic
'generated by the proposed Woodside Village Shopping Center,
to relate this to current and projected shopping patterns of
residents in the proposed market area, to examine the
impacts on the air quality within the non-attainment area
and to ascertain whether transportation improvements are
needed to support traffic generated by the new center.
In our research we noted that the Hillside and Southeast
Anchorage are some of the most rapidly growing areas in all
of Anchorage. Prediction of long range traffic levels under
such conditions is quite difficult; in fact the Average
Daily Traffic Estimates for Huffman Road near the proposed
project for the year 2001, as developed by the Community
Planning Department of the Municipality of Anchorage, grew
by 30% between the August, 1984 Geo-Rezoning and the
December, 1984 ADT Map preparation. The Department of
Transportation and Public Facilities design study report for
Huffman shows traffic projections of between 6,800 and
11,800 for all of Huffman during the years 1990-2010. Since
these projections are averages for the entire facility from
New Seward to Birch, they are not inconsistent with the
higher projections of the Municipality in the vicinity of
Huffman and New Seward. Our predictions, in that they are
based in part on the data that have been generated by the
Municipality of Anchorage, must be viewed in the context of
the r~pidly evolving development patterns of Southeast
Anchorage.~
II. TRAFFIC AND AIR Q~LITY ANALYSIS
II.A. Purpose of Analysis: The study team conducted a
detailed analysis of anticipated traffic generation to
determine the number of vehicles which would utilize the
proposed facility from homes in the Hillside area, as well
as shopper, service and employee vehicles which would
utilize the facility from areas other than the Hillside.
With this information established, the study' team is able to
better predict impacts the proposed facility may have on
highway facilities and ambient air quality.
The starting point of this analysis
accepted norm. for shopping center
National averages.show that a 250,000
was the nationally-
traffic generation.
square foot shopping
center serving a defined neighborhood will generate average'
daily traffic (ADT) of approximately 10,500 (see Figure 1).
Of these trips approximately 8% will be by employees of the
facility, and 'the remainder will be by some combination of
service vehicles, home-based shoppers and non-home-based
shoppers.
However, in and of themselves, these figures provide little
guidance on the amount of home-based, Hillside traffic the
proposed facility will generate. A usable number for home-
based trips is important, because these trips.,tend to occur
in the off-peak hours and therefore have little impact on
3
highway facilities. Non-home-based trips, on the other
hand, may tend to occur more frequently during peak hours
(e.g. stopping for grocery items on the way home from work),
and non-home-based trips may therefore have a more
substantial impact on highway facility requirements. In
order to determine the home-based traffic generated from the
Hillside area, the study team developed the analysis
methodology presented below and then applied that
methodology to the actual Hillside situation in order to
derive usable traffic data.
II.B. Analysis Methodology: Given certain market
conditions traffic generated by a shopping and office
complex is related directly to the amount of leasable space
in the facilities and the type of services offered, not to
the number of parking spaces provided. Traffic generated at
a center includes not only that from shoppers, but also
employees, service vehicles, delivery vans, security
vehicles and others. Shopper trips include both those that
are home-based and those that are non-home-based. The
latter include persons shopping for office supplies,
business goods, shopping on their way home from another
activity and transients.
To determine the total trips generated by the proposed new
shopping center, we relied on the methodology included in
National Coooperative Highway Research Program (NCHRP)
Report 187, "Quick-Response Urban Travel Estimation
Techniques and Transferable Parameters." This publication
has been used for part of the base for the Anchorage
Metropolitan Area Transportation Study and other shopping
center traffic impact studies in the Municipality.
Shopping Trips Generated by the Facility: The trips
generated by a shopping center can be assigned a value with
the following formula:
Gross Trips =
(N) (F)/(1000)
Where:
N is the total number of vehicle trips generated by a
particular type of facility.
F is the gross floor area (in square feet) of the
facility.
The number of trips generated by employees at the facility
can be approximated by:
Employee Trips =
(N) (F)/[ (W) (1000) ]
Where:
W is the number of trips genereted by employees for the
type of facility.
Thus net non-employee related trips can be approximated by:
Net Trips = Gross Trips - Employee Trips
Net trips include home-based, non-work trips (HBNW), which
include the home-based shopping trips from the market area,
and non-home-based trips (NHB). Specific data from the
Anchorage area to estimate the proportion of net trips which
are home-based, non-work trips is not availabls. In the
example used in NCHR~ 187, that of Boise, Idaho, 56% of the
net trips were HBNW and 44% were NHB.
Shopping Trips Generated in the Market Area: The number of
tripe generated in a residential area is related to the
number and type of dwelling units, the per-household income,
the population of the area and, to a lesser extent, the
number of vehicles per household. The type of trips
qenerated include home-based work trips, home-based, non-
work trips and non-home-based trips. For the purposes of
this analysis, the number of trips generated per dwelling
unit was taken from the AMATS Long Range Transportation Plan
for the Anchorage Bowl. Although these figures are city-
wide, not limited to the market area in question, they ars
more likely to be representative of the market area than
0
~a 0
0 0
0 0
0 0
r~
H
7
national average figures. The number of shopping trips
associated with the proposed new shopping center can be
approximated by:
P -- (HBmq) (DU) (S) (M)/1.64
Where:
P is the number of one-way vehicle shopping trips
associated with the facility. This number is referred
to as the average daily traffic (ADT) for the facility.
HBNW is the number of home-based, non-work person trips
per dwelling unit.
DU is the number of dwelling units in the market area.
S is the proportion of HBNW trips that are shopping
trips.
M is the proportion of shopping trips associated with
given facility.
1.64 is the average vehicle occupancy.
The number of dwelling units in the market area in 1983 was
estimated by reducing the population figures contained in
o to
rn 0
0 0
0
0 ~
O;
0
0
lO
0 ·
n~ 0
0 0
~ 0
)-I 0 0
r~
0 ~
~
~J 0.1
0 0
0
the Southeast Anchorage Geo-Rezoning Background Information
Packet of August, 1984 by an estimate of those living in
Southeast Anchorage outside the market area of the proposed
center. This was accomplished by estimating that 75% of
those persons living in the Abbott Loop Community Council
are outside the market area. The projections for the year
2001 were taken from the AMATS Long Range Transportation
Plan for the Anchorage Bowl. The population and dwelling
unit saturation projections were developed by Environmental
Services, Ltd. The proportion of home-based, non-work trips
that are shopping-related was derived from an analysis of
several scenarios by the authors. The Hillside market share
assigned to the proposed Woodside Village Shopping Center
was derived from the Dittman Research Corporation survey
conducted in March 1985 and was also analyzed under several
different scenarios.
II.C. Materials Analyzed: 1983 AMATS data shows
approximately 6,000 dwelling units in the ~rimary market
area. The Dittman survey shows that approximately 40% of
these households would use the new facility. For the
purposes of analysis the study team used this 40% share as a
base and also included a 30% market share scenario-and a 50%
market share scenario.
~CHRP Report 187 shows that households of the type located
in the market area generate approximately 8.3 home-based,
12
non-work person trips per household daily. The study team
took this number and then assumed that a base level of 40%
of these trips were shopping-related.
team utilized figures of 30% and 50%
demonstrate a wider range of impacts.
In addition the study
HBNW for shopping to
When combined with the three market share scenarios, the
three shopping behavior scenarios resulted in a total of
nine traffic generation alternatives attributable to the
proposed center. These alternatives are shown in Appendix
A.
II.D. Results of Analysis: :Alternatives 1-9 in Appendix A
show that the proposed faciIity will generate between 2,700
and 7,500 ADT from homes in the Hillside area, during its
early phases of operation. The mid-case or anticipated
home-based ADT is about 4,825 (see Figure 2). This
represents about 53% of the total traffic generated by the
center under the NCHRP model and is consistent with the
Boise case described previously.
However the home-based traffic generated by the proposed
center will not equal these figures in the first year or two
following opening. Home-baKed traffic is expected to grow
to equal and perhaps exceed this figure in the period of
three to seven years after opening owing to two important
factors:
13
1) The Cart's shopping center located adjacent to the
proposed center now holds a substantial share of the
market in the Hillside
Cart's center are not
habits immediately.
Shopping Center would
area, and persons utilizing the
likely to change their shopping
The proposed Woodside Village
only provide those shops and
services that are also provided at Cart's. This would
provide a further disincentive for those who find the
Cart's Shopping Center more convenient to change to
Woodside.
2) The proposed center will eventually capture a larger
proportion of the market, owing to the convenience of
the facility for the Hillside market and to normal
business practices such as advertising and competitive
pricing.
Given these factors the mid-range (three-to-seven year)
total traffic generated by the proposed center will equal
or exceed 9,180 ADT, and the home-based Hillside traffic
will equal or exceed 4,825.
The long range traffic generation of the center will be
substantially increased over the mid-range traffic estimate,
as the population of the entire Hillside area could increase
14
substantially from its present level of 20,000 persons to as
much as 117,000 persons at saturation.
The long range, home-based, Hillside traffic generation may
therefore be much more substantial than the short range
generation. Figure 3 shows that as much as 29,500 ADT in
home-based traffic could be generated by the new center at
saturation. This long range estimate assumes a 50% market
share from among about 36,000. households and also assumes
that 40% of the 6.8 daily HBNW per household will be devoted
to shopping. The national nor~ for ADT genereted by a
400,000 square foo~ shopping center is about 12,600. Given
the market conditions in the area, the study team
a~ticipates that the proposed facility will generate total
ADT in the range of 5,000-14,000 from startup through the
long term.
For the purpose of comparison, 700 residential dwelling
units will generate an average of about 10,350 daily auto
trips, of which about 800 will occur during the morning peak
and about 1,100 will occur during the afternoon peak.
II.E. Existing Highway Facilities and Upgrades Currently
Planned or Programmed: The highway facilities which will be
impacted by the proposed shopping center are Huffman Road
from the New Seward Highway to Birch Road and the Frontage
15
in the vicinity of Huffman (see "Study Area Map" on
~ ES-3). Huffman is currently a two-lane facility with a
.ty-two foot driving surface. A grad~-separated
~rchange feeds traffic to and from Huffman and the New
.rd Highway. The Frontage Road is one-way to the north.
.lso has two lanes in the vicinity of Huffman, and there
access and exit ramps to and from the New Seward Highway
~ the Frontage Road in the vicinity of Huffman.
Alaska Department of Transportation and Public
.lities (DOTPF) o%'ns and operates these facilities. The
'S Long Range Transportation Plan calls for designation
Huffman as a ~inor Arterial under the High Build
~rnative, but no physical improvements to Huffman are
· rammed in that document. Lake Otis Parkway has rscently
~ extended to Huffman. The AMATS Long Range
.sportation Plan also shows the section of Lake Otis
· een O'Malley and Huffman as a two-lane Minor Arterial.
DOTPF is now in the final stages of completing a
.tion Design Study Report for Huffman. The area of study
udes Huffman from the New Seward Highway east to Birch
~. The report is due for completion in late June 1985.
· ent Final Draft:~ of the Report show Huffman being
'aded to a four lane, divided facility. Traffic signals
programmed in the Draft Report at the Huffman
:rsections with Lake Otis and Bragaw. DOTPF traffic
16
safety personnel have also recommended a signal at Huffman
and the Frontage Road. Signalization of the intersection at
Old Seward and Huffman is included in HB 195, the Alaska
Legislature's omnibus reappropriation bill for the present
session.
The long range strategy for the Muldoon-Lake Otis
is to complete the entire facility as a four-lane,
highway, thus providing an additional north-south
Arterial
divided
arterial
to the east of New Seward and an overall alternative to
driving through downtown Anchorage. Construction of a four-
lane section on Huffman, connecting Lake Otis with New
Seward at the Huffman-New Seward grade-separated
interchange, fits logically with this long range strategy.
II.F. DOTPF Design Standards: DOTPF design standards are
derived from The American Association of State Highway and
Transportation Officials (AASHTO) "Policy on Geometric
Design of Highways and Streets" (1984) and further adapted
to Alaska by the DOTPF "Highway Preconstruction Manual."
Fundamentally these documents dictate highway designs as a
function of peak hour traffic volumes.
Peak hour traffic flows are calculated by measuring the
thirtieth highest annual hourly volume of traffic in a given
year and expressing that traffic as a percentage of average
daily traffic (ADT). This percentage is called a "K
17
CTIONAL CLASSIFICATION ROADWAY COMPONENT WIDTHS ~ CURB
R TO (2)
HV - Uninterrupted (1) 0 DRIVING LANES i (5) SHOULDERS (3) CURB
~ A I LEFT RIGHT WIDTH
AL i COLLECTOR ARTERIAL D N WIDTH I
$ S~RV~C~ S~RV~C~ ¢ ~ ~~ ~ ~ D ~1~ I1~ D
E L LEXTEL LEVEL L B I E E I E I I E E
R E . C C A E N S D N S N i S
C L U a N U a U:A U a
E I M B S m M~-B M B
~ L L, i"L L
iMAX r.m. SS THAN. LESS THAN , ! ]i
1000 1000 1000 1 2 l0 12 INA NA NA 7 i 8 .. 34 40
10o0 - I I
l~oolooo- l~OO ~ ~ ill~~AN~ ~~ S
1300-2500 3 ]4! · 11 12 NA NAi~ 618
16- 2@ 2@
i t2500 - 3000 4 4 11 12 50 2 4 6 8 301 36
I 3000 - 5 ~ 11, l~30 2 4~ Is
- 21 I 2 10, 12 ~ NA 2 ' 8 6 i S I 28! 40
3000
- 45001
In urban street design, intersection capacity determines design width and
level of service. Thus Figure 1 should be used only for general purposes
with. final design being based upon intersection volume capacity analysis
and logical street design between intersections. Volumes are uni-
directional in the heaviest direction (DHVxD) on Classes 3 to 31.
Also represents structure width curb-to-curb. Sidewalks are added width.
Shoulder widths assume NO PARKING on Collectors and Arterials. If parking
is to be permitted additional width on right shoulders may be needed for
bicycles (See 11-13.01).
Resfdential areas with 15 dwelling units or less per gross acre. Where
the density along the roadway is more than 15 d.u.'s per gross acre, or
ia commercial, use Level C for all urban streets.
Sixteen foot minimum, 30-foot desirable.
One-way streets.
Fig. 5 Guideline Roadway Widths for Urban Streets
18
factor." The next step is to multiply the K factor by the
ADT. The resulting number is called the design hourly
volume (DHV). In general the higher the DHV, the higher the
lane requirements and the greater the access restrictions.
Figure 5 shows the lane requirements for DHV's for collector
streets and minor arterials, as stated in the "Highway
Preconstruction Manual."
Recent traffic counts on Huffman in the vicinity of New
Seward show the DHV to be approximately 775. Figure 5 shows
that a DHV of 775 is within the guidelines for a two-lane
facility. However long
Huffman show ADTs in the
factor were to remain the
quite high, in the 1,850 to 2,275 range. Figure 5
that a DHV in this range would require four traffic
and would approach a volume ~arranting a median strip.
range traffic projections for
13,000-16,000 range. If the K
same, then the DHV would become
shows
lanes
The
large residential growth anticipated for the general
Hillside area and the need for people to commute to and from
their jobs in downtown Anchorage indicate that these higher
DHVs may be accurate and that a major upgrade to Huffman may
be warranted.
II.G. Impact of Shopping Center Traffic on Highway
Facilities: Previous discussions have shown that the ADT
generated by the proposed shopping center will range to
19
tween 5,000 and 14,000 during the period between three and
· enty-five years after the center opens.
tween 50% and 60% of these trips will originate from
mee, mostly in the Hillside area, about 8% from employees,
d the remainder will result from service vehicles and
rsons utilizing the center from places other than their
me. The center will draw business from the adjacent
rr's center and Dimond Center outlets during its first
e-to-three years of operation, as the center obtains a
rket share. This will be moderated somewhat by the fact
.at the shopping opportunities and services offered at the
oposed shopping center will duplicate those at Cart's.
wever as the population of the Hillside grows, the center
ll attract a clientele not currently served by existing
.tlets.
.e proposed facility will not immediately impact the
.ffman road ADT projections, but it may have an increasing
~pact on those projections over the long term. However, as
,inted out previously, home-based shoppers generally
~nduct their shopping during off-peak hours, and therefore
~ey do not significantly affect DHVs, upon which highway
~sign considerations are made.
good example of the impact of home-based shopping trips on
~'s can be obtained from a review of current South
Anchorage highway DHV records. The New Seward Highway south
of Rabbit Creek serves a predominate!y rural population
commuting north to work. The 1983 average daily traffic on
this facility was only about 4,500 vehicles, but the DHV was
900 or about 20% of ADT. The reason for this relatively
high DHV is that the facility is predominately used for
commuting; therefore a large percentage of traffic uses the
highway during relatively short periods in the morning and
afternoon rush hours.
Figures for O'~alley Road, about a mile north of Huffman,
show a 1983 ADT of about 10,500 and a DHV of about 1,080.
O'Malley serves a substantial residential neighborhood and
has some commercial development in the area. As a result,
even though the O'Malley 1983 ADT was more than twice the
ADT for the New Seward south of Rabbit Creek, the DHVs at
the two locations differed by only 20%
A third and even more instructive example exists at ~Dimond
Boulevard. Here the 1983 ADT was more than 23,500, but the
DHV was only 1,940. Dimond is a we.il developed commercial
area, and the traffic on Dimond is therefore spread quite
evenly throughout the day. As a result, even though Dimond
carried more than five times the amount of traffic as the
New Seward south of Rabbit Creek, the DHV on Dimond was only
a little more than twice that of the New Seward in the
Rabbit Creek area. (The study team notes that major
21
improvements are being undertaken on Dimond at present, bu.t
the need for these improvements is a result of delays in
making upgrades to Dimond in the past. Congestion on Dimond
has nothing to do with the argument being made in the
present analysis.) From the above discussion and analysis
we can predict three conditions as follows:
1) The construction and operation of a new shopping
center at Huffman and New Seward will, over the long
term, add substantially to the average daily traffic on
Huffman and the Frontage Road.
2) This increased traffic will not have a substantial
impact on the DHVs for Huffman or the Frontage Road[,
because the traffic will occur primarily during non-
peak hours.
3) If the site is zoned residential, and 700 dwelling
units are constructed, then major impacts will occur to
the Huffman traffic during the peak hour, and
maintenance of a Level of Service "C" on Huffman will
remain a problem, even after Huffman is upgraded to a
fourlane, divided highway.
II.~. ~ighway Improvements Required by the Presenoe of the
New Shoppinq Center: Because the new shopping center will
not substantially impact DHVs, few improvements will be
22
necessitated by its presence. Recommended ~mprovements are
described below and are shown on Figure 6.
A) The traffic signal recommended by DOTPF staff for
the intersection of Huffman and the Frontage Road
should be installed. The Southeast Frontage Road
should be paved
noise and dust.
three lanes to
throughout its entire length to reduce
It also should be widened to at least
provide a right turn lane at its
intersection with Huffman Road.
B) The main entrance to the proposed shopping center
should be located directly across from Gregory Road.
If Huffman is upgraded to a f~ur-lane, divided facility
as a part of the larger Lake otis-Muldoon Arterial
project, then a signal should be installed at the
Gregory Road intersection.
This new intersection should allow left hand turns from
all directions using advance greens.
C) An additional right-in/right-out entry/exit to the
center should be constructed east of ·Gregory to allow
more convenient access to the office complex portion of
the center. This intersection will not allow access to
the center by these travelling west on Huffman Road.
23
They will be required to use the signalized main
entrance.
D) Entry and exit facilities should be constructed
along the Huffman and Prontage Road boundaries of the
new shopping center in accordance with State standards.
In order to avoid the potential hazards associated with
those attempting to travel down the New Seward Highway
Southeast Offramp to enter the shopping center, this
entry and exit facility should be located south of the
intersection of the offramp with the Frontage Road.
E) Land can be donated from the shopping center lot to
assist with any right-of-way requirements imposed by
widening of Huffman to four lanes.
II.I. Air Quality Impaots: Much of the area of the
Anchorage Bowl has been recognized for a number of years as
having high concentrations of carbon monoxide. In 1978 the
U.S. Environmental Protection Agency' declared much of the
urban area of Anchorage as being in non-attainment with the
National Ambient Air Quality Standard for carbon monoxide.
A number of analyses by the State of Alaska and EPA have
identified that the vast bulk of the carbon monoxide is
emitted by vehicles travelling within the Anchorage Bowl.
Improperly maintained vehicles, poor traffic planning and
25
extreme traffic congestion all contribute to a high rate of
carbon monoxide emissions in the Anchorage Bowl.
These emissions ar~ trapped by frequent strong temperature
inversions. As a result of designation as a non-attainment
area the MunicipalLty of Anchorage and the State of Alaska
must take steps to ensure that the air quality comes into
compliance with the air quality standards. Failure to
develop a plan that. can be approved by EPA may result in the
withholding of Federal Highway Trus~ Funds for projects in
the Municipality.
The strategy adopted by the State of Alaska and the
Municipality of Anchorage to control carbon monoxide
includes the following elements:
a. Transit Improvements
b. Traffic Improvements
c. Carpool/variable work hour program
d. Mandatory inspection and maintenance
vehicles.
for motor
Parking management and land use management are not a part of
the present strategy, although it is likely that careful
attention to the location and design of large traffic
generators such as office buildings and shopping centers can
help alleviate the air quality problem in Alaska's largest
26
metropolitan area. Another potential policy that could be
considered would be that new development to serve areas
outside the non-attainment area should be located so that
traffic generated by such development will avoid passing
through the non-attainment area. Traffic diverted to the
new shopping center will not contribute to the existing
traffic congestion problem at the. Dimond Boulevard/New
Seward Highway Intersection, and will not add to the total
amount of carbon monoxide in the non-attainment area.
The Woodside Village Shopping Center and the majority of the
market area it would serve is outside the area of the
Anchorage
national
monoxide.
trips from
travel to
concomitant
Bowl designated as being in non-attainment with
and State air quality standards for carbon
If the proposed shopping center attracts shopper
within the market area that would otherwise
the non-attainment area, there would be a
reduction in carbon monoxide emissions in the
non-attainment area and a potential reduction in the ambient
air concentrations of 6arbon monoxide.
To estimate the impact of the proposed center on air
quality, it is necessary to estimate the number, extent,
timing and type of trips that will be diverted from entering
the non-attainment area as a result of 'changes in shopping
patterns caused by the location of the center. For the
purposes of this analysis we assumed that present shopping
27
patterns of the residents in the study area were as
described in the Dittman Survey.
The results of the Dittman Survey indicate that 56% of the
grocery shopping by residents in the market area takes place
outside the non-attainment area and 44% takes place inside
the non-attainment arsa. Also from the Dittman Poll, we
estimated that approximately 40% of the shopping trips
generated within the market area would be diverted to the
new shopping center within one-to-seven years, and 50% would
be diverted in seven-to-fifteen years.
The method for determining the total number of shopping
trips generated in the market area was discussed in Section
II.B. Figure 7 shows the total number of shopping trips
generated in the market area, the ADTs that are generated by
the proportion of these trips that are associated with
shopping in the non-attainment area and those that will be
diverted by the new center. To determine the total ADTs
into the non-attainment area from South Anchorage, ADTs from
all of the possible routes were taken from average daily
traffic measurements and predictions by the Alaska
Department of Transportation and Public Facilities and the
Municipality of Anchorage Community Planning Department.
From this analysis the study team estimates that ADTs into
the Anchorage Bowl from the south will be reduced by about
28
4-)
0
29
2~ during the long term opera%ion of the new shopping
nt~r. The importance of this analysis is that the
oposad facility will, over the long term, result in
Drovement of the air quality situation in the Anchorage
30
III. FINDINGS, RECOMMENDATIONS AND CONCLUSIONS
Findings: The study team found that the proposed shopping
center will have little impact on highway facilities in the
area, particularly in light of improvements to those
facilities currently planned through the AMATS process and
by DOTPF. The one highway facility modification needed may
be a requirement to add a cut in the median strip planned by
DOTPF for the Huffman Road following its upgrade. This cut
would allow access to the new shopping center from Huffman
for vehicles travelling from the east by creating a new
four-way, signalized intersection at Gregory Street.
The study team also found that the new shopping center will
reduce traffic flowing from South Anchorage into the air
quality non-attainment area by 3%.
Rec~u~endations and
approval for the-Woodside
Municipality of Anchorage..
the conclusions below:
Conclusions: The study team recommends
Village Shopping Center by the
Our recommendation is based on
*The new facility will require little or no additional
expenditure on highway facilities by the State or
Municipality, over improvements presently planned or
programmed. ,,
31
*The facility will reduce the amount of South Anchorage
traffic flowing into the Anchorage air quality non-
attainment area.
*Location of the new shopping center along a minor
arterial, outside of the air quality non-attainment
area and in proximity to the most rapidly growing
residential area in the Anchorage Bowl, makes good
sense from transportation, environmental and land use
perspectives.
*Zoning the site residential and constructing more than
700 dwelling units will add substantially to congestion
on Huffman, even after the road is upgraded to a
fourlane, divided facility.
32
Appendix A.
Alternative Shopping Trip Generation Cases
.p
0
0 I
4.J~O
0 ~,,C
O,CO
0
0
0
0
P~
· 0
0
O~
0
0
~ 0 ~
0
c~
Appendix B
Bib'liog~'aphy
BIBLIOGRAPHY
~ic Institute, Northwestern University, Transportation
~and Use Planning, Traffic Generation and Parking,
:t No. 1176 RV-877RV, Stock No. 3807 RV.
~son, Yerkes, Perkins and Smith, Inc., Traffic Impact
, for the Proposed Shopping Center Near the Lake Otis
~udor Road Intersection, for Olympic, Inc.
)rage Metropolitan Area Transportation Study AMATS
~pc~tatlon Improvement Program PY85-89, December 1984.
)rage Metropolitan Area Transportation Study, AMATS
~portatlon Improvement Progrmm FY85-88, September 1983.
:ipality of Anchorage, Anchorage Bowl Comprehensive
~an Research Corporation of Alaska, Huffman-Hillside
~inq Area Survey Prepared for United Pacific Planners
~ontractors, March 1985.
)rage Metropolitan Area Transportation Study, Long-Range
~portation Plan for the Anchorage Bowl, October, '1984o
:ipality of Anchorage, Geo-Rezoning Background
rmation Packet, Southeast Anchorage, August 6, 1984.
:ipa~ity of Anchorage, Average Daily Traffic Estimates
December, 1984.
~epartment of Transportation and Public Facilities,
and Vicinity 1983 Average Daily Traffic.
~portation Research Board, National Research Council,
Response Urban Travel Estimation Techniques and-
~ferable Parameters User's Guide (National Cooperative
cay Research Program Report 187), 1978.
~can~ Association of State Highway and Transportation
~ials~, A Policy on Geometric Design of Highways and
~ts, I984.
ca ~epartment of Transportation and Public Facilities,
;ay Rreconstruction Manual Part II, 1984, revised
~ry ~85.
:ipality of Anchorage, Municipal Planning Department,
)rag~ Air Quality Plan, 198~ sip Revisions, volume l:
~uality Plan, Volume 2: Comprehensive Alternatives
~sle~, 1982.
E. SHOPPING AREA SURVEY
DRC
DIT'i'MAN RESF_.ARCH CORPORATION
OF ALASKA
- ~ .SHOppING AREA ~ SURVEY
: ~:'i~!,~ ~ '. i"
"i? PREPARED :FOR"
0NIT'ED PACIFIC PLANNERD
;.~. :!~' 'AND 'CONTRACTORS
MARKET ° PUBLIC , POLITICAL
OPINION RESEARCH
EUFFMAN-~ILLSIDE
MARCE 1985
DEMOGRAPHIC PROFILE
The following characteristics describe residents in each of
the sample areas...
Huffman-
Hillside O'Malley
Residents Residents
LENGTH OF RESIDENCE IN AREA
Less than 1 year ............. 17%
1 - 3 years .................. 30%
4 - 6 years .................. 24%
7 - 9 years .................. 12%
10 years and over ............ 18%
14%
39%
23%
12%
13%
~OW LONG EXPECT
TO LIVE IN AREA
Less than 1 year ............. 8%
1 - 3 years 16%
4 - 6 years .................. 18%
7 - 9 years .................. 3%
10 years and over ............ 55%
9%
20%
24%
2%
45%
AGE
18 - 24 years ................. 6%
25 - 40 years ................ 56%
41 - 55 years ................ 32%
56 years and older ........... 6%
6%
53%
· 35%
6%
SEX
Male..· ....................... 51%
Female ....................... 49%
54%
46%
OCCUPATION
White collar/degree required. 26%
White collar/non-degree .... ~. 28%
Blue collar/skilled-technical 13%,
Blue collar/non-skilled ...... 11%
Homemaker .................... 19%
Not in work force ............ 3%
26%
26%
20%
4%
20%
5% .
NUMBER IN EOUSEEOLD
One ........... ~ ..............
6 or more...... ............ ..
5% 3%
49% 47%
37%~ 45%
9% 5%
DITTMAN RESEARCH CORPORATION
IOGRAPHIC PROFILE -- continued
Hillside
R~sidents
NUMBER OF VEHICLES DRIVEN
ON DAILY BASIS
One .......................... 23%
Two ....... 58%
Four or more ................. 4%
HUFFMAN-HILLSIDE
MARCH 1985
Huffman-
O'Malley
Residents
26%
62%
8%
4%
INCOME
0 - $20,000 .................. 3%
$20,000 -- $40,000 ............ 11%
$40,000 - $60,000 ............ 25%
$60,000 -- $80,000 ............ 17%
$80,000 - $100,000 ........... 14%
$I00,000 plus ................ 12%
2%
12%
20%
22%
14%
15%
D! i i MAN RESEARCH CORPORATION
HUFFMAN-HILLSIDE
MARCH 1985
METHODOLOGY
Research Design - A "split-sample" methodology was employed in
which the total sampt~ (N=500) was divided into two equal sub-
samples (N=250).
The first sample unit included the entire area generally
referred to as "Hillside," while the second sample unit included
the community council area surrounding the southeast corner of
Huffman and the New Seward Highway.
Ail respondents had essentially the same chance of being
interviewed,, and all interviewing was completed through
personal, in-home interviews administered by professional
interviewing employees of the Dittman Research Corporation.
Sample Selection - Individual sample locations (SEE MAP AND
STREET LISTING) were pre-selected to ensure all geographic areas
would be well represented. Interviewers were assigned to
specific locations and the views and opinions of all respondents
were recorded on a strictly confidential basis.
Interviewing throughout the "Hillside" area took place during
the period of February 28 to March 11, 1985, while all Huffman-
O'Malley interviewing was accomplished during the period of
March 21 to March 28, 1985.
1 DITTMAN RESEARCH CORPORATION
E. 68~h Avenue
Lore I'~ Road
Southeast Anchorage--
Community Council Boundaries'
Abbott
SAMPLE LOCATIONS
Hillside
East
bpper..~ Malley Road
Upper ~ --
Glen
Alps
'.' DeArmoun
Rabbit Creek
Figure 2
-1
Marsh
_J
J
',,,,
SAMPLE LOCATIONS
HILLSIDE
Alana
Alatna
Austria
Azalea
Beacon Hill Drive
Bear Valley
Black Bear Lane
Bristol Drive
Candace Circle
Circle Drive
Cornertree Drive
Cox Drive
Crooked Tree Drive
Curvell Drive
DeArmoun Road
East 156th Avenue
Elmore Road
Fernhill Circle
Fernwood
Foster Road
Galena Circle
Glen Alps
Golden View Drive
Golovin Street
Griffith Street
Grover Street
Henderson
Hideaway Trail
Hillandale Avenue
Homestead Trail
Honey Bear Lane
Jacque Circle
Jeannie Road
Kalgin Street
Kings Way
Larissa Court
Lisa Court
Loc Loman
Longbow
Lovitt Circle
Luna
Michigan
Midori Drive
Mountain Lake Drive
Nebesna
Heher Road
Nettleton Drive
Norway
HUFFMAN-HILLSIDE
)I~CH 1985
HUFFMAN
O'MALLEY
Atherton
Avion
Bear Paw
Biscayne
Brayton
Cange
Capstan Court
Chapel Circle
Chesapeake
Chinook
Cleo Avenue
Cumberland
DeArmoun Road
Dolly Varden
Doroshin Avenue
Eastwind
Fairmont
Firnline
Frontier
Galveston Circle
Gregory
Homestead Court
Kempton Hills
Killey
Lake Otis
Leeward Place
Legacy
Monterey
Nancy
Northern Raven Drive
Rainbow
Seawind Circle
Shelburne
Silver Spruce
Spinnaker Drive
Steeple
Starboard Lane
~Sue's Way
Talus
Trapline
Vern Drive
Whispering Spruce
Wilderness
Wilma Avenue
Windward Court
3a
DITTMAN RESEARCH CORPORATION
HILLSIDE -- continued
Panorama
Patrick
Paula Place
Prator
Rabbit Creek ~oad
Ridgecrest
Ridge Place
Romania Drive
Russell Circle
Saunders Road
Shoshone Avenue
Snowshoe Lane
Snow Bear Drive
South Park Drive
Spain Drive
Spendlove Drive
Stacy Circle
Stamp Circle
Switzerland Drive
Tallisman
Thayer Circle
Toilsome Hill
Tracy Way
Trails End
Truro Road
View Heights
Wildwood
West Tree
Zircon
HUFFMAN-HILLSIDE
MARCH 1985
3b
DITFMAN RESEARCH CORPORATION
~UFFMAN-HILLSIDE
MARCH 1985
PROCESSING THE DATA
Dittman Research employees completed the coding, editing,
keypunching and verification, while data processing was
completed by the Boeing Computer Services Company through the
Statistical Package for the Social. Sciences (SPSS) programs.
The SPSS package is one of the most sophisticated research-
oriented data processing and analytical systems available, and
is designed specifically for the processing and analysis of
survey research data.
4
DI'ITMAN RESEARCH COKPORATION
FINDINGS
DITTMAN RESEARCH CORPORA'~ON
HUFFMAN-HILLSIDE
MARCH 1985
Overall, Carr's at Huffman is clearly the number one
store for grocery shoppinq for residents of the
Hillside and lower Huffman-0'Malley areas...
"Where do you most_ Dften shop for ~.' 7,,
Hillside
Residents
Huffman-
0'Maltey
Residents
Carr's - Huffman ........ 56%
Carr's - Dimond Blvd .... 21%
Safeway - Dimond Center. 11%
Commissary on base...'... 2%
Costco .................. 4%
D & A - O'Malley ........ 3%
Miscellaneous ........... 3%
84%
1%
6%
5%
1%
1%
2%
...while Dimond Center's Lamonts and downtown's
Nordstroms are the clear favorites for high auality
clothing...
"Where do you most often shop for high quality
clothing?"'
Hillside
Residents
Huffman-
0'Malley
Residents
Nordstroms .............. 38%
Lamonts - Dimond Center. 32%
Sears ...... · ............. 6%
Penney's ................ 3%
Lamonts - University
Center & Northway Mall 2%
Stallones ............... 1%
PX ...................... 1%
"Outside" ............... 6%
Miscellaneous ........... ~ 11%
40%
41%
3%
3%
3%
2%
2%
6%
5
DITTMAN RESEARCH CORPORATION
~UFFMA/g-HILLS IDE
MARCH 1985
At the same time, there is substantial support for a
new high quality shopping and professional services
area on the east side of the New Seward Highway at
Huffman...
"Would you favor or oppose a new high quality
shopping and professional services area on
the east side of the New Seward Highway at
Huffman which is planned to be built and
which would include a grocery store, quality
retail space, professional offices, emergency
medical services, a health club, a quality
restaurant, a day-care facility, children's
park, banking facilities, landscaping and
buffering, convenient accessibility and
parking, night security guard and lighted
walkways to neighborhoods? . . . It would
probably look somthing like this . .
(PICTURES SHO~FN TO RESPONDENTS...)"
Huffman-
Hillside O'Malley
Residents Residents
Favor ................... 61%
Oppose .................. 29%
Don't know .............. 9%
5O%
40%
10%
...with those in favor (50-61%) listing "closer
location," "a general need," "improved competition/
selection," "less traffic" and "like development/
improve the area" as the main reasons...
"What's the main reason you favor it?"
Hillside
Residents
Huffman-
0'Malley
Residents
Closer location ......... 46% 54%
Need it (general) ........ . 14% 4%
Improve competition/
selection ............. 9% 9%
IF aesthetics good/if
traffic is handled .... 7% 10%
Like development/
improve the area ...... 3% 9%
Less traffic ............ 7% 3%
Like stores mentioned... 5% 5%
Dimond Center is too
crowded ............... 3% 4%
Miscellaneous ........... 6% 2%
DITTMAN RESEARCH CORPORATION
HUFFMAN-~ILLSIDE
~L~RCH 1985
...while.those opposed (29-40%) listed a desire to
"keep the area residential," "haVe enough stores now"
and "traffic concerns" as the main reasons for their
opposition...
"What's the main reason you oppose it?"
Hillside
Residents
Prefer residential area.. 44%
Have enough now .......... 34%
Traffic/congestion ....... 11%
Don't need (general) ..... 9%
Improve existing
shopping centers ....... 2%
Huffman-
O'Malley
Residents
37%
23%
35%
4%
1%
Approximately four-out-of-ten (39%) of Hillside
residents and five-out-of-ten (50%) of lower Huffman-
0'Malley residents reported they would do half or more
of their grocery shopping at the new location...
"How much of your grocery and other shopping
do you think you would do there...almost all
of it, most of it, about half, less than
half, very little or none?"
Hillside
Residents
Huffman-
0'Malley
Residents
Almost all of it ........
Most of it ..............
About half of it ........
Less than half of it ....
Very little or none ..... ~
10% 6%
10% 16%
19% 28%
23% 18%
34% 29%
DI'UFMAN RESEARCH CORPORATION
~UFFMAN-~ILLSIDE
MkRCH 1985
°..and the traffic situation at the intersection of
Dimond and the Old/New Seward Highways is generally
considered "almost always crowded - very bad"...
"what do you think of the traffic situation at
the intersections of Dimond and the Old and
New Seward Highways ..... CK - no problem,
sometimes crowded - not too bad, usually
crowded - pretty bad, or almost always
crowded - very bad?"
Hillside
~esidents
OK, no problem ........... 1%
Sometimes crowded,
not too bad ........... 11%
Usually crowded,
pretty bad ............ 19%
Always crowded,
very bad .............. 68%
Huffman-
O'Malley
Residents
3%
10%
21%
66%
Concern about the traffic situation is important
because air pollution is considered to be a problem in
Anchorage...
"Do you feel air pollution is a problem in
Anchorage?"
Huffman-
Hillside O'Malley
ResidenDs Residents
Yes .......... 68%
No ........... 32%
72%
28%
DITTMAN RESEARCH CORPORATION
HUFFMAN-HILLSIDE
MARCH 1985
...and traffic jams are generally considered the
primary cause of air pollution...
the
"Do you feel traffic jams are or arD Dot
primary cause of air pollution?"
Hillside
Residents
Are .......... 72%
Are not ...... 27%
Huffman-
O'Malley
Residents
69%
31%
...however, air pollution is not currently considered
to be a problem in the Hillside and lower Huffman-
O'Malley areas...
"Is air pollution a problem here where you live?"
Hillside
Residents
Yes ....... ~.. 9%
No ........... 91%
Huffman-
O'Malley
Residents
9%
91%
9
DITTMAN RESEARCH CORPORATION
~UFFMAN-~ILLSIDE
1985
SUMMARY OF FINDINGS
** Although air pollution is generally not considered to
be a problem in the southeastern areas of Anchorage
(9%), air pollution is considered to be a problem in
Anchorage as a whole (68-72%).
Traffic jams are generally thought to be the primary
cause of air pollution in Anchorage (69-72%).
The traffic situation at the intersection of Dimond and
the Old/New Seward Highways is widely thought to be
"almost always crowded - very bad" (66-68%).
A new h:[gh quality shopping area located on the
southeast corner of Huffman and the New Seward Highway
is supported by over a 2:1 ratio throughout'the middle
and upper-Hillside areas (61% in favor; 29% opposed),
and by a 10% margin (50% in favor, 40% opposed)
throughout the lower Huffman-O'Malley area.
Among those opposed to the ney shopping area (29-40%),
the primary reason for opposition was related to a
desire for the area to be developed residentially (37-
44%).
10
DI'I-FMAN RESEARCH CORPORATION
HUFFMAN-HILLS IDE · MARCH 1985
Among those in favor of the new shopping area (50-61%),
the primary reason for support was a desire for closer,
more convenient ·shopping (46-54%).
11
DITTMAN RESEARCH CORPORATION
F. BUFFER COMPARISON
8400 Hartzell Road, Anchora
(907)
May 10, 1985
Environmental Services, Ltd.
3702 Spenard Road
Anchorage, Alaska. 99503
Dear Sir,
As requested I am writing to share my opinion on commercial development
near or adjoining upper income residential developments.
My primary experience has been in Campbell Woods Subdivision. This
is a residential development just south-west of the intersection of
Jewel Lake Road and Dimond Blvd. The subdivision was developed in the
mid 1970's. The majority of the lots ate single family in the 7,500 to
10,000 sq. ft. range, as well as duplex townhouse lots along a portion
of the south boundry. I would estimate that the single family homes
range in value from $135,000 to $275,000 with the predominent value
being $160,000. The townhomes average value is $120,000. I consider
this to be a high quality residential subdivision with excellent pride
of ownership.
The property on the south-west corner of Jewel Lake Road and Dimond
Blvd. which adjoins Campbell Woods Subdivision, was developed in the
early 1980's. Carr-Gottstein Properties built a neighborhood shopping
center including a Carrs Quality Center, Book Cache, Brown Jug Liquor,
etc. My experience as.a Real Estate Broker and owner of property in
the adjoining subdivision has been that the proximity of this kind of
commercial development has had no negative effects on either the
property value or the marketability of homes in the subdivision. Rather,
Ihave noticed just the opposite reaction. People have commented to
me that the convenience of these goods and services was a positive
i~nfluence on the subdivision. Also, the creation of additional jobs'in
the immediate area has been a positive influence. ~ ~
AS a comparison chugac~ Foothills Subdivision, :on the east side of Tudor . .
and Muldoon Roads, has had a different kind of development. The fron-
tage parcels of land that acted as a buffer from traffic noise and con-
qestion in the subdivision have recently been developed into high .
G, SUBSURFACE INVESTIGATION
Alaska Testlab
4040 ,,B" Street Anchorage, Alaska 99503 Telephone (907) 562-2000
March 7, 1984
W.O~ #A21752-
Grid: 283~
Huffman Hills Development,
1360 East 71st Avenue
Anchorage, Alaska 99502
Attention: Mr. Rick Besse
Subject: Tract A, Tanaga Terrace Subdivision
Gentlemen:
Transmitted herein are the results of our soils investiga-
tion of'Tract A, Tanaga Terrace Subdivision. The logs of 26
test pits with associated lab.pratory testing and test pit
lo~ation drawings comprise this report.
The scope of the investigation was directed by the client in
order to determine the subsurface character of the tract.
If development plane require additional soil investigation,
please call.
Sincerely,
~avi~ A. Cole, P.E.
Associate
ALASKA TESTLA8
Mark Holum, P.E.
Geotechnical Engineer
MH:DAC:kf
Attachments
SUBSURFACE INVESIIGAIION
TRACT A, lANAGA IERRACE SUBDIVISION
Prepared for:
HUFFMAN HILLS DEVELOPMENI, INCo
Prepared by:
ALASKA iESlLAB
40AO "B" STREET
ANCHORAGE, ALASKA 99503
March, 1984
W.O. #A21752
TARLE OF CON]ENTS
PAGE
INTRODUCTION ......... ; ......................... 1
SITE CONDITIONS ................................ 1
Surface Conditions ........................... 1
Subsurface Conditions ........................ 2
Groundwater .................................. 3
CONCLUSIONS .................................... 4
SURSURFACE CONDITIONS .......................... 5
Test Pit Locations.. ............................
Site Veqetation and Test Pit Locations .........
Test Pit Logs ..................................
Grain Size Distributions .......................
Standard Explanatory Information ...............
Fioure 1
(Envelope)
Figure 2
Figures 3-28
Sheets 1-6
Sheets 7-9
SUBSURFACE INVESIIGATION
TRACT AD TANAGA IERRACE SUBDIVISION
INTRODUCTION
This report presents the results of our soil investigation
For fract A, Tanaga lerrace Subdivision. The tract is
approximately 30 acres~ and is 13cated southeast of the
intersection of HuFfman Road and the New Seward Highway.
lhe purpose of this investiqation was to describe shallow
soil conditions which may affect the proposed subdivision~
road, a6d utility development.
fhe scope of investigation was directed by the client and
included logqing 26 test pits and classifying selected soil
samples. A Caterpillar C} backhoe, Furnished by the client,
was used {o excavate all test pits. ]he depth of the test
pits was approximately 10 feet.
SIrE CONDITIONS
Surface Conditions
lhe tract is currentIy undeveloped, but is sucrounded by
existing subdivisions to the south and east, and streets on
the north and west. The topooraphy o¢ the site dips moder-
ately toward the northwest, except the northeast portion,
which dips steeply southwest.
Veqetation consists principally of deciduous and coniferous
Forest, which is of moderate density. Occasional small
sphaghum bogs lie within a northwest trending central corri-
dor, which appears on Figure 1 as a sparsely vegetated area.
Subsurface Conditions
The soil conditions encountered while excavating 26 test
pits consist of several distinct strata. Variations in soil
stratigraphy were note~ amono three portions of the site,
and are identified in Figure 1 by vegetation. ]he southwest
portion of the site is moderately to heavily forested and is
the location of approximately half of the test pits.
The soil in the southwest portion of the site consists of a
surface layer of organic debris derived from the existing
veqetatfon. A Layer of silt lies beneath the surface organ-
ic .layer and extends to depths of approximately 1 to 2 feet.
lhe next soil layer consists of sand and qravel which is
generally medium dense to dense. This layer is often non-
frost susceptible although the textural variations range
from F2 silty sand to NFS gravel. The sand and gravel layer
is of variable thickness, and usually several feet thick.
Sandy silt lies beneath the sand and gravel layer. The
sandy silt is medium stiff to stiff and damp.
The central veqetation zone, which is characterized by
sparse forest, is the site of Test Pits 8, 9, 13, 14, 19,
25, and 26. The surface laye~ of soil consists of moder-
ately deep orqanics. The organic material varies from peat
in the small bog areas to orqanic silt in the areas with
moderate veqetation. A test for organic'content was per-
formed on a sample from test Pit 14, and the result indicat-
ed the sample was 30 percent water, 66 percent ash, and 4
percent organic matter by test Method ASTM B2974. Soil with
2
66 percent ash is often classified as being only slightly
organic soil. However, the organic content, as well as its
ash content, is sufficient to impare its handling during
construction, especially under wet conditions. Furthermore,
the general strength §nd compressibility characteristics of
soil of this natu[e tend to exclude it as an acceptable
foundation material for structures. Highly organic soil and
peat deposits should be reviewed to determine their impact
on any proposed development. Silt lies beneath the organic
material.
lhe northeast section of the property, which is the location
of lest Pits 12, 17, 18, 22, 23, and 2a, has a soil profile
consistinq of an organic debris layer overlying silt. The
organic debris is derived from the existing vegetation and
is approximately 1 foot thick, lhe silt varies in texture
From e clayey silt, which is slightly plastic, to a sandy
silt or silty sand. The silt layer is generally stiff.
Groundwater
Generally no groundwater was encountered while excavating.
The exceptions were lest Pits 4 and 8, which encounterbd
surface water inflow, and lest Pit la which encountered a
a-inch thick layer of saturated gravel at a depth of 7
Feet. Stable groundwater levels were not determined during
the limited time of the field work, but standpipes were
installed in the test pits which encountered water. The
surface water appeared to flow out of culver'ts which drained
adjacent property (Huffman Hills and adjacent subdivisions),
which lie southeast of the subject property, lhe surface
water flowed into lest Pits 4 and 8 and caused pit wall
instability. A layer of saturated gravel was encountered in
Test Pit 14. This layer of gravel was the source of .a mod-
erate Flow into the pit.
The groundwater level will vary with changes in precipita-
tion. Traditionally, the period of this investigation was
near the annual minimum groundwater levels, and significant
increases may be expected, especially in those areas which
display vegetation characteristic of bogs°
CONCLUSIONS
1). The site soils may be divided into three major zones
which correlate well with existing vegetation and are
described in the preceeding section.
Groundwater was infrequently encountered and most of
the area soils indicate oxidation characteristics of
soils above the groundwater level. However, changes in
precipitation may create significant rises in the
qroundwater level, especially in the low-lying areas.
SUBSURFAEE INVESII~AIION
Subsurface exploration for this study was conducted on
February 16 through 21¢ 1984, and consisted of 26 soil test
pits. All excavating was accomplished by Irvine Company,
employing a Caterpillar D3 backhoe. The test pits were
loqqed by led Krupka, technician with Alaska Testlab. Vest
pits were located by the client, lhe test pit locations
indicated on Fiqures 1 and 2 were determined by the client.
Grab samples were taken of selected soil strata. All labo-
ratory testing was performed by Alaska lestlab and involved
visual classification, moisture tests, and grain size analy-
sis. The results of the tests are shown on the boring logs
and on the qrain size distribution sheets.
HUFF~,'IAN ROA'D ' ~. ~:.,- "'. 1
Alaska-Testlab
SITE VEGETATION
&
TEST PIT LOCATIONS
Date Of Photograph 9/27/48
Scale 1' 200'
Fig. 2
;5
2O
TEST
LOCATION=
ELEIATiON=
BORING I
BROWN SILTY SANDv GRAYEL. SUBROUNC'ED.
~ED~UM DENSE, DAMP
DEptH
;0.3
KEY
~ = ?r S~MP~E
~l~.' = SHELBy rjBE_~JSMED
ALASKA TEST AB
~iLOG~ OF BORING
~GC?EO Bv-~KK
TEST
BORING 2
__ _i3J:9 .:M:=
23
TEST
BORING 3
KEv
ALASKA TEST''m,-~
OG CF 80R i
- 3
22,
~2:3
HED.J,'I DE'ISE. =.~UR~.'ED
(May be due to surface inflow)
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Test Hole Log - Description Guide
The soil descriptions shown o~i the logs are the best estimate of the soil's
characteristics at iht time of field examination and as such do not achieve the
precision of a laboratory testing procedure, If the log includes soils samples,
those samples receive an independent textural classification in the laboratory
to verify the field examination.
The logs often include the following items:
s~gnlficant change in soil type was observed through drill action, di;ect
Frost Classification - NFS, Fl. F2, F3, F4, see "Soil Classification
Chart"
the day-silt groups. Derived from drill action and/or sample data. Very
1-318", Shelby tube Y', auger fl:chis {minute-man) 2", Auger flights
(B~SO hollow stem) 6".8". Larger particles are described ind'irecdy by
boulders 8"*. Therefore whe[~ reviewing tire gradation sheets, if any,
the description on the hole log must be considered for an'indication of
larger particles.
Unified Soil Classification - This i$ a two letter code. See Unified
Classification sheet foe further definition. In some cases AASHO and/or
Atterberg Limits - useful for fine grained and other plastic soils.
P_l; natural moisture content believed ~o be less than plastic limit
PI+; natural moisture content believed to be between plastic and liquid
L__~; natural moisture content believed to be greater than liquid limit
NPg non-plastic, useful as a modifying description of some silty
Dilatencv - is the abdity of water to migrate to the surface of a
satiated or near!y satu:ated ~od sample when vibrated or jolted - used
as an aid to determine if a fine grained soil is a slightly or non-plastic
silt or a volcanic ash.
Rock flour - finely ground soil that is not plastic but otherwise appears
similar to a clayey silt.
Organic Content - usually described as Peat, PT. sometimes includes
discrete particles such as wood, coal, etc. as a modifier to an inorgamc
sod. Quantity described as: trace, or an estimate of volume, or, in ca~c
of all organic, - as Peat. This may include tundra, muskeg and bug
material.
Muck - a modifier used to describe very soft, semi-organic deposits
usually occuring below a peat deposit.
Amorphus peat - organic particles nearly or fullydismtegrated.
Fibrous Pear - organic particles more.or.less intact.
Bottom ofTestho~e - includes last sample interval.
Frost Line - seasonal frost depth as described by dril~iug action andlor
samples at the time of drilling.
Frozen Ground - other than frost line, described by samples, us~aily
includes description of ice content, often will iht!ode modified Unified
Classification for frozen soils - this is a special case related to
permafrost studies.
Free Water Level - The free water level noted during driLliug. This ~s
not necessardy the static water table at the time of drilling or at other
seasons. Static water table determiner;on m other than very permeaMe
soLls requires observation weLls or p~ezometer installations, used only in
special cases.
filow/6" - The number of blows of a 140 weight free falling 30" to
advance a 2" split spoon 6"; the number of blows for a 12" advance is.
by definition, d~e standard penetration.
,4% - natural moisture content of the soil sample, usually not
~-~-formed on dean sands or gravels bdow the water table.
Type of Sam~,[e -
S__P, refers to 2" split spoon driven into the soil by ~40 pound
weight, a disturbed sample,
~, thin wall tube, "~helby" used to obtain undisturbed samples
of fine grained soil.
G, "grab" disturbed sample from auger flights or wall of trench,
C, cut sample, undisturbed sample from wall of trench.
Dr',' Strength - a useful indicator of a soil's clayey fraction, N=None,
L=Low, M=Medium, H--High
Group - The samples are placed into apparently similar groups based
on color and texture and are arbitrarily assigned a group .'citer. Further
disturbed te~ts including At:etberg Limits. grain size, moisturc~ensity
group. This ~s an important phase of the soil analysis and is used to
TEXTURAL
SOIL CLASSIFICATION
CHART
GRAVEL .30 %
0 80 90 100
I0 20 30 40 50 60 70
GRAVEL (+ ~ 4 SCREEN) % BY WEIGHT
FROST CLASSIFICATION SYSTEM
NONFROST SUSCEPTIBLE SOILS ARE INORGANIC SOILS CONTAINING LESS THAN 3% FINER THAN 0.02 mm.
GROUPS OF FROST-SUSCEPTIBLE SOILS:
F1 GRAVELLY SOILS CONTAINING BETWEEN 3 AND 20% FINER THAN 0.02 mm.
F2 SANDY SOILS CONTAINING BETWEEN 3 AND 15% FINER THAI~ 0.02 mm.
F3 a. GRAVELL:M SOILS CONTAINING MORE THAN 20% FINER THAN 0.02 mm. AND SANDY SOILS
(EXCEPT FINE SILTY, SANDS) CONTAINING MORE THAN 15% FINER THAN 0.02 mm.
b, CLAYS WITH PLASTICITY INDEXES OF MORE THAN ~.2. EXCEPT VARVED CLAYS.
F4 a, ALL SILTS INCLUDING SANDY SILTS.
b, FINE SILTY SANDS CONTAINING MORE THAN 15% FINER THAN 0.02 mm.
C. LEAN CLAYS WITH PLASTICITY INDEXES OF LESS THAN 12.
d, VARVED CLAYS, i ~
H. PROPOSED ORDINANCE
I
Submitted by: Chairman of the Assembly at the
Request of the Mayor
Prepared by: Property Owner
For Reading :
Anchorage, Alaska
AO NO. 85-
AN ORDINANCE AMENDING THE ZONING MAP AND PROVIDING FOR THE
REZONING FROM U (UNRESTRICTED DISTRICT) TO B-3SL (GENERAL
AND STRIP COMMERCIAL BUSINESS DISTRICT WITH SPECIAL
LIMITATIONS) FOR TRACT A, TANAGA TERRANCE
SUBDIVISION (HUFFMAN - O'MALLEY COMMUNITY COUNCIL)
THE ANCHORAGE ASSEMBLY ORDAINS:
SECTION 1. That the zoning map be amended by designating
the following-described property as a B-3SL (General and Strip Commercial
District with Special Limitations) zone:
Tract A, Tanaga Terrance Subdivision.
SECTION 2. This zoning map amendment is subject to the
following special limitations establishing design standards for the property:
a. There shall be a permanent natural vegetation buffer 45
feet in width maintained along the east and south boundaries of
the property as shown on Exhibit "A".
b. A 6-foot high decorative wood fence shall be constructed
along the east and south boundaries of the property, as shown
on Exhibit "A", allowing only pedestrian access from the
neighboring residential subdivisions to the east and south.
c. There shall be a permanent natural vegetative buffer,
averaging 30 feet wide, along the west. boundary of the
property, as shown on Exhibit "A".
d. There shall be a 10-foot wide landscaped buffer along the
north boundary of the property, as shown on Exhibit "A".
e. A children's play area of approximately 10,000 square feet
shall be constructed in the southeast corner of the property
substantially in the location shown on Exhibit "A".
Page 1 of 3
AO No. 85-
f. East and south of tile line shown on Exhibit "A" and
described by metes and bounds on Exhibit "B", building hei9ht
shall be limited to 35 feet.
g. North and west of the line shown on Exhibit "A" and
described by metes and bounds on Exhibit "B", the building.
height shall be limited to 45 feet.
h. The footprint of the buildings shall be substantially as
shown on the site plan attached as Exhibit "C", permitting
thereby 100,000 square feet of 9ross building area east and
south of the line described in Exhibit "B" and 250,000 square
feet of building area north and west of the line described in
Exhibit ¢' B".
i. The design of the buildings shall be substantially as shown
on the elevations attached as Exhibit "D".
j. Access to the property shah be allowed substantially as
shown on Exhibit "A" with the main entrance to the project on
Huffman Road opposite Gregory.
k. No roof, portable, rotating or flashing signs shall be
permitted on the property and the maximum height of free
standing signs shall be 45 feet.
SECTION 3.
following use limitations.
This zoning map amendment is subject to the
A. North and west of the line described in Exhibit "B" all B-3
permitted principal uses are permitted except the following, which are
prohibited:
a, gasoline stations;
b. automotive repair services and garages;
c. motor vehicle dealers, new and used;
d. automobile display lots, new and used;
e. mobile home display lots, new and used;
~:. aircraft and boat display lots, new and used;
g. motorcycle and snow machine display lots, new and used;
i. lumber yards;
Page 2 of 3
AO No. 85~
j. fuel dealers;
k. automobile car washes, self-service and automatic, with sufficient
off-street area for maneuvering, waitin9 and drying automobiles;
I. bus terminals, air passenger terminals, with sufficient off-street
area for maneuverin9 and waitin9 automobiles;
m. boardin9 kennels;
n. mini-storage;
B. East and south of the line described in Exhibit "B" only the uses
permitted by AMC 21.40.]30 shall be permitted.
SECTION 4. The special limitations set forth in this ordinance
prevail over any inconsistent provisions of Title 21 of the Anchorage
Municipal Code, unless specifically provided otherwise. All provisions of
Title 21 of the Anchorage Municipal Code not specifically affected by a
special limitation set forth in this ordinance shall apply in the same manner
as if the district classifications applied by this ordinance were not subject
to special limitations.
SECTION 5. The Director of Community Planning is hereby
directed to change the zoning map accordingly.
SECTION 6. This ordinance shall be effective ten (10) days
after passage and approval.
PASSED AND APPROVED by the Anchorage Assembly this
day of 19
Chairman
ATTEST:
Municipal Clerk
Page 3 of 3
EXHIBIT "A"
.. 10
FT. LANDSCAPED
30 FT ~A~TU~RAL --
VEGE'rATION
BUFFER
ACCESS
-ACCESS
6. FT
We)OD
FENCE
PROHIBITE
4E FT.
N~TURAI
VESETA
TIO[
BUFFER
~.-- PLA Y AREA
ONLY AMC 21'40'130' USES PERMITTED
~ H"HUH,:~.~IHHHIIII; I~'~.~'"
FT. WOOD FENCE-~'7
VEGETATION BUFFER
I
EXHIBIT B
LEGAL DESCRIPTION
GARDEN OFFICE BUFFER BOUNDARY
The boundary is described as:
A meander line within Tract A, Tanaga Terrace Subdivision,
according to the record Plat 76-134, on file in the Anchorage
Recording District, Third Judicial District, State of Alaska and more
particularly described as follows:
Commencing at the North ¼ corner of Section 29; thence
N89°59'00"E along the certerline of Huffman Road, a distance of
1318.61 feet; thence S00°10'42"E to a brass monument and the
northeast property corner of Tract A, Tanaga Terrace
Subdivision, a distance of 49.63 feet; thence S89°59'00"W a
distance of 150.00 feet to the true point of beginning; thence by
meanders through said Tract A; S00°10'42"E, a distance of
1050.00 feet; S89°5641"W 691.49 feet to a point on the westerly
property line of Tract A, Tanaga Terrace Subdivision.
EXHIBIT "C'
SITE PLAN
EXHIBIT D
~;.
.~
~,~
/
A~
~
.~
,f% ,.~i?
%~
. .
N
.AN
A
' HUFqI~ANRD.
BUILDING 1
BUILDING 3