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HomeMy WebLinkAbout08-06-1997 • 0 City Council Agenda Packet August 6, 1997 s ~ 0 0 • , ' s AGENDA Agenda No. j7^03; CITY OF DENTON CITY COUNCIL August 6, 1997 Agenda lie Dafe- Joint Work Session of the City of Denton City Council and the Planning and Zoning Commission on Wednesday, August 6, 1997 at 5:30 p.m. in the Central Jury Room of the Denton Municii.tl Complex, 601 E. Hickory, 'O-.nton, Texas at which the following items will be considered: NOTE: A Work Session is used to explore matters of interest to one cr more City Council Members or cite City Manager for the purpose of giving staff direction into whether or not such matters shou d be placed on a future regular or special meeting of the Council for citizen input, City Counci. deliberation and formal City action. At a work session, the City Council generally receives informal anti preliminary reports and infoimation from City staff, officials, members of City co ctmittees, and the individual or organization proposing council action, if invited by City Com,.il or City Manager to participate in the session. Participati)n by individuals and members of organizations invited to speak ceases when the Mayor announces the session is being closed t( public input. Although Work Sessions are public meetings, and citizens have a legal right to ;wend, they are not public hearings, so citizens are not allowed to participate in the session unless invited to do so by the Mayor. Any citizen may supply to the City COdncil, prior to the beginning of the session, a written report regarding the citizen's opinion on the matter being explored. Should the Council direct the matter be placed on a regular meeting agenda, the staff will generally prepare a final report defining the proposed action, which will be made available to all citizens prior to the regular meeting at which citizen input is sought. The purpose of this procedure is to allow citizens attending the regular meeting the opportunity to L hear the views of their fellow citizens without having to attend two meetings. r 1. Continue the review and discussion, schedule of topics, and give staff direction on Vision. policies, and the Comprehensive and Denton Development Plans. CERTIFICATE I certify that the above notice of meeting~`` was posted o the bulletin board at the City Hall of the City Denton, 'texas, on the /~T day of 1997 at SIT o'clock (a ni p.m.} I ' • 60TY SECRETARi( NOTE: THE CENTRAL JURY ROOM OF THE DENTON MUNICIPAL COMPLEX IS ACCESSIBLE IN ACCORDANCE WITH THE AMERICANS WITH DISABILITIES ACT. THE CITY WILL PROVIDE SIGN LANGUAGE INTERPRETERS I-OR THE HEARING IMPAIRED IF REQUESTED AT ® LEAST 48 HOURS IN ADVANCE OF THE SCHEDULED MEETING. J PLEASE CALL THE CITY SECRETARY'S OFFICE AT 349-8309 OR USE TELECOMMUNICATIONS DEVICES FOR THE DEAF (TDD) BY CALLING 1-800-RELAY-TX SO THAT A SIGN LANGUAGE INTERPRETER CAN BE SCHEDULED THROUGH THE CITY SECRETARY'S OFFICE, ACCO03B6 e C VISION CONTRIBUTIONS Handed out at the Joint City Council/ Plan! 1ng and Zoning Commission Work Session Wednesday, August 6th, 1997 C l ` ape I III e • <`><°a ; ~~F: F, <; ca ~~<~~~c°O~<' <>~~<~c°., c`a <4>F: F>FS>c. c; F~<~>A<ya eA a ? J. J. J. J. k A. A, k A h J, k k k k k h h k h A. k k J. A h h A. h h A h h y y / `V' CONTRIBUTION #1 l Lh Denton is unique because: ; - F> i Ci A i envision Denton in the 21st Century as the North Star of Texas. A Unique Hometown Historical Community that has the Diversity, F> i> Commerce, Education, Arts and Attitude of the Big City. p> Y d> F0. Denton In the year 2010 Is seen: 0 h Neighborhoods: Neighborhoods are located in areas that have access 5 to bike paths and sidewalks, that at leisure time, the residents can walk, 5~ r> ride, run, roller-skate to parks, and their neighbors' houses. Neighbors are conveniently located by grocery stores that are not overly aggressive to the spatial identity of those neighborhoods. Roads are properly lit <K, with low light bulbs to protect the neighborhoods and to not create light A. pollution. Neighborhoods are buffered by greenbelts and landscaping which are accessible by the sidewalks and bikepaths. Businesses and F, the buildings are compatible with the neighborhood and are only found, at major intersections with buildings occupying no more than 8% of> land. That calculation Is determined by number of acres from that major " intersection to the location of the next major intersections and 1,000 feet back from street line. Neighborhood Input is extremely F> valuable and neighborhood areas are consulted on development. 'cach neighborhood has an outcropping of Redbud trees at the entrance. h Apartment complexes and multiple unit buildings no longer have the g, green trash bins located on the edges of the streets-they have become a visually appealing asset with decorative walls enclosing the containers. F7 Mobility-Transport: At the split of 35E and 35W is a Park and Ride lot `w which accesses the Dart Rail System to take Denton Residents to DFW, <K. Dallas, Ft. Worth and surrounding communities. Interstate 35 has light R traffic because of the rail system. In town, there are bikepaths on every road, and within a 2 mile radius of the Universities, major bike paths • and sidewalks are being used by students. Sidewalks are abundant on each road that is a primary, secondary or 50 feet Into a collector street. e~ Properly lighted roads, visible signage, and marked crosswalks for A safety. Roads are lined with foliage and the medians on primary and secondary roads are lined with trees and various plants. A mass transit system is available and there are covered waiting areas for the users • that conforms to the identity of the area in which It Is built. The Denton I' 0 0 Airport is accessible for large numbers of planes. The airport has been < built to minimize the noise pollution created by small crafts and large alike. The City of Denton which encompasses the businesses and 4~i pW p Fi 3 pp a C p p g C A FC'~ <,C~ {p' F,D~ (,per Fpm cC' SiVp~:li N `Y~ ~ FiV~ F~ ♦k? Fha Goa Fw .kS fi Ni wl F'i ~hr ~ ~ w `W~ Y. W W W ~ W W W ~ ~ ~ ~ W W • _ -,.-r•.F..+r rq rw""~'r<~.rr~"~i~117~,~Y1M~11~.~1g11~J~171~1~ r..+rr..r`..... • • p i G~:. G i LAi fa Gil LM1i G~i Ci G`~i shi C ~ C`i G a ~7 Goa G~i G~ <~i f+i G~i 4~ G`~ G~i f~i 4~i <K, 4~i G i Gki G~i f~i fAa G~i G4 G~ 4~ Gi cLa J. ' J. p v i K' M neighborhoods to the east, south and north of the airport are not in the t landing or take off path of any aircraft. Loop 288 has been completed. f~ G`i u Economy-Commerce: Denton's economy is stable. A tax base has been established that has allowed for diversified housing and business industry alike. The town has a major resort with an award winning golf course and all the amenities that are found in resort style vacationing. GAS C-i Two major companies have made Denton home, one is in the TI building f L{i on 77 the other is located in District 1. The airport is host to a unique P~ repertoire of businesses. J~ Gsi Gs, Neighborhoods have a small portion of officer and grocery stores. p, Denton is known for its variety of restaurants and places to be seen. n The Universities are still the main draw to Denton, bringing in students, from all over the world. Denton has be:ome an attraction for the Texas ~9, MotorSpeedway and tiie events that happen there. People choose to, stay in Denton on the days of these events which spur the economy., Bed and Breakfasts also accommodate visitors to Denton. The art and `a murals around town are major tourist attractions. G9, p A f~ Arts-Culture-History: The draw to Denton for our strong economy 1 and commerce Is the Art-Culture-and History. The Greater Denton Arts Council, Keep Denton Beautiful and the university art programs and h' other art orientated organizations have been working together and with GF' developers to make Denton the Shining Star of North Texas. Each business has a work of art displayed in front of the buildings. These works of art are from various sources and artists. The university has art G2 studs s design and create works of art for these developments. Local `c artists, national artists are also involved. Small grants, major funding and developer money Is availablr; to this program. Mostly the artists are Involved because of the recognition and their pride in Denton. Buildings can also be art by the way they are designed or painted. Such as the trompe I'oell mural that is on the Morrison Corn-Kit Building that is a ra major tourist attraction to Denton. Culture and history is of major ~w fi Importance to Denton. Historical landmarks, historical buildings are Gµa f-, maintained. All cultures are represented in Denton. City Leaders and fW F, developers have brought certain cultural Integrity to areas of Denton f~ € that have specific cultural Influences of the Latino, African American, Middle Eastern, and Asian residents. Downtown has accessible parking lots to the southeast of the square and thousands of tourist visit the Square yearly as part of the Art-Culture-History of this region. The • J Square Is the most sought after property for business and retail. It has h' pedestrian access, mass transit and roadway for the business to entertain clientele. 0 Gi w~`'*.451~ w `r~rr~ar~rrr~~i'R • J • L 0 o c GG pG Gli i i f i iii fi Ga Gca Gni C~i c4a C ~ Gi ~1 Ci G7 F i G7 f~ ~ G l G4,1 G i fkl c~ A ~ ~i G` ~ ~i ~ ~ G~ A c~a h W h. .k h 1. h .b h h W W W h W W W W W % 4 W Ci Identity-Image: As stated above, Denton's economy has a lot to do' with its external Image. The 35 corridor has been a success with the use of an overlay district. The buildings are well constructed, with facades that are of brick or stucco and have pitched roofs. Each building has a major landscape package with trees and sidewalks. The F • landscaping is designed to be attractive yet environmentally conscious using low water maintenance, Telephone poles and lines are buried A° underground In the majority of the city. This adds to the scenic appeal A of the city. There are only a couple of transmitter towers since they are considered scenic polluters. Sidewalks and bike paths provide access to G any part of the city. Billboards are no longer a part of the scenic xi pollution of the past. Each major Intersection has an outcropping of Gg Redbud trees that integrates our Redbud designation. Denton Is known for its diversity and as the only city that celebrates it. Denton has built up In such a way that there is harmony within neighborhoods and business. People come to Denton because it reminds them of what life, Is supposed to be, comfofting, not too complex, with varied ' opportunities socially, economically, educationally, and with family. The, City of Denton and the Square remains the County Seat for the County A• W ~ f. of Denton. W Recreation: Lakes are a tourist attraction. The major resort has used that as its draw. Texas MotorSpeedvvay, golf courses, the Campus Theater, fine dining establishments, a remodeled-updated shopping center that entertains a large host of stores. There Is an entertainment W complex that has a variety of activities: theater, miniature golf, motor sports, etc. that entertains the younger crowd, The UNIT eagles are top a" In the nation and going to the games is a must. There is a ranch open w' to tourists. Neighborhoods have annual block parties In which the city GA, participates by bringing fire trucks or police officers to come and be a W part of the neighborhoods.' Fi W r, Education: University of North Texas and Texas Woman's University • continue to be the heart of Denton. The property taxes are In check to where the schools have anticipated the growth sectors and have a Gw facility in place. There are no portables, each student Is In a class of 25 and the teachers are of the highest caliber being paid above national average wages. Denton Is known and celebrated for Its Investment into • h, the children. o ~ i O o Environment: Denton has been the leader for many years in Texas as, an environmentally aware city. Keep Denton Beautiful has continued the Adopt-A-Spot program and the other city departments have W ~ f wa ~,'aw Gw ?w`~' 0S;?0 0~'~~'fw • • Gi G a Ga 5i f, ia G! Ga Cx G°a Ga G, Goa C i Gi G'➢ L~a cal G'a G~ G7 4~ C'd f!x G`,] Ca ~i ~i 5.i q a fA ~i f'+ C~a .l K K K A k A ~ h A A A A A A A K A K A .V K A A K K K K K K K C f'a K ' A F: c`a K A instituted programs to manage water usage, °lectrical and sewer. Sa' Landscaping has become more "native" using plants and rocks to reduce xK' the need for water dependant landscapes. The rail system, bike paths, sidewalks have reduced the pollution and 0-Zone alert days are not heard of any longer. Drainage Is under control and houses are no longer being built in food plains. Mosquitoes are controlled with non-polluting Gx+ pesticide. Low lighting is used on all roads and houses to limit light w pollution. People are recycling more because of the recycle program wi .~a that has been Instituted. Less trash Is being thrown out since the trash awareness program has been aggressively promoted to bring awareness t, to the amount of trash each household produces. Trees are preserved Gw, or replanted during and after construction. Trees are also maintained to G9, prevent disease and bag worm destruction. The yard waste is still, fa organically composed, now delivered and sold for profit. A K G External Influences: Denton Is part of the NAFFA Highway. Denton is .w Goa also host to FEMA and other governmental agencies., A! 1 envision Denton in the 21st century as a community working K I TOGETHER to strive for excellence in living, working, learning and playing. f Denton Is unique because: A * Diversity of neighborhoods and residents IC4 * Two major universities G4, ti * Excellent public school system Picturesque Courthouse surrounded by the historic Square, Central Business District and cultural arts facilities * Oak/Hickory Historical District Gf! * Close to 3 area lakes and many recreational facilities * Community events bringing visitors into our city such as the GN Denton Arts & Jazz Festival, Fry Street Fair, Texas Storytelling o a Festival, North Texas State Fair & County Seat Saturday w' 1% * Only 30 minutes to Dallas and Fort Worth • ~A, * Situated on a major Interstate highway (NAFTA) c4, * Low overall crime rate Responsive police and fire departments t Self-supporting utilities * Excellent medical facilities * Several large industries (I.e., Peterbilt, Andrew Corp., Victor A • Equip., Morrison Milling, Jostens, Anderson Merchandisers), i~ • • * Traditional family and community values , ~A Denton In 25 to 50 years: a K ~ AO~ ~Qr ~a K c C G c¢ G C fG~ yO~ A ~,Ci A Gp~ R (,per " " i~ Gw Gµ ~a c*a fNl 4~ ~ c~l ~a fµ wl " ~l w w G~~ ~1 ~ W W W 'V. ~ W ~ W W W WW.. K_.c-.__z-~~ _ JJJJJJ aV W 7 • I I , i I I I * Industry and commerce built Southwest toward Alliance Airport el' * Extensive expansion of Denton Municipal Airport * All city streets will have good paving and adequate drainage * All entrances Into Denton will be attractive and free of junk car dealers, rundown mobile home parks, abandoned buildings, etc. A * Adequate public transportation Tax base will be more evenly distributed between homeowners a and businesses A * Direct, major route from Denton to D/FW Airport F~ * Major Industrial park In Southwest and/or Northwest area of the city * Joe Oliver's house at the corner of Fulton and Congress STILL* won't be finlshedl i ~ A W ltb a'7 W cAc p `l fW' pip (pT 4l K p~ ~i WWWW~ 7 ~SQI Fi K u CZ4 ' A w7' `w' `°W, Rw ?M► ''W' wi' ~i" FW' y'i' wl' S~' ~1' ~P I • I I I ,t CONTRIBUTION #2 VISION STATEMENT The city of Denton is the county seat for Denton County. It has one of the best examples of a county courthouse which creates a heart for our city combined with a vibrant downtown where historical and arts facilities abound along with commercial enterprises. Denton also is defined by having two major universities within its boundaries. These universities set the tone for our community because of the educational atmosphere which pervades Denton. They contribute to the city by their research facilities, strong music and arts programs and their contribution to the diverse aspect of Denton. Denton is where the two branches of 1-35 unite bringing both Dallas and Ft. Worth within easy driving distance of Denton. Denton's proximity to these two major urban areas makes it a cosmopolitan city while it retains its own identity. Denton will continue to have a strong commercial base with such companies as Peterbilt, Victor, and Jostens but will retain its small town feel by encouraging strong neighborhoods and its diversity of having many i different types of people from all strats of society. If I were on a magic carpet and could look at Denton in 20501 would see: 1) Architectural and landscape design which makes a pleasant vista. 2) Open spaces and greenways which give space to a city. 3) A vibrant downtown-pedestrian friendly, and filled with shops, historical structures, and strong cultural arts facilities. 4) Business parks which contain clean industries and are well designed. These parks provide jobs for all segments of the population and are close to where people live. 5) Adequate infrastructure to carry people from one part of the city to another without congestion. This would include bikeways, • pedestrian pathways as well as roads. 6) Shopping areas which are situated throughout the city with major concentrations in the mall area and outlet mall area and are well designed and landscaped with a(',quate infrastructure. 7) Public art and arts facilities. 8) Major educational centers led by TWU and UNT. • 9) A strong local school system with well placed schools which serve O 0 distinct areas of the city. 10) Strong neighborhoods which have their own identity. 11) Many parks, recreation facilities, and libraries. 12) Trees, trees, trees. • t -~"t, • • • C~ CONTRIEUTION #3 u ~ Denton is unijue because of the historical flavor of the downtown area, because of its ability to retain the warmth of its neighborhoods within the community, because you can volunteer your time to the community and make a difference and because of the school level, as a parent, you are still primarily it concerned about your child's education not about drugs and guns. I think its time to advertise that Denton has all the necessities of a big city with all the tr flavor of a warm community. In the year 2050 I visualize Denton being balanced. With balance comes controlled, clean growth that captures the essence of why so many people continue to come back to Denton at retirement. I visualize by the year 2050 it we have mastered this vision and people who grow up here can stay here make a living, get married and raise a family and better yet encourage their children to stay here and their children and so on {r VISION STATEMENT. fr ~ Denton realizes the critical importance of retaining warmth within the b community, the balance between diversified housing and clean industry for a strong tax base and the continual support of education from elementary * through its colleges to teach the decision makers of tomorrow to retain ~r balance in Denton. fi • 0 • {t {t {r .k {r * {t {r {t {t it tt fr ~r ~t t~ it ~r ~t fi X # it s't s~ ~r ~t ~t ~ lt flr k il~t it iy ~t fr iF ~t iF i~ f~ s~ `.y YIQ-IZ LAN W- 0 s CONTRIBUTION 04 C~ What Makes Denton Unique? ® The more Denton changes, the more it remains the same. Denton feels the same today it did forty, thirty, twenty and ten years ago. Even though it is a city of 72,000 people it still feels like a college town, a home town, a great place to live. Denton was able to achieve this because it is truly unique. (The definition of unique being "one and only"). Its major uniqueness are: ® -Locati(,:,. Denton is the only city in North Texas situated on I-35E, I-35 W and 1-35. It has equal access to Dallas, Ft. Worth, DFW International Airport and Alliance Airport. Our location enables us to "have the best of both worlds." It also enables us to be our own city and not a e suburb of another city. ® -County Seat and Court House Square. Can you think of another city our size that has a vibrant 0 c® downtown with a fantastic one hundred year old courthouse as its anchor? There is none. You V have larger cities such as Dallas and Ft. R'ortN where court houses are lost in the shuffle. And there are innumerable small towns with court horses and squares--but that's basically all they e \ have. ® 411 o universities town. We are blessed with not one but two renown universities. There probably is not another city our size in the United States, let alone Texas, that can say the same. Having both The University of Nortlr Texas (one of the largest universities in the state) and Texas Woman's University (the largest predominately fema:e university in the United States) gives our ® city, added stature. e ® In addition to its uniqueness, Denton is unusual in many ways that makes it a great place to live. Some of our attributes are; ® -Public school system. Denton has an above average publ;c school system, which is critical to the • ® reputation, growth and vitality of any city. ® -Cultural Diversity. Denton is a diverse community. We appreciate and celebrate the strength of 0 ® our cultural diversity and are a stronger community as a result. 0 ® -Neighborhoods. We have identifiable and diverse neighborhoods. People can live in any area of • ® our city and have pride of their neighborhood. Neighborhoods such as downtown (Main Street ® e • O c._, i 77 • ®®®~~®0~~0®~~®®®0®®00®®00000000® ® program with its mixture of residential and commercial) and the Fry Street area help to make Dentonunique. 0 -Attractive city. Denton is blessed with rolling terrain and a relative abundance of trees. ® -Safe city. Denton is a safe city. We have good police ,end `lac protection. V -Cultural activities. There are ample opportunities to enjoy the performing and visual arts in ® Denton. There is always something going on at UNT, TWU, the Campus Theatre, the Visual Arts Center, the Civic Center am park, the Court House Square, etc. • Historical commitment. We are committed to preserving our historical heritage. e -Medical services. With its two hospitals and abundance of physician services, Dentonites can 8 have more of their medical needs taken cue of without having to go out of town L0L~ ® -Employment center. Denton has a variety of major private e,oploy,!rs including Peterbilt Motors V ® Company (plant and corporate headquarters), Victor Equipment Company, Andrew Corporation, Tetra Pac, Morrison Milling Company, Josten's and Trinity Industries. ® .Utilities. Denton provides reliable and reasonable electric, water, wastewater and solid waste services through its own utility operations. With ownership right in Lake Lewisville and Lake 0 { ® Ray roberts, its water supply provides for growth well into the next century. `lid .Other. Denton has an abundance of shopping, restaurants, recreation and other amenities. V e 0 0 lJ 0 ® e000000000000000000004000000®0 0 *+`~,;~+"`+""'Y`r~`rl^ri~p+~.r•, r►.~r~'~,I~.~.rl~f~~~~r„~Ir,.; rh-~'; ~r , ~'^~Yw~S!`G~`'"~"`~" sib _li CONTRIBUTION #5 Denton is unique because: it is the only city in the U.S. (or the universe?) sitting at the convergence of two Interstate highways, less than twenty ,v miles from the worlds second busiest airport, with two major state universities, a vibrant downtown, a long and distinguished history, a distinctive architectural heritage, a strong arts community, and more music fir. gyn. per capita than any other city in the world! It shares with two large cities ownership of two public TV stations. VF. NTON, TEXAS, A.D. 2025 " Although Denton, texas is only a short 35 mile drive northwest of Dallas and ;r northeast of Fort Worth, shares ownership of two public TV stations with 1P, rr those cities, and Is widely recognized as one of the three Important cities in 1; North Texas, visitors driving north Into Denton feel like they'-e entering a different world. Thanks to the foresight of citizens In 1997, entranceways to ri the city are distinguished by spectacular monument markers at the beginning of s!gn•free scenic corridors featuring native plants, wildflowers and redbud trees. Continuing along the Interstates, visitors see overpasses 1 bearing distinctive Denton designs surrounded by more landscaping. In the late 1990's the formerly unsightly entrances to the UNT campus were replaced by a rebuilt Avenue D exit and completely new formal entrance to S;`= f the campus. Travelers on their way to Oklahoma are now awed by the t`= r;r fabulous award-winning Music Performance Hall towering above the highway and linked to the Radisson Hotel by a pedestrian skyway. Nearby Is fz~ another stunning structure, a 45,000-seat sports stadium used by UNT, TWU, DISD and the entire Denton community. Those who choose to leave the J. _ Interstates will continue to experience a "sense of arrival" as they traverse Internal scenic corridors devoid of clutter and beautifully landscaped (with low maintenance materials, of ( )urse!). g' t As mentioned above, Denton Is one of three major cities within a relatively small area. Denton Is smaller than the other two, In both population and square miles, but Its unique history, personality, and function give It a i& special place In the region, the state, and the nation. In 1997, Denton ` consolidated this position by organizing a "community of cities," becoming 1: y~ what it is today--the center for employment, shopping, health care, and P cultural experiences for people In Denton County and surrounding Counties, including those north of the Red River. Yet, Its tradition as a university city, o Its strong neighborhood orientation, and its sense of community have all helped Denton retain the intimacy and the "home town" feel of a small town. sq; l~~t1; 11,~~ +,~1; 4`M` ~t~ .!i Iii^_ 1~ 11 ~ 11 ill Xu X~I,JI~ 1~ H 11 11 M X X I ' S +°"'~'^~"~"S~`r".s.Ar.; fw..r.,y.; v,;4..n,~,~~rTr►; N`f'~`y'r?~.►`,;~` ff .''`an'y l~ir`s+J~» S~Y'~! hL h n Denton In 2025 Is distinguished by an unparralled abundance of trees and a E` wonderful array of parks, green belts, and open spaces, enhanced by the placement of all utilities underground. The 20th century mercury vapor rr lights have been replaced by more human-scale lighting of the 21st century. g` Pecan Creek and other creeks have been developed Into a system for flood. t'^ control, recreation, and aesthetic appreciation. The creeks are lined with hike bike paths and planted with Redbuds trees, as part of the citywide redbud trails which make Denton the official "Redbud Capital of Texas." The Civic Center Park and its municipal buildings serve as a focal point for the city's Image, but other parks car, be found throughout the city--some of lk? them small neighborhood green spaces and playgrounds, others large 14,0~ regional parks serving the entire city. Other park lands are simply large to' natural parks, a means for citizens to maintain their contact with nature. Landscaped berms and other plantings make parking lots seem a part of the > city's park and greenbelt system. Sr. In 1998, Denton citizens took a dramatic step by voting to Institute a . dedicated tax to purchase open land around the city, to prevent urban sprawl and to avoid becoming an indistinguishable part of the urban mass oozing up from Dallas and Fort Worth. The next year, voters approved an even more drastic measure--annexation and eventual purchase of a wide band of land on either side of the IV.- Ray Roberts Greenbelt, and even (;-!7,: surrounding the southern part of the lake. With a determination to maintain this area forever as park land and greenbelt, Denton oas evolved IZ into a city that combines urban sophistication and amenities with a lz beautiful rural treasure. in addition to the entranceway markers so frequently seen depicted on tl Denton publications as symbols of the community, Denton has 3 "signature" buildings, Images that reflect the essence of Denton that also are used as 1P city logos--revered 1896 Courthouse presiding over the traditional center of the city, the wildly different LINT Performing Arts Center Dominating the Interstate, and the quieter but sublimely beautiful City Hall, nestled In the redeveloped Civic Center Park. • 0~ Denton has a highly diverse array of housing for Its highly diverse tvi~ population, Including the suburban sprawl housing, totally dependent on 19 the automobile, that was so popular in the last half of the 20th century. Much of the city's housing Is more mixed, however, being developed In clusters allow citizens to walk or ride bikes to reach nearby shopping and services. Denton values Its older structures, from modest houses to elegant • marble bank buildings. indeed, pre-11940 homes are among the most e expensive In the city and rarely come on the market. The storied Phoenix apartments have been replaced by low-Income housing widely dispersed around the city. Mixed uses are made compatible by heavy buffering and f ,i! i, i~ a iLp(15 U~ ~ " h73 YL'.~LLS Al^ - i, n w']~~w n i, ~ " n A « x w " • • _ f landscaping, as well as good design. The original downtown remains the ' heart of the city, and housing In this area commands high prices. Buildings Gr= o; remain in a human scale, with no building (except for those symbols at TWU) S'-' r► over six stories high. Streets in the centra! city are public places, gathering ~vp spots, not just throughways for cars. > Denton provides many ways for people to get around--sidewalks are everywhere, making walking safe and appealing. A citywide network of hlkelblke trails reduces traffic and ties In with the "rail-trail" system and connects with Dalhoma Trail and Trinity Trails. All areas of the city are . fr designed, or redesigned, to be conducive to walking or biking. All new housing is required to connect to the trail system. Cars remain, of course, but public transportation has reduced their number. Denton is tied to C lon~ Dallas, Fort Worth, and points between by a regional light rail system. Buses Otl bring workers in from Decatur and from as far north as Ardmore, Okla., co` their jobs in Denton. Denton is first and foremost an arts city. The downtown Is full of gallerles and theaters, and artists' studios. Public art is everywhere. Most notable is a sculpture park on University Drive, and land donated by philanthropist Newton Rayzor, but sculptures can also be found throughout the city, many of them celebrating Denton's status as a music city. Denton has many All 1% spaces for public performances and exhibitions, including a wonderful art museum and a magnificent historical museum. Street performers entrance I`= people who stroll, sit, and enjoy the downtown. Denton has a professional 10~ symphony orchestra, but also a community orchestra, in addition to the renowned LINT symphony. Denton also has professional and community ~-r dance and theater companies. ty. Denton Is well established as a festival city, renowned for its annual jazz festival featuring high school, professional and university groups. It also has, a multicultural festival to highlight Its diverse culture. Theater festivals and OR storytelling festivals draw many visitors to the city. In addition, Denton 1,. organizes a biennial O'Neil Ford symposium, focusing on urban design for medium-size cities. it. Denton is an important business center. No one ever needs to go to Dallas•• 6?` or even Lewisville--to shop. But Denton is first and foremost a "music city," Vp building on Its location as the home of the world-renown LINT school of It music. Students study the music business; clubs present pop music and jazz. Denton has since 1998 become a center for music publishing and recording. • The outlet mall and similar business fund much of city government through & the sales tax. Other Industries are oriented toward science and computers. i~ 0 • Denton also has several beautiful high amenity business parks populated by C high-tech Industries drawn to various programs at the two universities, Wp- • • n h'.'_' il. n ~.5 JS FfL it ~I'i^hL" 51!!.Bd~ n n w n M- n Alt which now share a research center and other facilities. The airport Is a money-maker for the city of Denton. Many corporate planes are based t!: there. The airport Is beautiful and easily accessible, and attracts many visitors to Its nice restaurants. Circling the airport and several small corporate headquarters and back offices of some large national firms. Denton's landfill operation has developed into a major regional recycling center; in conjunction with the UNT Applied Science dept., the center has attracted industries using recycled materials. B' Denton has a number of amenities enjoyed by Its citizens but also attracting visitors, including an aquatic center, with a natatorium that attracts regional and state swim meets and a water park whose revenues help to pay for f.~ other parks programs. In addition, Denton has a small amphitheater in the Civic Center park and an equestrian center on 135 North, based on facilities at the former Cauble ranch. Denton has a small hotel In the downtown area and uses the renovated Civic Center for some meeting and convention activities. Several major hotels with convention facilities are located in the city. r CAN w ~ & it. It 0 1~,~~ N u n n 11 X~N 11 X11 N li U N • F n F . • ~QNN, C Joint City Council/ Planning and Zoning Commission Work Session Wednesday, August 6, 1997 6:00 PM (Dinner at 5:30 PM) Denton Municipal Complex Central Jury Room 601 East Hickory Denton, Texas DISCUSSION ITEMS 1. SCHEDULING 2. VISION STATEMENT 3. THE DENTON PLAN: MERGED DOCUMENTS s 4. PUBLIC INVOLVEMENT - • ti - ~ O 0 II I { ,4 • C Elements of THE DENT ON PLA N THIS DOCUMENT IS THE FIRST ATTEMPT TO MERGE EXISTING VISION AND DENTON DEVELOPMENT PLAN (BOTH 1998 AND 1997 DRAFT) DOCUMENTS. A'0 SECTIONS OF ANY DOCUMENT HAVE BEEN DELETED; THEY HAVE BEEN REFORMATTED AS PER THE NEW PLAN STRUCTURE CURRENTLY UNDER CONSIDERATION SY THU DENTON CITYCOUNCIL.. C Prepared for discussion at the Joint City Council/ Planning and Zoning Commission Work Session Wednesday, August 6, 1997 • 6:00 PM (Dinner at 5:30 PM) Denton Municipal Complex. Central Jury Room • • i • 601 East Hickory Denton, Texas 1 • • Elements of THE DENTON PLAN THIS DOCUMENT IS THE FIRST ATTEMPT TO MERGE EXISTING VISION AND DENTON DEVELOPMENT PLAN (BOTH 1998 AND 1997 DRAFT) DOCUMENTS NO SECTIONS OF ANY DOCUMENT HAVE BEEN DELETED; THEY HAVE BEEN REFORMATTED AS PER THE NEW PLAN STRUCTURE CURRENTLY UNDER CONSIDERATION BY THE DENTON CITY COUNCIL., TABLE OF CONTENTS 1. PROCESS 3 EXISTING CONDITIONS 5 II. III. FORECASTS S IV. VISION 7 C V. POLICIES s 1. POLICY OPTIONS EVALUATED IN 1988 DDP 8 2. POLICY TOPICS SELECTED IN 1991 9 MOBILITY I TRANSPORTATION 9 ECONOMY 10 CULTURE I ARTS I HISTORY 11 IMAGE I IDENTITY 11 NEIGHBORHOODS 11 DIVERSITY I HOUSING 12 GROWTH 13 GOVERNMENT 15 UNIVERSITIES 15 AESTHETICS 15 ENVIRONMFNT 16 • PARKS 8 h_.REATION 16 DOWNTOWN 16 PUBLIC INVOLVEMENT 17 VI. COMPREHENSIVE PLAN 19 • VII. SMALL AREA PLANS 41 • o ` VIII. IMPLEMENTATION 46 2 0 0 • • PROCESS Part I: Introduction 1. Preamble: The Denton Development Plan IDDPI establishes an integrated policy framework Intended to guide the long term physical development of the city. While the Plan incorporates policies to promote growth and economic development in Denton, it is not intended to be used solely as an economic development tool. Traditional master plans for cities are fined land use maps forecasting land use developments at specific locations. The Denton Development Plan however, is more policy and process oriented. The Plan sets out the spatial concepts, policies and guidelines that are to be used to determine the possible land uses for specific areas. In this way the Plan provides greater flexibility and requires fewer rmerdments over time. The Plan is intended to be used by the City Council, Boards and Commissions, city staff, private and public development Interests snd citizens as a basis for consistent and Informed decision making. City staff will use the Plan extensively on a day-to-day basis in dealing with zoning, land subdivision, public utilities and community, acilities planning, capital improvement programs, budgeting and related matters. I The Denton Development Plan (DDP) establishes an integrated policy framework Intended to guide the long term physical development of the city. While the Plan Incorporates policies to promote growth and economic development n Denton, it is not intended to be used solely as an economic development tool. Traditional master plans for cities are fixed land use maps forecasting land use developments at specific locations. The Denton Development Plan however, is more policy and process oriented. The Plan sets out the spatial concepts, policies and guidelines that are to be used to determine the possible land uses for specific areas. In this way the Plan provides greater flexibility and requires fewer amendments over time. The Plan is intended to be used by the City Council, Boards and Commissions, city staff, private and public development interests and citizens as a basis for consistent and Informed decision making. City staff will use the Plan extensively on a day-to-day basis In dealing with zoning, land subdivision, public utilities and community facilities planning, capital improvement programs, budgeting and related matters. • B. ur ose f f r The Denton Development Plan establishes an integrated policy framework to direct and manage the long term physical development of the city. The Plan incorporates a statement of public policy intended to be used by decision makers, City staff, private development Interests, citizens and public interest groups as a basis for Informed decision making, City staff will use the Plan extensively on a day-to-day basis In dealing with zoning, land subdivision, public utilities and community facilities • planning, capital Improvement programs, budgeting and related matters, G • Persons interested in the development of land within the greater Denton Planning Area are encouraged to read the entire plan. The Plan provides the policies and guidelines to assist In achieving concept C approval of development proposals. The Plan's main purpose is to create a foundation for the more detailed functional plans and studies 3 . • • J- r EXISTING CONDITIONS The first half decade of the 80's Initiated a period of rapid population growth and an Increase In development activities. Between 1980.1985 Population Increased from 48,063 to 61,000, representing a growth rate of 4.8% annually, compared with a low to modorate growth rate of 1.8% per year In the preceding decade 1970-1980. The Denton Development Plan covers a study area of approximately 144 square miles. The study area kf is considered adequate to accommodate urban growth and development to the year 20101, In general the study area is bounded by the Elm Fork Trinity River on the east and extends to the south to include portions of the City of Corinth and Argyle. On the west it follcws a fine approximately three (3) miles west of the Denton Municipal Airport and east of and adjacent to the City of Krum. The northern boundary generally follows the watershed between Milam and Clear Creeks and FM 428. The map on page 5 shows the boundaries of the study area. 'Lend use Analysis 2010. Planning and Development Department, March, 1986, page 24. C % i C S r; i • FORECASTS TABLE f: PLANNED POPULATION FOR CITY OF DENTON AND GREATER DENTON PLANNING AREA. 1990-2010. 1985 f990 2000 2010 i City of Denton 58,000 72,000 98,000 131,700 Greater Denton Planning Area 60,500 77,500 105,200 141,600 The planned increase In total population to the year 2010 will generate new demands for employment, housing, transportation, shopping, public utilities, community services and facilities. I These demands have been estimated to determine land use development and growth required to adequately serve the needs of the City In the future. The total projected acreage of new developments by land use categories for 1990, 2000, and 2010 is shown in Table IL TABLE IL PLANNED LAND USE GROWTH 1990 - 2010 Land Existing Figures represent Currufativs Use Developed total acres of Grower Categories Acres planned growth in Acres 1990 1984 1990 2000 2010 •2010 Single Family 3,133 907 1,552 2,033 4,492 Multi-Family 440 129 222 290 641 Commercial 667 243 415 645 1,203 Industrial 317 1e2 277 363 602 institutional 1,555 324 554 726 1,604 Transportation and Utilities 1,859 687 970 1,270 2,907 TOTAL 7,951 2,332 3,990 5,227 11,549 Population snd Size The plan Incorporates an area of approximately 144 square miles defined as the 2010 utility servico area and described as the Greater Denton Planning Area in this document. It is Intended to accommodate a planned population of 141,500 by the year 2010. • i. C 6 ✓r 4 11 r t ~Y. • • c VISION A VISION FOR DENTON THE 21ST CENTURY We envision Denton in the 21" century as the North Star of Texas a community of excellence for living, working, learning, and playing. We envision Denton in the 21 st Century as the North Siar of Texas- a community of excellence for living, working, learning, and playing. VISION: TO DEVELOP DENTON AS A LEADING ENTREPRENEURIAL CITY THAT ATTRACTS HIGH-TECH, HIGH- SKILL, HIGH-PAYING JOBS. TO DEVELOP DENTON AS A SAFE, ATTRACTIVE COMMUNITY WITH STRONG NEIGHBORHOODS, A UNIGUE IDENTITY, AND A SENSE OF HISTORICAL PRIDE. MAJOR EXTERNAL GATEWAYS PROVIDE A SENSE OF ARRIVAL AND MAKE A DISTINCTION FROM C OTHER PLACES INTERNAL CORRIDORS WITHIN THE COMMUNITY THAT SENDS A POSITIVE MESSAGE, REINFORCE A SENSE OF PRIDE, AND PROVIDE LANDMARKS FOR THOSE IN DENTON TO DEVELOP DENTON AS A CENTER OF DIVERSE AND ACCESSIBLE HISTORICAL, CULTURAL, AND RECREATIONAL OPPORTUNITIES TO DEVELOP DENTON AS A COMMUNITY THAT PPOMOTES EXCELLENCE IN LIFELONG LEARNING BY PROVIDING EDUCATION AND TRAINING OPPORTUNITIES FOR ALL CITIZENS. TO DEVELOP A COMMUNITY OF EXCELLENCE FOR LEARNING t J f i 7 • • POLICIES POLICY OPTIONS EVALUATED IN 1988 DDP 1. Current Trends Projections Current trends land use development sets out the base line scenario for growth. This option assumes that there will be no new major control of land uses and that current policies will generally serve to determine the location of most land use developments. It provides for the dispersal and stripping of commercial/retail activities along freeways and major arterials Including Carroll Boulevard, Fort Worth Drive, Dallas Drive and University Drive, In the short-term this option will promote economic growth but in the long-term it is likely to result in uncontrolled urban sprawl, higher costs for public services and facilities and the possible loss of a valuable tax base to the Lake Cities in the southeast. 11. Restricted Current Trends This scenario is similar to I except that it emphasizes strip commercial along selected corridors, Le., University Drive and 1-35E. Traffic projections have shown that the proliferation of commercial/retail developments along 1.35E and University Drive will generate traffic exceeding the planned capacities of these arterials, resulting in extreme congestion. III. 1981 Development Guide Concept With Additional Centers i This concept is adopted from the 1981 Development Guide concept map with additional centers in the wider study area. The basic structure provides for three levels of activity centers, the large major activity centers, the moderate activity centers and the small neighborhood service centers. Additional moderate size centers have been added to follow the same general pattern at the intersection of major thoroughfares. IV. 1981 Development Guide Concept Plan This scenario is identical to the 1981 concept map. It sets out an organized and balanced urban form and structure for growth and development. This option provides the opportunity for the Committee to examine the number, size, spacing and function of the commercial retail centers. It offers greater benefits in the long-term such as reduced costs for public services and facilities, increased and expanded tax base and greater cpoacity for mass transit. DEVELOPMENT POLICIES A. Introduction The development policies in this section deal with intensity area, housing, transportation, economic development, parks and recreation, urban design, balanced growth and compact growth. The policies are both general and specific. The general policies provide a framework for more detailed functional planning (e.g. utility master plan). The specific policies are intended to be implemented in the short term along with all other City wide policies contained in the plan. They have been designed to be consistent with and to accelerate the realization of the wider goals and objectives of the long range plan. B. Intensity Area Policies The intensity policies provide a city-wide framework for promoting and regulating land use developmem. The framework is based on a maximum intensity allocation for the planning area as a whole. The maximum Intensity allocation consists of (1) maximum number and Intensity of moderate centers; 12) maximum size and number of major activity centers; and, (3) size and Intensity of low intensity areas. The intensity policies should be given priority In all planning activities. City staff should use these policies on a day to day basis before applying other city-wide policies In j • dealing with land use proposals. Thus developers are encouraged to use the following policies and 0 • guidelines when preparing land plans. A change In an Intensity standard Is considered a major decision of the City; therefore, Inc^ca entel E planning activities and decisions that will change the Intensity of on area should be referred for an intensity study by the Planning and Zoning Commission. (See Section 6 - Intensity Amendments.) S I • • { .y'roP1GS,SPL ~ D IN 1997 Promote the development of a land use pattern conducive to the successful implementation of a mass transit system. t Promote distribution of land uses resulting in less traffic congestion. The land use pattern is conducive to the successful implementation of a mass transit system. Development occurs that minimizes traffic congestion. The proposed land use pattern will be served by an updated thoroughfare network. The thoroughfare system has been designed so as to provide greater capacities to locations which have been designated trr the plan to generate long-term higher traffic volumes, Roads should be designed so that higher density housing can be served without flowing through lower density areas. Different modes of transportation should be integrated within and between neighborhoods and activity centers. D. Transportation 1. Purpcse and Intent: The transportation system is the binding force that ties the land use pattern together. Land use intensity and distrit ition must be served by a planned transportation system. The major purpose of a long-range thoroughfare plan is to Insure that today's incremental decisions not only respond to today's needs, but also contribute towards the long-range Land Use/7ransportation balance for the City. The designation of a center to accommodate high intensity type developments in the future will require a commitment now with respect to major thoroughfares to serve that center. ( ) In designing the thoroughfare system adequate consideration must also be given to ensure that - commercial and industrial traffic are routed thro:!gh major thoroughfares and not allowed to fl')w ihrougt, single family residential neighborhoods. It is the intent of this plan that Donlon's transportatinn system should react to the community's plan and not have transportation be reactive to unplanned growth. 2. Long Range T!,oroughfare Plan; The long range thoroughfare plan is based on a modified corridor concept with major intensity land uses in three urban centers generally following the Interstate 35 corridor and including the downtown center. The overall basic transportation policy is to provide adequate facilities to meet city wide mobility needs in the future. This includes auto, bike, scooter, pedestrian, end local and regional inass transit. The long-range thoroughfare plan is shown on the map on page 53. Trio long-range thoroughfare plan is based on the rationale that larger thoroughfares with Improved levels of service stimulate increased busines' activities which in turn generate more traffic. The major objective of the long-range thoroughfare plan therefore is to provide larger thoroughfare • capacities (freeway, primary and secondary arterials) to serve the m ,jor and moderate activity centers and collector and residential streets to serve the low intensity areas with predominantly residential land uses. There are also cases In which a major thoroughfare is needed to connect maj,)r sections of the City. Objective S. Transportation: The objective of the long-range thoroughfare plan is to avoid I 1 congestion, pr: tect low intensity areas and existing neighborhoods, and fnciiitate multi-modal ® transportation opportunities by providing larger thoroughfare capacities Ifredway, primary and E • ID secondary arterials) .o serve the major and moderate activity areas and collector and residential streets to serve the low intensity areas with predominantly residential land uses, with a network of sidewalks bikeways, recreational trails, and transit routes. 9 ` 1 BUSINESS INDUSTRIAL PARK POLICY: Establish linkages to higher education Institution. Conduct transportation lobbying campaign to promote infrastructure linkages. (Loop 288, FM 2499) Establish infrastructure that leads development Review incentives for economic development Promote the development of a stable and diversified economic base to generate Increasing job opportunities and a broader tax structure. Encourage the economic utilization of lands in the vicinity of the municipal airport. Economic Development The Lend Use Planning Committee was concerned about the urban economic base in the greater Denton Planning area, It was agreed that priority be given to developmrintf -fiat strengthen and diversify the local economy, resulting In a wider range of employment c : )ortunittes and thus expanding the tax base of the city. The Land Use Planning Committee placed a high priority on economic development, quality of life Issurs end preservation of existing neighborhoods. The members also acknowledged the restrictive tax base of the City. They recognized that since approximately 13% of Denton's developed land is non-taxable, diversified economic development should be emphasized while promoting development In the city. Land in the vicinity of the municipal airport is economically utilized. E. Economic Development 1. Purpose and Intent: The overall policy of the Denton Development Plan is to strengthen end diversify the urban economic base to create a wide range of employment opportunities and expand the tax base of the city, , This policy Is intended to attract basic Industries and t,; encourage existing basic industries to expand locally. All business establishments which produce goods or services at least 51% of which is directed to serve peopla outside the City of Denton are considered basic industries. The City may consider development incentives to attract new basic industries to locate in the city and to encourage existing basic industries to expand locally. The guidelines for determining the type of incentives and the specific businesses which may qualify are given in Section E.3 below. 2. Incentive Policies; Development incentives may vary by size and type of establishment and its initial and potential capacity as a generator of employment and other economic gains. Priority may be given to basic industries which are generally clean and which will make a significent contribution to employment and city tax base. Incentives may include but not limited to: a. The City may give assistance with the extension of utility services end streets to the proposed site. This assistance may include the waiving or postponement of infrastructure development where this is possible. b. The City may waive the application of intensity policies so as to accommodate the proposed development on a specific site. This waiver should not be interpreted to mean that site planning, urban design of neighborhood protection policies are to be compromised. s Objective 9: Economic Development: This Plan calls for strengthening and diversifying a self r sustaining economic base, creating a wide range of employment opportunities, and expanding the tax base of the city. Policy 9.1: The City may consider development incentives as an appropriate means to attract new industries and cost beneficial business and offices to locate in the city, and to encourage existing industries to expand locally. II S Policy 9,2: Development Incentives may very by size and type of establishment and its Initial and O potential capacity as a generator of employment and other economic gains. Priority may be given to basic industries that are generally clean and that will make a signHicent contribution to employment and city tax bass. 10 • 0 e s The overall policy of this Plan is to support the preservation of the distinctive architectural and cultural heritage existing in this area. The architectural standards and policies regarding existing and proposed developments in the Historic Presarvalion Plan of the City are to be strongly enforced. ENTRANCEWAYS POLICY: I'r Develop and Implement policies for corridor guidelines. Develop identity of neighborhoods Create a collaborative effort to develop a unique Identity along the IH 35. Encourage developers to design end maintain entrances that enhance their property and the corridor. Create a collaborative effort between existing commercial findustrial sites and neighborhoods to improve corridors. Build support of all groups involved. Encourage developers to design and maintain entrances that enhance their property and the corridor. Encourage all In-fill development to design entrances and encourage existing development to add elements. The design, image and character of the city is improved. Denton will continue to be recognized as a unique and great place to live, work, learn, and play. 0. Major Entrance Ways: The ma'or entrance ways are those freeways and primary arterials predominantly used by incoming traffic into the City of Denton, 1-35 North, 1-35 West, 1-35 East, U.S. Highway 77 (Old Sanger Rocd), FM 2164 (Locust Drive), FM 428 (Sherman Drive), Loop 788, FM 2181 (Teasley Lane), Dallas Drive (U.S. Highway 77), Bonnie Brae Street, U.S. Highway 377 (Fort Worth Drive), FM 1830 (Country Club Road), Mayhill Road, Oak Street, and Hickory Street. ( 1 Developments along major entrance ways present the first impressions of the City to the public eye. The policy of this Plan therefore is to encourage and promote good urban design to enhance the aesthetic quality and visual amenities along entrance ways. The following specific guidelines are rPquired. i zz~ NEIGHBORHOODS POLICY: Create a collaborative effort among community institutions, businesses, and neighborhoods Create neighborhood cohesion and identity Identify and preserve neighborhood characteristics Revitalize neighborhoods All neighborhoods have adequate infrastructure. O Neighborhoods have adequate access to public and community facilities. Develop transit policies and a five-year strategic plan Develop broad-based pre-election approval of a bond election Implement land use policies that encourage mixed use developments Require new developments to "tap' Into master traits plan Protection of residential neighborhoods from the intrusion of Incompatible land uses, traffic, noise and pollution. ® Residential neighborhoods are protected from the intrusion of incompatible land uses, traffic, noise and p,)Ilution. Designation of a Specific Area: Specific area policies are Intended to provide a framework to promote development In a designated area which requires special treatment In view of Its current problems or i its unique location and character. Specific areas may be designated by the City Council on the Il - --=ms's e • recommendation of the Planning and Zoning Commission at any time over the plan period. Designation of a Specific Area.: Specific area policies are intended to provide a framework to promote development In a designated area that requires special treatment In view of its current problems or its unique location and character. Policy 15.1: Specific areas may be designated at any time by the City Council on the recommendation of the Planning and Zoning Commission. 2, 1 Provide opportunities for diversified housing with emphasis on housing for low to moderate income levels. Promote land use diversity to encourage housing and community facilities in close proximity to employment centers. Diversified housing is built for low, moderate, and high Income families. Land use Is diverse. Housing, community facilities, employment, and shopping are in close proximity. C. Housing: The purpose of the housing policies Is to encourage alternative types of housing that respond to the differing economic and individual life-styles of Denton's citizens, protect existing and future neighborhood integrity and insure that the overall city-wide intensity policy is maintained. The following specific policies provide the guidelines for neighborhood protection and housing diversity within the context of the plan's intensity policies. 1. Housing Diversity: It is the policy of this plan that housing diversity be strongly encouraged In Denton as a whole. The policy of housing diversity is closely related to housing size, density and cost. Housing density Is defined in units per acre as low (0-51, medium (Vess than 12) and high 112 and over). In striving for the goal of housing diversity, consideration should be given to the following: a. Provide a wide range of housing types in such quantities citywide and sector-wide that correspond to Denton citizens' financial capabilities and desires for differing life-styles. b. Emphasis should be given to the development of diversified housing in all sectors of the city, which also suggests that one housing type should not be concentrated in any one sector of the city. This policy will tend to promote balanced growth which provides benefits of balanced land values, better utilization of infrastructure, more energy efficiency, reduces traffic congestion and provides a sense of community in all areas of the city. c. Diversified housing patterns should be well planned to Insure that all neighborhood integrity Is maintained. Examples of planning policies are: 1) No type of housing overly concentrated in one area. 2) Good site design transition between housing types and density, greenbefts, housing density gradation and architectural design. e 31 Transportation design so that higher density housing can be served without flowing through lower density areas. 41 Provide for different modes of transportation to be Integrated within and between neighborhoods and activity centers. 5) Create codes and ordinances to promote and encourage the quality of smaller size housing. 2. Housing Cost and City Regulations: Current trends In development standards have Increasingly added requirements to encourage higher quality housing but In so doing have raised the cost of • housing by filtering these costs to the developer and then to the new homeowner. The policy of this I~ • 8 plan is to reduce the cost of housing by encouraging growth In the low to moderate housing market. For example: / a. Allow greater flexibility in the sitting of a house on a lot, requiring only a maximum building l coverage, front yard requirement and fire separation. 12 I t I" • • , I l b, Provide more flexible lot width and depth requirements as long as the minimum lot size is maintained. c. Explore and implement housing development concepts such as town houses or semi-detached houses sharing a larger recreational and green space. 3. High-Density Housing: High-density housing includes apartments and other forms of housing with a density of twelve 1121 units and over per acre. It is the policy of this plan that high density housing be dispersed throughout the city with limited concentration in any planning area. Objective 6. Housing: Alternative types of housing that respond to the differing economic and individual life-styles of Denton's citizens and that protect existing and future neighborhood integrity should be developed in all areas of the city to promote better utilization of Infrastructure, more energy effic`ency, reduced traffic congestion and a sense of community. Policy 6.1: Housing Diversity. It Is the policy of this plan that housing diversity be strongly encouraged in Denton as a whole. The policy of housing diversity is closely related to housing size, density and cost. Housing density is defined in units per acre as low (0-less than 6), medium (6-less than 12) and high 112 and oven. Policy 6.2: The plan encourages the provision of a wide range of housing types In such quantities city-wide and sector-wide that correspond to Denton citizens' financial capabilities and desires for differing life-styles. Policy 6.3: Emphasis should be given to the development of diversified housing In all sectors of the city, which also suggests that one housing type should not be concentrated in any one sector of the City. Policy 6.4: There should be good site design transition between different housing types and density such as, greenbelts, housing density gradation, and buffering. Policy 6.7: Ordinances should maintain the quality of smaller sized housing. Policy 6,10: Housing Cost and City Regulations. If it is Important to reduce the cost of housing by encouraging growth In the low to moderate housing market, according to, but not limited to, the following: l Policy 6.10.1: Allow greater flexibility In the siting of a house on a lot, requiring only a maximum building coverage, front yard requirement and fire separation, Policy 6,10,2: Provide more flexible lot width and depth requirements as long as the minimum lot size is maintained. Policy 6.10.3: Explore and implement housing development concepts such as town houses or semi-detached houses sharing a larger recreational and green space. Policy 6.8: High-density housing should be dispersed throughout the city with limited concentration in any planning area. 7, , Promote and encourage balanced growth so that development takes place equitably in all planning • areas of the city. Promote the development of an urban center in the northwest to create a balance with the centers in the southeast and central areas. Encourage a spatial pattern of land use development which reduces the cost of public services and infrastructure. j Promote in-fill development within the Loop 288 corridor to secure maximum utilization of existing services and infrastructure. • Use of Public Funds to Encourage Balanced Growth The Committee was concerned with past development In certain areas that resulted In high city • development costs. The Committee agreed that public funds should be used to encourage and promote growth so that there Is an equitab'e distribution of development In all areas of the city, The five planning areas are shown on map on page 3. Compact Growth 13 i 4 • r • ,r Based on current trends development, the Committee concluded that leap-frog and sprawling development incur higher public costs for roads, water, wastewater and community facilities, and underutilization of existing services and infrastructures. Intensity Concentration and Standards The Land Use Planning Committee was concerned with the higher land use intensities developing in low intensity areas. The Committee agreed that the intensity policies are important to the "achievement of quality growth in a small town atmosphere.' One of the key policies of the Plan relates to city-wide balanced growth. The committee felt strongly that public efforts and funding should be expended to promote an equitable distribution of development in all areas of the city as opposed to following growth towards the southeast. The Committee rejected current trends and restricted current trends scenarios and selected a plan for balanced growth over the long-term based on a combination of the final two options. The selected alternative and the concepts, guidelines and policies together provide the basis for the Dentin Development Plan to shape the future directions and growth of tha city. Development takes place in all areas of the city. The major activity area In the northwest continues to grow to balance the central and southeast major activity areas. The spatial pattern and timing of development occurs so that the cost of public services and infrastructure are minimized. In-fill development within Loop 288 occurs in order to secure maximum utilization of existing services and Infrastructure. Land Use Growth: The plan provides the framework and basis for land use development to meet the demands for new employment, housing, commercial, social and public services and facilities. It Is projected that the total area of developed lands will be expanded by 11,549 acres to meet demands for new growth to the year 2010. The major goal of the long range plan Is to achieve a balanced distribution of developed lands in all five planning areas. Urban Form and Structure: The long range plan establishes a network of activity centers based on the village concept.' The general location of these centers are shown on the concept map on page 16. 'The village concept is used to describe the relationship between a center and its service area. The center is the hub for a wide range of activitie3 incb_ding commerciallretail, community services, and facilities and employment. This is where people meet and interact while working, shopping or enjoying leisure activities. Major Activity Centers - Urban Centers: These are the largest centers strategically located to encourage the concentration of commercial, retail, office, light industrial and multi-family housing. These centers are Intended to serve as the hub for economic aciivity and employment. According to the plan, the northwest urban center should be approximately equal in size to the southeast center by the year 2010. - Special Purpos3 Activity Center: The plan designates a special purpose activity center in the vicinity of the Municipal Airport. This center is intended to encourage the establishment of an industrial economic base given the locational advantages of this site In terms of access to rail, motor and air transportation. • Moderate Activity Centers: The plan proposes a number of moderate activity centers emphasizing e wide diversity of land use developments. The moderate activity centers are located about a mile apart at the intersection of and abutting major thoroughfares. They are intended to serve as mini-town centers with mixed use developments. Low Intensity Areas: All the other areas shown on the concept plan and not Included In the centers outlined above are intended to be used primarily for singe family residential developments. t At the neighborhood level, the plan incorporates a network of small commerciallretail centers with • direct access to a collector type street or larger thoroughfare. • O K Balanced Growth: Under current policies the financing of utility services, roads and other public facilities tend to follow real or perceived growth instead of responding to planned growth. The W6 C Use Committee recognizes that this policy contributes to continued growth towards the southeast. This could ultimately result in Denton being part of the northern suburbs of Dallas. The Committee felt strongly the current trend policy should be changed to a policy that promotes balanced growth. 14 ,.mow-F-'.'Rrr ~tl~l~lMMl. • • Therefore, the balanced growth policy of this plan Is: ( \ "When public funds or efforts are expended they are to be directed towards supporting planned growth. Planned growth is defined as growth that responds to the development policies and lend use pattern in this document." The Intent of this policy is to promote an equitable distribution of development throughout the City. The promotion of balanced growth includes all public support for development, both monetary and nonmonetary. Specifically, with respect to public funds, this policy encompasses the total amount of development funds from all sources, which Is budgeted, bonded and expended. Equitable distribution of development in ail the planning areas should be interpreted as equal support for development and not dollar for dollar expenditures. As some planning areas develop to capacity, then emphasis should be given to budgeting for maintenance. Objective 12. Geographically Balanced Growth: Development should take place in all areas of the city to promote efficient use of utilities and infrastructure as well as provision of city services. Policy 12.2: Public funds or efforts should be expended only toward supporting growth that responds to the development policies and land use pattern In this plan. PUBLIC SCHOOLS POLICY: To have excellent public schools Evaluation and revision ELECTRONIC INFORMATION NETWORK POLICY: Make network available and accessible. Create accessibility for all residents Provide universal access for residents FAMILY RESOURCE CENTER POLICY: Establish Denton as a Family Resource Center. Evaluate and expand programs Provide an integrated framework to guide the long term development of public utilities and community facilities. HIGHER EDUCATION POLICY; Foster government support for higher education. Support lifelong learning for seniors Provido education opportunities for citizens and special needs residents Provide for improved opportunities for continuing and higher education Increase legislative support for institutions of higher education in Denton Develop innovative learning experiences • i i Improve the design, image and character of the city by preserving existing vegetation and natural topography and encouraging adequate landscaping in new developments. t Urban Design The Land Use Planning Committee iterated the need for urban design standards to enhance the ® character and Image of the built environment. It agreed that the living environment In the city can be enhanced if greater emphasis is given to architectural design and layout, landscaping, tree and O O foliage preservation, signage and the protection of historic landmarks, G. Urban Design {F 1. Purpose and Intent: The plan recognizes the need to encourage and promote a high standard of i 15 • urban design to Improve and enhance the general Image and character of the built environment. Thn overall policies are intended to provide a framework for preparing detail plans and ordinances for implementation in the short to medium term. 2. General policies a. Protect and improve the design, image ar _ character of residential neighborhoods. b. Develop and maintain a system of pedestrian movement which Is convenient, safe and pleasant. c. Encourage the retention of existing vegetation and discourage the removal of significant trees. d. Preserve the varied historical, architectural and cultural Inheritance of the City of Denton. e. Encourage and promote development along the entrance ways that will enhance the City's Image. Refer to specific policies in Section D, Chapter 4. Objective 11. Urban Design: Design of the urban area should improve and enhance the general Image and character of the built environment, including through the following steps: Policy 11.1: Protect and improve the design, image and charecter of residential neighborhoods. Policy 11.2: Develop and maintain a system of pedestrian movement that is convenient, safe and pleasant. Policy 11.3: Encourage the retention of existing vegetation and discourage the removal of significant trees, as defined by the Denton Landscape Code. Policy 11.4: Preserve the varied historical, architectural and cultural heritage of the City of Denton. L. Greenbelt Area, The 100 year Flood Plain: The 100 year flood plain Is the area which will be inundated by a storm water event that has a 1 % chance of occurring In a year. In jurisdictions that participate in the federally subsidized flood insurance program, of which Denton County and the City of Denton are numbered, strict regulatory controls of development within the 100 year flood plain are { mandated by federal law to mitigate against loss from floods. Federal agencies provide participating jurisdictions maps of and data about the 100 year plain. An excerpt of such a map is Figure VIII. The scientific study explaining the environmental sensitivity of and appropriate regulatory framework for flood plains is well established and long standing. A few examples of this are Included In the Greenbelt Resource Book available in the Planning and Development Department. The flood plain also holds the community's most important recreational opportunities. Most of the park and recreational areas of the community could be located within or contiguous to the flood plain. More and more the real estate market is taking into account the valuable amenities and resources within the flood plain. Maintenance and enhancement of natural processes in the flood plains is a least cost solution to mitigating storm water runoff pollution and protecting the community from flood losses. Purpose and Intent: The plan recognizes the need to provide adequate parks and open spaces for the citizens of Denton for leisure activities and to enhance the quality of life. The general concepts and policies are intended to provide guidelines for related land use planning and preparation of a more detailed master plan for parks and recreation. An objective of this Plan is to provide high quality parks, recreational opportunities and open spaces for leisure activities and to enhance Denton's quality of life. Q ARTS & ENTERTAINMENT CORRIDOR POLICY: O 0 Develop a pedestrian-friendly downtown Promote and encour.,ge revitalization and redevelopment in the existing Central Business District. C The downtown continues to revitalize and redevelop. 16 . k C L lip • • C. The Downtown Area: The Downtown area has been identified as the central urban center and one ) of four major activity centers. IDescribed in Secton C, Chapter 4 of this Plan.) The area Is j delineated and shown on the City of Denton zoning district map as the Central Business District ICB). The Downtown center could lose its vibrancy and relative attractiveness as new commerciallretail centers develop in other lorations. The policy of this Plan therefore is to promote redevelopment and revitalization of the downtown center to retain and expand the tax base. As part of this policy the City should continue to support public expenditures in an effort to upgrade and preserve the downtown center. It is recommended that a detailed study be done to explore further planning efforts and possible development incentives to encourage and promote the growth of a vibrant mixed use center downtown. Objective 17. The Downtown Area: This Plan supports the redevelopment and revitalization the historic downtown area. Policy 17.1: The Downtown area has been identified as the central major activity center and Is shown on the Concept Map. Policy 17.2: The City should continue to support public expenditures in an effort to upgrade and preserve the downtown center. The following policies are intended to guide land use decision making and serve as guidelines for the performance of a Downtown Master Plan. L3 ~J I r2 NEIGHBORHOODS / ARTS & ENTERTAINMENT CORRIDOR: Create city and neighborhood forums and town meetings. Provide a framework to encourage public support for planned growth as opposed to responding to current trends. Plan Implementation The Committee emphasized that the Denton Development Plan must be followed consistently, fairly, end positively to promote long-term quality growth end economic development. 1. Citizen Participation: The plan recognizes the need for providing on-going neighborhood improvement as well as input of all citizens into land use decisions made by the various city departments, boards, and the City Council. In addition to the formal city-wide study committees, it is also recognized that continuing local neighborhood self-help associations are important for the continued maintenance of viable neighborhoods. However, individual neighborhood problems are often intertwined with adjacent neighborhoods and the city as a whole. Diverse sections of the community need to share in common facilities and mutual problems. To consider City-wide issues while addressing immediate local reighborhood needs, the following process is recommended for organizing neighborhood associations: a. Neighborhoods deline themselves end establish neighborhood associations; b. Neighborhoods cluster themselves into communities and establish associations made up of • representatives of the neighborhood groups. On a continuing basis, these associations could address Issues relating but not limited to the following: 11 Protection and mdntem;,nce of Individual and community property 2) Crime and fire prevention 3) Assess needs for and plan for basic life-support services within or adjacent to each neighborhood or community unit (i,e. food, health, facilities schools, child care centers, housing diversity and • density, etc.) f O • J 4) Assess needs for recreational, open space, agricultural, and park facilities 5) Establish cooperative methods of conserving energy such as garden or food co-ops, car or van pooling, talent pools, etc. / 6) Assess multi-mode transportation needs and facilities ` 17 • • •4 These neighborhood associations would provide a catalyst for neighborhood Improvements, a means ( for ensuring dialogue between neighborhoods and City decision makers, and a source for selection of future City cross-sectional study committees. 2. Public Education: The Policy of the Denton Development Plan is to encourage citizens Inputs Into the land use decision making process. It is recommended therefore that future support for on-going studies and education of the public Is reflected In budget and policy decisions of the City Council Policy 22.1: Citizen Participation. Provide on-going neighborhood and business Involvement as well as input of all citizens Into land use decisions made by the various city departments, boards, and the City Council In addition to the formal city-wide study committees, it is also recognized that continuing local neighborhood (residential and commercial) self-help associations are Important for the continued maintenance of viable neighborhoods. However, Individual neighborhood problems are often Intertwined with adjacent neighborhoods and the city as a whole. Diverse sections of the community need to share In common facilities and mutual problems. Policy 22.2: To consider Citywide Issues while addressing Immediate local neighborhood needs, the following process may be used: a. Neighborhoods define themselves and establish neighborhood associations; b. Neighborhoods cluster themselves Into communities and establish associations made up of representatives of the neighborhood groups. On a continuing basis, these associations could address issues of mutual concern. Policy 22,9: Adequate consideration shall be given to preserve a positive climate for Investment and securing real property values balanced with the public Interest for the City as a whole. Policy 22.3: Neighborhood and business associations would provide a catalyst for neighborhood improvements, a means for ensuring dialogue between neighborhoods and City decision makers, and e source for selection of future City cross-sectional study committees. Policy 22.4: Support for on-going land use studies and education of the public concerning land use C. issues should be reflected in budget and policy decisions of the City Council. BUSINESS INDUSTRIAL PARK; Work with owners to develop general development plan. C 18 1 r r r • r • COMPREHENSIVE PLAN BUSINESS INDUSTRIAL PARK: Develop and implement strategic marketing plan. Review the Denton Development Plan NEIGHBORHOODS: Develop neighborhood priorities Develop neighborhood identity Develop an Infrastructure plan Including drainage, sidewalks, and bike traits establish a public transportation plan and ensure access to recreation, shopping, schools, parks, and churches Prepare a master drainage study Assess available community facilities. Adopt a five-year plan for housing and community development. ENTRANCEWAYS: Develop major external gateways with monument-style highway markers Develop corridors along external entranceways with distinctive landscaping Develop internal corridors that connect various districts of the city Develop internal directional signage Develop internal gateways to specific areas in the city; I.e. LINT, TWU, Square, etc Connect motorized access with bike plan and gateway design by using signage and landscaping. ARTS & ENTERTAINMENT CORRIDOR: Define LINT boundaries Define Square/ Downtown boundaries Define TWU boundaries. Define Municipal Complex boundaries. Define Arts Corridor boundaries. Define Preservation /Incentive boundaries. Develop corridors enhancement plan Provide for the enhancement of the Arts Corridor. Develop and use the Diesel Power Plant to support and enhance the Arts Corridor. Develop district corridor identifications ' Develop a corridors enhancement plan Include family resource center Formulate and adopt a DISD master plan • The policies of the Development Plan are Intended to be considered and used In compliance with applicable Federal, State and City regulations as well as other plans and policies of the City of Denton. The following are examples of the more widely used plans, policies and ordinances: The comprehensive zoning ordinance. The Subdivision and Lend Development Regulations. The Sign and Advertising Devices Regulations The Landscaping, Screening and Tree Preservation ordinance. • The Building Regulations. + • • The Water and Wastewater Master Plans for the City of Denton. Municipal Solid Waste Master Plan The Parks and Recreation Master Plan for the City of Denton The Trails Plan for the City of Denton. 19 0 Mobile Home Park Ordinance 1 Comprehensive Master Drainage Plan 1 1-35 Entranceway Goals (Scenic Corridors) Consolidated Plan for Housing and Community Development, The Capital Improvement Program Denton Municipal Airport Master Plan. Capital Improvement Program Fair Housing Plan Comprehensive Trails Plan Thoroughfare and Collector Street Plan 2010 Development Program (A new definition of need): The phasing of land use developments and scheduling of public infrastructures and community services and facilities over the plan period in accordance with the goals, objective.; and policies of this plan will be incorporated into a 2010 city wide development program. The Implementation schedule for public infrastructures Is to be used as the basis for defining planned needs. The rationale for meeting planned needs in the short-term will ultimately reduce or eliminate the current perceived needs in the longterm. The Greater Denton Planning Area: The scope of the plan covers an area defined as the 2010 utility service area which Includes the cities of Corinth, Hickory Creek and part of the city of Argyle. The general objective of the plan is to promote physical development In the entire study area but to encourage the priority use of public funds to support infrastructure development within the half mile limit of the Loop 288. 1. Major Activity Centers a. Purpose and Intent The purpose of designating major activity centers is to provide a policy commitment to a specific location In order to: 11 Ensure a commitment to the business community that activities in these areas will be supported by City Government while making a cor,mitment ;o other residents that their neighborhoods and local streets and facilities will not be disrupted by an unplanned major activity center in their neighborhood. 2) Ensure that adequate public infrastructure to support these centers is available. Major roads, utilities and other public expenditures should be built and encouraged In this area either through Capital improvement Programs or private funding. 3) Ensure that the long-range plan achieves balanced growth within the City. b. Locatiun The Denton Development Plan identifies four major activity centers in the following areas: 1) 1.35N; Hwy 77; North Loop 288 area 2) Golden Triangle Mall area to Mayhill Road 31 Airport j 4) Downtown area c. Specific Center Characteristics' 'The major activity centers in the north, the Golden Triangle Mall, and the downtown area have been designated as urban centers. These centers are intended to provide a wide range of urban services 1 • including commercialrretail, personal and professional services and leisure activities to major sections of the City. 11 Southern Urban Center and Northern Urban Center The Northern and Southern Urban Centers are Intended to have a commercial and industrial emphasis, and to encourage a mixture of employment and high density residential uses. To promote balanced growth, a major goal of this Plan is that the Northern Urban Center be comparable in size, employment, and density to the Southern Urban Center by 2010. ® 2) Special Purpose Activity Center: 0 • The a; port area is proposed as the major industrial arcs in the City due to its access to air, rail, and motor t•ansportation (See Chapter IV, Specific Area Policies). 3) Central Urban Center: This Plan recognizes the unique aspects of the of;ginal downtown area as a special purpose high t intensity center. A priority policy of the Plan Is the continued support of the downtown area. As part of 20 l r • a program initiated by a Central Business District Association, the City would support public expenditures In an effort to upgrade and preserve the area. Innovative programs, with emphasis upon pedestrian traffic within the downtown area while developing perimeter parking should be explored. d. Diversity and High Density Residential Lend use diversity, Including high-density housing, should be encouraged but new low density housing should be I"scouraged. This housing will provide a transition to lower intensity adjacent areas but also provide transportation balance and energy conservation by havi., i housing in close proximity to jobs and services. e. Low Dergity Neighborhood Protection Low density residential areas on the fringe of these major activity centers should be protected by such measures as intensity gradation, strict site design requirements, transportation planning and implementation, land use balance and landscaping. Furthr,r, traffic planning should ensure that no local residential streets are utilized for general circulation to the centers. Development of neighborhood associations and councils are encouraged to further ensure neighborhood protection. 2. Moderate Activity Centers e. Purpose and Intent The purpose of identifying moderate activity centers parallels many of the purposes discussed earlier for majo• centers, Including balanced city wide £rowth. Planning infrastructure for the limited size of these ccnters he os ensure balanced development in the City. b. Location and Size Moderate activity centers are located at the Intersection of two primary arterials and at strategic locations abutting a freeway and are spaced appfoxErfately a mile apart. The general locations of moderate centers are shown on map on page 16. These centers are a maximum of 60 acres in size. Other centers may be larger or smaller or located less then a mile apart as necessary for specific planning reasons. c. Intensity Standard The intensity standard for moderate activity centers is 350 vehicle trips per day per gross acre (tidlec)• A 60 acre moderate center for example will have a total of (60 ac X 350 Vd/ac} 21,000 Intensity standard. II d. Diversity Land use diversity will be encouraged in moderate centers to promote the following: - A sense of "my part of town' (the village center concept) I - Intensity on land use gradation Transportation land use balance (reduction of cross-town traffic) Location of jobs and housing in close proximity j Land use diversity shall be defined as uses other than the dominant land uses In the area such as commercial, retail, light industrial, and office. 1) Bonus The diversity policy of the Plan allows for intensity bonuses for mixed land use developments that inciuds public or nonprofit community type service facilities or uses, such as churches, schools, libraries, fire stations, police stations, parks, open spaces, or governmental offices. To meet the requirements for A a bonus, land for the comrtrunity facility or use must be within the 60 acre designated area of a moderate activity center and cannot abut the outer boundary of the center. A developer may qualify for a bonus by putting a community type facility or designating a land use for a community facility at or close to the major Intersection of the moderate node. The formula for calculating Intensity bonuses shall be as follows: Number of acres, x 3502 Plus ® Number of acres, x 303 1 =Number of acres designed for governmental offices or community services and facilities I 2 =Inter :ity factor for moderate cantor 3 =Intensity factor for low intensity aroa The intensity bonus can be used to extend the boundaries of the moderate center. For example, a 5 acre perk shail earn a bonus of 2,050 Intensity trips 15 x 350 + 5 x 60). If this Is used to develop 21 i • e I ' I multi-family housing at 25 units per acre it will expand the center by 12,0501200,) 10.25 acres. 4 =Units/acre multiplied by number of trips generated by land use, e.g., multi-family generates 8 t Ips per unit. The developer providing the community facility is the individual who receives the bonus and the bonus may bo an increase in land or In the intensity allowed for the developer's land. 2) Commercial/Retail Limits In order to encourage diversity in the moderate centers, commerciallretail land uses shall be limited to 113 of the total acreage of the center. For example, a 60 acre moderate center can accommodate a maximum of 20 acres of commercial/retail land use. In addition, the 113 rule shall not apply to a moderate node that has been expanded by a bonus, therefore all intensity gained from the bonus may be designated for commerciallretail uses. Commercial/retail land uses shall be encouraged in not more than three corners of an intersection that incorporates a moderate center. e. High-Density Housing The Plan encourages high-density housing, Including manufactured housing, In the moderate centers under the following conditions: 1) Transition between land uses 21 Diversity (see above) 3) At least one access by a primary or secondary arterial with no direct access on a residential street 4) Limit concentration in moderate node to 750 units separated by 112 mile from another concentratixr 51 Good site design standards to protect adjacent single family areas, such as utilizing large setbacks, landscaped front yards, screening and fences. 1. Low Density Neighborhood Housing Protection: tow density residential areas should be protected by strict site design control with setbacks, parking, buffering, and landscaping requirements. Further, traffic planning should ensure that no local residential streets are utilized for general circulation to the high or moderate intensity developments. g. Strip Commercial: It is the intent of the plan to encourage centers of activities and to discourage / strip commercial development. This will be accomplished by: l - 1) Limiting curb cuts 21 Requiring site plan retii,w li.e., parking, setbacks, etc,) 3) Encouraging diversity on major arterials (commercial nodes broken up by high density housing, offices, etc.) 4) Discouraging unsightly and hazardous strip commercial by requiring sign restrictions, buffering by greenbelts and/or landscaping 5) Limiting amounts of commerciallretail land use in moderate and low Intensity areas. 3. Low Intensity Areas a. Purpose and Intent: All areas not designated high or moderate intensity areas are considered low intensity areas. The primary purpose of these areas is to ensure the overall land useltran3portetion 1 balance by controlling the overall density and Intensity. Further, these areas represent primary housing 1 areas in the City of Denton. Thus, these areas should emphasize residential use Instead of a mixture of resident d and nonresidential. • b. Location: The general location of these areas is showr r n the map on page 16. c. Sizellntensily: These areas are planned to correspond to an overall intensity policy measured at 60 trips per day per gross acre. the areas shouid be appro>imately 640 acres, r d. Diversity/Neighborhood Protection: Low density residential, small scattered sites of apartments, and nonresidential uses ara encouraged in all areas of the City subject to the following limitations: 1) Strict site plan control within 1,600 feet of existing low density residential areas. Developments must maintain the cha:acte• of the area with architectural design and landscaping. ® 2) Traffic design to ensure that multifamily and nonresidential uses have access to collectors or larger , arterials with no direct access through residential streets. f9 3) The overall density/intensity standard is not violated. J 4) Sufficient green space, recreational facilities and diversity of parks are provided. 5) Input into planning by neighborhood associations and -.r ;ils is encouraged. This policy is Intended to generate input and not veto power. 21 • c_ _ n • s.,, s • • i I e. Non-residential/Retail/Multi-Family Concentration 1) Neighborhood Service Center: Neighborhood service centers are small nodes of nonresidential establishments intended to offer mainly convenience goods and services at the neighborhood level. These centers shall be located at least a half mile from any other non-residenti a] /retail center, The size of non-reside )tial centers vary from 2 to 5 acres depending on their access to a specific category of thoroughfarri. Direct access to freeway - 5 acres Direct access to primary or secondary arterial - 3 acres Direct access to collector street - 2 acres 21 Multi-Family Concentration: Multi-family housing is defined as apartment development with density of 12 units or more per acre. The size of multi-family concentration shall vary from 100 to 200 units In one location depending on access to a specific category of thoroughfares. Direct access to freeway - 200 units Direct access to primary or secondary arterial - 150 units Direct access to collector street - 100 units Multifamily concentrations shall be located at least 112 mile away from the nearest multi-family concentration. I. Manufactured Housing: Manufactured housing may be compatible with developments in the low i intensity areas subject to the following conditions: 11 The overall intensity standard not to be violated 2) No concentration of more than 200 units 3) Access by a collector street or larger 4) Strict site plan control within 1,600 feet of existing single family residentiat 5) Sufficient green space, recreation facilities, etc. provided 6) Input into planning by neighborhood g. Strip Commercial: Any form of continuous strip commercial is strongly discouraged into( near tow intensity areas. 4. Intensity Allocation and Calculation; As a general planning policy, a specific development should only make use of a proportionate share of the trip generation intensity allocated for the Intensity planning area affected. This policy is based upon the ratio of the acreage of the proposed development to the acreage contained within the intensity planning area in which the development Is located. When making a land use decision that affects a low or moderate intensity planning area, the trip generation standard for the planning area must be dolined. If the area is 640 acres and it Is a low intensity area, then the maximum trips would be 60 Vdlac X 640 sc or 38,400 tld/ac. The trip generation intensity used by existing development and zoning in the planning area should then be calculated. The unallocated capacity of an area can then be determined. If the intensity generated in the area by the existing development and zoning does not exceed the standard, than trip generation intensity is allocated to the proposed development under the general policy of proportionate share. An example is, a 160 acre specific development In a 640 acre low intensity plenning area would be allocated 9,600 trips per day, which is 114 of the allotment for the entire area. To compare the general policy with the proposal, the trip generation Intensity to be used by • the proposed development must be calculated. If the proposed development does not violate the general policy of intensity allocation, the request would be evaluated in reference to other policies of the Plan, It a specific request violates the general policy of proportionate allocation a determination should then be made whether there are planning considerations that would warrant approval of a disproportionate allocation of intensity. The Planning and Zoning Commission and City Council should consider the following items, but are not limited to these items: • a. The location of the proposed development in reference to existing or proposed public facilities, such as streets, water or sewer lines, and drainage facilities. In this regard, the City's Master Plan for public facilities should be considered. It may be found to be more desirable, for example, to allocate more trip C generation intensity to a proposed development that Is adjacent to, or would have convenient access to, existing or proposed major thoroughfares, major water and sewer lines and drainage facilities. b. The topography of the land in the planning area and the proposed cavelopment. There may be 23 I A r • reason to allocate loss trip generation intensity for a specific property that would otherwise require major modification of natural drainage areas, the removal of large masses of trees, the leveling of hills, } and other major topographical modifications to develop. j c. The land usa Ire the planning area and surrounding areas. The proposal should be reviewed to determine the compatibility with existing and potential land uses in the area and surrounding area. d. The allocation of trip generation intensity in reference to other policies of the Plan, such as, the protection of older neighborhoods and single family housing; diversity of housing; and the corcentration of apartments and oificetretail sites. If the City Council or the Planning and Zoning Commission wants to raise the Intensity standard for a low or moderat3 area, the Planning and Zoning Commission and City Council should condeet a special study session, focusing on the intensity question and the impact of changing the Intensity standard. The specific study process shall be determined by the Commission or Council, but the study must examine the intensity allocation for the city as a whole and how that level will be maintained. However, if the standard is increased, this action does not mean automatic approval of an Individual proposal. In specific areas of left-out lots or where a disproportionate allocation of Intensity has already been granted, the proposed development will be evaluated in reference to the least intense, most logic-l land use for property in the area. In addition, the effect on the surrounding planning areas and compatibility with other policies of the Plan should be reviewed. Other op! ons that may be considered are changing zoning of vacant higher intensity property, expanding the intensity area by reducing the size of an adjacent area, or increasing the standard. However, this should not be interpreted as increas'no the maximum intensity allocation. The intent of the allocation policy is to maintain an Intensity balance in each area so that the Intensity in the City is equally distributed. The general policy is to not allow a disproportionate share of intensity; however, depending on the area and planning reasons, certain parcels may recofve more than a proportionate share. The specific formula for calculating intensity is located in Appendix A. 5. Boundary Definition: The boundaries of the Intensity areas are shown on the concept map in general locations within the planning area. Detailed boundaries are defined in Appendix A (3vailable from the Planning and Development Department) and on the Intensity Area Map, as approved by the Planning and ` J Zoning Commission and adopted by City Council. The lines for the areas are establi!hed by using the following criteria: a. Low Intensity Areas 1) The Denton Development Plan provides the general location. 2) The model size is 640 acres which represents a traditional large neighborhood. 3) The area should be defined by logical and traditional planning boundaries, including major arterials, railroads, natural barriers such as creeks, zoning bounJeries, property lines (large ownershipl, and similar boundaries. Some areas of town, however, may not follow traditional planning boundaries. The neighborhoods may use common facilities and service areas and may have a history of mutual concerns. Therefore, these areas have a socio-economic and physical land use interdependence which is classified by non-traditional 1 boundaries. 4) The intensity areas are a network; therefore, adjacent areas should be reviewed to Insure that boundaries are following the criteria and not conflicting with the adjacent area meeting the criteria. 5) Unique areas which might distort the intensity calculation in an area should be evaluated. Generally, areas must be able to absorb urban growth, and some areas should be excluded that woulr' distort the intensity of an area. Examples include major fr sways and bodies of water, b. Moderate Activity Centers and Major Activity Centers: The same criteria used for determining the low intensity area boundaries should be followed except the model size is 60 acres. The location of these areas arL outlined In the Plan. Logical planning boundaries should be evaluated to ensure a A network exists with the adjacent areas. 6. Intensity Amendments: As stated in the Introduction to this chapter, "A change in an Intensity A 0 J standard is considered a major decision of the City." Incremental planning activities andfor decisions such as zoning and planning for utilities, drainage, transportation, and parks which can directly or indirectly change intensity should be reviewed to determine the impact on the intensity of the City. The review process consists of a study session by the Planning and Zoning Commission, a 1 24 • • lI 4 t 17 • s recommendation by the Commission to the City Council, and Council determination of the need for a change in the Intensity. The Commission will review requests by petitioners, land owners and staff at study sessions set quarterly. Notice will be provided to the public. If a petitioner or land owner, does not wish to wait until a scheduled study session, the petitioner or land owner must prepare a study containing the information below plus any information established as part of the procedures of the Plannfrci and Zoning Commission. a. Intensity analysis of all adjacent intensity areas. b. Impact of proposal on boundaries of adjacent areas. c. Effect of this proposal on the overall intensity balance of the City. Intensit, areas should be identified where intensity may be reduced (floodplain, parks, highway] etc.) to offset the Increase. A study may be necessary to justify the reduction using the sane criteria for the original proposal. Land use areas where intensity may be used to offset other land use areas are restricted to [and uses in the specific planning area under review and cannot be land uses already accounted for in the Intensity formula ns outlined in the Technical Appendix to the Denton Development Plan (a separate document). An increase that would change the overall intensity of the City should not be approved. The study should be submitted to the staff for review. After the staff has reviewed the study, it will be submitted to the Commission. The Planning and Zoning Commission will then determine if a special study session is in order. The focus of the Planning and Zoning Commission study will be on the intensity question and the impact of changing an area's intensity standard. Other planning decisions will be considered separately from the intensity question. Part II: Development Policies Objective 1, High Intensity Centers and Corridors: Strategically located, large concentration of commercial, retail, office, Industrial, distribution, and high density housing will continue to attract regional and national markets. Policy 1.2: Ensure that adequate public Infrastructure Is available to support these centers. Major roads, utilities and other public infrastructures should be built and encouraged in the high Intensity centers and corridors either through Capital Improvement Programs or private funding. Policy 1.1: Locations. As shown on the concept map. Policy 1.4: Development of nationally recognized high amenity businessJindustriat parkls) should be encouraged. Policy 1.6: Land use density including high density housing is encouraged In these areas. Policy 1.7: Except in the downtown center, low density housing In these areas should be discouraged. However, low density housing in these areas may be required to provide mitigation from the impact of adjacent or near-by major activity areas, to include IH•35 and Loop 288. Policy 1.3: The development of these high intensity centers and corridors will not disrupt existing residential neighborhoods or future predominantly single family development. Policy 1.8: Existing and future low density residential areas on the fringe of these major activity centers should be protected by such measures as land use transition, such as office, medium density housing, campus style business parks, and open space, and buffering; site plan, design requirements and transportation impact analysis, that would be part of zoning case analysis. Policy 1.9: Traffic planning should ensure that no focal residential streets are utilized for general circulation to these high intensity areas. Policy 1,5: Zoning case related intensity analysis in these areas is not necessary. Objective 2. Moderate Intensity Areas and Corridors: A wide diversity of [and uses that is less Intense F than that in major activity areas will occur along highways and designated arterial streets and their ® intersections. Policy 2.1: Locations: as shown on the Concept Map, Policy 2.2; Intensity Standard. The intensity standard for moderate activity areas is a maximum of 350 intensity trips per acre. Policy 2,3: Diversity. Land use diversity will be encouraged In moderate areas to promote the following: -Improving the community's Image. 25 - - .~77r -777:2777, • n . -Reduction of cross-town traffic. -Location of jobs and housing in close proximity -Access is adequately managed, such as limiting curb cuts, providing parallel access roads and developer provided turn lanes and roadway capacity enhancements. Policy 2.4: Moderate Area Bonus. Intensity bonuses for mixed land use developments that Include public or nonprofit community type service facilities or uses, such as churches, schools, libraries, fire stations, police stations, parks, open spaces, or governmental offices may be given. A developer may qualify for an intensity bonus for a mixed use development by pitting a community type facility or designating a land use for a community facility at or close to a major intersection In the moderate area. The formula for calculating Intensity bonuses shall be as follows: Number of acres, x 3501 Plus Number of acres. Y 601 1 =Number c' 'esigned for governmental offices or community services and facilities 2 =Intensity moderate center 3 =Intensity ; low Intensity area The intensity x can be used to extend the boundaries of the moderate area. For exemp'e, a 6 acre park shall earn a bonus of 2,050 intensity trips (5 x 350 + 5 x 60). If this is used to develop multi-family housing at 25 units per acre it will expand the center by 12,0501200.) 10.25 acres. 4 =Unitslacre multiplied by number of trips generated by land use, e.g., multi-family generates 8 trips per unit. The developer providing the community facility is the individual who receives the bonus and the bonus may be an increase in land or 'n *he intensity allowed Mr the developer's land. Policy 2.5: High-Density Housing. High-density housing Is encouraged in moderate areas under the following conditions: 11 Transition and/or buffering between land uses. 2) No direct access to a single-family residential street. 3) Good s'te design to protect adjacent singly family areas, such as utilizing large setbacks, landscaped \ 1 front yarn, uuffering; and adequate open space or recreation facilities for residents. Objectfre 3. Low Intensity Areas: Low intensity areas include all areas on the concept map the, have not been designated as High or Moderate intens;ty areas. Most residential, especially single family davelopwc„t will be preserved, developed, or redeveloped In safe, attractive, uniquely identifiable strong neighborhoods. Policy 3.1: Location: As shown on the Concept Map. Policy 3.2: Intensity. The intensity allocation ie a maximum of 60 trips per acre. h; ricy 3.3: Diversity/Neighborhood Protection. Small scattered sites of medium and high danstty hou.'ng, and nonresidential uses may be allowed subject to the following limitations: Policy '1.3.1: If the overall density/intensity standard Is violated, a development may be subject to (a) strict si a plan, architectural or design review that maintains the area's character, (b) additional landscap ng and buffering, and 10 mitigation of potentially harmful impacts. Policy 3.3,4i Sufficient green space, recreational facilities and diversity of parks are provided. S Policy 3.' ;.5: Input into ptannirg and development review by neighborhood associations and councils is encouraged. This policy is intended to generate input and not veto power. Policy o.3.11: Existing low-density housing is protected by good land use transition, screening, ouffering, adequate open space, landscaped front yards and buildings In character with the neighborhood. Policy 3.3.6: Non-residential development should be located at least a half mile from any other non-residential/retail development measured along and on the same side of a street. B Policy 3.3.7. The size of non-residential development in low intensity areas should not exceed from 2 to 5 acres depending on their access to a specific category of street, as follows: O -Direct access to freeway - 5 acres -Direct access to primary or secondary arterial - 3 acres -Direct access to collector street - 2 acres Policy 3.3.2: High-density housing and nonresidential uses have access to collectors or larger streets or 26 I . 4 • highways, and no direct access through residential streets. Policy 3.16. High-density housing is defined as any housing development with density of 12 units or more per acre. The size of a high density housing concentration should not exceed 100 to 200 units in one location depending on access to a specific category of street, as follows: Policy 3.3.3. Adequate access management, such as limiting curb cuts and developer built roadway capacity improvements such as turn lanes, traffic signals, and parallel access roads, occurs. -Direct access to freeway - no limit. -Direct access to primary or secondary arterial - 150 units -Direct access to collector street - 100 units Policy 3.3.9: High density housing concentrations should be located at least % mile apart, measured along, and on the same side of a street. Policy 3.3.10: Existing street and other public facilities are adequate. Policy 3.3.12: Adverse impacts are mitigated. Policy 3.4: Manufactured housing may be compatible with and allowed in low Intensity areas subject to the following conditions: -3.4.1. The overall Intensity standard is not exceeded. -3.4.2. No concentration of more than 200 units. -3.4.3. Access by a collector street or larger. -3.4.4. Adverse impacts are mitigated. -3.4.5. Sufficient green space and recreation facilities are provided. -3.4.6. Input in the development review process by nearby neighborhoods. Policy 3.5: Any form of continuous strip commercial development is strongly discouraged in low intensity areas. Objective 4. Development Decision-Making Process and Criteria: In order that development and zoning considerations be r.ade consistently by basing them on the policies of this plan, and In order to be in accordance with state law and the city charter that require consistency with a master plan, the following policy analysis, decision making process and criteria will be followed. Policy 4.1: Intensity Allocation and Calculation. As a genera: planning policy, a specific development should only make use of a proportionate share of the trip generation intensity allocated for the intensity area in which the development is proposed. Policy 4.1 (conrnued): For instance, a proposed retail development, generating 650 intensity trips per acre„ in a low intensity area with a 60 intensity trip per acre standard would be incons'stent with this policy. Proposed development may be evaluated on an acreage bases, or, if known, on a square foot of building or number of building units per acre basis, Policy 4.2: All proposed development, whether it is consistent with the general policy of Intensity allocation, or not, should be evaluated in reference to other policies of the Plan. Policy 4.3: If a specific request violates the general policy of proportionate allocation, a determination should then be made whether there are planning considerations that warrant approval of a disproportionate allocation of intensity. The Planning and Zoning Commission and City Council should consider the following items, but are not limited to these items: Policy 4.3.a. Has a disproportionate share of Intensity been previously allocated according to existing use or existing zoning? Should this existing zoning be evaluated? Policy 4.3.b. Tfe location of the proposed development in reference to existing or proposed public facilities, such as streets, water or sewer Ines, and drainage facl!ities. In this regard, the City's Master Plan for public facilities should be considered. It may be found to be more desirable, for example, to allocate more trip generation intensitl, to a proposed development that Is adjacent to, or would have convenient a(:cess to, existing or proposed major thoroughfares, major water and sewer lines and drainage facilities, _ Policy 4,3.c. The environmental impact of the proposed development. There may be reason to allocate 6 less intensity for a specific property that would damage or otherwise requird major modification of natural drainage areas, the removal of large masses of trees, the leveling of hills, and other major topographical modifications to develop. l Policy 4.3.d. The proposal should be reviewed to determine its compatibility with existing and potential \ land uses in the surrounding area. 27 • • Policy 4.3.e. The allocation of trip generation Intensity in reference to other policies of the Plan, such as, the protection of older neighborhoods and single family housing; diversity of housing; and the concentration of apartments and officelretail sites. Policy 4.3.1. Negative impacts h;--.e been mitigated. Policy 4.4. Intensity Amendme its. The City Council or the Planning and Zoning Commission may consider raising the intensity standard o intensity boundaries. However, if the standard is Increased, this action does not mean automatic approval of an individual proposal. Policy 4,5r intensity amendments are considered amendments to this master plan, and W11 follow the following process: The review process consists of a study session by the Planning and Zoning Commission, a recommendation by the Commission to the City Council, and Council determination of the amendment for a change in the Intensity. Notice will be provided to the public. A petitioner, of land owner, or staff may be required to prepare a study containing any Information established by the Planting and Zoning Commission. The study should be submitted to or prepared by the stall for review. After the staff has reviewed or prepared the study, it will be submitted to the Planning and Zoning Commission, who would make a recommendation to the City Council. The focus of the Planning and Zoning Commission study will he on the Intensity question and the impact of changing an area's intensity standard. Policy 4.6: ZONING CASE DIAGRAM Policy 4.7: The level of scrutiny for development proposals that are ironsistent with the development policies of this plan may increase. More analysis, mitigation measures, review of site plans and/or architectural and landscape design may be required. Objective 5. Intensity Area Boundaries: Intensity area boundaries should be defined using logical and traditional planning technlquos in such a way as to achieve the Plan's goals and objectives. Policy 5.1: The following should be considered when defining intensity area boundaries: Policy 5.1.e. Draw boundaries along easily identifiable physical features such as creeks, thoroughfares and raiiroads. ( ) Policy 5.1.b. Environmental features: In order to protect natural resources special consideration should be given to floodplain areas and sites with slopes and trees being placed in low intensity areas. Policy 5.1 c. Land use and zoning: As far as it is practical, intensity area boundaries should be drawn so as to Include existing land uses (built) and current zoning in the corre3ponding intensity trees based on the guidelines given in the Denton Development Plan. Policy 5.1.d. Location and shape of tract: Certain tracts of land, because of their shape and location In relation to railroads and thoroughfares and/or existing non-residential development, should best be used for commercial/retail or light industrial type developments. Whenever these sites abut a major activity or moderate intensity area, the boundaries should be drawn to Include these tracts as far as it Is practical to do so considering all the other variables. Policy 5.1.e. Land use compatibility: In reviewing existing land use and current zoning for future development, an attempt should be made to integrate land uses that are compatible and to separate those uses that are incompatible, Policy 5.2. In some areas of town, however, boundaries may not follow traditional planning boundaries. ® Neighbors may use common facilities and service areas and may have a history of mutual concerns. Therefore, these areas have a socio-economic and physical land use interdependence whose boundaries may not be so easily seen. a. Moderate Activity Centers: The plan encourages high density housing in the moderate :.Ctlvity centers but limits the size of concentration to 750 units with one half mile (1/2) separation. (See policies in Section B). b. Low Intensity Araas::ndividualized sites or small areas throughout the City would be pe"ri tted only ® if it meets as a minimum the following conditions: 0 1) Direct access to a coliector street or larger thoroughfares 21 Access to pedestrian, bike and public transportation (when available). 1 31 Strict site design review for all projects within 1,600 feet of existing single family dwellings. The intent is to protect existing housing as a priority policy by good transition, screening, open space, landscaped front yards in character with neighborhood. This policy does not prohibit multi-family within i i 28 Jl 10 `r...._ a.u 1#2mr, '00 1. 7 71,` • r • 1,600 feet of existing single family housing, but does emphasize proper site planning. 4) Not to exceed the overall intensity standard. 5) Existing street and other public facilities are adequate including capacity for all modes of transportation, 61 The size of apartment concentration shall vary between 100 and 200 units in one location, depending on access to a specific category of thoroughfare. (Refer to policies in Section B). 4. Apartments, Recreation Facilities and Site Planning It is recognized that multi-family developments place greater strain on community recreational facilities. The intent of this policy therefore is to encourage apartment complexes to provide adequate open space and other recreation facilities to meet the needs of residents. Apartment complexes of forty-five units and over should provide facilities including, but not limited to swimming pool and exercise equipment. 5, Housing and Neighborhood Preservation: The intent of these policies as well as numerous other policies throughout this plan aie intended to preserve our neighborhoods, the backbone of our community. This goal is reinforced by current unstable economic conditions, dwindling resources, rising housing and energy costs and environmental concerns at the federal state and local levels. Therefore, the preservation of our existing housing stock becomes a priority. The following are examples of specific policies: a. Modify codes to encoutagc remodeling of housing and redevelopment of neighborhoods by providing incentives in taxes and public facilities. This Is not intended to provide Incentives to Individuals or to modify health and safety codes. b. The fo'dowing general policies are suggested for all neighborhoods, but particularly older neighborhoods: 1) Code enforcement will have a priority in older neighborhoods. 2) Neighborhoods will be encouraged to interact with the Planning and Zoning Commission, City Council, other pertinent boards, and City staff. c. Special consideration shall be given for the protection of older residential neighborhoods whi.h have been improved or have benefited from Community Development Block Grant and similar federal or state expenditures. These areas are specifically defined as follows and shown on map on page 48. 1) Carroll Boulevard/University Drive: An area bounded on the south by University Drive, on the east by Bell Avenue, on the north by Coronado Drive, Locust Street, Orr Street and Highway 77, and on the west by Carroll Boulevard. 2) Carroll BoulevardlWest Hickory: An area bounded on the south by West Hickory, Welch and Sycamore Street, on the east by Carroll Boulevard, on the north by the south property line of retail and office uses abutting University Drive, and on the west by Malone, Scripture and Bonnie Brae. 3) South Carrol)lEagle Drive: An area bounded on the south by 1-35E, Earl and Greenles Streets projected along a straight tine to Fort Worth Drive, on the east by Fort Worth Drive and South Carroll, on the north by Eagle Drive and on the west by Collier Street. 4) Morse Street/Woodrow and Audre Lane: An area bounded on the south by Dallas Drive, Duncan, and Ker',ey Street and the north property line along Shady Oaks Drive, on the east by Woodrow and Aud(a Lanes, on the north by Wayne and Mozingo Streets, and on the west by the railroad, Prairie Street, Avenue R and the railroad to Dallas Drive. 5) South Carroll/Parkway: An area bounded on the south by Parkway Street, on the east by Oakland and Locust Streets, on the north by University and on the west by south Carroll. 6) Oak-Hickory Historic District: An area compriFing blocks number 39'8, 329, 330, 336, 476 and 488 and part of block 475. The boundaries of the Historic District may be amended from time to time over the plan period. 7) Additional Areas: Other areas may be added to this list from time to time over the plan period. d. In reviewing zoning, subdivision, capital Imp ovements and other proposals, existing neighborhoods ® will be given specific consideration to ensure stability. Compatible redevelopment Is encouraged, O including the priority expenditure of public funds over newly expanding areas. Specific review criteria will include: 1) Upgrad ng or eliminating older deteriorating structures will be encouraged to the extent that it is judged positively for the overall neighborhood. 2) Review criteria will consider the impact of proposed development In areas adjacent :o or nearby 29 • r • existing older neighborhoods. Proposed development in nearby neighborhoods should be judged by the same design and development standards that would be applied if the development was proposed in the existing neighborhood. 6. Spot Apartments in Older Neighborhoods: Some older neighborhoods have been opened up to apartment development and there are some unique parcels that are not suitable for further single family development. If higher density housing is to be allowed, then, it is the policy of this plan that existing single family will have a priority for preservation, For example: a. Apartments in the older neighborhoods in addition to complying with the concentration and separation policies of this plan should also have strict site design standards such as: 11 Landscaped front yard, setbacks equivalent In site and character to this adjacent single family. 2) No parking in front yard of the complex. 3) Limited concentration on any one block (two per block as maximum guideline). 41 Side and rear yard solid screening fences. INSERT MAP HERE: "Neighborhood Preservation Map" Policy 6.9: Apartments, Recreation Facilities and Site Planning. It is recognized that multi-family developments place greater strain on community recreational facilities. The intent of this policy, therefore, is to encourage apartment complexes to provide open space and other recreation facilities to meet tho needs of residents. Apartment complexes of forty-five units and over should provide recreation facilities including, but not limited to, swimming pool and exercise equipment. Objective 7. Housing and Neighborhood Preservation: This Plan encourages the preservation and enhancement of neighborhoods and the existing housing stock of our community, Including in the following ways: Policy 7.1: Modify codes to encourage remodeling of housing and redevelopment of neighborhoods. This policy is not intended to modify health and safety codes. Policy 7,2; Provide tax incentives for historic preservation. Policy 7.3: Provide or upgrade public infrastructure, such as streets and parks in older neighborhoods. f Policy 7.4: Encourage neighborhoods to interact with the Planning and Zoning Commission, City l J Council, other pertinent boards, and City staff. Policy 7.5: Encourage city and neighborhood forums and town meetings. Policy 7.6: Assist in the formation of neighborhood associations. Policy 7.7: Give special consideration for the protection of older residential neighborhoods that have been improved or have benefited from Community Development Block Grant funded programs and prd:cis and similar federal or state expenditures. Policy 7.8: In reviewing zoning, subdivision, capital improvements and other proposals, give existing neighborhoods specific consideration to ensure stab! illy. Policy 7.9: Support compatible redevelopment through a variety of means, including where appropriate, the expenditure of public funds. 1 Policy 7.10: Encourage upgrading or eliminatin3 deteriorating, unsafe, and flood prone structures :o the extent that it is judged positive for the overall neighborhood and consistent with historic preservation and flood plain policies, plans, and ordinances. O Policy 7.11: When considering development in older adjacent or nearby neighborhoods, the development should be judged by the same design and development standards that would be applied if the development was proposed in the existing neighborhood. Policy 7.12: Apartments in Older Neighborhoods. Apartments in the older neighborhoods in addition to complying with the concentration and separation policies of this plan should also follow strict design standards such as: a) Landscaped front yard, setbacks equivalent in site and character to the adjacent single family. • b) No parking in front yard of the complex. • • c) Limited concentration on any one block (two per block as maximum guideline). d) Side and rear yard solid screening fences and landscaped buffer yards. 3. Thoroughfare Classifications a. Freeway: The freeway classification includes the Interstate Highways and the Loop 288. It Is the ) intent of this plan to keep the Loop 288 as close as possible to a freeway even though portions of the 30 .re~rr► • existing Loop are not In conformance with freeway specifications. { b. Primary Arterial: These streets transverse the City usually with a minimum of 120 feet right-of-ways. Landscaped boulevards and parkways are preferred, if economically feasible to construct and maintain. c. Secondary Arterial: These streets connect major sections of the city and usually have a minimum right-of-way of 80 feet. d. Collector Streets: These are specified in a separate map that is updated yearly by the Planning and Zoning Commission and modified as needed by subdivision review of detailed site plans. Collector street design includes consideration for all modes of individual transportation. The location and development of collector streets are subject to the following considerations: 11 Collector streets usually have a minimum of 60 feet right-of-way. 2) At least one collector street per area between arterials to carry neighborhood traffic to the primary and secondary arterials. 3) Collector street (or larger) required for higher intensity land uses such as apartments, industrial areas, and commercial areas. 4) As intensity Increases, the number of collectors streets increases, Collector streets should not be designed to incrementally link-up to serve as a primary or secondary arterial. Collectors may be offset at half-mile Intervals. This procedure Is the same as setting policy to change land use Intensity. If such a land use Intensity change is desirable, this plan should first be changed to so indicate the activity center prior to designating a new arterial on the thoroughfare plan. 4. Curb Cuts a. Loop 288: The long range plan Is to have controlled access to the Loop. Therefore all new developments will not be allowed direct access to the Loop and will be required to have alternative access. Existing developments which have direct access will be reviewed with the objective of removing or realigning curb cuts. This policy shall not be used so as to result in a land lock situation when there is no other feasible alternative. INSERT MAP HERE: "Long Range Thoroughfare Plan" b. Primary and Secondary Arterials: The primary and secondary arterials are intended to serve as major routes to carry high volume traffic. It is the r. olicy of this plan therefore to strictly limit the number of driveway access to arterial streets. Greater emphasis should be given to on site circulation of traffic in all developments abutting primary and secondary arterials. 5. Thoroughfare Plan Notes a, General 1) All existing county roads which are not shown as primary and secondary arterials are to be designated as collector streets. In the process of development, these are to be redesigned so that they do not incrementally link up to serve as arterials. However, future functional status of these roads may change therefore, 80 feet of right-of-way would be required of all development adjacent to improved county roads. 21 If land use changes occur that will significantly increase the planned intensity, then the thoroughfare plan will be modified to reflect the need for more thoroughfares. 3) The thoroughfare plan is based on the long range concept plan. Any significant verletions of the concept plan will necessitate the updating of the thoroughfare plan. • b. Specific (Refer to map on page 53) 1) Terlingua Street will only access onto the east bound Ibne of Loop 288. If the northern Texas Instruments tract develops with the same intensity as the southern tract then an interchange may be required. 2) Trinity Road will rct connect to Lakeview Boulevard. 3) Corbin Road will not provide an access or exit to or from 1.35W. 41 Tom Cole Road will be re-routed because of the flood plain. • 51 Windsor Drive will only access onto the southbound lane on Loop 288 6) Nottingham Road is not to be continued to Loop 288. O O c. North Carroll Boulevard Extension: The vital functions of the downtown center demands that it has direct access and arterial linkage to the north west urban center. Carroll Boulevard as a primary C north/south arterial, offers a potentially strong arterial linkage to Highway 77. It Is the policy of this plan that Carroll Boulevard should be maintained and improved as a major north/south thoroughfers 31 II ! across the city. It Is 1L,rther recommended that a detailed traffic management study be conducted to identify ano evaluate all possible alternatives and impacts prior to the Implementation of this project. d. Bell Avenue: It is recognized that there is a need for a major north/south thoroughfare in the east section of the City. However the increased flow of traffic through Bell Avenue Is not in the best L"rwest of the University community. It is recommended that a traffic management study be conducted to identify a new north/south arterial in that part of the City. 6. Mass Transit: It is recognized that mass transit plays an important rote in meeting the overall transportation need- of the City in the future. The mass transit policies of the plan ere set out as follows. a. Give a high priority to a localized mass transit system which provides easy access to and from all activity areas in the City. The local system shall be designed and laid out so that it complements a regional mass transit system. An Internal system showing possible local routes and stops is incorporated in the map on page 59, b. Lay the foundation for a regional mass transit system which will connect the City of Denton with Downtown Dallas, the Galled- area of Dallas, Dallas/Fort Worth Airport, Las Colinas, and the Fort Worth corridor (I-35W). c. The City shall consider preparing a layout plan which will Identify specific sites to be acquired for the implementation of a mass transit system. d. The mass transit system should be integrated with the layout for walking, biking and Jogging. 7. Pedestrian and Bicycle: The plan recognizes the need to provide greater opportunities to promote and encourage walking and cycling as individual modes of transport. A policy recommendation of the plan Is that priority be given to the preparation of a master plan for walking, biking and jogging paths. The master plan shall Include the following guidelines: a. Sidewalks on both sides of most streets except: 1) If it will not tie into the 20 year pedestrian plan. 2) In cases of unique subdivision design which provides for acreage lots, near pedestrian access. b. Pedestrian access to all public and community facilities including commercial sites and parks, 1 particularly neighborhood parks. c. Inter-connected system of biking and jogging trails to link up with facilities in the parks. INSERT MAP H" IE: "Local Mass Transit System" INSERT MAP HERE: "Rog onal Mass Transit System" Polio 8.1. Thoroughfare and Collector Street Classification and Policy: Policy 8.3: In designing the thoroughfare system adequate consideration must also be given to ensure that commercial and industrial traffic are routed through major thoroughfares and not allowed to flow through single family residential neighborhoods. Further, traffic planning should ensure that no local residential streets are utilized for general circulation to the high or moderate intensity developments. Policy 8.1.1. Freeway. The freeway classification includes the Interstate Highways and Loop 288. KLep Loop 288 as close as possible to a freeway even though portions of the existing Loop are not in conformance with freeway specifications. Policy 8.1.2. Primary Arterial. These streets transverse the City usually with a minimum of 120 feet right-of-way. Policy 8.1.3. Secondary Arterial. These streets connect major sections of the city and usually have a minimum right-of-way of 80 feet. Policy 8.1.4. Collector Streets. Collector streets carry traffic from local streets to thoroughfares. Collector streets should usually have a minimum of 60 feet right-of-way. Policy 8.1.6. Collectors may be offset at half-mile intervals. Policy 8.1.5. Collector streets should not be designed to link-up Incrementally so as to serve as a f primary or secondary arterial. 6 Policy 8.4.1. Loop 288. , The long range plan is to have controlled access to the Loop. Therefore, all I ! $ new developments will not be allowed direct access to the Loop and will be required to havo alternative access to include the provision of parallel access toads, Existing developments located between US Hwy 380 and I-35E, that have direct access will bo reviewed with the objective of removing or realigning curb cuts, This policy shall not be used so es to result in a landlock situation when there Is no other feasible alternative. 32 • Policy 8.2. The thoroughfare and collector street map is shown on the Concept Map. Policy 8.4.2, Primary and Secondary Arterials. The primary and secondary arterials are Intended to serve as major routes to carry high volume traffic. It is the policy of this plan therefore to strictly limit the number of driveway accesses to arterial streets. Greater emphasis should be given to on site circulation of traffic in all developments abutting primary and secondary arterials. New developments shall be required to provide access through a parallel access road. Policy 8.6: All existing county roads that are r»t shown as primary and secondary arterials are to be designated as collector streets. In the process of development, these are to be redesigned so that they do not incrementally link up to serve as arterials. However, future functional status of these roads may change; therefore, 80 feet of right-of-way may be required of all development adjacent to Improved county roads. Policy 8.7: if land use or concept map changes occur that will significantly Increase the planned intensity, then the thoroughfare plan should be modified to reflect the need for more thoroughfares. Policy 8.9: Nicoscia Street and Windsor Drive will not cross Loop 288. Policy 8.10: Mass Transit. The Plan will give a high priority to a localized mass transit system that provides easy access to and from all activity areas In the City. Policy 8.11: The local system shall be designed and laid out so that it complements a regional mass transit system which will connect the City of Denton with Downtown Dallas, the Galleria area of Dallas, Dallas/Fort Worth Airport, Las Colinas, and the 1-35W corridor. Policy 8.12: The City shalt consider preparing a layout plan which will Identify specific sites to be acquired for the implementation of a mass transit system. Policy 8.13: The mass transit system should be integrated with the layout for walking, biking and jogging. Policy 8.14: Pedestrian access and bikeways. A comprehensive system of sidewalks, trails, and bikeways should be built according to a master trails plan, such as the Comprehensive Trails Plan of 1997. / Policy 8.4.3 Traffic levels of service 'Co and b:,tier should be encouraged. Policy 8.5: Landscaped boulevards and parkways should be developed In and along arterials. Policy 8.4: Traffic Management and driveway access policy. Policy 8.8: At-grade crossings of Loop 288 should be kept to an absolute minimum. COMPREHENSIVE TRAILS PLAN MAP 3. Guidelines for Cunsidering Incentives: The consideration of incentives shell include but not be limited to the followinp guidelines. Types of ousinesses that may be considered for special assistance must first meet all of the following criteria. a. All business listed in the Standard Industrial Classification (SICf of the Department of Commerce, except for groups 52-59 under retail trade may be considered for incentives. b. In order to be considered basic, all businesses or Industries must be able to show that at least 51 % of the!., goods o, services are directed to serve people outside the City of Denton. c. Corporate office headquarters of a retailer, manufacturer or distributor Including a regional distribution center may be considered for Incentives. Speculative offices or warehouses will not qualify. d. When a business or industry meets the criteria listed in a, b, or c in this section then the City may e instigate a public investment study to determine if the City may grant Incentives. This public study will be based on the following: 1. A pre-set, written methodology. 2. A pre-se public investment study group comprised of appropriate City staff members and the Director of Economic Development for the Denton Chamber of Commerce. If the result of the public investment study shows a positive cost/benefit ratio, then the public investment study group will forward the report to the Planning and Zoning Commission with a recommendation that the business or Industry be considered for Incentives it said Incentives are • requested by the business or Industry. • 0 The Planning and Zoning Commission will act on the report only if the business or industry requests incentives. Planning and Zo iIng's recommendation will be forwarded to the City Council for its review and decision, e. The Planning and Zoning Commission may make recommendations to the City Council on the specific 33 i i • • I I I nature and type of incentives to be given and the definit cn of businesses to be included or excluded from the incentive program. f. The economic development policies of this plan should not be used in any way to allow certain land use developments in the city simply because these are perceived to have positive economic benefits. Policy 9.3: Incentives may In,~l~rde but not limited to: a. City-assisted extension, r,, utility services and streets to a proposed site, and may also include the waiving or postponement of infrastructure development where this is possible. b. Waiver of the application of Intensity policies so as to accommodate the proposed development on a specific site. This waiver should not be interpreted to mean that transportation planning, urban design or neighborhood protection policies are to be compromised. Policy 9.4: Guidelines for Considering Incentives.` Thd consideration of Incentives shall include but not be limited to the following guidelines: a. The City of Denton shall instigate a cost/benefit analysis study before granting economic incentives. Through grants, abatements and Improvements the City of Denton can subsidize growth. In many cases, there are benefits to the community associated with this growth. b. This cost/benefit analysis shall include the costs of public services and Infrastructures associated with growth-including water, sewer, and electrical services; storm drainage; roars; parks and recreation; and, fire and police services. Policy 9.5: The Planning and Zoning Commission may make recommendations to the City Council on the specific nature and type of Incentives to be given In a pre-set written methodology. Policy 9.6: The economic development policies of this plan should not be used In any way to allow certain land use development In the city simply because these are perceived to have positive c gnomic benefits. 2. Park Planning Policies and Guidelines a, Neighborhood Parks and Open Spaces: Neighborhood parks and open spaces may vary In size from 5 to 10 acres and era intended primarily to serve a neighborhood within one halt mile radius of the park site. The general features, location and design criteria for neighborhood parks and open spaces should 1~\ include but not be limited to the following examples. ` J 11 The park should be in a central location within the neighborhood, 2) Emphasis is given to pedestrian access, including an interconnected system of sidewalks for the entire neighborhood. 31 On-site parking is prohibited and parking along adjacent streets is to be controlled. 41 Recreation and leisure activities should be provided to meet the needs of the neighborhood. League type activities are discouraged. Landscaped open spaces, lacilities for picnics, walkways, jogging paths, park benches, and playground equipment including slides and swing sets are to be made available. racilities for neighborhood gatherings, including "book mobile' visits are encouraged. 5) The neighborhood parks should play an important role in setting standards for community aesthetics. Their lonation, design and layout should enhance the quality and visual amenity of residential neighborhoods, Plantings, sculptured forms, ponds and fountains may be used for ornamentation. Contouring surfaces, masonry and other techniques may be used to provide both eye appeal and utility. 6) Neighborhood parks and open spaces may include natural areas such, as flood plains and lakes. j 7) Civic organizations and neighborhood associations are to be encouraged to accept the responsibility for developing equipping and enhancing of neighborhood parks and open spaces. b. Community Parks: A community park of 30 acres or more is intended to serve several neighborhoods of one to two miles radius. The general features, location and design criteria for community parks should include but are not to be limited to the following examples. t) A central location within the service area. 2) Direct access to a collector or secondary major arterial. • 3) Adequate on site parking. O 4) Designed to accommodate biking and jogging trails as part of a master plan for walking, biking and jogging, 51 Provide leisure and recreation fac'lities to serve the community including but not limited to recreation center, swimming pool, athletic complex, hard surface play pad, garne fields for tennis, football soccer l and baseball, open space and natural areas for passive recreation and facilities for group events. 34 e • :r - c. GreenbeltlLlnear Parks: The policy of the plan is that maximum utilization of flood plain areas for parks and open spaces should be encouraged. The general concept is that there should be a continuous belt of open spaces and parkland with adequate landscaping so as to provide facilities for organized games, picnics, ball fields, bikeways, hiking, jogging, and pedestrian traits. Their general purpose and uses should include but not be limited to the following: 1) Provide natural corridors to connect major sections of the city with continuous belts of park land. 21 Preserve natural vegetation and the tuponraphy. 3) Provide a wide range of recreation and leisure facilities, including, open space for games and picnics, and biking, hiking and jogging trails as part of the Parks and Recreation master plan. 4) The following locations ve recommended: a) Areas along Pecan Creek east of Woodrow Lana to Lake Lewisville. bl Areas along Hickory Creek from the Municipal Airport to Lake Lewisville, c} Areas In the north and northeast along Milani Creek and Clear Creek Including adjacent areas to the Elm Fork Trinity River. d) Linear parks outside the flood plains interconnecting activity areas with park and open spaces along 'arroll Boulevard. L; Areas along Fletcher Creek from Long Ridge to Hickory Creak. d. School/Park Sites Neighborhood parks and greenbelt parks are to be integrated whonever possible with a school site, enabling the sharing of public facilities such as playground equipment, play areas, parking area, and open spaces. e. Acquisition of Land for Parks and Public Open Spaces Developers may be required to participate in the provision of park land to meet needs in accordance with the City of Denton Perks and Recreation Master Plan. In some cases this participation may require the payment of tees in lieu of land. The Parks and Recreation Master Plan should clearly Identify potential sites for park land, assisting a developer in determining the location and size of the site. Policy 10.1: Neighborhood Parks anJ Open Spaces. Neighborhood parks and open spaces are typically 5 to 20 acres In size and are intended primarity to serve a neighborhood within one halt-mile radius of the park site. Policy 10 2: The general features, location and design criteria for neighborhood parks and open spaces should include but not be limited to the following: Policy 10.2.x. The perk should be in a central location within the neighborhood. Policy 10.2.b. Fmphasis should be given to pedestrian and bicycle access, including an Interconnected system of sidewalks for the entire neighborhood and access to the master plan for walking, hiking, and jogging, I Policy 10.2.c. Parking should be provided along adjacent streets and!or constructed on-site. Policy 10,2.d. Recreation and leisure activities should be provided to meet the needs of the neighborhood. Landscaped open spaces, facilities for picnics, walkways, jogging paths, park benches, and playground equipment are to be made available. Sports fields should be designed for open play only as opposed to organized league play. Sports fields will not be lighted for play. Facilities for • neighborhood gatherings should be considered In design. Security lighting shall be provided. Policy 10.2.e. The neighborhood perks should play an important role in setting standards for community aesthetics. Their location, design and layout should enhance the quality and visual amenity of r residential neighborhoods. Plantings, sculptured forms, ponds and fountains may be used for ornamentation. Contouring surfaces, masonry and other techniques may be used to provide both eye appeal and utitity. Policy 10.2.f. Neighborhood parks and open spaces may Include natural areas such as flood plains and lakes. e • Policy 10.2.g. In cooperation with the Parks and Recreation Department civic organizations and neighborhood associations may develop, eciolp and enhance neighborhood parks and open spaces. Policy 10.3: Community Parks. A community park is typically 30 acres or more and is Intended to serve several neighborhoods, within a one to two miles radius. Policy 10.4: The general features, location arod design criteria for community parks should include but 35 fir. _ ITR-Oil • e are not to be limited to the following: a) A central location within the service area. b) Direct access to a collector street or an arterial street. c) Adequate on-site p, (ing. d) A de3ign to accommodate multi-use trails as part of a master plan for walking, biking and jogging. e) Provision of leisure and recreation facilities to serve the community including but not limited to recreation center; swimming pool; athletic complex; hard surface play pad; tennis; game fields for frotball, soccer and baseball; open space; and naturat areas for passive recreation; and facilities for group events. Policy 10.5: Citywide Parks. This type of park is typ;cally 100 acres or more and includes both passive and active recreational facilities, as well as a significant amount of undeveloped land or nature area. Citywide parks contain unique, 'one of a kind' developments, such as a botanic garden, festival site, athletics complex or aquatics centers. Such parks are intended to serve the entire city and act as a destination for tourists and visitors. Examples of citywide parks are North Lakes, Civlc Center and South Lakes. Policy 10.6: Greenbe;Minear Parks. Maximum utilizat;o of flood plain areas for parks and open spaces should be encouraged. The general concept is that there should be a continuous belt of open spaces and park land with adequate landscaping so as ':o provide facilities for picnics, unorganized sports play end multi-use trails. Policy 10.7: The general purpose and uses of greenbelts and linear parks should include but not be limited to the following: 1) Provide natural corridors to connect major sections of the city with continuous belts of park land. 2) Preserve natural vegetation and the topography. 3) Provide a wide range of recreation and leisure facilities, Including, open space for games and picnics, and biking, hiking and jogging trails as part of the Parks and Recreation master plan, Policy 10,8: The following are examples of greenbelt park locations: a) Areas along Pecan Creek east of Woodrow Lane to Lake Lewisville. b) Arias along Hickory Creek from the Municipal Airport to Lake Lewisville. c) Areaj in the north and northeast along Milam Creek and Clear Creek, and the Elm Fork of the Trinity River. d) Linear parks outside the flood plains interconnecting activity areas with park and oper. spaces along Carroll Boulevard. e) Areas along Fletcher Creek from Longridge Street to Hickory Creek. f) Cooper Creek from Old North Road to take Lewisville. Policy 10.9. School;Park Sites. Neighborhood parks, community parks and g,eenbelt parks are to be Integrated whenever possible with a school site, enabling the sharing of public facilities such as buildings playground equipment, play areas, sports facilities, pathways, parking area, and open spaces. Policy 10.10. Acquisition of Land for Parks and Public Open Spaces. Developers will be encouraged to provide pa•k land to meet needs, In accordance with the City of Denton Parks and Recreation Master Plan. In some e cases, this participation may permit the payment of fees in lieu of land. 3. Specific policies a. All developments except single family shall be required to provide appropriate landscaping. b. Trees shall be presarved whenever possible. c. Developments along entrance ways to the City shall conform to the following: 1) Strict compkance with the sign ordinance. 2) Provide attractive landscaped frontages. 31 Require minimal curb cuts with emphasis on the internal circulation of traffic on site. Policy 11.7: Require landscaping for all developments except one and two family residences. • Policy 11.8: Develop Gateway/Entranceway Marketing Concept: The Fantus report alluded to Dentor,'s brand image for attracting business investments and the need to beautify :he gateways to enhance long , term 'curb appeal The strategic planning efforts of the Visions program made specific recommendations with regard to defining and developing Denton's entranceways. The Plan recognizes 36 • • t the need to promote public private partnerships in developing and funding specific entranceway projects including but not limited to entranceway markers, public art and customized Iandsceping,The major determinates of where growth locates are as follows: a, Utility Facility b. Roads c, Public Community Facilities d. Social Political Factors - It Is noted that this includes a wide range of activities from personal attitudes to Chamber of Commerce type activities, economic development, special promotions of development in a specific area, ate. It is recognized that in order to promote planned growth, it may be necessary in some cases to divert public funding for utilities, roads and other infrastructure to lead development In the slow growth areas { such as the northwest. However, the intent of the balanced growth policy is that such activity be only part of a total program. Therefore, the following guidelines are provided to clarify this total program inten Implementation should be a coordinated program that Includes all of the above growth determinates. This suggests that implementation of the four growth determinates should not be Independently or arbitrarily applied. • For example, just applying it only to roads, without consideration of the other three, would not be following the intent of this policy. In summary, the Land Use Planning Committee agreed that the city should "dare to try" the balanced growth concept and that emphasis should be given to creative implementation techniques based on what can be done as opposed to what cannot be done. f 2. Implementation Examples: The following examples are given to further clarify the Intent of the balanced growth policy. The implementation guidelines should not be limited to the examples given. In some circumstances, a particular example may not be applicable. Emphasis should be given to work out creative implementation techniques to achieve the intent of the policy based on what is practical under specific circumstances, a. Roads and Utilities Implementation Aiternatives 1) Bonding capacity should be reserved so as to promote balanced growth in all the planning areas. 2) If any one planning area has utilized more than its planned share of public funds In the future, then emphasis should be given to the other areas where development is lagging. 3) Incremental financing through revenue bonds may be used to install water and sewer lines in accordance with the city master utility plan at the time when a project is proposed. In this case, the actual cost of the facilities is paid through revenue bonds and all transfer and service charges are paid by the developer. 4) Another alternative is to set up reserve contingency funds for each planning area. 51 The city could actually install major roads and trunk lines for water and sewer In all areas of the city according t~ applicable master plan. This policy can be used to stimulate development to achieve city wide balance' growth. This policy could also be used selectively; I,a., the airport area and/or northwest Denton. b. Social-Political Program Examples: The social political roles which influence the location of growth within the city include the activities of the State Department of Highways and Public Transportation, the school district, the Chamber of Commerce, the County and the City Council. The following are only examples of alternative strategies which may be used to implement the balanced growth policy: 1) The Planning and Zoning Commission and the City Council may promote spatial balance in land use developments through the zoning and subdivision process. 2) The .chool district and the Chamber of Cc:: rnerce may promote development at the citywide level ` so rs to realize an equitable distribution of development in all areas of the city. 3) Neighborhood associations and citizen groups may serve to shape the political influences by increasing public awareness and support for public facilitieo and growth In certain areas. 4) Economic development staff may promote growth in certain areas such as the northwest. 3. Related Policies: The balanced growth policy is one of the major policies of the Denton Development C Plan. The policy sets up a framework for encouraging an equitable distribution of development in all five planning areas of the City. The balanced growth policy does not discourage development In growth 37 • • v s areas of the City. This policy is Intended for all public infrastructures, both fiscal as well as non-fiscal activities such as city-wide community Involvement programs. II The following are some of the related policies of this document which are dependent on the successful implementation of the balanced growth concept. a. Compact growth policies are Intended to reduce public cost by fully utilizing public Infrastructures as planned. (See Section I, Chapter III I b. Economic development policies are geared towards establishing a self sustained economic base. (See Section E, Chapter 111.) c. Housing policies are intended to encourage diversified housing in all areas of the city. (See Section C, Chapte• III.) d. Transportation policies are Intended to reduce traffic congestion by encouraging a land use pattern which Is related to the thoroughfare network. (See Section D, Chapter 111.) e. The goal for a major urban center in the northwest and the original downtown Is dependent on achieving balanced growth, (See Section B, Chapter 11.) f. The Achievement of the intensity policies is dependent on balanced growth In city wide land use pattern. (See Section B, Chapter 111.) 1. Compact Growth: Develop rents occurring more then half a mile away from existing roads, water and sewer mains tend to incur higher public costs. The compact growth policy has been designed to incorporate future growth and development within close proximity to existing public infrastructuras and community facilities including police, fire and recreation. In this way the compact growth policy will serve to complement the balanced growth policy of this plan. The overall policy of the Denton Development Plan therefore is to encourage physical development within a half mile limit from the existing and proposed Loop 288 as shown on the Thoroughfare Plan. The half mile limit is defined by a line which is located generally half a mile outside Loop 288. The intent of the compact growth policy is to etiminate all public cost for development outside the half mile limit. The following policy examples have been designed to give ar, incentive to developers for development within the half mile limit. 1. Roads a. Within the ha'f mile limit the developer may not be required to pay for off-site roads. The road Is to be left as is until developed by the City or adjacent land owners. The implementation procedures for this policy will be set out in the Subdivision and Lend Development Regulations. b. Outside the half mile limit the developer will be required to pay the actual cost in accordance with city specifications for providing or improving off-site roads to serve the capacity generated by the development. The developer may be further required to post ii 'ate signs to be determined by the City on ror+ds which are not scheduled for construction or improvement ten to twenty years. 2. Utilities a, The City will provide basic trunk lines for water and sewer to servo ,'I areas of the City as determined by the City Utility Master Plan, 1 b. The developer shall pay the actual cost of extending water and sewer lines from existing trunk lines to serve their development in accordance with the City's Utility Master Plan. • c. For areas within th., half mile limit, the City wi;i participate in oversize costs depending on the availability of funds. The developer may atso benefit from pro rata reimbursement for oft-site lines when adjacent developments tie-on. d. For Preas outside the half mile limit, the developer is ercoureged to Install utility lines in accore8nce with the City Utility Master Plan. In this case the devetoner will be reimbursed for the oversize cr its on off-site lines as and when developments tie-on. 3. Exemptions _ • It is the irtent of this policy that small scale ;ow-density single family developments on acreage lots be exempted from the above requirements but these may be assessed improvement costs in the future. • J J. Conservation: It is the policy of this Plan to emphasize the conservation of energy and natural resources in land use decision making. Detailed policies are to be developed to encourage the conservation of ,eater, electricity and natural gas. It Is also important to promote the conservation of % good agricultural land, green belts and open spaces. 33 e •arR I ' e Policy 12.1: The development of the northwest major activity area comparable to that of the souther,) major activity area will be promoted and supported. Policy 12.3: It is recognized that in order to promote planned Infill growth, it may be necessary in some cases to direct public funding for utilities, roads and other Infrastructure to lead development and promote the efficient use of public resources. Policy 12.4: Implementation should be a coordinated progrtm that includes all growth determinants such as utility extensions, road constrvation, public community facility development, marketing, and economic development incentives. Policy 125: Emphasis should be given to work out creative implementation techniques to achieve the goat within what Is practical under specific circumstances. Objective 13. Compact Growth Policy 13.1: The city may develop an infill policy that would detail under what circumstances and by how much the city would improve roads and/or utilities at the city's cost for areas within the built up area of Dentnn that are not developed, or underdeveloped compared to what is planned on the Concept Map. Policy 13.2. All new development should bear its roughly proportionate share of the cost of new public facilities needed to adequately serve the new development, except for development that qualifies for economic development or is Infill development as defined by a policy to be developed from policy 13.1. Objective 14. Conservation, Conserving energy and natural resources in land use decision making is an objective. Policy 14.1: Detailed policies are to be developed to encourage the conservation of water, electricity and natural gas. Policy 14.2: Development should promote the conservation of good agricultural land, green belts and open spaces. GREENBELT GOALS. OBJECTIVES AND POLICIES GOAL/OBJECTIVE IV. L. Much of the 100 year flood plain ought to be used as greenbelts because: 1) Flood plains are the most hazardous place to develop; 2) Many natural feotures within flood plains, sucn as wetlands and hardwood forests, help purify storm water runoff, and mitigate against sedimentation and soil erosion; 3) Natural flood plains are important wildlife habitats; 4) Flood plains are our greatest recreational and open space resource; 5) Most of our present and future water supplies will be transported within and captured within the flood plain and the water bodies inside the flood plain; 6) Flood plains in a natural state provide the most cost effective method of discharging flood waters and mitigating against flood damage. Accomplishing this goal will require the use and balancing of regulatory prohibitions, public incentives, public acquisition and use of some of this resource, private ownership of most of this resource, and continued recognition by real estate market forces of the amenity value and the dangers Inherent in the flood plain resource. POLICIES IV. L. 1. See Chapter 11, Section F. Parks and Recreation, C. Greenbelt/Linear Parks IV. L. 2, The city's regional, community, and large neighborhood park system should tie Into a greenbelt park and recreation system in and along flood plains. Emphasis should be placed on park land acquisition within end/or contiguous to the flood plain. e IV. L. 3. While other uses will be permitted, a particularly appropriate use of the flood plain Is as a greenbelt. Greenbelt uses include passive and active recreation; conservation. non-development of the A 0 most environmentally sensitive and flood hazardous areas; pedestrian, equestrian and bike ways; agricultural uses; wildlife habitat; drainage ways; and as buffers between different land uses. The most ( appropriate use should be determined based on detailed analysis of the environmental value of a particular flood plain and the impact of a particular use. 39 • • I I i I , i IV. L. 4. Building construction and filling of unchannalized floodways must be strictly regulated and may be prohibited by regulations. , IV, L. 6. Building construction and filling of the area between the floodway and the limits of flood plain (the flood plain fringe) will be allowed where environmental degradation is slight, the existing character of the particular flood plain Is maintained, or a natural character is enhanced. IV. L. 6. Use of the flood plain fringe as a greenbelt is a community goal for which financial and regulatory incentives are available, and for which other Incentives should be developed. IV. L. 7. Major channelization of floodways should be prohibited except where no other reasonable means of floodwater conveyance is available or where it is needed to provide mitigation for existing flooding and water quality improvement. IV. L. 8. Retain In their natural state those wetlands having value for water retention, storm water pollution mitigation, wildlife habitat and open spacelrecreationai opportunities. IV. L. 9. Improvements or modifications to the floodway must be coordinated with master plans for storm water management, utilities and parks. Any variations from those master plans must be supported by appropriate analyses and submitted to the City for review and comment. IV. L. 10. As a means to reduce flooding by Increasing times of concentration of flood waters, to mitigate water pollution, and to control erosion, the most desirable drainage design approach Is to allow low velocity sheet flow of urban runoff across vegetated greenbelts prior to the runoff reaching the stream channel IV. L. 11. The greenbelt concepts and policies stated above should be part of considerations about developing "best management practices' required to meet storm water pollution abatement only designed to Implement the Clean Water Act. Definitions: Flood lain. The area designated as subject to flooding from the baso flood (100-year flood) on the Flood Insurance Rate Map, The flood plain Includes the floodway. ploodwav. A river, channel, or other watercourse and the adjacent land areas that must be reserved In order to discharge the base flood without cumulatively Increasing the water surface elevation more than a designated height. J See Figure 8 - Example of Federal Emergency Management Agency Maps. INSERT MAP HERE: 'Flood Insurancs Rate Map' • 1 ti 40 • ~`r • • • I I i SMALL AREA PLAN ARTS R ENTERTAINMENT CORRIDOR, Facilitate public improvements including streets, medians and gateways. Develop cultural use. Research tax Increment financing Develop Planned Improvement district Develop design guidelines Develop corridors enhancement plan for McKinney-Bell to City Hall, Bell- Eagle to TWU, Oakland pedestrian corridor from TWU to Square, Rails to Trails, Hickory. Square tc I Develop use for Diesel Power Plant 1. An area which has a demonstrated need for special protection, preservation or conservation: includes but not limited to residential neighborhoods, historic landmarks, sates of valuable architectural heritage, sites related to the conservation of natural resources. 2. An area with a prominent location in the City which needs special treatment for urban design and beautification such as entrance ways and the downtown area. 3. An area which has a special problem relating but not limited to traffic, noise, pollution, utilities. 4. An area which require special policies in order to accelerate its development in accordance with this plan. Specific area designation shall not be applied in the following circumstances. a. To cover an Individual property or group of properties so as to confer special benefits to the owners { without substantial benefits to the City as a whole. b. To violate the intensity area policies. c. To conflict with any of the tong or short term objectives and policies of the Denton Development Plan or other master plans of the City. Policy 15.2.9. An area that has a demonstrated need for special protection, preservation or conserva- tion: including but not limited to residential neighborhoods, historic landmarks, sites of valuable architectural heritage, sites related to the conservation of natural resources. Policy 15.2.b. An area with a prominent location in the City that needs special treatment for urban design and beautification such as entrance ways and the downtown area. Policy 15.2.c, An area that has a special problem relating but not limited to traffic, noise, pollution, utilities. Policy 15.2.d. An area that requires special policies In order to accelerate Its development In accordance with this plan. Policy 15.3. • Specific area designation shall not be applied in the following circumstances: Policy 15.3.a. To cover an individual property or group of properties so as to confer special benefits to the owners without substantial benefits to the City as a whole. Policy 15.3.b. To violate the intensity area policies. Policy 15.1c. To conflict with any of the long or short term objectives and policies of the Denton Development Plan or other master pla rs of the City. 41 I. Ilk • • r; 1P W • . r • B. The Municipal Airport Area i. Location: The Municipal Airport Area is strategically located west of Interstate 35N and Interstate 35W and south of Jim Christal Road. The area is more clearly defined for the purposes of this plan by Jim Christal Road on the north, the 1-35N and 1.35W on the east, FM 2449 on the south and the proposed Loop 288 on the west side. The Federal Aviation Administration classifies the Denton Municipal Airport as a Transport Airport (larger than the Utility category). The airport is strategically located at the apex of the interstate 35E and the 35W corridors. Activity forecasts show that the total aircraft operations are anticipated .o increase from 96,300 in 1985 to 318,198 by the year 2005'. , 'See Airport Master Plan and Environmental Assessment, May 1986, Charles, Willis and Associates. 2. Purpose and Intent: The Denton Development Plan Identifies the Municipal Airport area as a special purpose major activity center. The major activity centers in the Plan are Intended to serve as nodes for major commercial activities, with no limit given to land use Intensity standards. As a special purpose major activity center the Municipal Airport area is Intended primarily to emphasize the establishment of an industrial economic base. Mixed use commercial and high density '.ousing are encouraged in suitable areas in conformity with the land use compatibility guidelines set out in the Airport Master Plan 1988. 3. Specific Policies e. Thoroughfares: The Plan considered the transportation needs of the Municipal Airport Area and Identified the primary and secondary afterials fcr future development (see long range thoroughfare map). The Plan assigned the highest priority to tht extension of Masch Branch Road on the east side of the runway to connect University Drive with the 1-35W. The other north/south primary major arterial on the west side of the runway to connect University Drive to FM 2449 may be considered for implomentation after 1995 to coincide with the construction of the new 4,000 foot runway (see Airport Master Plan). Tom Colo Road may be rerouted as shown on the long range thoroughfare map because of the flood plain west of the airport. The precise location and engineering ~ itails are to be established at the time of construction. b. Land Use Development Around The Ru r.+ay, The policy of tha plan Is that Industrlallcommercial type land uses may be located to have frontages on the primary arterials eM rear access to the runway through separate taxiways. The details relating, but not limited to site planning, outdoor lighting, building height, etc., shall be in conformity with the Denton Municipal Airport Zoning Regulations, c. Compatible Lend Use Development: Singls family residential developments shall not be allowed In the immediate vicinity of the runway, in an area bounded by Jim Christal on the north, Masch Branch Road extension on the east, FM 2449 on the south, and Tom Cole Road an the west. Mixed land uses including, but not limited to multifamily, retail, offices, business and professionaT services, restaurants, hotels, etc. may be developed outside the 65 Ldn (day-night sound level) contour providing that they are in conformity with the Denton Municipal Airport Zoning Regulations. d. Acquisition of Lands: The City shall pursue the acquisition of lands required for the future expansion of the runway and related uses, e,g., clear zones. e. Greenbelt Park: The flood plain areas along Hickory Creek are to to developed into a linear greenbelt park, The location and layout of the perk will be determined by the Master Plan for Parks and Recreatiun. INSERT MAP HERE; "Municipal Airport Area Lend Use Concept Plan" i i 42 a f f Objective 16. The Municipal Airport Major Activity Area: The Municipal Airport Major Activity Area is shown on the Concept Map and Is Intended primarily to emphasize the establishment of an industrial economic base. Mixed use commercial and high density housing are encouraged In suitable areas in conformity with the land use compatibility guidelines set out in the Airport Master Plan. Policy 16.1: Land Use Development Around The Runway. Industriallccmmercial type land uses may be located to have frontages on the primary arterials and rear access to the runway through separate taxiways. The details relating, but not limited to site planning, outdoor lighting, building height, etc., shall be in conformity with the Denton Municipal Airport Zoning Regulations. Policy 16.2: Compatible Land Use Development. Residential developments and Institutional land uses such es schools and hospitals shall not be allowod in the Immediate vicinity of the planned runways and not In areas where forecast nolse levels based on the long range airport plan will exceed 65 Ldn (day/night average), Policy 16.3: The adopted Airport Layout Plan (ALPi follows: The following policies are intended to guide land use decision making and serve as guidelines for the performance of a Downtown Master Plan. 1. The City will be responsible depending on the availability of funds, for the upgrading of public infrastructures including streets, water and sewer lines to meet the needs of redevelopment and expansion of existing uses. 2. Promote the expansion and redevelopment of existing buildings for mixed uses including retail, offices and high density housing. 3. Encourage and support the active participation of the Central Business District Association in land use decision making and plan formulation for the Downtown center. 4. Promote and expand facilities for off-street parking. 5. Encourage and provide facilities to Increase pedestrianization to the Downtown r.nter, 6. Preserve the historic character by retaining the existing building facades. Policy 17.3: Upgrade public infrastructures including streets, water and sewer lines to meet the needs of redevelopment and expansion of existlog uses through use of City funds when available. Policy 17.4. Promote the expansion and redevelopment of existing buildings for mixed uses Including retail, offices and high density housing, and existing single family housing. Policy 17.5. Encourage and support the active participation of the Central Business District Association In }and use decision making and plan formulation for the Downtown area. Policy 17.6. Promote and expand facilities for off-street parking. Policy 17.7. Encourage and provide facilities to Increase pedestrian access, to an3 in the Downtown area. Policy 17.8. Preserve and enhance the historic character of the downtown area. f 1. Development proposals should be reviewed :o ensure adequate compliance with standa.ds and requirements including but not limited to: j a. Front yard setbacks b. Building coverage c. Lendsceping d. Signage e, Curb cuts Off-street perking f f g. Design and construction of fagade h. Pedestrian access 2. Promote integrated site design and layout which considers adjacent tracts of land with emphasis given to internal circulation as opposed to continuous strip development. 43 .4 • • i l E. Teasley Lene/FM 2181&illian Miller/Hobson Lane IL 35E: Givon the prominence of the South East Planning Area and the thoroughfare network in that sector there are likely to be pressures to locate high to moderate intensity land uses along Teasley Lane, FM 2181, Lillian Miller Parkway, Hobson Lane, 1-35E, and between Loop 288 and Lillian Miller. These pressures are likely to increase as FM 2181 Is developed as a primary arterial and extended further south to ultimately connect with the DFW Airport (See County Transportation Plan). The policy of this Plan therefore Is to restrict the further Intrusion of high and moderate intensity land uses in this area. Limited neighborhood services and high density housing consistent with the standards E f r a low Intensity area, are not prohibited. The following specific guidelines are required. 1. The neighborhood rensityfrntensity standards should be closely monitored and vigorously implemented. 2. Restrict curb c is to Teasley Lane, FM 2181, Lillian Miller, and Hobson Lane. 3. Residential subdivisions should he generally designed so houses do not face onto major thoroughfares. These should access onto local and collector streets. 4. Through traffic to and from the DFW Airport along FM 2181 should be discouraged on that portion north of the proposed Loop 288. The intent Is to protect the single family neighborhoods In the southeast area. For example, the creation of a moderate node at FM 2181 and the Loop 288 without offsetting FM 2499 will be In direct conflict with this policy. F. Carrofl Boulevard., Carroll Boulevard is a primary major arterial providing for the north/south movement of traffic through the Downtown area. The policy of this Plan therefore Is to restrict further strip commercialtretail developments along Carroll Boulevard. The following specific policy guidelines are recommended. Duplexes and small scale multi-family and office developments shall be encouraged in selected nodes subject to the following conditions. 1. Site design to protect adjacent single family housing requiring screening fences, large setbacks, landscaping and sign control. 2. Restrict further curb cuts to minimize the disruption of through traffi on Carroll. Site design end layout should ensure off-street parking and on-site circulation of traffic, t J 3. Participation from residents shall be encouraged in the platting and zoning process. G. L nd Use Bordering University of North Taxes: Over the years there have been Increased pressures from commercial and multi-family developments to locate in areas around the University of North Texas. Resulting in higher Intensity type land uses located in traditional single family neighborhoods. The specific policies of the Denton Development Plan are as follows: 1. In the future develsi3ment of these areas consideration may be given to the university's master plan, insofar as these are consistent with the objectives and policies of the Denton Development Plan. 2. Strict site plan raview shall be undertaken to ensure that land use changes take place In harmony with and offer adequate prc,tection to exlttinp neighborhoods. 3. Neighborhood participation shall be encouraged in the land use decision making process. Policy 11.6: Designate the iollowing freeways and primary arterials as the major entrance ways predominantly used by incoming traffic into the City of Denton. They include 1-35 North, 1-35 West, • 1-35 East, US 360 (University Drivel, U.S. Highway 77 (Old Sanger Road), FM 2164 (Locust Drive), FM 42B ISherman Drive), Loop 288, FM 2181 (Teasley Lane), Dallas Drive (U.S. Highway 77). U.S Highway 377 (Fort Worth Drivt FM 1830. Policy 11.5: Encourage and promote development along the entrance ways that will enhance the City's image, H. East Denton: This close-in elder neighborhood offers many advantages for residential development, d as evidenced by tre recent and continuing concentrated public expenditures In the area from Capital Improvements Program and Community Development Block Grant funds. The following specific policies are recommended for the area: 1. The policy to protect older neighborhoods is given special emphasis In this area. 2. Industrial development adjacent to this neighborhood to the south and east is to be monitored > closely. Specifically, Industrial development will be limited to the area east of Woodrow Lane. 44 • 1. Development Near the Pecan Creek Wastewater Treatment Plant: Additional residential development will not be zoned within 2,500 feet of the Wastewater Treatmant Plant. Residential development will be generally restricted between 2,500 feet and 4,000 feet from the Plant. The area within 2,500 feet of the Wastewater Treatment Plant will be utilized for industrial purposes, preferably industries that could utilize the effluent from the Plant as cooling water or other processes requiring lower quality water. J. North LocustlEim Street: The area between north Locust and Elm Streets from Congress Street j north to University Drive contains traditional single family housing worthy of preservation. The policy of this Plan therefore Is to promote the preservation of the architectural character of this neighborhood, ` K. Oak-Hickory Historic District: The Oak-Hickory Historic District includes all of the area on the north I! side of Oak Street from 610 W. Oak, west to Oe intersection of Oak and Fulton Streets; the south sloe of Oak Street from 609 W. Oak to the intersection of West Oak and Welch Streets; north side 0 Hickory Street from the Intersection of Hickory snd Welch to the Intersection c! Hickory and Williams Streets; the east side of Denton Street from the Intersection of Denton and Oak Streets to the intersection of Denton and Pearl Streets; the south side of Pearl Street from 607 Pearl west to the Intersection of Pearl and Denton Streets. Objective 18. East Denton; Protect to enhance older neighborhoods in this area is an objective. Policy 18.1: Industrial development adjacent to this nelghbcrhood to the south and east Is to be monitored cloaely. Specifically, Industrial development will be limited to the area east of Woodrow Lane. Objective 19. Development Near the Pecan Creek Wastewater Treatmont Plant: Protect the site's long term viability is an objective. Policy 19.1: Additional residential development will not be zoned within 2,500 feet of the Wastewater Treatment Plant. Policy 19.2: The area within 2,600 feet of the Wastewater Treatment Plant should be used for industrial purposes, preferably Industries that could utilize the effluent from the Plant as cooling water or other processes requiring lower quality water. Objective 20. North LocustlNmth Elm Street south of Orr Street: The Plan seeks to preserve this area's traditional single family character. Policy 20.1: It is desirable to promote the preservation of the architecture. character of this neighborhood. Objective 21. Oak-Hickory Historic District: The Plan seeks to preserve the distinctive architectural and cultural heritage existing in this area. Policy 21.1; The architectural standards and policies regarding existing and proposed developments in the Historic Preservation Plan and the historic landmark ordinance of the City are to be strongly enforced. I I • a 0 O C 4s e - k a' • • IMPLEMENTATIQN BUSINESS INDUSTRIAL PARK: Extend and build streets, water and sewer. Develop premier gateway site as tech center Establish gateway industrial parks Develop three gateway parks and major industrial sites (Pilot Gateway, Summit Gateway, and Premier Gateway parks) Appoint task force to review and recommend changes Design and develop streamlined development process Hiro business facilitator Develop computer based aid for developers and `Development Process User Gulda' Establish a technical training center Establish an Economic Deveiopmerct Corporation NEIGHBORHOODS: Operate COPS and neighborhood oriented service delivery programs Offer leadership training. Develop neighborhood pr,oritles. Develop newcomers guide. Acquire additional infrastructure funding through a bond election Implement five-year CIP Fund a master drainage study Establish neighborhood resource center. Establish neighborhood associations including citizens and businesses ENTRANCEWAYS: Create a task force to develop standards for banner event sigoage to be placed on public and private property Review placement standards and guidelines including placement In medians of "berm" star Dev 'op program to consolidate directional signs at intersections. Install first phase of color-coded directional signs at inter sections. EAabl sh 3 communication network to encourage -he use of a consistent theme 1.e star, limestone, sandstone, for use throughout the city as a "welcome' to Denton Establish funding program for education and Implementation of tree and landscaping projects. Promote special activities like Denton Redbud Days that help educate the public about planting trees throughout Denton. Install mid block directional signs on major entrances. • Continue "orts to fund and place trees throughout Denton. Consider options for design of pavement logos and street sign logos for historic district and other areas that have designated entranceways. Continue gateway design elements one quarter mile to one half mile off 1 35 exit or past entrance to city. Priorities: Dallas Drive, University Drivo, Fort Worth Drive, Carroll Boulevard, and Sherman Drive. ARTS & ENTERTAINMENT CORRIDOR: • identify funding incontives for color banners, plants etc. O • Signage and corner treatment. Brick pavers on surrounding sidewalks. Lighting on business side of Square, Create incentives for uniform awnings and signage. 46 • • j Improve the service streets behind the Square. Develop dumpster screening and placement. Develop parking. Identify funding incentives for plar.ting. Rebuild sidewalks Clean up utilities Add lighting Guild a cultural walk on Hickory, from Visual Arts center to Square. Create tax Incentives Identify Grants/Loans Implement Facade Easements Implement Ordinances, Signage, landscaping etc. Include In bond issue. Construct 'back wall". Develop building for the UNT music and fine arts program. Develop joint use agreement. Improve the service streets behind the Square Develop a cultural use for the diesel power plant PUBLIC EDUCATION: Implement the DISD master plan. ELECTRONIC INFORMATION NETWORK: Maintain and expand program Establish Central Information System Establish telephone link Implement training Market system Implement KIOSK Develop information network Develop electronic literacy program HIGHER EDUCATION; Includes resource allocation priorities and Implementation strategies Recruit citizens for state commissions/boards Establish work teams to address common Issues Establish biomedical tracer facility Develop a university of 'third age' center Establish a city opsrated program to contract for training programs • FAMILY RESOURCE CENTEAr Develop a family resource center i Coordinate "conference on the family" Plan and develop a family resource center CHAPTER V: IMPLEMENTATION POLICIES AND GUIDELINES ® A. Plan Implementation: An official City plan Is only as good as Its implenientation processes. The following policies are Intended to promote the positive and consistent lmplementaticn of the Denton O • J Development Plan as the official development policies of the City of Denton. 3. Implementation a. 2010 General CIP Schedule; The 2010 general development program will be created as the priority supporting policy guide to this plan. This program will Incorporate the phasing cf land use 47 • e developments and scheduling of public infrastructures and community services and facilities in accordance with the goals, objectives, and policies of this plan. The program Is to be prepared on the basis of the land use plan and the need to promote an equitable distribution of development in all areas of the City. It will set out the needs for water, sewer, streets, sidewalks, curb, drainage, transportation, parks, recreational open space, educational, fire, police, library, and other community services and facilities for which the City may ultimately assume responsibility for maintenance and operation. The implementation schedule will serve to define and identify planned needs for the City as a whole. It will provide the basis for identifying community needs for the short term CIP program. In other words, the definition of needs for project Implementation will be based on the plan as opposed to traffic congestion and utility overloads. The 2010 general development program is to be forwarded to the City Council for adoption and updated with the Denton Development plan every five years, b.intensity: Appendix A to the Denton Development Plan Nill incorporate a standard methodology for intensity analysis and the boundaries of the Intensity areas. This appendix Is to be developed by a committee comprised of representatives of the five planning areas, the Planning and Zoning Commission, and the Land Use Planning Committee. Appendix A will be approved and updated by the j Planning and Zoning Commission and the City Council in accordance with the update procedures set j out in the Denton Development Plan. The Executive Director for Planning and development shall be responsible for preparing and updating the Intensity calculations for each of the moderate and low intensity areas In accordance with the standard methodology and boundaries contained in Appendix A. c. Integrated Decision Making: it is Intended that the City Council, the Planning and Zoning Commission, Advisory Boards, City staff end the citizens of Denton will incorporata the policies of this plan in the decision making processes including the capital Improvement program, budget formulation, zoning and land subdivision, and parks and utility planning. d. Consistent Administration: It Is also Intended that decision makers, City staff, private development interests, citizens and public interest groups will work towards the consistent, equitable and { coordinated application and administration of the policies of this plan. e. Updating Codes: The City will continue to monitor, Improve, and update the policies of this plan and the codes and ordinances which support its Implementation, Adequate consideration shall be given to preserve a positive climate for investment and securing real property values balanced with the public interest for the City as a whole. The following guidelines are recommended: 1) Major changes which affect the existing use rights of real property may be subject to a grandfather clause allowing property owners a reasonable time to carry out development In accordance with existing policies. Major changes in the context of this policy shall not Include supportive codes and ordinances which may set new and additional requirements for a specific type of development of for a specific local area, e.g. tree preservation and landscaping requirements would not materially affect existing use rights. Therefore, these shall not be considered major changes. 2) Major policies, codes and ordinances In this plan should be allowed to gain experience before any `4 attempt is made to change them substantially, The requirements for off-site Infrastructure costs Is an example of a major policy. Too many and too frequent changes in major policies may affect the confidence of property owners and investors. Less changes conversely could provide for greater stability, confidence, and credibility which wilt serve as a booster to the local economic development effort. B. Update Procedufa 1. Update Daily Along With Related Decisions (Zoning, Subdivisions, etc.) Staff Summary Reports The staff report on all City Council/Planning and Zoning Commission decision Items shall clearly relate alternative decisions with Impact on appropriate policies In the plan. • a. If a decision indicates a corresponding policy change is required In the plan, then: 1) The staff Is required to draft a modified policy change and present it to the quarterly study session of the scheduled Planning and Zoning Commission. 2) The City Council will make final review of a potential policy change and incorporate said change in the plan. I Any Planning and Zoning Commissioner or City Council Member may present a proposed policy 48 • • _ I E I change whether or not a pending or recent Land Use decision has been made. The proposed change is forwarded to the Planning and Zoning Commission for its review and recommendation to the City { Council. 2. Yearly Policy Re-Adoption a. In July the entire plan is placed on the Planning and Zoning Commission Agenda for recommended minor modification or re-adoption. After study, the Planning and Zoning Commission is required to forward a recommendation to the City Council at its secord meeting In October. b. The City Council will accept the Planning and Zoning Commission recommendation or modify the policies and adopt the plan as a policy document for the upcoming year. 3. General Policy for Major Update: This plan is to be updated approximately every five to ten years. a. Update dependent upon: 1) Population Growth 2) Extent of amendments during preceding years (more amendments-more need for general update) b. The process for updating the plan will be determined during its annual evaluation. Objective 22. Implementation Policies and Guidelines. Promote the positive and consistent implementation of the Denton Development Plan as the official development policies of the City of Denton. Policy 22.5: The city's capital improvement plan should be consistent with and Implement the policies of this plan. Policy 22.6: Integrated Decision Making. It Is Intended that the City Council, Boards, Commissions, City staff and the citizens of Denton will Incorporate the policies of this plan in the decision making processes Including the capital improvement program, budget formulation, zoning and land subdivision, and parks and utility planning. Policy 22.7. It Is also intended that decision makers, City staff, private development Interests, citizens and public Interest groups will work towards the consistent, equitable and coordinated application and administration of the policies of this plan. Policy 22.8; The City will continue to monitor, improve, and update the policies of this plan and the J codes and ordinances which support its implementation. Policy 22.10; Staff's report on applicable City Council and Planning and Zoning Commission decision items shall clearly relate applicable policy associated with a land use decision. Policy 22.11: Update Procedures. 22.11.A. If a decision indicates a corresponding policy change is required In the plan, then the staff is required to draft a modified policy change and present it to the Planning and Zoning Commission and the City Council will make final review of a potential policy change and Incorporate sold change in the plan. 22.11.8, A Planning and Zoning Commissioner or City Council Member any other person may present a proposed policy change whether a pending or recent Land Use decision has been made. The proposed change is forwarded to the Planning and Zoning Commission for its review and recommendation to the City Council. 22.11.C, Yearly Policy Re-Adoption. In July the entire plan is placed on the Planning and Zoning • Commission Agenda for recommended minor modification or re-adoption. After study, the Planning and Zoning Commission Is required to forward a recommendation to the City Council at its second meeting In October. The City Council will accept the Planning and Zoning Commission recommendation or modify the policies and adopt the plan as a policy document for the upcoming year. D. General Policy for Major Update. This plan is to be updated approximately every five to ten years. • a. The update is dependent upon: 1) Populetiongrowth O O 2) Extent of amendments during preceding years (more amendments-more need for general update} b. The process for updating the plan will be determined during its annual evaluation. 49 • • RESIDENTIAL STREET DESIGN - DO THE BRITISH AND AUSTRALIANS KNOW SOMETHING t WE AMERICANS DON'T? Reid Ewing' American traffic engineers are taking some beat these days GUIDANCE FROM ABROAD from 'neo-traditional' planners, and to a lesser extent, 'sustainable development' and 'livable cities' advocates.' One bears from time to time that the Europeans, British, and ""'tit has most raised the ire of critics is the perceived Australians are handling traffic better than we Americans are. overdesign of local streets. The geometrfer of foul streets, it Much is mute of Dutch %wnerf designs (shared streets), is said, convert them into mini-freeways. Due to overdesigo, Danishrrillevef designs (quiet roads), German areawlde traffic motorists travel too fast for public safety, walking and biking rerrralnr, British environmental traffic management, and are discouraged, infrastructure and associated housing costs Australian kcal area traffic management. Thess is also are inflated, land is wasted, stormwater runoff is exacerbated, growing interest in the U.S. in roundabouts and other and a sense of community is lost. atoconvemtionA (for the U.S.) intersection treatments. Neo-treed bona] planners also criticize contemporary road Thus, for whatever insights it might provide, we have ne, Kbrk designs.r A 'sparse hierarcby' of cul-de-sacs and undertaken a comparison of American. British, and Australian brancbing streets, so common in the suburbs today, forces residential street design standards. This is part of a lager travelers up and down the hierarchy regardless of where they effort to formulate community design guidelines for the State are going, lengthening trips and concentrating traffic at a few of Florida. intersections on the collector and arterial toad systems. The British and Australians use design vehicles similar to Finally, neo-traditional planners are critical of curvilinear ours, and the Australims in particular are almost as auto- street patterns, likening them in one cum to 'spaghetti of three dependent as we are. The following comparison therefore 1fereetwidths.' Curvature of streets, when topography does illustrates basic differences in street design philosophy and not demand it, is disorienting and counterproductive to the professional judgment as opposed to differences in local goal of getting people out of their autos. The slow speeds at conditions. which pedestrians move make direct routes preferable. These criticisms have registered with the traffic engineering Representing American design practice are three manuals: profession. The American Society of Civil Engineers • A Policy on Geometric Design of (ASCE), National Association of Home Builders (NAHB), and Highways and Streets (developed by the the Urban Land Institute (ULI) sound almost neo-traditional at American Association of St.:e Highway and times in their design manual, Residential Streets. 'Public Transportation Officials or AASHTO); officials and professional associations have often promulgated standards that, whsle reasonable for major thoroughfares, an • Guidelines for Residential Subdivision inappmpriale for local residential streets.') The Institute of Srreer Design (by ME); and Transportation Engineers (ITE) has Some so far as to establish . a technical committee charged with developing new guidelines a Residential Streets (co-publisbed by for traffic engineering in nec-traditional neighborhoods.' ASCE, NAHB, and ULI). i While fundamental change may be corning to the U.S., it is For purposes of comparison, we took to two British manuals: not here yet. We Americana have fallen behind the Western Europeans, British, and Australians in our conception of • ResfdenrialRoadrandFoapattee-Layaur residential street functions and our approacbea to traffic Consldermlom - Dulgn Bulla;n 32 management. (prepared jointly by the Departments of • Environment and Trmnsp )rt); Lad O • • Roods and Traffic In Urban Areas Senior Research Associate (produced by the Imstitstioe of Highways ( pint Center for Environmental and Urban Problems and Transportation with the Department of Florida Atlantic University/Florida International University Tray port). 135 • 0 The first British manual provides guidelines for 'residential practitioner called a reduced or non-existent hlerarchy of access roads' (roughly equivalent to local roads in the streeta.I They favor a return to a grid street system, not as American functional hierarchy). This is the second edition of eadleas gridiron of parallel streets crossing at right angles, but / ')esign Bulle-rin 32, updated in 1992 to reflect the 'discovery' instead an 'interrupted grid' of mostly straight streets f European traffic calming measures. The other manual, terminating at T-intersections, Y-intersections, traffic cidts, Roods and Traffic, offers guidelines for roads at all levels in and town squares. They are quite adamant that lo:aI roads the British functional hierarchy, but most important for our should carry some of the through-traffic load. purposes are the guidelines for 'distributor' roads (roughly equivalent to collectors). PROPORTION OF SERVICE Australian practice is harder to capture in it single set of guidelines due to differences among the Australian states. Probably the most complete set of guidelines presently Mob4ty Arterials available is: • Planning and Road Deslgn for New Residential Sub-Divisions - Guidelines (produced by the Director General of Transport for South Australia); Gosectcrs • Planning and Road Design for New Residential Sub-Divisions - Supplement to Guidelines (same source); and Land Accr,s Locals • Residential Street Management Manual (same source). The South Australian guidelines reflect design treads of the Figure 1s 1990s, wben concerns about the impact of street designs on American Road Hierarchy / mtousing affordability and neighborhood livability surfaced. Cin theory) fhey are it precursor to the Australian Model Code for kesiden6alDevelopment (AMCODE), released last year. The South Australian guidelines will be taken as representative of Australian design philosophy. PROPORTION OF SERVICE DUTIRENT VIEWS OF STREET FUNCTIONS r>obsty To help illustrate differences in design philosophy, we Artcrtals considar the functions of heal roads, collectors, and arterials, as depicted by AASHTO ° In the well-known hierarchy, local roads provide mostly access to land, while atterials provide mostly tnobiliry for through-traffic. Collectors fall functionally halfway in-between (Figure 1). Collectors e la practice, street systems in most suburban communities function more as illustrated in Figure 2. Much of the local street system consists of cul-de-sacs and loops that afford only r land access, not mobility for through-traffic. On the other hand, many arterials are so cluttered with driveways along land Acceu Local, i commercial strips that they function more like eollecton or even local roads. (Freeways, of course, are an exception.) Figure 21 Nee traditional Road Hierarchy American Road Hierarchy A'eo-traditional planners tend to blur functional distinctions (In practice) among local roads, collectors, and arterials, in what one 136 s • Neo-traditionalplLane rsalsoemphasizethesocial andamenity exclusively.' functions of roads. The access function, acknowledged in the / ended road bierarchy, relates to roads as cbaanels of Using the same format as in Figures 1-3, the British and l movement (albeit movement to or from an area rather than Australian functional hierarchy might be as sbown in Figure through it). In contrast, the social and amenity functions of 4. roads relate to streets as public place and open spaces where people can commune, engage in people-watching, and the like. Given these views, aneo-traditionalroad hieruchywould look PROPORTION OF SERVICE something like Figure 3. Mcbmty Arteries PROPORTION OF 5ERVIGE Hobtity arteries CoCectors Lend eosectorn Access Loces And Amenity Figure 41 to"d coces Austra'ian/Britlsh Road Hierart iy And Id Amenty rigjre 3, Lv'1•ERNATIONAL CONWARLSO.'NS Neo-traditional Road Hierarchy It is riot to their 'words' that American, British, and Australian design manuals differ notably. The American Brituh/AusLalian Road Wera-chy manuals (even 1TE's Recommended Praara, the most consemtive of the three) pay homage to notions of livability From their writings and design manuals, the British and and economy is residential street design. They call for a Australians sum to embrace neither the contemporary minimum of paved surface area and avoidance of excessive American road Werarcby nor the neo-traditional road speeds. hierarchy. Like the noo-traditionalists, they acknowledge the amenity functions of local stracts. The Australians, for Rather it is in their 'deeds' (that is, the specific guidelines set example, classify residential street functions into two broad forth) that the manuals differ. What follows isanintemational • categories: movement (access and service) functions and comparison of geometric designs, pedestrian facilities, social functions. They leave no doubt about which set of intersection controls, network designs, and traffic calming functions they consider more important, noting that people measures. Space only permits us to hit the high points. r spend 90% of their time on the street is *staying and playing' activities and only 10% in 'corning and going' activities! More details are provided in Tables 1 through 3. For the sake of comparison, British and Australian street dimensions are However, wrlike the neo-traditionalists, the British and converted from meters into feet. • Australians strive to keep througb-traffic off neighborhood struts. Indeed, they may differentiate the functions of Geometric Deign I arterials, collators, and local roads even more than do C American traffic engineers. One Australian source bar For local roads, design speeds of 20.30 mph are universal. redrawn the functional hierareby so that local roads provide Yet, minimum pavement widths and maximum curve radii are access almost exclusively and arterials provide mobility almost so much grater for American streets than British or 137 ITE 1993 Compendium of Technical Papers k • • • • Australian streets that one wonders whether design speeds are have incorporated shared surface street designs into their really comparable (particularly when British and Australian guidelines. These are woonerf-like streets, with design speeds traffic calming measures are factored in - see below). below 20 mpb, warning signs, Wise] thresholds, tight curb ( radii, textured pavement, and other engineering measures to Wider American streets result not fromwider iodividual lanes enforce the low design speeds. These streets differ from but from a three-lane cross-section, an unobstructed traffic woonenva only in the avoidance of the 'obstacle course' lane and puking lanes on both sides. Americans assirne the effect often associated with woonerf designs. worst cue (parked cars across from each other), which leaves Americans with very wide, high-speed cross-sections for the Intersection Design common case when no can are puked on the street. In an insightful article, Leif Ourston Contests British and In contrast, the British and Australistts allow one- and two- American intersection designs and traffic controls. Americans lane cross-section on local roads, and deal with the worst usually opt for crossroads and traffic signals or stop signs, case by requiring adequate off-street puking for residents (u while the British seem to favor roundabouts or T-intersections Americans do almost always), banning parking on one or both with yield signs. The result, secordinz to Ourstoo, is constant sides (as Americans do sometimes), and providing frequent stop-and-go driving in the U.S., while traffic in Britain keeps puking and passing bays on the narrowest streets. 'moving safely with few stops and little sacrifice of land."' As for curve radii, Americans strictly limit centerhae in residea4al uess, the British and Australian manuals favor curvature 'see order to extend sight distances. AASHTO's T-intersections or roundabouts, Lad allow crossroads onh•i on Policy, for example, requires a minimum radius of 100 feet, low-volume roads with speed Controls." In contrast, the but recommends 'as large a radius curve u feasible." American manuals, with one exception, fail to Wien British and Australians, on the other hand, use "sharp' acknowledge rotaries and traffic circles. And while two curvature to slow down traffic. The Australian Culdelina set American manuals recommend T-intersections for safety an upper limit on curve radii of 295 fat (90 meters) for wider reasons, they still find crossroads acceptable in all cases. local routs." Network Design Interestingly, American, British, and Australian designsdo not differ mucb with respect to minimum curb (comer) radii at As a subject, road network design has slipped through the intersections. Large curb radii add to crossing distances and cracks between planning and engineering. Yet, network allow motorists to negodate turns without slowing down much. design can have a profound effect on traffic congestion, The British and Australian radii are higher than one might vehicle miles traveled, accident rates, and fed expect, given the pedestrian orientation of their other consumption." standards, but the radii way simply reflect the needs of trucks and buses that would otherwise veer into opposing lanes as Not surprisingly, given the general neglect of the subject, the they turned at tight Corners. design manuals provide only limited guidance regarding network design. Reslderuial Roads and Footpaths - Layout Also, interestingly, American, British, and Australian designs Conrlderationr is an exception!' The British see advantages do not differ newly as much for collators as they do for lout in both rectilinear and curvilinear designs. Whichever design roads. Apparently, the three Countries have ■ common is used, subdivision streets should form a 'circuit' with the perception of Collectors' function in the road hierarchy. 'shortest practicable' connections to access points. There Collectors are perceived u channels of movement rather thta should be multiple access points in order to distribute traffic extetuioas of the residential environment. mote evenly. • Pedestrian Facilities Through-traffic should be kept off residential streets, but not priaurily (as in the U.S.) through design of dead-end struts. i Pedestrians sum better accommodated by the British scat lasteid, the British favor circuitous through-streets or loop Australiaas tbaa the Americans. It is not so much it matter of roads. Cud-de-sacs art reserved for very small housing differing warrants for sidewalks. American manuals require clusters. Compared to cul-de-sacs, through-x7ats sad loops sidewalks on higher-volume stints, and British and Australia are said to reduce the nuisance of reversinS and turning, • manuals make exceptions to sidewalk requirements on lower- distribute vehicles mom evenly across the network, and halve volume streets. the distances traveled by service vebicles. O • J The difference Lmoog the countries is this: when sidewalks Tmffic Calming are not provided, the British and Australians take extraordinary measures to slow down traffic. Both countries probably where British and Australian design manuala differ ITE 1993 Compendium of Technical Papers 138 7 • • most from the American manuals is in the area of traffic CONCLUSION calming. Americans may use horizontal curvature as a means f slowing traffic, or perhaps place an island at the entrance In his clLmiu Livable Streets, Donald Appleyard calls stints to a subdivision to create a gateway, effect. But the British the "most important part of our urban emvironmeat.t2 if and Australians have introduced a host of additional traffic may sound like hyperbole, but just think about the effect on calming devices, and actually required their use in certain motorists, pedestriuu, sod residents of narrow, winding tree- ca;es, lined streets versus wide gum-barrel designs. It almost does not matter what abuts the two road types, in the way of For example, British Design Bulletin 32 promotes the idea of structures, front yards, and driveways. The former will be raised junctions at T-intersections to restrain speeds along more inviting to people, and more aiming to traffic, than the major access roads. The Australian Guidelines go even latter. further, extending traffic calming to Collector toads. Thresholds (speed tables about four inches high and at least 18 Appleyard goes on to say: feet long) tae required at the intersections of collectors and footpaths, on longer stretches, where footpaths are limited, ...we should raise our sights for the additional thresbolds or horizontal curves are introduced. moment. What could a reawcati &I street - a streat on which our children am brought up, The introduction of traffic calming devices gives traffic adults live, and old people spend their last cngincers the ability to design more street connections into the days - what could such ■ street be tile? local network, without encouraging througb-traffic. Whereas What are the rights or street-dwellers? the 1st edition of 8ulferfa 32 (released in 1977) promoted a tree-like hierarchy of loads (relying on cul-de-sacs to avoid In the State of Florida, the search for answers to these through-traffic), the 1992 edition promotes what John Noble, questions has led us to the desila practices or Britain and the principal author, calls a hlererchiraf network. Australia. They seem to offer the best of the contemporary and the neo-traditional, with Furopeaa traffic calming thrown in for good measure. C Table 1 Design Guidelines for UcalfActess Roads aritN NlbrriN AM7[N MtYI(N Mf1LM D. It, 0+ 22 OWA. AASMTO )Tr ASerMAKLIU2 Dwgrt ip..6 20 mptt (Mtir svc. 20-30 mph 20 mph 1") 20 ruh hear .best r.tb! 26 mph {.Aryl N olc.llenrl ?0 mph 4+m.r arrt 20 mph 9rerl rent! IA..t 20 msh hhr N ' wprK. Nwb) R..rnN1 WdN 12.0.11.0' Is 4. 0. MN 100 rPN 21' 11"06 22'21' Pow 0.ratr) 22-24' iatw WMIJ 19.9' nip 9rrry btr.l 22,0' p NN 200 rPN L.. ~ RO'N Y a1-34' a+.4h.n 6rrr11 29' hdetOtnri 11.6 N. MN 20 rph • rrr.rT smith 31' Nah MM111 MIN r.'rma alrtl M't ear. Wd 22,119.4." 10b 20a awt0 100-16014ea00 W bgo M PnwV41 126' 00") strabl 11a Net 1 Maw b.h.aMwl • Res wM owed R.A" Ault W4 4prtl evs tc.mn) Tdwt 12.1.19.2' k.p. ,V N a's ION 16' !a 12-20' r ~ Y 11.6 wkN Nd rMnwl N.WrYW N r.t4 r.dtN M~ .126, 6wlr.Md 9d.w.R. hrmtrr to UM tda M Nab wrah we IKM N lent Mrs We rte b mtAM N Waft rot tw*W N ne.a too rph 6rtitia Nab 4 t16..f 9le.RCttn 1M F+)w.,pdd) Q Mliri ad.wth 4.44.4' 21' 4' 4' • eM • M++m,T Land C4 a,1' H' a;' {wR,.t M'.rr.m Cl.rro ' 139 nl~ _ - 7 v _ ;;2 • • r Table 2 Design Gui3elines for Collectors/Distributors 1•~IM Autralln AIMCYI AmMcn Amwkan AAWTO 7T1 Ase Ls"IMJ o.4pn,pawl 27.647.1 m,n 20 ,0 w NqA 71 m7A lle tbn 21-7/ 0\0 17040 m,A ,,,.4 "tal 20 mph I.11o-01 1 NW AAT,I WIN 20.4228' 1f 42f.P 7044• 24-34'0.r"madvn 121.'+1 0f PWlital, IM1 Iw 0":;Sal x0.147.4' Irw r1 Yra Vol am# 40' /:/n Iwwal N Irv? M.7w F&A;M M 11 n.,dadl I4ui Cv . A.A. 117.216' 610' 0.r.q 104600' 240' adr.11 110' hw Cv4 Rw. 12.1' 72L242, 2470' 2670' 244D' Rv lw, fi66at11 4MNA. b,m.4r tM..rtl,n .Mdti ►CtA .4r tl laaf.,r.f MG.dM MN "a p.dmon" ]p.Cetr 1. IdWoW t14 M+nnvn 6la..A 6./1.1' 41' 4' WM Iwlr wlyr. trOr M.-M) Mn'u.wn SMtA 4.1' 1./' 1C cw.p I Table 3 Other Design Guidelines AuO,rn Annwic. &l Ic t Ampith DrgM1 euda 27 Q. d.c,r. AAMTO RI ASCL'NAM1wU Man.ctin Da. O'+ T. w 7, w "w hers lvw TLRr..rtlw Twers.c i" lo.nr,.a, ,N, wkM looe4,W 11r.drro Ip..w. t'.t 44..,;M...N ral ,.W Mno.pl W...da w4, .1N .ccrot,l41 nerve, al,. rc,p.W.l ,Cfa4 tparal,l Mrt.. art Caapn ar nee+afrv, snarl rMr t. hritly evrWnw b'0.f! Inar r svnYnr nee mra Vwn IOO Intro Ftp ct'rtYtisn w frro^•.M1lwl f.t,ner N an local .trots, 7.: M w 4nrt r 7a bld can.0 c.b ct r. ad ,.cal. u TRIM 7 "ON C.Fwq DMer law?nM4 IA,.hola ev.r sure Out. e1Jer~, h'W. 1 NN, nrraw'uC, 4tri0. Ortew.7t CovdtlpR, Ialrd. Nnt. 7 For ling-side commentary on the fight over street design standards, see W. FuItoo, 'Winning Over the Street People,' Planning, Vol. 57, May 1991, pp. 9-I1; and L. Bookout, 'Neotraditiooal Town Planning - Can, Pedestrians, and Transit,' Urban Land, Vol. Sl, February 1992, pp. 10.15. 2 Probably the most compelling critique of contemporary road design, from a neo-traditional perspective, is W. • KUlasb, 'Neotraditional Town Design - Will the Traffic Work?' Session Notes - AICP Workshop on O s Neotraditiocal To%m Planning, American Institute of Certified Planners, Washington, D.C., 1991. ~r J 2 Residential Streets Task Force, Residential Streets, American Society of Civil Engineers/National Aswiation of Home Builders/Urban Land Institute, Washington, D.C,, 1990, p. 17. ITE 1993 Compendium of Technical Papers 140 • • ' She Committee has already generated a report on neo-traditional roadway design: ITE Technical Committee SP-8, \ 'Traffic Engineering for Neo-Traditional Neighborhoods: A Synthesis Report,' 1TEJournal, peadiog. s American Association of State Highway Officials (AASHTO), A Policy on Geometric Design of Highways and Streets, Washington, D.C., 1990. ° Wash, op. cit. r Director General of Transport for South Australia, Residenrlal Street Management Manual, Adelaide, 1987, pp. 11-14. 1 O.R. Jenkins, 'Residential Streets: Design for Amenity, Safety and Economy,' The Shire A Munldpal Record, April 1987, pp. 28.30 ° AASHTO, op, cit., p. 435. Director General of Transport for South Australia, Planning mid Road Design for NewResidenrlal Sub-Dtvfsfow Guidelines, Adelaide, 1988, p, 50. tt L. Ounton, 'British Interchanges, Intersections, and Traffic Control Devices,' Wes ernire, Vol. 35, September. October 1992. Akso see L. Ourston, 'Wide Nod" and Narrow Roads,' Paper presented at the 72nd Annual Meeting, Transportation Research Board, Washington, D.C., 1993. 11 For higher-volume intersections, the British seem egaally happy with traffic signals or roundabouts. See Institution of Highways and Traasyortation/Departmeat of Transport, Roads and Traffic In Urban Areas, HMSO Publiutiov Centre, Loudon, 1987, Figure 38.1. C ° H.S. Levinsoo and K, R. Robert+, 'System Configurations in Urban Transportation Planning,' Highway Research Record 64, 190, pp. 71.83; R.B. Peiser, 'Land Use versus Road Network Design in Community Transport Cost Evaluation,' Land Economics, Vol. 60, 1984, 95.109; H. Marks, 'Subdividing for Traffic Safety,' Traffic Quarterly, Vol. 11, 1957, pp. 308.325; F. A. Curtis, L. Neilsen, and A. B}omsor, 'Impact of Residential Street Design On Fuel Consumption,' Journal of Urban Planning and Deirlopm ens, Vol. 110, 1984, pp. 1-8; and M. 0. McNally and S. Ryan, 'A Comparative Assessment of Travel Characteristics for Nontraditional Develop=Cots,' Paper presented at the 72nd Anoual Meeting, Transportation Research Board, Washington, D.C., 1993. t' Department of the Euviroament/Departmeat of Transport, Residential Roa* and Fwrpathr • Layout ComIderat, ins - Deign Bulletin 32, HMSO Publications Ceatte, London, 1992, pp. 19-22. 's D. Applu jard, Livable Streets, University of California Press, Berkeley, 1981, p. 243. " i7om Institution of Highways Lad TransportatiorJDepartment of Transport, op, cit. • s 14t ITE 1993 Compendium of TechniceI Papers t: 1 • • a F A Compendium of Articles on Residential Street Traffic Control Compiled from publications of the Institute of Transportation Engineers • Your Gateway to Knowledge and Advancement ,I MIN ONW*!, ~.T r t w r l5' F ~r t\~- ! Mh :rc O O d 1 r` {II 1 A-I 0011 Wmppmw~M 10 • i ~ I i ~h Kirk R. Bishop is an APA SeniorResearch Associate. This ~ report was supported by a grant from the Nation al Endo w- mentfor the Arts in Washington, D.C., a federal agency. • Cover desigu by Toni Thanasotrras Ellis; cover photo by Teri Lacey Planning Advisory Service Is a subscription research service of the American Planning Association. Eight reports are produced each year. Subscribers also receive the PAS Merno each month and have use of the Inqulry Answering Service. Israel Stoliman, Executive Director; Fra,ik S. So, Deputy Executive Director, Sylvia Lewis, Publiot ons Drector; Welford Sanders, Associate Dim- for of Research; Thomas P. Smith, Associate Directorof Research. • PlanningAdvissry Service Reports areprodu<ed at APA. James Hecimovich, Editor; AdeleRothblattandMaryaMorris,Assis- tant Lditors. © Copyright September 19S P by th a Arerican planning Association, 1313 E. 60th St.. Chicago, 1L 60637. APA h as headquarters offices at 1776 Massachusetts Ave., N.W., Washington, DC 20036. J.- • • Designing Urban Corridors Kirk R. Bishop TABLE OF CONTENTS Chapter 1. The Impetus for Corridor Planning and Regulatory Activities 1 Historical Perspective 2 What Constitutes the Road Corrldor 3 Chapter 2. Improving the Appearance of Comn,erclal Corridors... S Sign Control Measures 7 Screening and Landscaping Standards 8 Pedestrian Amenities and Streetscape Improvements 11 Architectural Standards 12 Community Entryways 13 Chapter 3. Land-Use and Site Planning Standards for Urban Corridors 15 Land-Use Regulations 15 Site Planning 16 Traffic Impact Analyses ..............................................................................................16 O Access Controls 16 C' Traffic Controls 20 Chapter 4. The Preservation and Protection of Scenic Corridors 21 Scenic Corridor Selection and Designation 22 Scenic Corridor Elements 23 Regulatory Strategies ...................................................................................................23 Other Protection Techniques 27 Chapter S. Recommendations for Corridor Planning and Design 29 Selected References 32 Contacts 32 Appendix. Sample Corridor Development Standards 33 1. Austin, Texas, Hill Country Roadway Corridor Regulations 33 2. Santa Fe, New Mexico, Highway Corridor Protection District Regulations (Article 19C) 35 3. Tri-County Regional Planning Commission (Lansing, Michigan) Driveway Standards for Corridors 37 ! i i C~ r Cr. b • • i 7 C( i Chapter 1. The Impetus for Corridor Planning and Regulatory Activities We experience the city and the countryside from the To take a drive today between the countryside and the road. When asked to name our favorite outdoor recrea- city, between the airport and the downtown, or between tion activities, Americans have historically ranked driv- one suburb and the next is an invitation for an assault ing at or near the top of the list. Like it or not, we spend on our aesthetic sensibilities and our mental health. It's a tremendous amount r)f time behind the wheel. And as if, over the yvars, we've become so numbed by the expe- whether were cruising or commuting, speeding or stalled, rience of driving along a roadside that has been bought were doing it in the road, to the tune of nearly two triI- up, clear-cut, paved, and franchised, that most of the time lion miles every year. we dont notice the plastic, clutter, and congestion that Even when Americas love affair with the automobile mars nearly every community In the country. And even Is expressed In terms of an odometer reading containing when we do notice, even when we do clamor for an end 72 zeros, the magnitude of the obsession is not that sur- to the assault, we're confronted with the prospect of fight- prising. What is surprising Is that a nation that professes ing a problem that has been building for years. to enjoy driving only slightly less than apple pie and a The good news is that some communities, in recent leisurely walk in the countryside hasn't demanded that years, hawbegun to demand a more aesthetically pleas- something be done about the condition of the roadway ing and functionally operational pattern of roadside Bevel- , corridors that bisect urban and rural America. opment. The bad news is that the number of communi- ties who have undertaken corridor improvement efforts • • Often, the most effective rarridorpriNctron strategics arepart is still relatively small. Even In communities with a strong of a largerplannimgandpreservation effort, Thanks top tradition of sound planning and design, urban corridors number of irrdi-eiduals andgroups, views of flitstwwrng are underappreciated and neglected. beauty of California !ii Big Sur region from Route 7 remain A preponderance of rezoning requests and development unobstrurtrd activity along certain streets, the threat of a view being obscured by a proposed development, or intolerable traffic 1 • • 7 7 7 7 • • r. conditions and roadside clutter along a particular route- ante of roadways is by no means new, today's corridor all are examples of the types of pressures that can trigger plans and ordinances suggest that planners are taking a demands for more thoughtful roadway area planning and more holistic approach to urban roadway area planning design. They are examples, loo, of situations that should than was evident in previous commercial strip studies, send planners running in search of effective methods for view protection ordinances, and piecemeal aesthetic con- guiding development activity along major roadways. The trols. By attempting to merge traffic engineering, urban following comment, made by a Portland, Oregon, City design, and land-use planning strategies into an integrated Commissiorer during a hearing on a permit request for corridor planning and regulatory model, communities are adjacent drive-in establishments, Is representative of what demonstrating a growing concern over urban aesthetics should be a familiar call to arms: and community image, and an almost grudging acknowl- I would ask that the Planning Bureau be directed to come edgment of the dominant role that the automobile plays up with anadditlonalstrategy oranother look atthat cor• in shaping the nation's sprawling urban areas. ridor...so that we can give a clear message to people and were riot arbitrarily saying "you re in and youze out' HISTORICAL PERSPECTIVE The early history of highway and thoroughfare plan- What some planners are coming up with In response ning reflected a great concern for aesthetics and public to these kinds of requests are corridor-specific plans and enjoyment of the roadside. The boulevards of Paris, special land-use controls designed to enhance the overall designed by Baron Haussmann in the mid-1BOOs, sere spa- visual character of communities and to maintain the funs- cious, monumental, and strategically planned to frame tional operation of area streets and roads. Many of these views of Important monuments and buildings. In the efforts reach far beyond traditional highway design con- United States, Calvert Vaux and Frederick Law Olmstead siderations to encompass the planning, design, and regu- planned parkways that were designed to provide a pleas- lation of the larger physical area that is functionally and ant carriage ride, separate opposing traffic lanes, and elim- aesthetically related to the roadway. Inate conFliw between pedestrian and vehicular traffic . Those communities that have been pushed to the break. Olmstead added strips of parks, open spaces, and benches ing point are ndw devising strategies to combat the worst " to these early twentieth century parkways and sought to aspects of uncoordinated and insensitive corridor devel. protect scenic views and vistas by controlling adjacent opment. Some, it seems, want not only to put their best development and access. Most of these early efforts, how- fool forward for visitors and potential employers; they ever, occurred before America took to the road in earnest. are also seeking to retain a sense of order and place In Since the introduction of the automobile, planning and an increasingly cluttered and commonplace urban land. design of roadways has been the exclusive domain of scape. Moreover, planners, citizens, and government transportation planners and traffic engineers. Conse- leade s, particularly in rapidly urbanizing areas, are con- tinually being forced to confront the reality that the ulti- mate operation and appearance of a roadway will be shaped not only by the design of a narrow right-of-way area, but by the overall natural and built environment In which the roadway is located. While concern about the function, safety, and appear- A. B. The larger zone of influence effecting a corrldorextends well Beyond the building facades, and Into the rear yard,)f a Building Facade to Bus property. B. Building Facade to it Bunk Perknoter "Rear Yard" Extension Sourca Pollut Dnlan Aswdatn z I r. .t • • quently, modern roadway design and construction pro- cifially on the street, the road, the freeway, or the view grams have typically been guided by the fairly traditional therefrom, the verdict was the same: too little attention engineering objectives of wider, straighter, and smoother. has been given to the -big picture design issues that pro- This orientation has been compared to that of a foundly affect the quality of our everyday lives. ( } plumber-chiefly concerned with "free flows" and the elimination of "clogs" in the system, Not surprisin;ly, WHAT CONSTITUTES THE ROAD CORRIDOR design efforts in thiscontext have focussed almost exclu- In response to critics, highway planners and design sively on the narrow roadway itself and the engineering professionals over the past two decades have begun to take concerns of traffic capacities, service levels, and peak-hour a closer look at roadway design alternatives. Much of this travel times, work, however, has been directed toward the view of the Whether they called it corridor planning or not, plan- road rather than the view from the road. When the road- ners, design professionals, environmental psychologists, side has received attention, improvement techniques have and others have been examining the problems and poten- generally been limited to the installation of additional tials posed by roadway corridors for a number of years. landscaping or the construction of more aesthetically Christopher Tunnard and Boris Pushkarev, in their semi- pleasing transportation facilities. nal book, Man-Made America (Yale University Pres3, This focus is understandable in light of the limited con- 1963), present a thought-provoking and compelling argu- trol that those typically responsible for planning road- ment in favor of a broader notion of roadway planning ways have over the land area located outside of the right- and design. Their criticisms of highway design and road- of-way. And while all efforts to improve the visual appear- side clutter provided a solid foundation and direction for ance, safety, and function of transportation facilities are Lady Bird Johnson's national beautification campaign, and important, the failure to address land-use and develop- many of their design recommendations were later incor- ment patterns adjacent to roadways has often resulted In porated into Federal Highway Administration guidelines. visual blight and premature functional obsolescence of Tunnard and Pushkarev were joined by a small yet road facilities. Moreover, uncontrolled development influential band of urbanologists, sociologists, and within roadway corridors has greatly contributed to traf- designers In their push for a greater understanding of the fic movements and patterns that work to undermine the signiflant role to be played by thoughtful design and aes- original design plans. thetics in an urbanizing society. In the early 1960s, Peter The elements that make up the corridor can Include Blake, Kevin Lynch, Donald Appleyard, William Whyte, nearly anything that an be seen from, or has an impact and many others were also exploring the condition of cit- on, the roadway. In defining the corridor's spatial limits, its and regions, sometimes with a particular emphasis on a study done for Ann Arbor, Michigan, distinguished transportation routes. Whether their work focused spe- between the roadway areas fairly uniform linear bound. aries (extending from building facade to building facade) and Its laroen more irregularly shaped "zone of Influence" (extending into the buildings perimeter, rear yard areas, and beyond). Addressing the expanded corridor area and the relationship between the individual corridor elements A. A typ!cal corridor includes the is the only means of affecting change in the corridor street, sidewalks, and front environment, according to Peter Pollack, the study's yards between building author. 44 facades. Although the distinction is sometimes blurred, two types of urban corridorsan be identified. The first is the commercial corridor, Urban commercial corridors Include aria many ny of of the major roadways that pass through highly urbanized areas. They range from the ubiquitous com- , • ~ O O ,ads L 3 4 ~-v . • r • i mercial strip areas to newer suburban area arterials that reporting on selected local efforts to improve the appear- are lined with office complexes and employment centers. ance, function, and safety of urban roadway corridors. Planners and others have attempted a variety of strate- While collecting examples of planning documents and i gies to combat the uncoordinated, unsightly, and unsafe regulatory ordinances for use in the report, it quickly l development patterns that too often characterize these became clear that the term 'corridor: and hence the notion commercial roadway corridors. of corridor planning and protection, takes on a number Scenic corridors are another important roadway type, of meanings as practiced by planners around the country. Much less prevalent than commercial corridors, scenic cor- The focus here is the roadway corridor and the relation- ridors provide motorists with unique and outstanding ship between vehicle transportation routes and surround- views or recreational experiences as they travel the road- ing land-use and development patterns. Of necessity, it way. They may be exciting because of surrounding geo- dots not contain an in-depth examination of the profound logical formations, landscape features, or historic quali- effects that roadway corridors have on the overall spatial ties. Although many scenic roadway corridors are found pattern of development within urban regions. in rural areas, a number of communities have identified By recognizing both the vital functional role of urban urban corridorsthat are unique because of the rewarding transportation corridors and their role In shaping our viewing opportunities they offer to passing motorists. sense of what a community is, the report attempts to nar- Loal approaches to the design and control of commer- row the gaps that exist among the disciplines of land-use cial and scenic corridor areas vary depending on the func- planning, urban design, and transportation planning. As tion of the roadway and the nature of the community in with all reports in the PAS series, the emphasis is on the which the roadway is located. The number, size, and con- transfer of practice and experience from one community t dition of Important corridors will also vary among com- to another. Photographs and drawings are used to illus- munities. Some will have only one major corridor, others trate recommended guidelines and design techniques. The are likely to have several that require Immediate attention. report includes an examination of studies and plans that Maintaining the integrity of a corridor presents partic- have served as a foundation for local Improvement efforts ular problems In the face of rapid urban development. and highlights a number of zoning and regulatory con- 'Corridor improvement' efforts along older roadways in trols used to Implement local goals and objectives. Exam- already urbanized areas also pose a significant challenge. ples of site planning guidelines and design standards used This report, based on a nationwide survey of city and by local governments to improve the visual quality of the county planning agencies, provides an overview of local built environment and the operational characteristics of planning and regulatory responses to those challengti by roadways are also offered. l O 1 ~ I • • • C 4 f .y 0 0 I _ _RaWHEELER~ ~ ' E;1fEAR~ ILIVEII Post Ttl~ Firm Pric C 43 trw l p INS M s - - V 4 J~ Chapter 2. Improving the Appearance of Commercial Corridors for the road cannot be considered in isolation. It is Communities have enlisted the services of landscape archi- not just a track for motorists; it is an all-embracing. tects and other design professionals to devise requirements all-penetraoing network that, together with the uehi- for landscaping and screening adjacent to the right-of-way, cles on it, the signs, the bridges, the roadside anti!- Highway departments and public works offices have been laries, is an integral part of our life and landscape. asked to set a better example for private landowners by -(Raymond Spurrier,Alan•Made, America, 275) designing and installing public improvements that enhance the appearance of roadways and roadside areas. f In recent years, many planners have begun to think of Transportation planners and traffic engineers have been roadways as more than just transportation conduits, called upon to analyze the impact of new developments i When planning for new growth and development along on adjacent transportation routes and to suggest appropri- ' major roadways, they have recommended the clustering ate access controls and site plan requirements for emerg- of retail and commercial uses at or near major intersec- Ing corridor areas. Despite these efforts, however, the tions. New sign codes have been drafted to better control ubiquitous strip, with all of its attendant problems, is still the spread of billboards and signs along the roadside. very much a part of the urban landscape. a Commercial corridors have been the subject of derision • for decades, yet the features that characterize these areas Unfortunately, cliched images of the commercial strip have not changed much over the years. Today's corridors, landscape are often accurate. A number of pictures could have like yesterdays strips, drags, and ribbon development stood in for this one of a commercial corridor In Tacoma, areas, share a number of common components. Among C Washington. the characteristics that have come to epitomize the com- mon conunercial corridor are: 5 r I ti i IMP • Numerous large freestanding and portable signs; C Large expanses of unscreened surface packing; / Little or no landscaping of public or private property; Cal Few or no pedestrian improvements: l Above-ground utilities and overhead lights; Numerous poorly delineated and closely spaced drive- t way access points; and A generally uncoordinated approach to the design, loca- tion, and planning of various public and private improvements. NO11 NtN1N¢ The problems posed by commercial corridor areas that l IiFi N exhibit these features can be grouped into two categor- FOl NE STONE ies: visual and functional. This chapter will address issues s of aesthetics; Chapter 3 will address matters of function. Visually, commercial corridors often lack a sense of organizational structure, and this "confusion" reflects poorly on the community. Often, the development that occurs within commercial corridors bears no relationship to a community's natural setting cr the architectural styles present in the rest of the community. Moreover, commer- cial corridors often contain all the same national fast-food Franchises, gas station chains, and large retail stores, mak- ing one community's commercial corridor(s) indistinguish- able from the next. These areas leave visitors, who may 8,wcrdesign standa,ds for corridorareas need riot be timiiedto never veer from the main roadways that bisect a commu- mmttringsigns smarieracd shorter. In a moment of modesty, the nity, with an impression that the community does not are colorrelmodified histra, itionalbucket-impaled-ar-large- about its appearance. ldas tic-structure desig): (above) to co rry ly w i th the Hilton Head, Su a Carolina, corridor site guidelines (below). t t ~ R r L .rV. C C 4 C x x 6 •c r y • • Increasingly, however, planning agencies are using cor- ridor zoning districts, overlay controls, site planning pE requirements, and other techniques to promote greater MAP" continuity in the design of commercial and industrial development along major roadways. The goal of all of the approaches is to create a more attractive, cohesive, * 0 and safe roadway area environment. y,w SIGN CONTROL MEASURES Strip commercial corridors are an outgrowth of our nations reliance on the automobile as the dominant form of personal transportation. Not surprisingly, the signs and 010 St AAv> A WTfM ? 00 advertising devices used by the business establishments 4tJU5fE0.NPtHN6i+liEnE~tWE7 that hre urban roadway areas are oriented to the street f and directed at motorists. In their competition for the attention of the motoring public, merchants continually push the roadside visual envelope to its breaking point by erecting bigger, taller, and brighter signs. The clutter ALL 1 SMkW 90PP16[FlMit; generated by these signs is one of the worst features of MO Was- E~W ERYlOfHERR TOk1N. the typical commercial corridor. On Hilton Head Island, South Carolina, on-site signs are viewed as an integral part of a proposed development's overall site plan. The town's recently amended Road Cor- ridor Overlay Zoning District requires that designs for new or replacement signs be reviewed by a special seven- member Corridor Review Committee. Until the local cor- ridor ordinance was amended in early 1989, the co,nmit- tee was forced to rely on vague guidelines requiring that IT DDESM'TMA M WItia W signs be "visually compatible" with their surroundings and 60. 40P4E lkZV LEFTI that they "avoid garish and inappropriate material. , . " , Recent amendments to the ordinance left the committee's broad latitude intact but provide better criteria by which {.1 C. to judge proposed designs. The amended ordinance directs t the review panel to consider sign material, color, and shape when evaluating the appropriateness of proposed designs. The provisions also discourage signs that are - larger than, or out of proportion with, those on adjacent r9;aunuea n.ru. Syndlut., iep, or nearby properties. Hilton Head's ordinance also specifically requires the of the two interstates that traverse the county. The ordi- development of an integrated sign design scheme for all nance prohibits billboards and permits only two on-site new planned unit developments, shopping centers, and signs per lot within the corridor. The maximum size of office complexes. Lighting standards are clearly spelled any sign located adjacent to the interstate corridors is 72 out on the basis of sign size-one 150-watt light per side square feet, well below the maximum of 200 square feet for signs up to 40 square feet in size, two per side for signs permitted elsewhere In the county, iarger than 40 square feet. Within the Jefferson Parish, Louisiana, Mixed-Use Cor• Ideally, sign regulations for important corridor routes ridor District, the maximum size of wall signs is regulated will not have to differ significantly from those in effect on the basis of street-side building width and/or the width throughout the community. Business signs in the Santa of building area occupied by individual tenants. The ordi- • Fe, New Mexico, Highway Corridor Protection District, nance provisions permit one square foot of wall sign-face for example, must simply meet the community's already area for each linear foot of building frontage or tenant rigorous sign controls and comply with special provisions space, up to a maximum of 70 square feet. Parish regula- requiring that freestanding signs incline no more than tions also permit one freestanding sign per building site. J three colors and two lettering styles, with at least one of Projects with two or more tenants, however, are limited the sign's colors matching the predominant buiding col- to one sign that Identifies the overall project. The size of ors in the development, freestanding signs within the corridor district is limited • Certain types of uses tend to prefer commercial strip by lot frontage-one square foot of sign face is allowed locations, and, as a result, sign control measures that tar- per linear foot of frontage, up to 70 square feet, O O { get commercial corridors can be more specific and pre- Gasoline price signs (frequently a sticking point in cise in their coverage than citywide standards. In Orange drafting new sign regulations) aregiven special treatment County, North Carolina, the Major Transportation Cor- in the Jefferson Parish ordinance. While the Information ridor overlay zoning provisions impose special setback Included on other permitted signs is restricted to the name and ;ign controls on new development within 1,250 feet and address of the business, gasoline service stations are 7 I / 1 • r • s Eardoen berms represent an 3 effecti;emethod of screening uarkingareas andofher ~I lmaltraclaT site feat"res fro In C g the roadn~ay. i5cnvre: Post, 5• Buckley, Schuh, and Jernigan, I m Inc.) ~I ! g J Una N Viabn WfEip fIL 1T V' 1 b' RWES e0lA.EYARO j pr 1 9,40.0 Ur aru---=~I< nAPx1N6 AREA ON SITE i i allowed to display rate and price information on free- for large sites and conveniently located surface parking standing signs, provided that the area displaying prices areas to support business establishments. Parkinglots an does not exceed 30 percent of the total permitted sign face require great expanses of land. Indeed, when surface park- area. ing is used, it often consumes from 50 to 75 percent of In addition to typical standards governing the type, size, a project site. Given these kinds of proportions, It is no height, and number of signs permitted, development stan- wonder that well-planned strategies for Improving the dards for Highway 90 in Garland, Texas, include limits appearance of parking areas along commercial roadways on the number of information items that an be displayed can be one of the most effective methods of improving on any one sign. Following the "Street Graphics approach the overall aesthetic quality of a road corridcr. to sign control, the adopted roadway standards prohibit Many planners and designers believe that the best solu- any sign along the highway from containing more than tion to the design of off-street parking areas Is to elimi- 10 items of information. Though not widely practiced, hate them or at Icast shield them from view from adja- attempts to limit the barrage of information targeted at cent roads. While off-street parking is essential forall but motorists could improve both the appearance and safety the smallest of commercial projects, screening and buffer- of urban corridor areas. ing techniques can be used to effectively hide such areas As-with manyelementsof the corridor, the private side and soften the visual effects associated with vast of the sign control equation is only part of the problem. wastelands of asphalt Public road signs and traffic control '_vices also contrib- Santa Fe's highway area landscaping requirements call • ute to roadside visual problems. i'orced to compete for for the Installation of landscape buffers along major and valuable roadside space and the attention of motorists, secondary arterials. The ordinance requires a planting these publicly owned corridor accessories are likely to be strip at least 10 feet wide along all adjacent roadway front- as poorly designed and overused as their private coun- ages. Provisions further stipulate that at least one-half of terparts. In Dade County, Florida, alone, it is estimated the buffer strip be planted with a minimum of one five- that some 20,000 public signs are installed or replaced gallon shrub (four-toot mature height) for every 20 square every year. Although guidelines and techniques do exist, feet of buffer area. The remaining half of the buffer an relatively few communities have been successful in im- be treated with low-growing vegetative groundcover and • plementing a system of uniform design standards for these nonvegetative material on a 50:50 basis. As an alterna- I~ • • public signs and traffic information devices. tive to providing a 10-foot-wide planting strip, develop- ers are given the option of constructing a continuous SCREENING AND LANDSCAPING STANDARDS three-foot-high solid wall along all adjacent roadways. The early origins of the highway commercial area devel- For projects located In the city's special corridor dis- opment pattern can be traced, at least partially, to the need trict, additional landscaping standards apply. The Cor- o I i 0 • ridor Protection District provisions require a minimum The New Orleans overlay zoning requirements for the 25-foot natural landscape buffer along the perimeter of Interstate 10 and 510 corridors establish a minimum adjacent street rights of-way. No structures, fences, walls, 15-foot landscape buffer along service road perimeters. or parking spaces are permitted within this open space. One 12-foot-tall, hvo-inch caliper tree (acceptable species When construction or clearing activities have daurbed are spelled out) must be planted for every 25 feet of road- landscaping and vegetation within the buffer area, addi- way frontage along the project site. The remainder of the tional planting is required at the rate of two plants per buffer area can inclvee gra.s, trees, shrubs, and other 30 square feet of area. At least one-half of the required landscape features. Buffer and screening standards for plants must be a minimum of four-feet tall at the time "vehicular use areas," which include parking lots, load- of planting, and trees must comprise at least 10 percent ing areas, service drives, and all other areas subject to of the total plant material. vehicle traffic, are much more rigorous. A vegetative Besides providing a visual buffer between the roadway buffer, masonry wall, or earthen berm, with a height of and its often harsh and unappealing surroundings, land- between 36 and 54 inches, must be installed between all scaping and screening techniques can also lend a sense of vehicular use areas and abutting public rights-of-way. identity and unity to project sites. When employed effec- Landscape buffer strips are also required as a means of tively, landscape features can greatly increase motorists delineating the bound, des of vehicular use areas asso- ability to determine where one project ends and another ciated with individual developments. begins. By delineating the edge of a project and its criti- The New Orleans urban corridor ordinance also estab- cally important element-the driveway-landscaping lishes landscaping requirements for the interior of all actually serves to increase a project's visibility and hence vehicular use areas that exceed 5,000 square feet in size. its viability in the competitive setting of the corridor. The corridor zoning provisions require landscaping of at sn.,la..st ~ S t t RE DIGN0.L < TAR St. < D0.TEW0.Y t E E IXSTRICf g 8 j Jan~~an Et. 3k 7 /1 S THE S No~gr N THE P0.RNW0.Y OISi F1CT I i ! I I DISTRICT o e.mb04 Re. THE MAIN STREET DISTRICT MmmH Ry. MD u[fTE40 B~O~~ra C.~~ E. TENS70 7_4 a-, 7;., - - - - / t A corridor studypreparedfor Pembroke Pines, Florida, identifies four distinct r - t - • _ subdutrfos; along the city's main eam A route (above). Recommended design guidelines for the individual roadway ` The Parx..aY tFsirkt segments (middle and below) were then developed based on esbring andproposed t land uses and traffic patters. (Source. Post, y y Buckley, Schuh, and Jernigan, Inc,) L5 Y 771f INA Yr~nN. 1 C l .t 'ri'y Ths \Maga DsMd 1 9 • e least eight percent of the vehicular use area. Each indt- ing lots from the road, screening vehicular headlight glare vidual landscape island must be at least 100 square feet on and off site, and lessening spillover light from on-site in size, with sides measuring at least five feet in lel lighting' To accomplish these objectives, the ordinance One tree must be planted within these interior areas for requires generous buffers, with an average depth of 50 each 100 square feet of required landscaping; three shrubs feet along the frontage of the project site. Preservation with a minimum installed height of two feet must be of existing trees and other native vegetation, a common planted for each required tree. requirement of many corridor ordinances, is mandated Automobile dealerships are given special attention in by the town's corridor overlay provisions. The review the ordinance. The provisions require six-foot-tall opaque board may require additional plantings to ensure adequate fencing around all areas used exclusively for the storage screening. of vehicles intended for sale. One automobile display pad The Cary, North Carolina, Thoroughfare Buffer Dis- per 100 feet of road Frontage, however, is permitted within trict overlay zoning provisions require the preservation the 15-Foot landscape buffer. Display pads may not exceed of landscaped buffer strips of between 30 and 100 feet three feet in height. in width along controlled-access highways, depending on Based on a variety of factors, the width of required the nature of the adjacent site. The terrain and the amount landscape areas and visual buffers can, and should, vary of vegetation within the required buffer area determines among corridors. Average and minimum lot sizes will, of the width of the strip and the amount of additional plant- course, significantly influence the amount of land area ing required (if any). The following standards serve as that can realistically be devoted to open space, When cor- maximum landscape planting requirements for each 1W rider area landscaping and buffering standards are em. feet of lot frontage within the corridor; bodied in overlay ordinances, careful attention must be given to the range of permitted uses and site development Ten canopy trees (2.5-inch caliper minimum); regulations found within base district standards to ensure Fifteen understory trees (one-inch caliper minimum); that screening standards are not overly rigid. Flexible buffer strip requirements and the use of alternative com- Sixty shrubs (six-foot minimum height at maturity), pliancestandards will. help ensure fairness. and Hilton Head Island requires visual buffers for the pur. Thirty evergreen conifers (six-foot minimum height at pose of "softening the appearance of structures and park- maturity). ry I i rt9 I I yr~ Z2 4.1_ Theme Planting Median Common Corridor Tree _ Support Tree Scheme Tree Shrub Carlsbad Washington Sea!orthle Cvpanla Inlormal Washington Llmonlum Blvd. robuela trill anacad;odes robusta Pi l (South of (Fan Palm) (King Palm) (Canotwood) (Fan Palm) (Statice) I B Oak Ave.) 1 Q Myoporum Cupressus laelum macr"arpa (Myoporum) (Montery / Cypress) l 10 ` erlsam.rsa.... Will • • Largo, Eortda, requires landscaped buffers between off- ridor. Proposed planting schemes and median treatments street parking areas and the right-of-way line of selected are contained in the study's recommendations. corridors in the community. Using a performance ap- proach, the city's ordinance establishes minimum perim- PEDESTRIAN AMENITIES AND STREEETSCAPE eter planting standards according to the width of the IMPROVEMENTS buffer strip. A 15-Foot-wide, 100-foot-long strip, for exam. Since commercial corridors evolved to accommodate the ple, would require the installation of two canopy trees, automobile, it's not surprising that pedestrian amenities four understory trees, and six shrubs. By doubling the are virtually nonexistent within the typical commercial width of the perimeter area to3ofeet, however, the ordi- roadway corrOor. Some people do still walk, bike, and nance permits a 60 percent reduction in the amount of take the bus, however, and the importance of accom- required landscape planting. modating these groups and encouraging these types of Perhaps more than any other single roadside feature, travel should not be overlooked by planners. trees can define the character of a roadway corridor. Bril- The need for pedestrian improvements and street fur- liant site plans and architectural designs for individual nishings will differ among corridors. Recognizing this fact, projects can be lost In eye din of corridorwide develop- consultants working on corridor design guidelines for the ment activity. Lush plantings and landscape features will Municipality of Metropolitan Toronto, a regional author- improve the appearance of selected points along the cor- ity comprised of six different municipalities, developed ridor, but they do little to lend a sense of cohesiveness an innovative design matrix to be used in evaluating to an entire stretch of roadway. By providing scale, tex- appropriate streetsape improvements. According to Jody ture, and color to the entire length of the corridor, trees Rosenblatt and Gary Heine, authors of theToronto study, can unify the diverse elements that make up the corridor the need to accommodate multiple )urisdications, combined visual experience, with the complexity of develop'ng workable guidelines Design guidelines contained in the Carlsbad, Califor- for the more than 720 kilometers of arterial streets in the nia, Scenic Corridor Study call for the planting of native region, led to the development of the new design decision- trees along selected roadways as a means of enhancing making tool. the visual rhythm of corridor areas. Tree plantings are The matrix developed by the team in response to that recommended for both public and private property along challenge was based on the concept that adjacent land uses corridors. In an attempt to emphasize unified design and roadway "character" are the chief determinants of themes for different roadways, the plan identifies both appropriate corridor design. (See Table 1.) Three categories "theme" trees and "support" trees for each individual cor- of roads are defined in the study. Pedestrian. Streets are characterized by slow traffic speeds, narrow rights-of-way, and large volumes of s"ry, pedestrian traffic over the course of the day. Cars park r R along the curb and street-to-sidewalk access is in high demand. The sale is 1-to-1 (vertical to horizontal), and the overall feeling is that of a downtown/urban landscape. . ~ IF X: "!A • rl-le6 taVwee r5"4Y iii' Nrle/ ` The Carlsbad, Cahfornia, Scenic Corridor DasignGuidelines 1•.r '_-16 contain reco rnmended design joarrz~r crry Q-INe srhem~s fora number of routes in 9se, ntnas the community. The guidelines m,'e H~af~ recommend appropriate tree ® plantings (opposite) and other k landscape features baseden the • • existing character of area roadways. Recommended e entryway design erenrents (above aK fi. / andright)areahoincludedinthe ~y p u-I/ f plan. (Source: CYP, Inc.) 11 • • TABLE 1. STREETSCAPE DESIGN MATRIX Pedestrian Vehicular Shard { District Plant' Pav't. Sect," Plant' PAO. Sect." Plant' PJYt. Sect." Residential G. L, and M S+ 1, 2, or 4 B, G, and L 5- 1 cr 4 L and M S- 2 or 4 Commercial G. bf, and P S+ 2 or3 B, G, and M S- 1 or4 B, M, and P S+ 2, 3, or4 Mixed Use G, hl,andP S+or5- 2, 3, or4 8, G,andL S- Ior4 G, L, and N1 S+orS- 3or4 Office Park and Institutional G and L S+ 2 or 4 B. G. and L 5- 1 or 4 G, L, and Ivt S- 1 or 4 Open Space and Recreational G, L, and Ni S+ 1 or 4 G. L. and M S+ 1 or 4 G, L, and M S+ 1 or 4 Industrial B, G.andL S+ Ior2 B, G,andL 5- 1or4 B, G,andL S- 1, 2, or4 Plant selections are those preferred, Final plant selection is negotiable for each site " Numbencorrespond touction drawings opposite KEY TO SIATRIX SYMBOLS Flanta Pavement B E matically over the length of the route, the location of side- G Cram and Buffer ffer Groundcover S S - + Sidewalk lk width width o of f at at least I east ,511 SM walks, the use of paving materials, the designated use of L Large Tree walkways, and other design variables are spelled out on M Medium/Small Trees a district-by-district basis. Ito' -3o'I A common design theme for all street furnishings I' Planter within the Pines Boulevard corridor is another example of the city's attempt to tie together particular elements of the roadway corridor. The recommended location and Vehicular. Streets are characterized by fast traffic arrangement of items such as benches, trash receptacles, -speeds, wide rights-of-way, and deep building setbacks, newsracks, pedestrian lighting, planters, and bike racks, Although automobile traffic predominates, there may however, varies in the four corridor districts. Many of the be a relatively urge peak-hour pedestrian population, plan's recommendations are now being implemented by Cars park in off-street lots with limited access to the the city. Funding of corridor area improvements is being roadway. The scale is 1-to-3 (vertical to horizontal or provided by assessments (based on the amount of lot vice-versa), and the overall sense is that of a suburban frontage) now being levied on corridor property owners. landscape. Shared. These streets have the ehzracleristics of both ARCHITECTURAL STANDARDS f Although sometimes lost in the visual chaos of the vehicular and pedestrian corridors but care a of roadside, buildings themselves constitute a major com- a more urban scale. Buildings are often set t back from portent of the corridor. Some communities regulate build- the road with a small buffer. These older strip areas ing design elements within the corridor in an attempt to are often found within the fringes of the downtown showcase local architectural and cultural traditions. It area should be noted, however, that building design guidelines By matching the roadway type with existing or pro- and architectural standards are not as prevalent as other posed land-use patterns along its I(ril the matrix pro- aesthetic control measures within corridor areas. vides general guidelines for the selection of appropriate Santa Fe requires flat or nearly flat roofs on commer- landscaping materials and other streetscape design cial and multifamily buildingswithin its highway corridor elements, protection district as a means of preserving the commu- A commercial corridor plan prepared for Pembroke nitys strong ties to Native American cultural traditions. Pines, Florida, also contains recommended guidelines for The ordinance al--o limits the amount of glass and reflec- the installation of street furnishings and pedestrian tive material that can be used on building facades and improvements. The Pines Boulevard Corridor Study requires the use of stucco on at least 80 percent of a build- defines four different districts along the city's 15-mile east- Ing's surface (excluding doors and windows). west corridor. By identifying divergent areas along the Hilton Head Island's corridor review committee is corridor, the consultants were able to tailor improvement charged with reviewing design plans for corridor build- techniques to individual stretches of the roadway and to ings. The town's ordinance establishes a number of sug- O 0 recommend design solutions and regulatory strategies that gested guidelines to aid designers in securing the board's would create a coordinated, yet dynamir, corridor Image, approval. These guidelines strongly encourage the use of The adopted plan recommends the Installation of side- pitched roofs, with shingles or tiles; the use of stucco, walks along both sides of Pines Boulevard. However, brick, or natural wood siding; and the use of no more because pedestrian and land-use patterns change so dra- than three exterior colon per building. 12 l c`,. J f - ! r ' h LI tl..v i❑ tFr h; rerch -r of I r 13 • • ticed. Entryways also provide information to motorists Lion funds, special improvement districts, private dona- by directing them to areas of Interest and by providing tions, and capital improvement program funds. insights into the historical, cultural, and economic foun. According to Loveland planner Larry Gamble, the dations of the area. entryway beautification guidelines have served as the An investigation of community priorities conducted in foundation for a set of development standards now used the early 19WsbyLoveland, Colorado, revealed that local by the community. Those planning guidelines not yet residents placed a very high priority on improving the incorporated Into local regulations have also servedtopro- community's appearance. As proof of that commitment, videa clear message to developers about the city's expec- voters approved a one-cent sales tax hike in 1984 to fund Cations for thoughtful and attractive s£te planning along a number of improvement projects in the city. The fol- important corridor routes. lowing year, a loci beautification program, including an Carlsbad, California, also developed entryway design entryway beautification plan, was developed to provide strategies as part of a communitywide corridor enhance- a physical planning framework and implementation ment study. In addition to identifying 13 important cor- strategy for their efforts. ridor routes, the city's scenic corridor study contains j The city's entryway Improvement plan recommends recommended design guidelines for 15 "CommunityIden-t both public and private activities to enhance the overall tity Entries" According to the study recommendations, visual quality of the two state highways that bisect the welcome signs and entry monuments are to be installed town. As a major gateway to [cocky Mountain National at various locations throughout the city. Suggestions Park and other recreation areas in the state, the city expe- about the types of monuments, signs, and landscaping riences a great deal of tourist traffic Recommended to use vary according to the entry's visibility and usage improvement strategies were, therefore, developed to patterns. The study provides design guidelines for private encourage travelers to stop and enjoy the unique chant- developers who may have to construct entry signs as a to of the city. Improving roadway area visual quality was condition of development approval. As with the Loveland also viewed as an lwportant step in promoting local eco- approach, signs and monuments at entry points are just nomic development and business recruitment efforts. one component of an integrated, public-private entryway Design schemes for city entry points constitute just one • improvement program that seeks to promote the concept of an array of techniques used by Loveland to encourage of entrances as areas rather than as specific points on a visual continuity in its entryways. Other features of the map. plan that are intended as unifying elements include pub- Three overriding goals provide the foundation for the lic art and sculpture to signal the location of Important Eugene, Oregon, entrance beautification study: to improve public open spaces; the installation of landscape features the city's Lnage; to enhance the experience of entering tht C and artwork at the approach to the older parts of the city; city; and to direct visitors to major points of Interest by pedestrian-oriented streetsape designs in the downtown providing useful roadside information signs. area; development of a "city center" Image at the Inter- To date, the city's entrance beautification study has section of the two highways through the use of landsap- served as the impetus for two spinoff efforts-a compre- ing and other design elements; and a unified design for hensive inventory of public signs along major roadway public street signs and information devices throughout corridors and an improvement program for those signs, the corridor. The plan also divides the two roadways Into and a survey of private parking lots designed to Identify a number of districts based on their natural and built fea• and encourage the upgrading of facilities that do not com- tures. District-specific design guidelines, which are ply with local landscaping and buffer standards. The intended to highlight the character of individual stretches study also served as the impetus for the Eugene City along the corridor, are also recommended by the study. Council's approval of designs for four monuments and A number of financing methods are being considered welcome signs to be located at selected entrances to the as means of implementing the public improvement pro- city. Design of the entryway monuments was financed by E gram in Loveland. Program costs may be paid through capital improvement program funds; construction and general revenues, percent-for-art funds, park and recrea- installation funding will come from private donations. i 14 E. f - • e• 1 ~ !1 N V L _ C) Chapter 3. Land-Use and Site Planning Standards for Urban Corridors Nearly all corridor plans and ordinances are charac- The number, size, and location of signs within corridor terized by an overriding concern for visual quality and areas may also affect the functional operation of corridor sensitive roadway area planning. This emphasis reflects roadways by contributing to the confusion of motorists the fact that the roadway corridor, perhaps more than in an environment that is already difficult to negotiate. any other feature of the urban environment, shapes our perceptions of a ccm,nunity. There is, however, another LAND-USE REGULATIONS problem associated with the typical urban corridor-the Most corridor zoning regulations function as overlay functional operation of the roadway itself. districts that impose additional site development stan- • The functional problems posed by urban corridors dards on those projects located adjacent to major road- relate primarily to traffic safety and congestion brought ways. In general, these standards do not modify the list about by long stretches of intensive development, poorly of uses permitted in the underlying district, althoughsome marked and inadequately spaced driveways, Inadequate ordinances do attempt to promote desired land-use pat- turning lanes, and haphazard on-site circulation facilities. terns by restricting certain uses within the corridor. In the Chesterfield County, Virginia, Corridor Overlay District, for instance, drive-in windows, gas pumps and other standards can help evurr intensive retail and commercial uses are prohibited unless thSat ound corridors are on eand sirfficient andsafe, Q office park in Pieasarclon, Coalilif foarnf a. as iNue71 asustratet a attractti numbve.ar Th s they are part of a unified development that is situated on , • • important ronside.atioro. Notice the we of bus turn-our loner at least a 10-acre site. (lowerright), perimeter watkways, landscaped medianstrips to The Fairfax County, Virginia, Highway Corridor Over- prev". left-hand turning movements, and the clustering of lay District imposes special development restrictions on 1 commercial uses at intersections (center). drive-in and 'coneenience-oriented' uses. According to the ordinance provisions, the unregulated development of 15 • • LAND on aesthetics and design often require building elevation USE drawings and a list of all proposed building materials. Site plans provide an invaluable means of evaluating / LAND the on- and off-site transportation impacts of corridor 1 VALUE TRIPS development activity. Ve.gil G. Stover and Frank J. Koepke, authors of the Institute of Transportation Engi- neers Transportation and Land Development, recommend 5 that site plan approval be required as a precondition of ACCESSIBILITY TFlANSPORTATION all development and redevelopment activity. According NEEDS to the authors, a thorough site plan review process should include consideration of a number of details. (See box.) TRA FSAPORTAiiO_ N / TRAFFIC IMPACT ANALYSES While site plans can provide some measure of the off- site traffic consequences of a development project, a traf- j In the absence of properplannmg and design standards, fic impact analysis is often necessary to gauge a project's land-use changes andiransporlation improvements can full range of transportation impacts, Urban corridors are createacyrfeof funclionatobsolescence. (Source: Highway not the only areas of a community in which the traffic- Research Board) generating potential of new land uses must be considered. They are, however, usually very heavily travelled, espe- cially during peak hours, and, hence, very sensitive to drive-in banks, fast-food restaurants, quick-service food increases in traffic volumes. stores, and service stations would havean adverse impact Citrus County, Florida, requires the preparation of on traffic service levels, public safety, and community traffic studies for majorprojects within its Corridor Plan- appearance. The district regulations require the approval ning Zone. The special corridor zone applies to all unin- of an access plan for these uses, with preference given to ' corporated land within 400 to 1,000 feet of the right-of alternatives other than direct driveway access to adjacent way of three major highways in the county. Traffic impact thoroughfares. The overlay regulations also prohibit the analyses are required for nonresidential corridor projects outside storage or display of goods within the corridor with an aggregate size of 40,000 square feet or more and and place restrictions on the ancillary operations ofgaso- for residential projects with more than 50 units. fine service stations. Santa Fe's corridor zoning standards also require devel- Overlay standards developed for the El Camino Real opers to prepare and submit traffic impact analyses for corridor in Carlsbad, California, restrict commercial and corridor projects. If a traffic study shows that a proposed office uses to major intersections along the route. Accord. project will have an adverse impact on off-site traffic gat- ing to the ordinances design guidelines, these uses should terns, a mitigation plan that includes necessary Improve- extend no further than 2,000 feet from major intersections. meets, cost estimates, and propose] cost-participation When traffic congestion and compatibility with nearby ratios must be developed. land uses are primary concerns, corridor ordinances may also attempt to mitigate the overall effects of corridorwide ACCESS CONTROLS development activity by placing limits on building inten- The relationship between transportation and land use sity. In New Orleans, overlay regulations significantly is sometimes described in terms of a continuous cycle of reduce permitted deveiopment intensities by imposing obsolescence. The construction or reconstruction of a additional Floor area ratio (FAR) limitations on corridor roadway provides increased accessibility to an area, which land uses. The maximum FAR permitted by the commu- drives up land values and spurs development or redevel- pity's interstate corridor zone ranges from 1.0 for most opment, As development occurs, traffic continues to land uses to 2.0 for intensive commercial development, mount. More business development along the roadway Santa Fe's Highway Corridor Protection District, which brings more driveways, more conflicts, and more corges- applies to all property within 600 feet of the right-of-way tion. Eventually traffic service levels drop so low that fur- line of five major roadways in the community, establishes an across-the-board 25-foot height limitation for all cor- r ridordevelopment and strict FARlimitsforprofessional and TABLE 2. CORROCIRMTENSITYUMITS medical office projects. (See Table 2.) SANTA FE, NEW MEXICO SITE PLANNING Use FAR Site plar, review requirements are a commor, feature of almost all corridor zoning regulations. Typically, site Professional Office (one-story) 0.25 • plans must indicate the nature of the proposed use and include a depiction of all site features, Including building Professional Office (two-story) 0.35 location, topography, landscaping, drainage, utility place- Medical Office (one-story) 0.20 J / ment, driveway location and design, and or-site circula- Medical Office (two-story) 0.30 - 1\ tion facilities. Those ordinances with a strong emphasis j 16 i T- I s • I Site Plan Review Details Access Location and Design Location and design of handicapped parking stalls Spacing between public and private access points Building entrances and pedestrian circulation Angle between entrances and parking areas Curb return radii Sidewalk widths Driveway throat cross-sections Fire lanes Channelization, medial and marginal Access to trash dumpsters and other waste Length, width, and taper of turn bays containers Sign location(s) Location of and access to delivery docks and Sight distances loading areas Visibility of access drives Visibility of obstructions, such as curbed end islands, Profile barriers, and light posts Delineation of edge of development from On-Site Circulation and Parking adjacent streets Vehicular conflict points Other Elements Vehicular and pedestrian conflict points Sight distances Existing and proposed utilities, including fire Channelization hydrant locations Delineation of internal circulation roadways Surface drainage Widths of internal circulation roadways Location and type of landscaping Potential for high speeds adjacent to buildings Location of light poles Potential for random, high-speed movement in Location of any on-site facilities, such as kiosks and parking areas postal service drop boxes Convenience of parking areas in relation to Fences and/or landscaping to screen development building entrances from adjacent properties / Parking dimensions Location and angle of exterior lighting when Location of wheel stops/curbs in front of development is adjacent to residential development or parking stalls where fighting might interferewith drivers'vision $o i, r, w: Virgil G. $ l o~ er a n d Frank I. Koepk r, Inst i I ut a of Transportation Entim"m Trapuyorrario n and Land Dr. ekoprrient t Englewood Cti ffs. N.I.: Prentice Hall, 191$1,19-20. [her roadway improvements or completely new facilities Dri rway and Approach Regulations. Each abutting are required, and the cycle starts again. property is allowed access to the street or highway, with Access control measures offer great potential for slow. location, number, and design of access points governed by ing the cycle of functional obsolescence and for maintain- regulations. ing arceptable and safe traffic operating conditions along corridors. Inadequate controls may render a highway Many corridor plans and ordinances do not adequately functionally obsolete well in advance of itsdesign life and address the functional relationship between roadside contribute to potential safety problems. The location and development patterns and the efficient and safe movement • design of access points along a roadway also has a sig- of traffic Even fewer attempt to set absolute limits or stan- nificant impact on the safety and efficiency of pedestrian dards for driveway access, probably because such limita- movements. Poor planning can create areas of pedestrian tions are inherently controversial. The roadway estab- and vehicular conflict where driveways meet sidewalks. lishes, In effect, two sets of "rights"--the right of the According to the American Association of State High- general public to travel and the right of access for those way and Transportation Officials manual, A Policy on whose land abuts the roadway. Because these rights are GoornetricDesign ofHighways andStreets, therearethree often inconflict,attempts tolimitorcontrol private access basic forms of access control.: to roadways frequently encounter strong resistance, This • resistance comes from property owners who fear that I, • • r'ull Control of Access. Preference is given to through traf. access restrictions will make their properties less valua- fic by providing access connections only at selected public ble and from developers who know that site visibility and roads and by prohibiting private driveway connections. access are critical concerns of prospective retail and com- / Partial Control of Access. Preference is given to through mercial tenants. Sometimes, too, local municipalities have ` J traffic with some private driveway connectiong allowed, little or no control over access to state and county roads 17 s e 1 7k* rc h s"q t .C t~ r •f ~r. J~ 9~~' ~t r. 77 F y CAJEM ENT As an aftematire to the proliferation of numerous driveway openings along busy arterial streets, Rensselaer County, New York, recommends that individuaf driveways (above) be replaced by paraflel service drives (below) once a sufficient number of pane b are deve'oped. In order for this approach to work, hoterve r, setbacks for parki rrg areas and other site i, rryru; ements nmst be adegJU.a~h to a Yow fi ~ to re rota true tion o f the ser.iu road. 4,1n .r x 1 eYk. a .c- rat % ~ N{ ~2':$9',3ism~'z ' -TEMt°o K1►RY vse Ivt`wa Y Rensselaer County. Y.1'., Hurrau of PIJnning GL.O~CO that traverse a municipality. Moreover, when planners go Clarksville, Tennessee, on the other hand, has estab- to traffic engineers and other experts in search of useful lished a limit of one driveway or street intersection for access standards to be used as guidelines or ordinance every 660 linear feet of road frontage along the commu- requirements, they are confronted with a wide range of nity's major through-traffic route. The ordinance also opinions and conflicting data, requires the submission and approval of a site-specific A number of variables, including roadway design access plan for each new driveway connection along the speeds, sight distances, grades, service levels, and the oper- roadway. ational and traffic-generating characteristics of adjacent Often, the biggest impediment to implementing ade- land uses, come into play when evaluating appropriate qur,te driveway spacing requirements is the presence of access control and design issues. As a result, many com- a large number of narrow lots adjacent to the roadway. muniN's develop access controls and driveway design While some ordinances do impose larger minimum lot • criter conjunction with a traffic impact analysis. Even widths within corridor zones, enforcing such standards thos, inances with specific standards typically leave after an area has already been subdivided is fraught with thed pen for negotiated trade-offs based on the indi- numerous practical and political problems. In an attempt vidua. tore of the proposed development site. to reconcile the access demands of small-lot developers In Wilson County, North Carolina, the Major High- with the safety and efficiency concerns of planners, some way Zoning District, for example, limits each corridor lot corridor protection strategies require or at least strongly to a maximum of one tsvo-way or two one-way driveways encourage the use of shared driveways by adjacent parcels. unless additional drives are "necessary to improve traffic The Austin, Texas, Principal Roadway Area zoning con- movements, increase sight distances, or similar reasons" trols, for example, normally prohibit individual private O The special highway district does, however, establish a access to lots with less than 200 feet of frontage along minimum 1$0-foot spacing requirement between private designated arterial routes. For lots with less than the C drives and major highway Intersections, and a 100-Foot required minimum frontage, joint access agreements or spacing standard between private drives, alternative access plans may be required. Similarly, the 18 a f I Caroline County, Virginia, Highway Corridor Overlay District provisions strongly discourage access drives to individual sites within the corridor, The ordinance gives preference to shared entrances, access to other streets, and internal service drives. Driveway spacing regulations developed by the Tri- County Regional Planning Commission in Lansing, Michigan, set minimum spacing standards on the basis of arterial highway operating speeds. The performance j standards, which have been implemented by a number - - - - - - of Lansing area communities, establish minimum drive- way spacing standards according to the following schedule: ` Highway Speed Limit Minimum Spacing (Ftet) II€ 25 mph 105 30 125 35 150 40 155 I Hlghw:y Reseuch Brard 45 230 so 275 The use of frontage roads is riot a good method of controthrig direct access to arreriaf streets; a total of 6o major conflict In addition to these requirements, the access standards points are created at intersections when sereict rcaIs line both also establish minimum sight distance criteria for drive- sides of an arterial highway4 way placement and driveway profile design guidelines. Excerpts from the Tri-County standards are included in the appendix to this report. and temporary drives can be closed and consolidated into Parallel service drives represent an underused, yet via- one or two access points. The type of facilities recom- ble alternative to the location of numerous private drive- mended in the Rensselaer County manual should not be ways along the road frontage of an urban corridor. A confused with actual frontage roads, which may increase guidebook for developers and municipalities developed traffic congestion and accident potential at major inter. by the Rensselaer County, New York, Bureau of Planning sections along the corridor. recommends the construction of short service roads par- Even those ordinances that do attempt to address cor- f allel to heavily traveled arterial roads in the county, The ridor traffic circulation and safety concerns often do so strategy calls for small sites to be served by individual in an ad hoc way by resolving driveway access issues on driveways until adjacent lots are developed. At that time, a case-by-case basis. The result is a process that ignores a service road can be constructed to serve multiple lots traffic engineering considerations by allo-.ving proposed i I 71•~ ~r M Tl:e absence of fandmape feanves and CW1•5 mates it e.strcrrrety dff ficull to i,iewify where the public roadway ends ara the pr.'.arcparkl,;g toI beg iru. Such wp.ia iers a•e riot orly ugty, they are also ?T J O M ~ 1 19 • development and minimum lot widths to essentially dic. on- or off-site transit shelters. tate the spacing of driveways along a roadway. Ideally, The traffic management regulations found in the El such issues should be addressed within the context of a Segundo, California, zoning ordinance give developers corridonvide access management plan that attempts to two options for reducing traffic demand along loaf cor- integrate land-use and transportation planning objectives ridors. According to the city's ordinance, developers can along the entire route. either provide facilities that encourage alternatives to single-occupant vehicle trips or make their project 25 per- TRAFFIC CONTROLS cent smaller than the maximum project size. The El Some ordinances go beyond attempts to control access Segundo ordinance also requires that large employers and or to ensure the installation of necessary traffic control building owners (defined as those with 200 or more devices within developing corridor areas. They require employees or an equivalent building size) follow through new development projects to include facilities that will with traffic management policies by monitoring those help reduce the amount of traffic generated by individ- facilities installed by project developers and by administer- ual land uses. Agoura Hills, California, requires that large ing their own commuter-matching and information developments located within its Freeway Corridor Over. services. lay District provide large passenge-loading areas and While attempts to mitigate traffic congestion via trans- preferential parking spaces for carpool and vanpool vehi- portation management programs have been used most Iles. The ordinance defines a'major development' as one often in California, a number of voluntary and manda- that employs 200 or more persons, the code also uses floor tory programs exist In other areas of the country. The area to define major developments by type (e.g., a large limited research conducted thus far indicates that these office development would have at least 50,000 square feet programs can be an effective means of alleviating traffic of gross floor area). Developers of major projects within congestion along intensively developed corridors and the corridor zone may also be required to prepare a'Trip other areas with a large concentration of office develop- Reduction Facilities Plan" and pay for the installation of meets and major employment facilities. • r .r 20 i f 4 a. • • t.~ 1 r F - + ~ a. i E 3 XKY x C Chapter 4. The Preservation and Protection of Scenic Corridors By raking oiir roads highways to the enjoyment of highway protection program in the early 1960s, and, in iature and beaidy, we can greatly enrich the life of 1971, itsstate codewas amended to require the adoption nearly all ourpeoplein the cityandcountrysidaahke. of a scenic highways element as a part of all city and county general plans. Other states, including Vermont, When President Johnson spoke these words in 1965 as Tennessee, Connecticut, and Oregon, have also demon- a part of his Message on Nahoal Beauty, he was issuing strafed how scenic roadways can be protected through the a manifesto for scenic corriiAorplanning in the U.S. Later useof designation programs, billboard controls, and con- that same year, he signed the Highway Beautification Act servation easements. The work of private land trusts (see • of 1965, which called for scenic development and road below) and the National Environmental Policy Act of beautification of the federal highway system. Had Prtsi- 1969 (NEPA) providefurtber evidence of a long-standing, der it (and Ladybird) Johnson's program ever really got- albeit spotty, emphasis on scenic roadway planning in the i ten off theground, it is quite likely that many of ourhigh- U.S. ' ways would look very different today. Those who remember the 'beautification movement' Considerable lip service and some support has been of the 19Ws must have been struck by a sense of deja vu given to the notion of scenic corridor planning and pro- in 1997 when President Ro!agan% Commission on Ameri- tection over the years. California initiated a state scenic cans Outdoors recommended the establishment of a national network of scenic roadways. Citing examples of A 0 scenic roads and historic corridors throughout the nation, A!istin, Te:a, has nnempfedto grestmc the scenic beauty of the commission called for the identification and protee- the area to the west of the city with its Hiti CountryRoadway tion of existing corridors and the provision of matching Ordinance The ordmancrappff s to fire maierroadways grants to state and TocaI governments to encourage scenic byway designation programs. Two years later, the Scenic 21 h • a NIP Ah MH.wIM .(h';I"ri • • , i!VY~ Byways Study Act of 1989 was introduced to the U.S. Logo signs (below). now used bysmeralstates atwrginremate Congress. If adopted, the Act will provide $1 million for highways, represerotasensiblealtrratioe to billboards (above), the U.S. Department of Transportation to conduct a year. esyr:iafry in scenic areas. long study and develop a long-range plan for identify- ing, designating, and protecting existing scenic and his-,:• toric roads throughout the country. Scenic roadways are important. They provide an escape route for cityclwellers in scirch of unspoiled environments and rural traditions. They tie together our national and state parks with graceful ribbons of pavement and pro- vide important links with communities whose economic fortunes are closely tied to tourism revenue. But most 1L t of all they remind us that -pleasure driving" is not an W; 1~ oxymoron, - 110 SCENIC CORRIDOR SELECTION ' AND DESIGNATION The identification of scenic roadway areas in need of ive. Eno and protection strategies. Commercial corridors are LODGING N'EXT ;I GHT • attention is the most fundamental and important task for Mai planners charged with developing corridor enhancement usually easy to identify and rank In terms of community importan.e and visibility. Some communities have attempted to use object;ve criteria, such as e. isting and propo ed functional classifications, traffic volumes, right. ' OF-way widths, and corridorwide development intensities ' @ r;tablish a hierarchy of important corridors. Just exactly what constitutes a scenic corridor, on the other hand, may be more difficult to define because the definition brings into play aesthetic considerations that A;• e are difficult to quantify. A number of formal methods ~ h 22 • • have been developed as a means of assessing visual qual- Because many rural scenic corridors are still relatively ity. Many, however, require the expertise of landscape frae of development, many protection strategies place a architects or others with specific training in visual assess- strong emphasis on preserving mountain, hillside, or city ment techniques, vistas. In some respects, these corridors would seem to Visual resource management systems used by the Fed- be the easiest to protect. The aesthetic values inherent in eral Highway Administration, the Bureau of Land Man- such natural areas are readily appreciated by a broad agement, the Soil Conservation Service, and the Forest cross-section of the community, and, in areas marked by Service, for example, rely heavily on elements of artistic rugged terrain, urban services are often not available. composition (e.g., form, line, color, and texture) and rela- Thus, the spread of incompatible development along sce- tion3l aesthetics (e.g., intactness, unity, and vividness). nic roadway corridors is hindered by both community Othe, systems place a much greater emphasis on local values and significant development constraints. On the community values and measure community opinion other hand, the scenic resources present in such areas about which scenic resources are important and should sometimes make them attractive to those seeking to be protected. capitalize on the unique drawing power of the region. A scenic corridor rating methodology developed for the Washoe County, Nevada, Regional Transportation Com- REGULATORY STRATEGIES mission uses a variation of an FHWA-recommended A widely shared concern for the environmentally sen- approach to assessing visual quality. The procedure evalu- sitive Central Texas Hill Country and the onset of a major ates candidate roadways on the basis of four criteria: development boom in the early 198N led Austin, Texas, vividness (visual power and memorability of natural or to enact special development controls for area roadways. built landscape compoeents); intactness (visual inter ity In the early stages of its road corridor protection program, of landscape and its freedom from encroaching, incom- the city adopted "principal roadway are: and "scenic patible elements); unity (visual coherence and composi- arterial" zoning controls for land located along major tional harmony of the landscape considered as a whole); transportation routes. These corridor regulations function and community importance (community feelings regard- as overlay zones and impose special site development, ing the visual resources of the corridor as expressed by design, access, and sign controls on property located organized and active support, appearances at public meet- within 200 feet of the right-of-way. ings, etc), At the time the regulations were originally adopted, Under the Washoe County procedure, roadways or developers were already required to meet additional roadway segments are assigned a score of one to five roadway-specific zoning standards for developments that points for each of the four evaluative criteria. Those road- would be built along five roadways located in the rugged way corridors whose score totals 16 points or higher are hills to the west of the city. designated as anic Although devised as a means of In 1985, these special roadway-specific standardswere selecting routes worthy of special landscaping and right- integrated into a single comprehensive Hill Country Road- of-way design treatments, a lack of funding has slowed way Ordinance, which applies to all development within i efforts to implement the proposed program. Considera- 1,000 feet of the right-of-way along the five roads. The tion is now being given to a countywide gas tax that ordinance, which is now a part of the community's Land would be used to fund transportation and landscaping Development Code, contains a number of standards improvements in the county. designed to "maintain the natural beauty of the Texas Hill Country" and to "allow people to live, work, and enjoy SCENIC CORRIDOR ELEMENTS recreation within the area without reducing its natural A scenic corridor includes much nore than just the beauty" roadway pavement, right-of-way area, and adjacent read- As is the case along principal roadways and scenic side. Its boundaries include the elements that make up arterials, site plans are required prior to development outstanding scenic vistas as well as the facilities forenjoy- within corridor areas. In addition to fairly standard site ing them. The features found within these areas may plai details, Hill Country site plans must include the include lakes, streams, and wetlands; striking stands of following: forest; outstanding desert or mountain views; pastoral 1. A detailed survey of all treeslocated inside of desig- views and notable urban scenes; and historic and cultural noted construction areas. resources. In areas of flat terrain or on high ground, the r corridor may extend for miles in horizon-to-horizon 2. The proposed location of all trash receptacles; heat- vistas. Narrow valleys, on the other hand, will greatly In& ventilating, and air-conditioning equipment; limit the depth of the corridon loading areas; and parking areas and lighting. The Scenic corridor boundaries can be determined by map- methods to be used in screening such areas from ping the corridor "vlewshed"-the surface area that an public view must also be described. 6 be seen from a specific viewpoint along the road. View- shed mapping is a important component of a scenic con- 3. The height of all proposed structures, with cross- section drawings demonstrating compliance with the Grfidorcation of protection program critical ogram corridor because r area rea fiteatures a Lures asnd early idea appraisal - ordinances special height controls. of the visual impact that proposed development projects 9. The location and extent of existing or potential sce- ( j may have on roadway area views, nic vistas from public roadways or recreation areas. 23 e s TABLE 3. NONRESIDENTIAL FAR LIMITS, the Los Angeles City Ccuncil also established a special HILL COUNTRY CORRIDOR, AUSTIN, TE.YAS citizens advisory committee to assist in developing Stan- dards and criteria for its preservation as a valuable com- Slope Gradient intensity Level munity resource, The design principles and project guide. of Land Low Moderate Highs lines crafted by the committee have guided development within the Mulholland scenic corridor for over 15 years. 0-15910 .20 .25 .30 In 1937, the Mulholland design guidelines were updated 15-25 .08 .10 .12 and Ltcorporated into a Specific Plan Ordinance govern- ing all development activity located within the environs 25-35 .04 .05 .06 of the parkway. Under California planning laws, 'specific plans' are developed for special geographic areas that fall within the broader jurisdictional area covered by the land- Within the corridors, intensity zones have been estab use element of general plans. In most cases, the specific lished that, in combination with the slope of the tract, plan is an actual ordinance that includes standards and controls meant to further the objectives and policies found determine the maximum development intensity permit. In the ted for individual sites. Areas designated for "high- le element. intensity" development under the Austin ordinance The S Sceniccenic Parkway Ordinance, which was unani- include all sites within 1,000 feet of the intersection of mouy approved the Los Angeles Planning Commis- two state-maintained highways, provided the tracts have then and is now awaiting city council approval, divides access to both roads or one of the roads and an intersect- the Mulholland corridor into three distinct areas and rains land-use and devel ach. ing arterial or collector street. "Moderate-intensity zones development regulations for each. fall along specified sections of the roads covered b the Regulations ons covering the right-of-way area govern read- y way geometry, landscaping, utilities, roadway access con. Hill Country ordinance and within 500 feet of selected trol measures, and public information sign placement. intersections of arterial and collector streets along the pro- 'those controls that apply to the 'inner corridor' area-a tected roadways. All other land along the corridors is -strip extending out 500 feet from the right-of-way line on limited to "low-intensity" development. These intensity both sides of the route-govern permitted uses and site zones establish floor area ratios for all nonresidential development practices. The third area defined by the ordi- development within the corridors. (See Table 3.) nance-the'outercorridor-ranges from 500 feet to one- The ordinance also grants intensity bonuses to develop- half male from ttie inner corridor on both sides, ments that demonstrate innovative site planning or archi- The ordinance is comprehensive in its treatment of vis- tectural design features and comply tvith at least six of ual and natural resources. In addition to restrictions on 12 specific "performance incentive criteria.' These criteria cut-and-fill practices and grading, the ordinance contains include, among others, the voluntary preservation of tree-protection regulations and landscaping requirements. scenic vistas; the limitation of driveway access points; the Single-family residential uses are permitted within the installation or preservation of increased landscape areas; inner and outer corridor areas, although the ordinances the limiting of all construction to relatively flat areas; and "slope/density formula" establishes fairly low maximum the consolidation of small lots to create large parcels, permitted densities. which encourage unified development and site planning. Scenic corridors come in many forms. The Upland, Slope/Density Formula California, Scenic Overlay Regulations, for example, were so - average slope of tract (percent) developed as a means of preserving and protecting routes Maximum Density - of cultural and historical importance in the community. 35 The regulations currently apply to one roadway corridor Views from the parkway and surrounding areas are pro- in the community that, according to the ordinance, rep- tected by provisions that prohibit most structures from resents an early example of a planned center parkway exceeding 25 to 35 feet in height throughout the corridor. and is noted for its lan&cape architecture and historical Major public view points are identified on maps that significance. accompany the scenic parkway plan, and provisions The ordinance prohibits a number of uses within the require that prospective developers construct Improve- scenic overlay district, including auto repairs shops, ments within such areas In accordance with adopted freestanding drive-in restaurants, adult-oriented busi- design standards. An additional view-protection safe- nesses, and many types of outdoor display and sales enter- guard prohibits any buildings or structures from penetrat- prises. Site development standards prohibit direct access ing protected viewsheds. As defined by the Specific Plan from the roadway to off-street parking areas and to com• Ordinance, viewsheds include areaswithin a plane begin- mercial, industrial, and multifamily developments along ning four feet above the roadway, trail, or view point and the corridor, extending down seven degrees below the line of sight. 8 Los Angeles's Mulholland Drive is one of the most Under the proposed ordinance, site plan review will be E~ J famous urban scenic corridors in the U.S. Valued by resi- required for all proposed developments within the Mul- dents and visitors alike for its scenic qualities and its func- hoIlandcorridor. The advisory committee that was estab- / tion as an island of tranquility in the midst of Los Angeles lished in the early 1970s to draft and Implement the origi- e and the Santa Monica Mountains, the road was officiary nal design standards will serve as the initial review board designated as a "scenic parkway" in 1971. At that time, for parkway area site plans. 24 • • AIM-ffaw 7:~Wn •7a,(e %h"`icreS- us Yllm T, rNfor" SCENIC APPAIACNIAN PLAYGROUND, . Twlf! RRI yde1f NOW OF VANNSMANIA - i T RC 1N'C IOWA i• 400n 11[I V 21 J11P<,la IVCrO PUNT/ TNIR nu /xOw1 'OY ' j 14,000A4U RTAI[ PARIS NOW TO GET rwea ~ nR','D i11.~N.,.c yn,.r,..4uoa1 HOW f., ar,.,, , s nonu r TT, ~\10Arxlx LlPpHArIA[i W, \ 4 COIr 60UA[/J f+ • V ~ Cn ~ ~ . Iilnna•IOO nLL11 DA lT rtI R/f{fn'f 6llw ~r.a~j /~N a \ , .0g I4 1 AC 47 11 1DI N G f°It(RARA S t AGR it 1 N4NTINC e m' IAwu ter. wrl.t6rb4at Prose rt'ingand R.Ii I•I'0. Ai,•1ro •`A4LI11 .fAGailll promoting the scenic ° NI ANr [1YN_ d\ qualities of area roads can make a significant L L t R ucvaR WL" [WIRE • contribution to local IJUIS- tourism and economic e:} a• ;r A, o. r ;•i~ llnnoex . development programs, T TAB w.NRxnCDn fie)" l ~h1~ll ffl NARA 7 _ Nr Or If f Z rR 11♦ , ITAFIA POOR Ct,n .n'I aloe • r 1']04 ~i t "..ai rVA A ~ J ~ Tno'n*x N~ ~ 11 y, rt.f ~ j' t Jtnrr 'dA ro11i dr •1 'R/ y 193 0' Ali, InnR~ YaV aYlw ♦ 1 N ° • w" ' • rnlPn ° N1110I>/V B M • L C... O ,PaO~ JIM OR j ^,w•P• fen naxA. a ' ✓ 1Nddo pd NINk + a V~ wu,e~.=• HA2LLTON v.a 14%9 A ♦ L 44 1 - f TTN' ""F Rry ndoe~ v 0. LLn TU01Al d corn INrflfNRN" ~ ixr+,neeax 44 41 N~ae.P 1 1nS ° r + ~ V~ 1 fJ kPOTTSVILLE Aa •i u'• Cnucn ✓ 'LW UPIxA.rn Cnn AL 1 ECENICTOURS WI°'•r..n.a,••IrA N m uo-m atN Arnn I C1.,n cc T,Oa r A.s.ro fl`' W,R1 rll0 'RAR., ♦ Vlrtl I L0,1 f0 V.11 0 4 tllrAll1 bllt°D♦ 4iury roAm Pn~IAW JN f~ V r ^I;A pnT 0 .•:.~I• \y~'Y'-_ -1 PDRIr10.[ ~:.1M^Ixr Mlle 25 S n+n. C. • • C ' r 4 r C { ' .e \W E b (Left) While rugged terrain will deter roadside development in the short run, ' long-fermprotecticnofsceniccorridors requires th ough tful pfann fng strategies andsensitive land-use controls. (Top) The same scenic qualities that make i ♦ N 'Y...., t l~ 4 * corridors special also attract L r development that threatens to obscure o v those qualitin for people who can't afford to buy ofeurs. The proposed 3 speci,qc far, for Los A ngeles's L?riDrive seeks to p p reserve important scenic and enviro nmenial M features by guidingdevefopment activity within the corridor. C 0 Y r .a T E' • • Land Trusts Land trusts are locally formed nonprofit organizat Ions incentive for wealthy land owners to donate highly that acquire and manage land for public use. Although appreciated properties. As a result, trust administered lesswell known than national conservatio i organizations easement programs and land purchases have also become and federal and state land management agencies, these very popular methods of land protection. Anumber of groups are an increasingly powerful force in land groups also repor( Involwment in limited development protection and conservation. projects, in which a portion of a site is developed to Land trusts werebom inthe northeastern United States finance theconservation of Important resourcespresent in the late nineteenth century as a response to rapid on the rest of the site. development and urbanization. Real growth in the The organizations listed below represent just a few of movement did notoccuruntilthe1950s,however, when the growing number of groups that can provide population growth and land development pressures additional information and a!-sistance to those interested began to consume large segments of rural and natural in learning more abort private land tnists. areas. According to a 1988 survey conducted by the Land Trust Exchange, a national network and service American Farmland Trust organi3ationserving the land trust community, thereare 1920 N St., NW, Suite 400 more than 740 land trusts now operating In the United Washington, DC 20036 States, up from only 431 in 1981. 202-659-5170 Acting locally and regionally, private 1 and trusts ha ve helped to protect nearly2 million acres of diverse urban Land Trust Exchange and rural land in the U.S. According to the Land Trust 1017 Duke St. Exchange survey, more than 60 percent of the groups Alexandria, VA 22314 focus their protection efforts on wildlife habitats, while 703-683-7778 about the same number work to protect scenic areasand The Nature Conservancy open space resources. Land trusts are also active in the 1800 N. Kent St., Suite 800 preservation of recreation lands, wetlands, farmland, Arlington, VA 22209 lakes, forests, aquifers, and watersheds. About a third 703-841-5300 work to protect historic or cul t ural resources, greenwa ys, and coastal lands. Trust for Public Land Land donations have long formed the backbone of 116 New Montgomery St., 4th floor ( J must land trusts:onservationprograms. Changes inthe San Francisco, CA 94105 federal tax laws, however, have reduced the financial 415-495-4014 OTHER PROTECTION TECHNIQUES is lined for its length, throughout Emmett County, with Due to the large amount of land within the viciving area breathtaking views of Lake Michigan, ta!I stands of for- of many scenic roadways and the degree of development est, meadows, andgeological formationsthat date from the control required to manage and preserve the integrity of Ice Age. these areas, a great deal of scenic corridor preservation Since 1973, citizens in Emmett County have received activity is occurring outside the traditional realm of local a great deal of support and assistance from the LfttleTrav- planning agencies. Private land trusts (seeboK) are among the erse Conservancy, a local land trust established for the most active organizations in the area of scenic corridor and purpose of preserving local scenic roadway corridors, rural area protection. Although sometimes formed for the open space areas, and environmental resources. The purpose of preserving open space, wildlife habitats, and Little Traverse Conservancy has drawn on the expe- other important environmental features, these groups rience of those who worked to protect the scenic beauty have an impressive track record in the area of scenic of the blue Rif. a Parkway area in North Carolina and resource protection. Virginia and national groups, such as the Nature Con- In some respects, an unspoiled road corridor in the servancy The group has pursued an ambitious eonser- northern tip of Michigan may seem Ike no great feat, vation agenda, promoting public awareness of the unique After all, Highway NI-119 doesn't really go anywhere, qualities of the roadway corridor, devising gateway pro- unless you happen to be on your way from Petoskey to tection strategies for the Harbor Springs area, and acquir- Harbor Springs or Cross Village. Residents of the area ing important parcels along the roadway to ensure that will tell you, however, that keeping the road free of they are left In their natural state. While some of the double-decker billboards, reptile villages, and tourist-trap organization's acquisition efforts have been supported by sales establishments wasr t an easy feat nt all, and it fund-raising activities, gifts of land from private landown- J doesn't look to get any easier in the near future. They'll ers along the route have also made a significant contrf- also Lell you that it's taken an organized and concerted bution to the success of the program. { ) f effort to protect the scenic qualities of the roadway, which The Little Traverse Conservancy, like a number of simi- 27 lar organizations, is now attempting to enhance and both a desire to appease local concerns about the amount expand the long-term viability of its efforts by implement- of land being removed from municipal tax :vies and an ing an active easement program. The group's move toward acknowledgment of the Imp, c,sive track record of pri- greater reliance on easements as a tool for scenic view vately managed easement programs that exist around the preservation and environmental conservation stems from country. f' f, \ Zg FF • • r o Chapter 5. Recommendations for Corridor Planning and Design When asked why he robbed banks, Willie Sutton, a gen- Attractive and well-planned corridors can prompt visi- tleman robber from the 193N, is said to have replied, tors to extend their stay or make a return trip; encourage 'because that's whe re the money is' Figuratively, at least, appropriate development or redevelopment; and attract the tame logic an be used to justify local efforts aimed people for the first time. Moreover, when visual enhance- at improving the appearance and operation of urban road- ment programs are part of a larger scheme that addresses way corridors. Because, when it comes to traffic and devel- the operational aspects of roadway planning and design, opment, the roadway and the roadside are where it's at. the potential berchts are even greater. The findings of this Establishing higher standards for site planning and study suggest that a number of general and specific tech- design within corridor areas Is important because these niques an be effectively used to improve or preserve the areas have such a profound impact on our perceptions character of corridors, of community character. Planning strategies that seek to Think blg, but begin with a focus. The number, size, capture and enhance those features that make communi- and condition of Important corridors will vary among tiesspecial should not be dismissedas mere window dress- communities. Some will have only one major corridor; ing. Improving the appearance of corridor areas can have others are likely to have several that require Immediate positive effects that transcend the viperficial facelift. attention. Ultimately, the selection of a study area should @ be based on need and efficacy. It is important to devote O resources to those corridors that are highly visible to tour- Corridor panning practices can make a difference even in ist and visitor traffic, but those factors need to be consid- nontra,iitionarsettings, as Orv aotopark in Cerritos, Cah(ornra, ered in the context of existing development and owner- illustrates, ship patterns. For instance, corridor planning will likely be more effective and more readily evident (an impor- 29 0 0 taut political consideration) if an area is still largely public and private. Enhancing the appearance of the many undeveloped or if the corridor is dominated by large tracts publicly owned and maintained corridor components rep- held in common ownership. resents a good starting point for an overall improvement Goal statements an also provide long-term direction program, Such an effort will set a good example, and, for a corridor study effort and a sound policy framework given the sheer number of public elements within thecor- for the subsequent adoption of plans and ordinances. ridor, it will make a significant impact on the overall These statements can also provide guidance to prospec- appearance of the area. tive developers and the planners who will ultimately be Keep the provisionsand the piocesssimple. Implemen- called upon to review development applications within Cation of a sound planning strategy for corridor areas need the corridor. The following examples are typical of the not entail significantly more complex regulations or a types of goals and objectives that guidecorridor planning more lengthy and confusing approval process. To the and study efforts: extent that existing zoning base districts work, keep them .2, ll ~ / A q C ru cV d G Tire planting of street trees represcnt s one of the rnosteffectire n+ethods of promoting v seal order within urban corridors, while, at tiresarnetirne,rnakingapositieeenvironmental contribie on.Thesesketchesofferitutafewplantingschemesthatcreatevisual coherence along the roadway. To promote development that is compatible with the intact. Overlay zoning provisions can be used to ensure function, capacity, and design of Highway 20 and that adherence to good site planning principles and sensitive does not place burdens on the highway that render it project design practices. Avoid adding review procedures unsafe, (Galena, Illinois) to thedevelopment process if corridor development stan- To provide transportation service for the desired land dards are reasonable and clearly stated, site plan review use while minimizing disruption to the natural and can be handled administratively. Remember, the bottom human environment, (Memphis, Tennessee} line for developers will be affected much lass by a row of shrubs than by three additional public hearings before To relate available or nearby natural recreational and three different review boards. social opportunities to the interurban corridor. (Tuk. remove regulatory barriers that Impede Innovative site wila, Washington) design and land-use planning. Many planners and 41 To engender In our citizens and decision makers a designers argue that traffic congestion and visual monot- heightened awareness of the environment's relationship ony within corridors is encouraged by single-use zoning to Our urban corridors and, thereby, provide a basis for districts that allow, for example, only office or retail devel- their participation in enhancing and maintaining the opment. Cumulative districts, allowing residential, image of Dade County as seen from the traveled paths, employment, and shopping uses may, in fact, lend a sense (Dade County, Florida) of Integration and connection to corridor areas. Allow- ing multi-use districts will at least provide the opportu- To help create, along the 1-75 Corridor, an urban nity to find out. Q environment that displays the highest-quality private. Be firm about goals and flexible about how to attain 9 0 J and public-sector development. (ffillsborough County, them. Steadfast commitment to goals and objectives is Florida) essential in realizing long-term progress toward their attainment. That commitment, however, should not be \ Don't cast too many stones until your own house is in confused with inflexibility when it comes to considera- order. Corridors are comprised of many elements, both tion of alternative compliance practices. When possible, 30 it tFe r.'r. L:d1' of C.I ri LCCec~Br- . I' ,.,1-r I..'.,r. s', i,.'r• ~..'_nl f!, rert r. c,.. Icr ❑,ch c>c. I'ri'.a'. ur: ire dri•: c, ,.f p..: I i.i .,'.I, ','.1..' .l. I cl•J:e.l te>„ i aR , ; r r':I.~ l?d 7p•asnn- Ie 11'e ~ Itlce. 'I }.f, c ~ of tFe er allerna`',ee. .f, t _'.l k- IJ r r Ic,i>t ,Irrely '.rcourar~cd. n 1rt a'Ir is ' n?Irc c!ecrl: F ,.crl a:.d , ri, tc; tial t.1 corridr~r 'I a r r I - r t c tt,i c, t al k 11 , I c rra ? 1 e ,c} as fa ,'-L! F t,.,l f r i t- Lfc h 1 L!I , r1'.,'d'll~. C„ a ,rrC' red. a, y rVice d:IP•.y r •,ll _rI d' he tr epu l.rl t ti7n:cnt n tr.e cuff. ' I rt o , 3 c.rr n la• rs ill a= fi th i7 i e ee ~ttrn lIll r'y'e' :7I drr t ttr I rr,):nii . klI it 1 •.r i c rec. r s rt re I<C1 r 1 t er re rIa!n I c•sce t L I e.,'r il,i C e , f-d1 i.l..t n.f L:ca'1 Cl ❑ 5t e~ .r'.2 Et[ rt: Of tfle,r tremend?'.:. i ;:n an 1 .Fer slr"It rn.3 Ir.e'p"rlatlon demand,, , f,,.. •17 } ,.ra -''d f r ,.nt 1 h.i> ref •t hag er 1lr r d s e e,t 11-c f mdlrlrr tat : c ,n'.. • u't 6 . ir'~Ip:r rr c 1t a~d pr , ~.c- la.-cac fanning cl C pehc,. es involeeJ In corridor e.nJ d .I~.n. Tfv studs flnd'mg,s reveal that lt,mt igrlne ti,e r, latir,a Ihip k'rtr.c.•n traffic cirnda- b~calcorrl lorprotection aad voharcenlent programs., t m :111:] IJ I'l 1 e. 7 k e "11 a}'Pe ar.l c c' rr'ad;. 1% o r- r:,.l '.r c.;, of F,lAnrlir and rcto e Fl nr.I a Lc that ha':r r ' : a r „nr c.t rat an c <r .'i urn r~: r:r.r'nl hI rrse'J v.Idely fer a ❑urr~u ct gears Vf~cn vie,"ed IndriltL)l t. t,.ctueh.rljLlL ay SO mslmpleor o!d r.' ~..o- , I'. ti•'.'nll r1 r `n ~.•t 1'rv a'r hd' f,a,. 1 he r. taint t,ther. t1': rcprr.art' an 1'dcgrate,i tL r ,rl av i'"rll..: -c.•u•r;r„I r`,.a tn.! ror:I:tFcll,ive a'h tha,' okfcr F.rrat pm`11_e -,!rnr'oelnt; L:c netlr•❑. sah't;c, cnl CC of i '11 . ...c.t '..I I•~.,'dCr ''~r~..lunlt u., "•(rllr!,Y~ A POT~STOi~lN AREA COUNTRY RIDE p:~ ( s r 41 a ZI • a SELECTED REFERENCES Tunnard, Christopher, and Boris Pushkarev. Man-Made American Association of State Highway and Transporta- America. New Haven, Conn.: Yale University Press, tionOfficials.APoficyonCeontelricDesign ofHighways 1963. and5treet5. Washington, D.C,: AmericanAsso iationof stover, VergilG., and Frank 1. Koepke. Transportation and State Highway and Transportation Officials, 1984. Land Development. Englewood Cliffs, NT: Prentice Appleyard, Donald, Kevin Lynch, andlohn R. Myer. The Hall, 1988. View from the Road. Cambridge, Mass.: Massachusetts CONTACTS Institute of Technology, 1963. National Trust for Historic Preservation Duerksen;Christopherl.AesthericsandLand-UseControls: 1785 Mau ch uset ts Ave., N.W. Beyond Ecology and Economics. Planning AdvisorySer. Washington, DC 20036 vice Report No. 399. Chicago, Ill.: American Planning 202-673-4000 Association, 1986. Scenic America (formerly, Coalition for Scenic Beauty) Smith, Thomas P. The Aesthetics of Parking, Planting Ad. 216 7th St., S. E. visory Service Report No. 411. Chicago, IN.: American Washington, DC 20003 Planning Association, 1988. 202-546-1100 O ! i ~ I J~ 32 • • Appendix. Sample Corridor Development Standards I 1. Austin, Texas, Hill Country Roadway Corridor Regulations I 2. Santa Fe, New Mexico, Highway Corridor Protection District Regulations 3. Tri-County Regional Commission (Lansing, Michigan), Driveway Standards 1. Austin, Texas, Hill Country Roadway Corridor Regulations Section 13-2.780. Purposes arterial or collector street, limited to land within The Hill Country Roadway Regulations are designed to 500 feet of the right-of-way of the intersecting achieve the following purposes: street, but excluding intersections alongRM2222 1. To maintain the rugged natural beauty of the east- east of Loop 360. ern edge c i the Texas Hill Country as currently exists C. Low Intensity-All land not included in the along Hill Country Roadways; Moderate- or High-Intensity designation. 2. To encourage development that is compatible with 2. Nonresidential Floor-to-Area Ratio. Ali nonresiden- and, whenever possible, enhances such natural tial buildings shall be limited to a maximum floor- beauty; to-area ratios computed by reference to slope gra- b. To allow people of the city to be able to live, work, dients and intensity level as follows: and envoy recreation within the area without reduc- Intensity Level ing its natural beauty; Slope Gradient of Land Low Moderate High 4. To encourage safe and efficient traffic flow along HAI 0-15% .20 .25 .30 Coun'ry Roadways; 15-75% .08 .10 .12 25.3596 .04 .05 .06 5. To pre erve the environment by providing clean air, clean water, and a greenbelt of natural vegetation 'Floor-to-area ratio," for purposes of this subsectio•r, end wildlife; is the ratio of gross floor area (exclusive of parking 6. To preserve thescenic characterof the Hill Country structures and atriums) to site area within the l` Roadway Corridors and :rt,ere possible, scenic appropriate slope class within the Hill Country vistas from the roadways; Roadway Corridor. For purposes of calculating allowable floor area and imlervious cover (where 7. To encourage niy orderly and sensitive develop- applic2ble), the as appropriate in the city's environmentally tional doedicadicted gross site area shall exc of sensitive ware sheds; and, conal right-of-way only to a •.taxl mum of 60 feet from the centerline of a Hill Country Road- s. To accomplish the foregoing goals through thought- way. In no event shall the floor-to-area ratio on the ful and cooperative planning in order to benefit all 0 to 15 percent slopes exceed the following maxi- the people of Austin. mums, including any additional credits added by Section, 13-2-782. Additional Site Development Regula- Sec 13-2-783: tions for Sitts in a Hill Country Roadway Corridor Intensity Level Each site in a Hill Country Roadway Corridor is subject Low Moderate High to the following additional site development rep,ilations: 25 30 .35 1. Intensity Zones. Floor-to-area ratios and height shall be determined relative to low-, moderate-, and high- Hill Country floor-to-area ratio provisions shall not • intensity zones indicted below, consistent with apply to Soutitwest Parkway. applicable comprehensive plan. 3. Constntction on Steep Slopes. No roadways or A. High Intensity-Ail land within 1,000 feet of the driveways shall be constructed on slopes In excess right-oF way of two intersectirg state-maintained of 15 percent, except where necessary to provide roadways and with frontage of both highways access to areas of flatter slopes. Cuts and fills on or on one highway and an intersecting arterial roadways or dr:veways are W be restored as or collector roadway, as well as -11 land along described herein. No building or parking areas shall O Loop 360 within 3,500 feet from its intersection be constructed on slopes in excess of 15 percent, pro- with US 240. vided, however, that buildings and parking strut- O O 8. Moderate Intensity--Ail land not included in the tures mty be located on slopes of 15 to 25 percent High Intensity designation and with frontage on when the following criteria are met: la number of local roads are listed here).... A. Structures located upslope of slopes over 15 per- { ) A Hill Country Roadway and an intersecting cent area shall be constructed utilizing pier and 33 a • • beam techniques. Fill shall be placed to blend 7. Landscape, tree removal, and natural area. See Sec with the natural contour. No vertical walls shall 13-7.66 of the Code (Landscape Requirements for extend beyond the lowest finished floor eleva- Hill Country Roadway and Southwest Parkway tion, other than necessary to screen mechanical Corridors). appurtenances, and shall be stepped, if appropri• ate. Terraced S. Traffic Access Requirements. Access to Hill Coun• grade limited to fill four and feet walls in seal! height be fone• try Roadways must comply with the traffic access or each -one ter• race. More than one level of terrace is permitted,. requirements established by Sec 13-5.84 B. Structures located downslope of slopes over 15 Section 13-2-78). Performance Incentives fcr Sites in the percent are encouraged to be terraced and con- Hill Country Roadway Corridor solidated into the hillside. Structural excavation shall not exceed a maximum a. The Commission and Council shall, as appropriate, of eight feet in d approve any individual or combination of the fol- epth. Areas of cut not bidden from view shall effectively lowing development bonuses In order to recognize sca screened by additional land- design beyond tha• required to comply with this and pir,g, other city regulations, and which is considered to C. Hillside vegetation shall not be disturbed other better further the goals of the Hill Country Road- than that necessary to locate the structure. All way Regulations: disturbed areas shall be restored with native 1. Floor-to-area ratio increases of up to .OS to 1 s ion vegetation as per Chapter 13 7, Article III, Divi for land of 0-15 percent slope. D. If terraces are not provided, cuts and fill are to 2. Building height increase not to result in a max. be restored to 3-to-1 slopes and with vegetation. imum height exceeding 40 feet in Low-Intensity Naturally restored slopes are limited to eight feet areas, 53 feet in Moderate-Intensity areas, and in length. Terraces are to be installed in between 63 feet in High-intensity areas. the slopes if more than a single eight-foot slope 3. Reduced setbacks of up to 25 feet less that. those is required. required. E . See Sec 13-2-580 for additional requirements for b. Performance criteria to be considered in recommend- development on steep slopes. In the event of con- ing bonuses should relate reasonably to the bonuses flirt between the requtremw ~f this subsection being approved and may include the following: / and other ordinances, the more restrictive 1. Preserving scenic vistas, including the provision l requirement shall l apply. of public observation points. This incentive is 4. Height allowed only where a view can be prescnod. A. For all Hill Country Roadway Corridors, unless For the purposes of the Hill Country Roadway otherwise specified, the maximum permitted Regulations, a scenic vista means a generally height may increase as the distance from the recognizable, noteworthy view of Lake Travis, right-of-way increases. Within 200 feet of the Lake Austin, the valleysor the Colorado River, right-of-way of a Hill Country Roadway, no Barton Creek, Bull Creek, and West Bull Creek, building shall exceed 28 feet. Beyond 200 feet or the downtown area of Austin. The Office of from the right-of-way of a Hill Country Road- Land Development Services shall develop a map way, maximum height may increase but shall not indicating segments of Hill Country Roadways exceed 28 feet in Low-Intensity areas, 40 feet in along which scenic vistas are prevalent. Moderate-intensity arras, or 53 feet In High- 2. Limiting access to roadways other than Hill Intensity areas, except as provided in Sec Country Roadways where such roadways do 13.2.783, not encourage traffic through residential areas. • B. For the Southwest Parkway Corridor, the max. 3. Reducing impervious cover by 15 percent or imum height is that permitted by the zoning or more beyond the minimum standards allowed approved site plan for the property or 60 feet, by this or other regulations. whichever is less. 4. Increasing la.klscaping or setbacks by more than 5. Underground Utilities. All on-site utilities shall be 50 percent and increasing natural areas. located underground unless required by the utility S. Provfdi mixed-use developments, to be otherwise located. n8 particularly those that Include residential uses and commu- ® 6. Building Materials. Buildings shall be designed to nity facilities. • use to the greatest extent feasible building materials 6. Reducing building mass by breaking up that are compatible with the Hill Country environ• buildings, ment, such as rock, stone, brick, and wood. Mir• rored glass with a reflectance greater than 20 per- 7. Using "pentiouspavers' when notreceiving lm- cent Is prohibited. pervious cover credit. 34 I 4 ~ • • 8. Consolidating small lots to create parcels with of the Hill Country Roadway Corridors consisting of the a minimum of 300 feet of frontage on a Hill following: Country Roadway, 7, A master contour map of all of the Hill Country 9. Using pi!ched-roof design features. Roadway Corridors indicating all proposed and r } 10. Constructing or dedicating public facilities such approved land uses. as parks, roadways and rights-of-way, police, 2. A master file of all site plans for the Hill Country fire, or EMS sites, regional drainage facilities, Roadway Corridors, including all submitted site or other facilities in excess of that required by plans, whether ultimately approved, disapproved, city ordinances. or withdrawn. 11. Maintaining the construction of all buildings 3. Amaster mapshowtingallspecific existingorpoten- and parking areas on 0 to 1S percent slopes. till scenic vistas, scenic overlooks, etc, as identified 12. Using energy-conserving or water-conserving by the Office of Land Development Servicesand by devices that reduce consumption below what is the scenic view analysis, required by city ordinances. Section 13.2-785. Wal",rer of Hill Country Roadway Site c. In order to qualify for bonuses under this section, Development Requirements a development should demonstrate compliance with The Planning Commission may waive one or more of the at least 50 percent of the above criteria. The use of specific requirements applicable to sites located in a Hill bonuses is limited to unusual circumstances that Country Roadway Corridor upon a showing by the appli- involw: cant that the Hill Country Roadway Regulations impose 1. An undue hardship imposed on a tract by the an undue hardship on the tract due to itspeculiar config- Hill Country Roadway Regulations or the uration, topography, or location, or that the proposed cumulative effect of regulations in this Land project demonstrates the use of highly innovative archi- Development Code, due to the peculiar config• tectural, site planning, or land-use techniques. The Com- uration, topography, or location of the tract; or mission may approve any waiver to the minimum extent necessary to allow the project to be constructed. The appli- 2. Demonstration of highly innovative architec- cant for any such waiver shall have the burden of show- f tural, site planning, and land-use design of a cal- ing that the proposed project, with such waiver granted, 1 iber not previously used in the Austin area, and will be as good or better than a project developed In com- of such a quality as to set an excellent example pliar,ce with the Hill Country Roadway Corridor Regu- ! 1 for subsequent developments. lations in terms of environmental protection, aesthetic l J enhancement, land-use compatibility, and traffic consider- Se -tion 13-2-784. Hill Country Corridor Master File ations. The grant or denial or a waiver by the Commis- Th.- Office of Land Development Services of the city of sion pursuant to this section may be appealed to the Austin shall compile and maintain a current master file Council. 2. Santa Fe, New Mexico, Highway Corridor Protection District Regulations (Article 19C) Highway Corridor Protection District-Boundaries. The Highway Corridor Protection District-General Stan- highway corridor protection district encompasses the dards. Persons wishing to rezone or annex property within lands within 600 feet of the edge of the right-of-way of the 6ighwaycorridor protection district shall comply with both sides of the following streets designated as special the standards as follows: review districts in the urban area general plan in the south A. The minimum building setback from the edge of • central section the city: St, Michael's Drive, Old Pecos the right-of-way from the street shall be 50 feet; Trail, St, Francis is Drive, Rodeo Road, and Interstate 25 and its frontage roads. In cases where the rear lot depth B. The maximum building height shall be 25 feet, not exceeds the 600-foot boundary, a property owner shall including a parapet; have the right to petition the City Cou icil at any time C. The maximum density for residential development for inclusion of his or her property in the Highway Cor- shall be 21 units per acre; ridor Protection District in a rezoning application. A map of the highway corridor protection district is shown D. For any nonresidential permitted use, a minimum , • in the urban area general plan. of 35 percent of the lot and, for any residential per- @ • mitted use, a minimum of 50 percent of the lot shall Persons with property divided by the highway corridor be open space, which shall not include heated protection district boundary are required to comply with spaces, driveways, parking spaces, garages, portals, the district standards only for that segment of the prop- carports. accessorybuildirgs, or any improvements ( E erty within the boundary or as adjusted above. surfaces. The avenge i imensions of the opposite 35 fk l • • ..r sides of open space shall equal no less than 10 feet, 2. All of the structures for the nonresidential uses Residential development shall, it addition, meet all shall have a e5-foot landscape buffer meeting in applicable private and open space standards as set the standards set forth in Section 4 and a forth in Chapter 3 SFCC 1981; masonry wall or a fence, as approved by the E. The maximum floor area ratio for office, profes- planning department, located between the resi- sional, and medical office uses allowed in this dis- dential and nonresidential uses. trict are: Highway Corridor Protection District-Landscaping Stan- 1. Office one story .25 dards. Persons wishing to rezone or annex property within two story .35 the highway corridor protection district shall comply with 2. Medical Office one story .20 the landscaping standards as follows: f two story .30 A. Existing natural landscaping material shall not be disturbed within 25 feet of the property line that 3. For educational, hospital, Institutional, and adjoins the street right-of-way. This area shall be other uses allowed in the district, the open space, labeled as open space setback, No structures, fences, setback, and landscaping standards set forth in walls, or parking are allowed in this setback; this section shall apply; B. Landscaping shall be provided in the open space set- F. The uses permitted in this district are those consis- back where landscaping has been disturbed and tent with the policies set forth In the urban area gen. shall be provided surrounding buildings and park. eraI plan; ing areas at a minimum width of five feet. The intensity of landscaping shall be two plants per 30 G. Loading areas shall be screened and located on side square feet of landscaped area. One-half of vege- or rear yards; tation shall be at least four-feet high, and one-half H. Outdoor storage shall not be allowed in the district; shall be one-foot high at the time of planting. Trees shall be a minimum of 10 percent of the total plant- I . Access io the property shall bt: approved by the city ing. If parking is provided In the front setback, it engineer and as shown on the development plan; shall be effectively screened by earth berms or land- ) . The off-site impact of the site-generated traffic shall scaping, wbkh shall be at least four feet above park- be based on a study performed by the developer ing lot grade; and using the latest edition of the Highway Capacity C. In order to preserve natural landscaping on the Manual. The results of the corresponding impacts banks of the arroyos, an undisturbed setback of 10 shall be evaluated relative to the computed levels feet shall be retained next to the major arroyos of service at various time frames and durations as where 100-year floodplains have been recorded. Ter- defined in the manual. A plan for mitigating any rain management regulations as set forth in Chap- adverse impacts shall be proposed by the developer ter 3 SFCC 1981 are applicable to any eevelopment and approved by the City Traffic Engineer prior to in the highway corridor protection district. the issuance of any building permits. The Traffic Highway Corridor Protection District-Llghtins Stan- Mitigation Plan shall a based on theresults of the dards. Any lighting in the highway corridor protection traffic impact study and shall include proposed district used to illuminate any off street parking area shall improvements, a cost estimate, a construction be so arranged as to reflect the light away from adjacent schedule, and the extent of participation by the pro residential property. Specifically, lights with nocutoff-type po d development; luminaire shall be no higher than 10 feet and shall have K. New half or partial streets shall be prohibited in a minimum illumination, measured at the lot line at new developments. When a tract to be developed ground level, of .20 candlepower. Lights with a cutoff- borders an existing street having a right-of-way type luminaire shall be no higher than 20 feet with a max- width insufficient to conform to the minimum imum illumination, measured at the lot line ground level, • width standards required by these regulations, such of .30 candlepower. Lights with a luminalre of less than additional right-of-way shall be platted and dedi. 90 (degree) cutoff shall be no higher than 20 feet, with Gated in such a way as to make the resulting street a maximum illumination, measured at the lot line at r conform, ground level, of .50 candlepower. L. When nonresidential uses abut R-1 through R-7 res- Highway Corridor Protection District-Sfgn StarJards, identical densities, the following standards shall Signs in the highway corridor protection district shall meet apt'ly' the requirements set forth In Section 3-4-14 SFF 1981 and • 1. All of the structures for the nonresidential uses In addition shall meet the following standards: • • shall be set back 50 feet from the residential A, For any one sign, Including frame and poles, there properly line and a 25-foot landscape buffer shall be no more than three colors and no more than y meeting the standards set forth in Section 4 shall lettering styles; and ( be located between the residential and non- two residential uses; or B. At least one of the colon in each sign shall match 36 • • r. the predominant colors in the building. dimensions of buildings; parking and loading, land- scaping, walls and fences; open space; setbacks; and j Highway Corridor Protection District-Architectural existing adjacent land uses of abutting properly; Standards. All commercial and multifamily structures in and / the highway corridor district shall meet the Architectural ` Design Ordinance as set forth in Article 3-29A SFCC B Developers requesting approval for residential pro- 19821 and the city's architectural design review guidelines. jects with 50 units or more, or commercial projects In addition, all commercial and multifamily structures with over 10,000 square feet, within the highway shall meet the following standards: corridor protection zones shall submit, as part of the application for the development plan, an A. Roof shall be flat or nearly flat and concealed by approved traffic impact statement for the proposed horizontal parapets; development. The statement shall providedata on B. No more than 60 percent of the facade facing the the traffic generated by the proposed development. highway corridor may be glass or reflective mate- Using existing traffic counts generated by the city rial; and and other sources, and the methods set forth in the Highway Resource Board's Special Report 87, High- C. A minimum of 80 percent of the surface material, way Capacity Manual, the statement shall also excluding doors and windows, shall be stucco. show the traffic impact on the city's relevant traf- Highway Corridor Protection District-Required Infor- fic network. The relevant traffic network Includes oration. When applying for an annexation or rezoning all the subcollectors and collectors from the point in the highway corridor protection district, applicants of the origin at the proposed development up to and shall submit, in addition to the requirements set forth in including intersections with secondary or major Chapter 3 of the SFCC 1981, the following information, arterials. The statement must show the impact of the proposed development on the level of service A. A development plan drawn to sale showing drin- of the relevant streets in the traffic network. "Level age; significant natural features; access, including of service" refers to the categories A through F set access to major arterials; arrangement, uses, and forth by the Highway Capacity Manual. 3. Tri-County Regional Planning Commission (Lansing, Michigan) Driveway Standards for Corridors General Performance Standards S. Direct-acress driveway placement must be such that , It shall be unlawful to construct or use any direct access an exiting vehicle hasan unobstructed sight distance driveway that does not meet the following criteria: according to the following schedule: a. Any driveway design must allow an entering vehi. Highway Design Speed (mph) 5ight Distance (test) cle turning speed of 15 mph to help reduce interfer- ence with through street traffic. 30 200 35 225 b. Driveway design and placement must be in harmony 40 275 with internal circulation and parking design such 45 325 that the entrance can absorb the maximum rate of 50 350 inbound traffic during a normal weekday peak traf- fic period as determined by a competent traffic h. Driveway design mustbe such that an entering vehi- survey. cle will not encroach upon the exit lane of a two- way driveway. Also, a right-turning exiting vehicle c. There must be sufficient on-site storage to accom- will be able to us t only the first through-traffic lane m"late at bast three queued vehicles waiting to park available without encroaching into the adjacent • or exit without usinganyportion cflhestreetrfght. through lane. of-way or in any other way interfering with street traffic Standards for Right-Turn canes and Tapars r d. Provisions for circulation betwern adjacent parcels Right-turn lanes and tapers will be required when: ' should be provided through coordinated or joint 1. Expected right-turn ingress movements meet or parking systems, or other methods as specified in exceed 50 per hour during a typical weekday peak thz Municipal Comprehensive Plan. traffic perioJ. ® e. Driveway entrances must be able to accommodate 2. Driveway volumes are expected to meet or exceed • all vehicle types having occasion to enter the site, 1,000 vehicles per day. including delivery vehicles. 3. The Highway Authority or Municipal Engineer can f. Driveway placement should be such that loading document, through traffic analysis, that such treat- and unloading activities will in no way hinder vehi- ment Is necessary to avoid congestion and.ror unsafe \ i ties ingress or egress, conditions on the public thoroughfare. 37 ..mot • • Driveway Profile trator for minimum spacing, but in no case can the Driveway profiles shall be determined using the follow- variance be greater than the next lowest classifia- ing criteria: tion on the table above. For example, on a 40 mph C arterial requiring 165-foot spacing, the distance may 1. The grade of a two-way, one-way, or divided com- be reduced to no less than 150 feet, which is the Stan- mercfal driveway shall not exceed 1.5 percent for a dard for a 35 mph facility. minimum distance of 25 feet from the edge of the pavement. Beyond this distance, the grade shall not 2. The adjacent landowners may agree to establish a exceed eight percent. common driveway. In such cases, the driveway mid- point sl.ould be the property line between the two 2. If the highway is curbed and if the sidewalk is 10 parcels feet or less from the edge of the pavement, the grade . The driveway must meet standard will e es of a driveway shall be the grade required to meet cations, and the estimated driveway volume the sidewalk elevation, but, if that graJe would the sum of the trip-generation rate of both laand nd uses exceed the maximums specified in paragraph 1, the in question. sidewalk shall be either tilted or inclined. Bonus for Combining Access Points 3. if the highway is uncurbed, the grade of the drive- When two adjacent property owners agree to combine way between the highway edge of pavement and the access points, the municipality will grant an incentive edge of the shoulder shall conform to the slope of bonus. The total lot size and road frontage normally the shoulder to the edge of the di iveway approach. required "till each be reduced by 15 percent f or both land- towards the hi wa owners. In addition, the required number of parking 4, For a driveway an upgrade y1 spaces will be reduced by 15 percent for each develop- ment grade of 1.5 percent for ra distance rof 1 feet from ment. Site circulation and safety standards will still be the edge of f the pavement Is required. Beyond this enforced. distance, the grade shall not exceed 40 percent and the difference in grades where there is a change of Number of Driveways Per Parcel grade shall not'exceed three percent. 5. Vertical curves with a minimum length of 15 feet 1. A maximum of one driveway opening shall be per- shall be provided at a change of grade of four per- mftted to particular site from each of any one or cent or more. two abutting streets. 2. When In the opinion of the municipality's or high- 6. if the sidewalk elevation has to be adjusted to meet way authority's traffic engineer, and in th, view of r the driveway, the sidewalk shall be inclined at a rate the permittee, it 15 in the interests of good traffic not to exceed one-foot vertical for every 24 feet operation, the Board may permit one additional horizontal. driveway entrance along a continuous site with frontage in excess of Soo feet or tw•o additional drive- Driveway Spacing way entrances along a continuous site with front- Driveway spacing will be determined as a function of age in excess of 600 feet.3 arterial highway operating speeds. Spacing will be deter- mined according to the following schedule: 3. Where a dual-service driveway is used, it will be con- sidered, (mph) for purposes of this section, to be only one a direct-access driveway. 25 105 30 125 4. In the case of dual one-way driveways, one pair may 35 ISO be used per 250 feet of frontage. Only one pair of 40 165 one-way drives may be used per street frontage. 45 230 so 27S Corner Clearance These spacings are based on average vehicle acceleration All direct-access driveways shall be constructed such that • and deceleration rates and are considered necessary to the point of tangency of the curb return radius closest maintain safe traffic operation. Spacing will be measured to a signalized or stop-sign-controlled Intersection be at from the midpoint of each driveway. In the event that a least 40 feet from the perpendicular curb face of the Inter- r particular parcel or parcels lack ssrfficient arterial front- sect:ng sL-eet. Using a 15-foot driveway radius, the edge age to maintain adequate spacing, the landowner(s) have of the driveway throe t shall be So feet from th! curb face one of two options: of the perpendicular Intersecting street. The driveway radius shall not compound with the Intersection corner 1. They can seek a variance from the zoning admmis- radius. • O O , 38 f • • I RECENT PLANNING ADVISORY SERVICE REPORTS I 1 368 Designing Effective Pedestrian Improvements InBusi- 393 Managing Municipal Information Needs Using ness Districts. May 1982, 60 pp. $16; PAS subscribers Microcomputers. April 1986.22 pp. SI6; PAS sub- Ss. scribers S8. 369 A Planner's Guide to Low-level Radioactive Waste 394 Regulating Satellite Dish Antennas. May 1986. 30 pp. Deposal. August 1982.53 pp. 516; PAS subsmlxrs S8. 516; PAS subscribers $8. 370 Regulating Videogames. September 1982.30 pp. 516; 395 Planners' Salaries and Employment Trends, ;185. PAS subscribers S8. June 1986. 18 pp. $16; PAS subscribers $8. 371 Changing Development Standards for Affordable 396 Standards for Self-Service Storage Facilities. Housing. October 1982. 30 pp. S20, PAS subscrib- September 1986. 22 pp. $16; PAS subscribers S8, ers $10. 397 Siting Group Homes for Developmentally Disabled 372 Using Microcomputers in Urban Planning. Persons. October1986.46pp.516;PAS subscribers November 1982. 22 pp. $8 (photocopy). $8. 373 Water Conservation In Residential Development: 398 Regulating Manufactured Housing. December 1986. Land-Use Techniques. December 1982, 34 pp. $16 38 pp. $16; PAS subscribers $8. (photocopy), 399 Aesthetics and Land-Use Controls. December 1986. 374 Preparing a Historic Preservation Ordinance. 46 pp. 516; PAS subscribers $8. February 1983. 46 pp. 520; PAS subscribers $10. 400 The Planning Commission: Its Composition and 375 Planning for Underground Space. April 1983.54 pp. Function, 1987. May 1987. 11 pp. $16; PAS S16; PAS subscribers S8. subscribers S8. 376 Improving Street Climate Through Urban Design. 401 Transferable Development Rights Programs: TDRs lure 1983. 34 pp. $16; PAS subscribers S8. and the Real Estate Marketplace. May 1987. 38 pp. 377 Flexible Parking Requirements. August 1983.38 pp. $16; PAS subscribers S8. $16; PAS subscribers $8. 402 Seven Methods for Calculating Land Capability/ 378 Working With Consultants. October 1983. 33 pp. Suitability. July 1987. 22 pp. 520; PAS subscribers 516; PAS subscribers 510. 379 Appearance Codes for Small Communities. October 403 Computer Applications In Economic Develop- 2983. 26 pp. $16; PAS subscribers $8. ment. August 1987. 38 pp. 520; PAS subscribers 380 Analyzing the Economic Feasibility of a Development 510.-) Project; A Guide for Planners. November 1983.38 404 How to Conduct a Citizen Survey. November 1987. pp. $16; PAS subscribers $8. 24 pp, $20; PAS subscribers $10. 381 Increasing Housing Opportunities for the Elderly. 405 New Standards for Nonresidential Uses. December December 1983. 16 pp. $26; PAS subscribers S8. 1987. 26 pp, $20; PAS subscribers 510. 382 Planners' Salaries and Employment Trends, 1983. 406 Housing Trust Funds. December 1987. 25 pp. S20; February 1954. 18 pp. $16 (photocopy). PAS subscribers $10. 383 How To Set Up a Planning Agency Library. April '407 Planners Salaries and Employment Trends, 1987. 1984. 38 pp. $16; PAS subscribers $8. December 1987. 15 pp. PAS subscribers 510. 384 Regulating Radio and TV To,vers. June 1984.38 pp. 408 The Calculation of Proportionate-Share Impact Fees. 516; PAS subscribers $8. July 1988. 38 pp. $20; PAS subscribers $10. 385 Affordable Single-Family Hovsing: A Review of '409 Enforcing Zoning and Land-Use Controls. August Development Standards. August 1984. 117 pp. $24; 1988. 30 pp. PAS subscribers $10. PAS subscribers 512. '410 Zoning Bonuses in Central Cities. September 1988. 386 State and Local Regulations for Acductng Agri. 30 pp. PAS subscribers $10, cultural Erosion. September 1984. 42 pp. S16; 411 The Aesthetics of Parking. November 1988. 42 pp. • PAS subscribers $8. 520; PAS subscribers $10. 367 Traffic Impact Analysis. October 1984. 34 pp. $16; 412/413 Protecting Nontidal Wetlands. December 1988. PAS subscribers $8. 76 pp. $36; PAS subscribers $18. 388 Planning Software Survey. November 1984. 4141415 APlanners Review ofPCSoftware andTechnol- 32 pp, $16 (photocopy). ogy. December 1988. 102 pp. S36; PAS subscribers 389 Tax Increment Financing: Part I. What IsTIFT Part $18. 2. Determining Potential Gains and Lossts of TIF. '416 Responding to the Takings Challenge. May 1989. December 1984. 19 pp. $16; PAS subscribers S8. 40 pp. PAS subscribers $10. ® 390 Infrastructure Support forEconomic Development. '417 Reaching Consensus in Land-Use Negotiations. July Q September 1985, 38 pp. 516; PAS subscribers $8. 1989. 14 pp. PAS subscribers $10. 391 Home Occupation Ordinances. October 1985.38 pp. 418 Designing Urban Corridors. September 1989.38 pp. 516; PAS subscribers S8. $20; PAS subscribers $10. 392 Innovative Capital Financing. December 1985. ` I 38 pp. $26; PAS subscribers S8. 'Awitabk only to rubun3m al Planing AMwy Smki. NOW I 0 .51 r.4 G+i_ ti cb ~ t~ Bric; ng Ass fng ry.be 'tICA ' xx; r, M. k ,a . .pa it III ~ ,1 ~ Y C 2 Z~ T o \ 1 ~Q y~F at Y> V rv o'ff` 10111 ~ o a • • .urn . R f • ii -N7ND OF 1 • l y ~I y_~'~i• , _ .r . •.._1Y~L~ ~u .R.. 4. a'~~ ` r~_ La 1~ .'Lk1k4.~eJ'' r` , ~ '.~a,, ry ~ `Y. ! M-.{r,'~ rd -4: e; V i,