D-19 Corridor Zoning and Access Plan
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Granicus CivicIdeasD-19 Corridor Zoning and Access Plan
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Granicus CivicIdeasD-19 Corridor Concept Plan
Implementation
To implement the recommendations of this plan, three immediate steps can be taken. Drafting and adopting zoning and access management regulations is one step. Conducting a design feasibility study for the roundabouts at Morgan and Mason/Marion Roads, and the truck by-pass route west of D-19 is the second immediate eort. Continuation of the streetscape improvements as planned is the third necessity. A conventional zoning ordinance which the city currently has in place does not promote districts but a collection of disassociated buildings and properties. A district can happen but only by chance. The use open-ended minimum and maximum standards (i.e. minimum setback dimensions) does not necessarily guide sound physical relationships between developments. Access management regulations are integral to controlling trac conicts and ultimately minimizing the number of accidents. The appendix of this plan oers a discussion on the elements of trac management.
Zoning Amendments
Amendments to the regulations guiding development should be adopted. Based on public input during this process, it appears that new development is Form-Based not meeting visual or functional Zoning Technique expectations of the community. The recommendation is for the Uses buildings to frame and enhance the public street. City to adopt a hybrid version of Public right-of-way is treated as a a form-based ordinance for the series of linear parks. corridor. A hybrid form-based version puts more emphasis on physical design than land use. As an example, the building height, distance from the street and faade features are considered more important than the dierence between an apartment and an oce occupying the same building. The D-19 plan emphasizes the built environment over the building occupants. The goal is to create identiable districts.
Street Improvements
The street improvements are critical to success. They are the public investment portion of the repositioning of D-19 as a place. D-19 has a street improvement design in place. Action bringing the concept design to construction is in progress and should be continued. The addition of two additional roundabouts and the vacation/installation of local streets should be incorporated into the construction plans. A key feature of the plan needing further design exploration is the location of a truck-bypass route west of D-19.
Off-street parking does not dominate public view. Development outcome is predictable.
Conventional Zoning Technique
Focuses primarily on separating land uses. Does not conveniently allow a mix of land uses. Does not address form of a street. Development outcome not predictable.
A purist form of form-based regulation and conventional zoning are not proposed for the redevelopment of D-19. A form-based code in its purest iteration controls every aspect of architectural detailing. Although eective, it can be timeconsuming and dicult to administer. This form of zoning works best in areas with an historic fabric.
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D-19 Corridor Concept Plan
Appendix A: Access Management
Most streets provide two functions: 1) move trac and 2) provide access to land uses that abut them. These two principal functions can often conict because each access point interrupts trac movement as vehicles turn o and onto a roadway. In order to balance these two road functions, access management techniques should be used. The access management section below describes ways in which the road networks capacity can be maximized, by reducing the impact of development abutting the major road network. Access management is usually implemented through the site plan review process, and these techniques should be incorporated into the development review process for all future projects within the D-19 corridor. Reference should also be made to applicable sections of the Citys Zoning Ordinance. Each case will require an individual analysis to determine the appropriate action given the characteristics of the site and use.
Table 1 Spacing Standards for Driveways on Same Side of Street
Speed Limit (Mph) 25 30 35 40 45 50 or greater Minimum Driveway Spacing (Feet)* 135 155 180 215 260 310
access to a development site. If additional driveways are proposed, additional street frontage for the subject site and appropriate spacing between existing driveways should be provided. Even if only one access point is proposed, the most appropriate location should be selected to preserve the function of the roadway and, more importantly, to assure public safety. Driveways located too close together are safety hazards and they can negatively impact road capacity. Recommended spacing standards for non-residential driveways on the same and opposite sides of the roadway are provided in Table 1 and Figure 6.
Figure 6 Spacing Standards for Driveways on Opposite Side of Street
Existing or Approved Driveway Downstream from Outbound Left Turns from Proposed Driveway Existing or Approved Driveway Upstream from Inbound Left Turns Into Proposed Driveway
150 min.
250 - 400 min.*
Proposed Driveway
* Varies with volume of peak-hour traffic using driveways.
Encouraging Shared Access
Providing shared access to a site reduces the number of access points, preserves the capacity of the road, and can even help to maintain the character of the community. Shared access can be achieved through a variety of techniques including shared driveways, frontage roads, backage roads, and internal connections between sites. As discussed above, access management is critical for non-residential land uses because of their intensive nature and tendency to demand a higher number of access points. Figure 7 illustrates how backage roads can reduce access points, enhance safety, and open up additional property to easier arterial access. Figure 8 shows how many users can share access points.
A1
* Center-to-center. Note: Greater
separation between driveways and street intersections may be required.
Restricting the Number and Spacing of Access Points
Limiting the number of driveways permitted for each land use can help preserve the trac movement function of a roadway. Proposed and existing land uses should provide the minimum number of driveways needed to provide reasonable