City
Of Union Kentucky
Email: unionwatchdog@worldnet.att.net
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City
Of Union Kentucky
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Union Town Plan UNION TOWN NEWSLETTER Dear Union Town Plan Participant: This is the first of several newsletters that you will receive as a participant in the Union Town Plan. The Plan is being produced by the Boone County Planning Commission at the request of the City of Union, and is in response to the reconstruction of U.S. 42 by the Kentucky Transportation Cabinet. Obviously, these improvements will bring rapid development to the Union area. The Union Town Plan is a concerted effort to plan ahead of the development and produce a unique place of which we can all be proud. The final product will include a detailed land use plan, zoning map, and design requirements. The process is designed to make sure that the Plan is supported by the land owners, citizens, and developers. During late April and early May, the Planning Commission sponsored three public workshops to determine general opinions of the future of the Union Town area. Overall, the property owners and citizens placed a high value on the pastoral, scenic quality of old U.S. 42. Union should be distinctive and unique, and many vision an expanded downtown Union area with a "quaint Town Center." Businesses would be centrally located with a mixture of land uses. Within the Town Center, formal gathering places and parks were suggested. Several residents mentioned Mariemont and Hyde Park as unique local communities, and New Albany, Ohio, and Hilton Head, South Carolina as examples of good development control. New development should share a common architectural style that should ideally "look like Kentucky." Many residents suggested that signage be tightly controlled, and that they do not want industrial development or another "Dream Street." Most people recognized and commented that the Union Town Plan will only be as good as the implementation and zoning control that occurs over time. Many residents voiced the need for additional park land and open space for bike riding, hiking, and horseback riding. A formal public park was suggested for Union. Green space and trees were seen as important along roadways, and could also help with increased flood and drainage problems. Green spaces and pathways should link the Town Center to commercial areas, residential areas, churches, and schools. The next public meeting will be held on June
8, 1998 at the Ryle High School Auditorium, from 7:00 P.M. to 9:00 P.M. This important
meeting will include a presentation of two Union Town land use plan alternatives by Myers
Schmalenberger Meisner consultants. This is an excellent opportunity for citizens and
property representatives to react to the alternatives and help guide the Plan. Comments
and opinions are welcomed and will be recorded. If you have any questions, please don't
hesitate to call me or John Huth at the Planning Commission office at 334-2196. UNION TOWN NEWSLETTER Dear Union Town Plan Participant: This is the second newsletter issued to all participants in the Union Town Plan. The Plan is being produced by the Boone County Planning Commission at the request of the City of Union, and is in response to the reconstruction of U.S. 42 by the Kentucky Transportation Cabinet. Obviously, these improvements will bring rapid development to the Union area. The Union Town Plan is a concerted effort to plan ahead of the development and produce a unique place of which we can all be proud. The final product will include a detailed land use plan, zoning map, and design requirements. The process is designed to make sure that the Plan is supported by the land owners, citizens, and developers. Some of you are new participants in the Study process, because the Study Area has been expanded to include additional properties west of the existing U.S. 42. These properties are primarily in the Clarkson Lane and Hathaway Road areas, and have been added because of the visual impact that potential development along the new U.S. 42 alignment could have on them. On June 8th at Ryle High School, the consultants, Myers, Schmalenberger, Meisner, presented three alternative development ideas in the form of color drawings. They also presented several images of traditional town development, as opposed to the usual suburban commercial and residential development found in areas like Boone County. Most attendees supported the concept of a concentrated town center that would contain almost all of the commercial land uses in the Study Area, while large parts of the new road corridor would contain residential and institutional land uses within all three alternatives. There was a wide variety of opinions regarding the issue of residential density. Some meeting attendees favored either areas of cluster density approaching 8 dwelling units per acre, while others favored a low density of up to one dwelling unit per acre. No comments were made in favor of medium density residential development in the 3 to 4 dwelling unit per acre range. Green spaces and pathways were found to be important to link the Town Center to commercial areas, residential areas, churches, and schools, and should contain effective storm water control impoundments. The next public meeting will be held on July
8, 1998 at the Ryle High School Auditorium, from 7:00 P.M. to 9:00 P.M. This important
meeting will include a presentation of a Preliminary Union Town Plan by the consultants.
This is an excellent opportunity for citizens and property representatives to react to the
proposal and help refine the Plan. Comments and opinions are welcomed and will be
recorded. If you have any questions, please don't hesitate to call me or John Huth at the
Planning Commission office at 334-2196. The Boone County Planning Commission prepared the Union Town Plan and related changes to the Boone County Zoning Regulations and the Boone County Zoning Map during 1998. The Plan was presented at a formal public hearing on Monday, October 26, 1998, in the auditorium of Ryle High School. Several points of the Plan were criticized at the October public hearing, and the Planning Commission has since directed the Long Range Planning Committee, comprised of five Planning Commissioners, to begin the process afresh. Most of the Plan’s criticism centers around residential densities and several design issues, such as architecture and green space. At the October public hearing, many in attendance suggested the formation of a Citizen/Property Owner committee to work through the issues that were raised. The Long Range Planning Committee has determined this to be the best planning approach for the Union Town Plan. It is important to note that the Planning Commission is not starting the entire process over, but will use the work that was accomplished in 1998 to provide a starting place. The process will be designed to make sure that a strong consensus is reached regarding the Union Town Plan before presenting a revised Plan for action by the Planning Commission, Boone County Fiscal Court, and City of Union. Citizen/Property Owner Committee A Citizen/Property Owner Committee will be responsible for addressing a series of issues raised during the 1998 Union Town Plan process, and reporting or recommending to the five-member Long Range Planning Committee a specific course of action. The Long Range Planning Committee intends to make this a very open, public process, and encourages interested citizens and land owners to largely determine the makeup of the Citizen/Owner Committee. The Long Range Planning Committee suggests that the membership of the Citizen/Owner Committee be approximately twelve to fifteen people and represent a cross section of citizens/land owners including those along the proposed new U.S. 42 route, those west of old U.S. 42, those along the existing Mt. Zion Road corridor, the existing business district, and the southern portion of the Study Area. Membership does not have to be limited to those in the study area, if people from outside the area can constructively contribute to the formation of a plan. We suggest also that the Citizen/Owner Committee require a quorum to proceed at any of its meetings, and that a minimum margin of a vote be established before reaching a recommendation on any particular item. The Citizen/Owner Committee meetings will be public meetings and open to anyone interested or affected by the Plan. There will likely be three to five of these meetings to work out the issues. Again, the Long Range Planning Committee intends to take its time and make sure that a consensus is reached on all issues before moving ahead with adoption of any plans. This letter is a formal request for volunteers to serve on such a Citizen/Owner Committee. If you want to make a commitment to serve on this Committee, or want to suggest someone for the Committee, please respond to the Planning Commission staff in writing, by phone, FAX, or E-mail within the next week. Please tell us your particular reason or interest and what benefits you can bring to the Committee. Based on the response to this letter and other suggestions that we receive, the City of Union and a Boone County Fiscal Court representative will help us determine how to put the Committee together. The Citizen/Owner Committee process anticipates achieving a consensus on the issues over a several month period and scheduling a public hearing when the Long Range Planning Committee determines that the Union Town Plan is ready to be presented. If you cannot make meetings, you will be able to review the minutes and other information on our Web site. Our address is www.boonecountyky.org. If you have any questions, don’t hesitate to call me or John Huth at the Planning Commission office. Union Town Questionnaire SURVEY OF UNION PROPERTY OWNERS FOR COMMENT Should we establish a formal Union town center that has a mixture of commercial, residential, and public land uses? Do you believe that commercial development should occur along the new U.S. 42 corridor? Are you in support of the split road concept where the northbound and southbound lanes of new U.S. 42 surround the town center and new development? Do you think that attached town houses represents an appropriate density for areas along the new road? Do you feel it is important to keep the rural view along old U.S. 42? If so, how do you think this should be accomplished? Would you like to see design controls for commercial land uses (architecture, setbacks, signage, building materials)? Is it important to control the placement or appearance of homes along major roads? How do you feel this should be done? Name one or more examples of the type, design, and density of residential (either in Boone County or outside the county) that you would like to see for Union. How important is it to preserve green space within developments? Do you have a suggestion on how to accomplish this that may be acceptable to the development community? In general, do you feel that strict development controls increase property values or decrease property values? Should there be some residential design controls such as limiting the amount of certain building materials, hiding utility boxes, roof design, front porches, or which way garage doors face? If so, which of these items or others would you suggest? Should there be a lifestyle theme for Union, such as horse paths, or golf course, or central hiking paths, or architecture? If so, what? Please sign and return to the Union City Building: P.O. Box 53 1998 Union Town Plan
UNION TOWN PLAN City of Union & Boone County, Kentucky Prepared by Myers Schmalenberger Meisner October, 1998 Note: This document has not been adopted by the City of Union, The Boone County Fiscal Court nor the Boone County Planning Commisison TABLE OF CONTENTS
BOONE COUNTY PLANNING COMMISSION MEMBERS Bob Millay, Chairman (Boone County)
BOONE COUNTY PLANNING COMMISSION STAFF Kevin P. Costello, AICP - Executive Director Planning Services Division
GIS Services Division
Historic Preservation Services Division
Zoning Services Division
UNION TOWN PLAN LONG RANGE PLANNING COMMITTEE Arnold Caddell (Chair)
UNION TOWN PLAN TECHNICAL ADVISORY COMMITTEE The Honorable Warren Moore, Mayor, City of Union
Long ago cleared of forest, the rolling pasture-land of Union has provided for generations a tranquil landscape, a retreat for those seeking a different place to live and raise their families. Union's peaceful country setting is why many have lived and moved here. Common urban sprawl is now at Union's doorstep along U.S. 42. At this critical point in time a new vision can unfold that preserves the heritage of that pastoral landscape and in so doing, enrich forever the creation of a unique place. A town of pasture-lands and parks will be rare in Boone County years from now, this planning effort will create lasting value through time. The vision set forth in Union today will be remembered generations ahead for creating a new suburban retreat... a pastoral setting to live, work and play... a Country Village. This master plan provides that vision. Gary W. Meisner, FASLA The City of Union and Boone County comprise one of the fastest growing regions in the Greater Cincinnati Metropolitan area. Located in northern Kentucky, home of the areaís international and regional airport, Boone County is easily accessed by three major interstate expressway systems: I-75, I-71, and I-275. The uniqueness of Boone County is characterized by the rolling topography found south of Florence on U.S. 42. Within the Union Town Study Area, U.S. 42 is currently a two lane rural road characterized by pasture-land, horse farms with white rail fences and low density residential development around the City of Union. The character of the center of the City of Union reflects the small community and neighborhood business district currently present. The pastoral landscape will be altered when the Kentucky Transportation Cabinetís decision to improve U.S. 42 as a five-lane highway through Union commences. North of Union, where five lane improvements have already been made, commercial and residential sprawl characterize the U.S. 42 corridor. The Boone County Planning Commission, through the Comprehensive Plan of 1995, identified the Union area as a unique place deserving special study to preserve both the natural and scenic qualities. The new U.S. 42 alignment has served as a catalyst for further definition of the Comprehensive Plan that would promote quality development as well as offer a mix of housing types and opportunity to develop a mixed use Town Center. The recommendations contained in the 1995 Boone County Comprehensive Plan provide a framework for this more specific Union Town Plan. This Land Use Plan anticipates the development pressures associated with new road construction in the unincorporated areas of Boone County and the City of Union affected by the new U.S. 42 alignment. Through numerous community meetings with property owners, the Union Town Technical Advisory Committee, officials from the City of Union and Boone County Planning Commission, the consultant team of Myers Schmalenberger Meisner received extensive public input to help guide the planning process. The information obtained in the meetings provided the basis for a Land Use Plan. The Land Use Plan brings value to future development by recommending clustering of residential densities to preserve open space and natural features, and concentrating commercial activity in the Town Center. The green spaces created in these ways will link the community together. The Plan indicates that development can occur in a meaningful way that will bring increased value to the property, yet with sensitivity to the landscape. The result is a plan that serves the best interests of the community as it strives to create a unique place in Boone County that does not replicate past development patterns typical in other parts of the county. This Plan proposes increased densities over existing zoning in most cases, but recognizes that this increased density is only appropriate if located and designed properly. To achieve this, the Union Town Plan is accompanied by unique zoning regulations and design standards. Without these measures, the pastoral and small town character that creates the opportunity for quality development will be lost. In order to create a successful plan it was crucial to invite participation from the whole community. The public process involved several meetings that included property owners in the study area as well as other interested individuals and community leaders. The Myers Schmalenberger Meisner Team conducted three public workshops with property owners in late April and early May, 1998. These meetings solicited opinions about future visions of Union, land use and other concerns once the new U.S. 42 was constructed.
ANALYSIS
CONCEPTUAL PLANS Three Conceptual Land Use Plans were presented to Union area property owners and citizens on June 8, 1998. Each plan represented a different balance of green space to land use development and densities. Three alternative schemes for the realignment of U.S. 42 were also shown as part of the Conceptual Plans. Most attendees (75%) supported the lower density option illustrating 60% open space/40% development. The concept illustrating 60% development/ 40% green space was favored by only 17% of those present while only 8% preferred 50% development/50% green space. Density issues of clustering up to 8 units per acre were balanced by many preferring up to one unit per acre. A concentrated Town Center with a mixture of infill commercial, residential and office uses shown in all three concepts was popularly received. Green spaces and pathways were found to be important links between residential areas, institutions and the Town Center in addition to serving as an effective means to control stormwater. MARKETING ANALYSIS Marketing Developments Inc., a member of the MSM Team, prepared a market analysis for the Union Town Plan area. Their observations indicated the market is over saturated and does not warrant additional commercial uses along new U.S. 42 at this time. This market is currently served by those just outside the study area. They also concluded that even when fully developed, the Union area would not support a continuous commercial strip along the new U.S. 42 and a continuous commercial strip would limit potential values of future housing. Marketing Developments recommended the following commercial/convenience activity could occur in future development in Union Town Center as the potential consumer base develops:
Marketing Developments comments on design and construction issues based on similar areas included the following:
PRELIMINARY PLAN The Preliminary Plan presented on July 8, 1998 was formulated based on comments received from the presentation of the Concept Plans and the Market Analysis. Key elements of the plan showed the north and south bound traffic on the new U.S. 42 separated by a landscape median with turn lanes as needed. As the new U.S. 42 approaches the Town Center, the roadway widens allowing a roadway grid to form. The roadway framework for the Town Center includes the existing Mt. Zion Road, the proposed Mt. Zion Bypass, the new north and south U.S. 42 Bypass lanes and the existing U.S. 42. Comments were solicited on key elements. The majority of the respondents liked the lower density land uses with fewer in favor of the medium and cluster densities. Only a few residents felt the Town Center should be limited in size. Many thought there was no need for an office park. The majority felt the amount of open space and recreation shown on the plan was good, and several suggested that we include more open space. Several respondents related that much of the uniqueness of the Union area is because of its open space. The purpose of Union Town Plan (Figure 1 Union Town Land Use Plan) is to create a high quality vision for the future and anticipate development pressures associated with the construction of a new road. The type of development is based on an assessment of the existing zoning and the general goals and objectives of this study. The Land Use Plan brings value to proposed development by:
The densities recommended in this plan are not appropriate without the creation and preservation of the open space. PLAN ELEMENTS STREETS
PASTORAL VIEW CORRIDOR
PRIMARY GREEN SPACE
RURAL DENSITY RESIDENTIAL
LOW DENSITY RESIDENTIAL
MODERATE DENSITY RESIDENTIAL
CLUSTER DENSITY RESIDENTIAL
TOWN CENTER MIXED LAND USE: COMMERCIAL, RETAIL, OFFICE, AND RESIDENTIAL
OFFICE/NEIGHBORHOOD RETAIL
INSTITUTIONAL
AGRICULTURAL/OPEN SPACE
GATEWAY
DESIGN GUIDELINE RECOMMENDATIONS The Union Town Plan provides an overall land use, planning and urban design framework for a large part of the City of Union and an adjacent area of unincorporated Boone County. It recognizes that both public and private investment will occur over time enabling Union to create a distinctive new place within Boone County. These design guidelines ensure that development decisions complement each other. In general, the guidelines establish a consistent context for development while allowing individual expression for each designer and developer. These guidelines address roadways, open space, architecture, building orientation, landscaping, signage and land uses. Standards have been included within the Zoning Regulations to help implement this Plan. The development review process is described in the Zoning Regulations. SITE ORGANIZATION The permanent open space component of the Union Town Plan is a major element influenced by the commitment to preserve the rural pastoral and scenic landscape quality of the Union area. This Plan recommends preserving the natural drainage ways and slopes as part of a regional storm water management system and for hillside preservation. Furthermore, this Plan encourages developers to preserve additional interior green space through use of clustering. The different functions of open space are described in detail under the Open Space section. This Plan also addresses in detail how buildings and infrastructure should be designed in relation to one another. The proposed designs for the U.S. 42 and Mt. Zion Road bypass offer a unique opportunity to create a street framework and a sense of place for Unionís Town Center. This roadway system will enable a mixture of residential, office, and commercial development to consolidate in the Union Town Center over time. Narrowing the pavement width, providing on street parking and streetscape improvements will distinguish Union and particularly the Town Center from the approaches. Pedestrian circulation and streetscape improvements within the right-of-way should link and inter-connect the residential developments and open space pathways to the Town Center, schools and churches in the area. Consideration must be given in the design of the streets to follow the rolling topography to minimize grading and excessive storm water run-off. The road system within the Union Town Plan can be described as a hierarchy of arterials, collectors, local streets, accesses streets and alleys within the development areas of the Plan. Dimensioned prototypical plans and road cross sections are included as guidelines.
*With parking on 1 side of street ARTERIALS Arterial streets are the principal roads within the community such as Hathaway Road, Mt. Zion Road, and U.S. 42. The construction of the U.S. 42 Bypass will create a new arterial corridor through the center of Union tying into the existing U.S. 42 right-of-way. When the U.S. 42 Bypass is complete, the existing portion of U.S. 42 replaced by the relocated arterial, should become a minor arterial road. The potential Mt. Zion Road Bypass will replace the existing Mt. Zion Road from old U.S. 42 east to U.S. 42 Bypass as an arterial road. The existing Mt. Zion Road will become a minor arterial between old U.S. 42 and the U.S. 42 Bypass. The construction of these new roads should define the core framework of Unionís Town Center. Based on future growth in the Town Center, Mt. Zion Road and Mt. Zion Bypass can in the future, become one-way street pairs connected by local streets. Figure 3 illustrates the arterial fronting residential uses and open space. COLLECTOR STREETS Collector Streets are intended to provide a second road category. They collect and distribute traffic primarily from sub-collector and local streets to arterial streets. As illustrated on Figure 4, the 32-foot pavement width and 40-foot setback from the right-of-way line provides space for higher traffic volumes. On-street parking is permitted on one side of the street. Individual residential driveways may be permitted on collector streets within low density and in rural residential areas. A 60-foot right-of-way width is recommended. SUB-COLLECTORS Sub-collectors illustrated below in Figure 5 are to be used within the Town Center, office park and residential development areas. These roadways have a recommended right-of-way width of 50 feet with pavements widths of 24 feet. The designation should be based upon the level of anticipated traffic to be served, which in turn is dependent upon the number of homes served. LOCAL STREETS Local streets shown below in Figure 6 are to be used within the Town Center, office park and residential development areas. These roadways have a recommended right-of-way width of 44 feet with pavements widths of 24 feet. The designation should be based upon the level of anticipated traffic to be served, which in turn is dependent upon the number of houses served. ALLEYS The alley, shown below, is intended for use within the Town Center, cluster and moderate density residential areas to provide access to rear lot garages. In residential districts alleys are highly encouraged to minimize garage doors fronting residential streets. Alleys should contain telephone and electric lines as well as garbage collection. Within the Town Center, alleys can also link parking areas. Figure 7 Example of Rear Lot Garages Accessed from Alley Street RURAL ROADWAYS The roadway type illustrated below, captures the unique pastoral landscape existing along U.S. 42, Tadpole Lane, Clarkston Lane and other existing roadways. In order to preserve this landscape, new construction along old U.S. 42 should observe a minimum 400 to 600-foot setback from the right-of-way on the west side and minimum 125-foot setback from the right-of-way on the east side. This setback will vary according to the green space depicted on the Master Plan. Existing structures which do not meet the new setback standards, are allowed to maintain their existing setback. New subdivision entrances are not appropriate on existing Rural Roadways. Figure 8 Existing Rural Roadways Streetscapes make a place memorable and give it special character. This is achieved by using elements of similar scale, character and materials. The variation within these elements creates a rich and enjoyable experience. Components of the streetscape include:
Continuity within the streetscape is important and can be achieved by establishing standards for the items listed above. To avoid the homogenous look of many streetscapes, a mixed palette of compatible architectural forms, materials, colors and widths should be selected. This compatibility should be determined by the Union Town Review Board. (Refer to page 22) SIDEWALKS Sidewalks in the Town Center and key intersections should be paved in brick, stone or cobble compatible with the Union Town Center materials. All other walks should be concrete. STREET LIGHTS AND TRAFFIC SIGNALS Streetlights are required. Illustrated below are examples of ornamental streetlights that provide consistent levels of lighting when placed at strategic locations. Lighting should be evaluated based upon the appropriateness of the fixture (height, style, and color). Height and light level of the light fixtures should reflect location in regard to residential, Town Center or road intersection. Lighting levels should be shielded and take into consideration both the ambiance of the space and safety for vehicles and pedestrian. Figure 9 Examples of Appropriate Street Lights SIGNAGE A unified signage program should be developed for the entire Union Town Plan area. Elements should include: attractive, coordinated, well-designed signs that have an impact on both the local community and businesses. Signage should provide a defined identification between residential neighborhoods and Town Center; creating a pleasing environment that attracts people and enhances the image of the community. A signage plan hierarchy is related through color, shape, size, form, and typeface, logos, materials and lighting. The chart below provides an example of how the hierarchy is structured. Type Function
All signs should:
Consideration must be given to whether the sign is to be viewed by a motorist or a pedestrian, which effects the overall dimensions of the sign, mounting, location and the amount of information it has to convey. The use of flags, banners, awnings and hanging signs should be encouraged. Examples of signs include wall signs: window painted signs, neon window signs custom made to accent business or building. Free standing signs are best for large setbacks, and should be ground mounted as illustrated below. Figure 10 Examples of Appropriate Free Standing Signage Informational band signs illustrated below, are generally 18-26 inches in vertical dimension and are located between first and second floors on buildings. Figure 11 Informational Band Sign UTILITIES It is recommended or encouraged that utilities be placed underground. Telephone, electric, cable service lines and garbage collection should be provided to new development along rear property lines or Alley Streets. This will reduce visual clutter along the sidewalk. FENCES The rural farm fence reminiscent of horse farm country is currently present in the Union area. Continued use of a 3 or 4 rail post and board style horse fence illustrated below is encouraged. The use of post-and-rail, wood or picket fences would also be in keeping with the pastoral landscape. Fence height should be limited to 4.5 feet. Chain-link and vinyl fences are strongly discouraged. Figure 12 An Example of a 4-Rail Horse Fence ARCHITECTURE Four properties in the study area are listed on the National Register of Historic Places. Several additional properties have been inventoried as Kentucky Historic Resources by the Boone County Historic Preservation Office. All historic properties including outbuildings contribute to Unionís sense of place. The existing historic and National Register properties should be maintained and where appropriate over time allowed to convert to other uses. Architectural and stylistic references from historic buildings and Unionís heritage should be included in new development. New development with a relevant historic architectural theme is encouraged. A Field Guide to American Houses can serve as a reference book for appropriate architectural eraís in Union. The establishment of a Union Town Review Board (UTRB) will be essential to determining the appropriateness of each development proposal and consistency with the Union Town Plan. To ensure the proposed land use is consistent with the Plan, a review will be performed by the Long Range Planning Committee of the Boone County Planning Commission. The committee will recommend to the full Commission which review process each development proposal will have to follow. If the development proposal is in accordance with the Planóit will proceed directly to site plan review at which time the Union Town Review Board will review all site plans, subdivision plans, architectural design plans, landscaping plans, and signage plans, conversion or expansion of existing uses/buildings. The UTRB will be composed of 7 members appointed by the City of Union and Fiscal Court at the suggestion of the Planning Commissionís Long Range Planning Committee and staff. Members will include:
Boone County Planning Commission will provide technical support to the Board. Site Plan review of Subdivision Plat review and Architectural Design review must occur simultaneously. There are two (2) forms of open space presented in the Union Town Plan. The first is primary green space shown on the Plan and designed to preserve part of the pastoral landscape found to be critical. These are stream corridors, rural road corridors, wetlands, flood prone areas, poor soils areas, woodlands and slopes. The second is open space that is to be provided within developments. The preservation of open space and rural character is a goal of the Plan identified early in the process. Strategies to achieve this goal include "clustering" development to maximize the open space. PRIMARY GREEN SPACE
Figure 13 Primary Green Space Along Drainage Corridor
DEVELOPMENT OPEN SPACE Open spaces not within the stream corridor or part of the rural roads should be incorporated within individual development areas. These open spaces should be created by clustering development or arranging houses to front a green space as shown in Figure 14. It is particularly important to have open space within developments inter-connect with the stream and rural road spaces.
Figure 14 Open Space Within Development) The rural residential district is intended for low-density single family residential development and estate farms within a context of large open spaces and agricultural uses. Primarily located along the old U.S. 42 corridor, the 3 acre and 5 acre lots with deep setback lines will help preserve the pastoral landscape frontage. The front portion of these lots will preserve open space and also serve as a storm water management zone. PERMITTED USES Density: 1 dwelling unit per 5 acres STREETS 1. To preserve the pastoral landscape, all new buildings will respect the required setbacks that vary according to topographical and other natural features. These setbacks are depicted on the Plan. 2. New roads should minimize earthwork by following the existing topography, rolling hills and drainage ways. 3. Two-way streets with a 50-foot right-of-way without parking or curbs are encouraged. 4. Narrower streets are encouraged where appropriate to promote a pedestrian friendly scale. 5. Streets should be arranged in simple connecting patterns following topography. 6. Cul-de-sacs are not recommended. 7. Pedestrian access must be provided between adjoining streets, cul-de-sacs and open spaces. 8. Bike paths and sidewalks can be combined for pedestrian use, as appropriate. Figure 15 Rural Residential Setbacks PARKING 1. On-street parking is discouraged for residents. 2. All driveway curb cuts should be constructed to accommodate a maximum 12-foot driveway at the right-of-way line. OPEN SPACE 1. The natural landscape and open space should be incorporated into residential design and development. 2. In developments of 10 acres or more, at least 20% of the gross developed land areas should be common open space. 3. Woodlands should be preserved and protected to the greatest extent possible. 4. Flood plain areas should be incorporated into the open space. 5. All streams, creeks, and drainage ways with a drainage area greater than 40 acres and their riparian corridors should be preserved in their natural state. The corridor should be a minimum of 25 feet wide on each side of the stream or drainage way as depicted on the Land Use Plan. 6. Areas determined as wetlands and floodways should comply with all regulations. 7. Leisure paths and trails should be constructed along creeks and roads in accordance with the Plan. 8. Leisure trails for bicycle and pedestrian walks should be a minimum width of 10 feet with one-foot shoulders on each side. SITE ORIENTATION 1. Single-family homes should front onto old U.S. 42. 2. The average single family lot width should vary to take advantage of the natural features. 3. The single family lot area minimum should be 3 acres on the east side of old U.S. 42 and 5 acres on the west side of old U.S. 42 north of the Town Center. Building sites should occur only in the areas identified with the remainder of the lot preserved as primary green space as shown on Figure 16. 4. Existing woodlots and fence rows should be preserved and used to structure rural cluster development. Residential development should be at the "edge" of woodlots and fencerows rather than "in" the woodlots. The existing landscape character should be preserved and used to frame rural cluster development. 5. When abutting dissimilar uses, a minimum 25-foot buffer zone should be maintained. 6. Building setbacks should be within the development area designated on the Plan. Figure 16: Example of rural estate residential architecture and site orientation. ARCHITECTURE 1. The massing of each house should be simple, relating the house to the natural topography. 2. Sloped and pitched roofs are encouraged. Flat roofs are allowed only with highly detailed or decorative cornices. 3. Front porches are encouraged. 4. Side-loaded and rear entry garages are encouraged. Should a garage face the street, the front facade of the garage must be set back a minimum of 5 feet from the front facade of the house. 5. The maximum width of a garage door, which faces the street, is 10 feet. 6. Building materials should be traditional and natural such as brick, stone, wood, or glass. 7. All elevations of the building should be built of compatible materials. 8. The front elevation of the house should be 2.5 stories maximum building height, and take into account the topography; the rear elevation can be greater in height. SIGNS 1. Coordinated entry and street signs are encouraged. 2. All entry signage should be ground mounted or set within an entry structure and natural in appearance. 3. Lighting, if appropriate, should be with direct illumination from a shielded light source. 4. Street signs should be simple and legible. Low density residential development is characterized by the clustering of single family detached residences around green spaces to preserve a larger accessible open space. PERMITTED LAND USE Density: 1 dwelling unit per gross acre STREETS 1. A hierarchy of streets including a collector (illustrated on the next page), sub-collector and local streets should be identified. 2. All buildings must be built to face the following front yard setback lines according to street type:
3. Narrower streets are encouraged to promote a pedestrian friendly scale. 4. Streets should be arranged in a simple, inter-connecting pattern, respectful of topography. 5. Cul-de-sacs should be discouraged. If cul-de-sacs occur, provide open space or plantings within circle. 6. Streets should be two-way with 5-foot wide sidewalks on both sides of the street setback 5 to 10 feet from the curb line within the right-of-way. 7. Tree lawns should be a minimum of 6 feet in width. 8. Deciduous canopy trees spaced no less than 24 feet and no more than 30 feet on center are to be planted in the right-of-way. 9. Street trees should be a minimum 2.5 inches caliper at breast height at installation. Figure 17 Low Density Residential Collector Street and Setback PARKING 1. Parking for single family houses is encouraged to occur in side or rear-entry garages. 2. Garage doors should be single bay and not exceed 10 feet in width. 3. On-street parking is recommended for visitors and short term parking. 4. All driveway curb cuts should be constructed to accommodate a maximum 12-foot wide driveway at the right-of-way line. CIVIC SPACE 1. Neighborhood open spaces and parks should be located within walking distance from single family houses. 2. Neighborhood open spaces and parks should range in size from 1 to 10 acres. 3. A hierarchy of open spaces is encouraged. Each residential development is encouraged to have at least one open space near the center of development. SITE ORIENTATION 1. Single family houses should front onto public streets or be clustered around common open spaces. 2. The maximum single family lot width should vary to work with the existing topography, minimize roads and create green space. 3. The minimum single family lot should not be less than one-half acre (net density). 4. When abutting dissimilar uses, a minimum 25-foot buffer zone should be maintained. OPEN SPACE 1. The natural landscape and open space should be incorporated into residential design and development. 2. The UTRB will review site plans for each development to ensure development open space is provided. For developments of 10 acres or more, at least 5% of the gross developed land areas should be common open space. 3. Woodlands should be preserved and protected to the greatest extent possible. 4. Flood plain areas should be incorporated into the open space areas as much as possible. 5. All streams, creeks and drainage ways with a drainage area greater than 40 acres and their riparian corridors should be preserved in their natural state. The corridor should be a minimum of 25 feet wide on each side of the stream or as depicted on the Land Use Plan. 6. Areas determined as wetlands or flood plain, should be preserved in compliance with all regulation. 7. Internal paths or sidewalks should be linked to external sidewalks or trails. 8. Sidewalks are required along all public rights-of-way at a minimum width of 5 feet. 9. Leisure paths and trails should be constructed along drainage ways and roads in accordance with the Plan. 10. Leisure trails to be used for bicycle and pedestrian traffic should be a minimum width of 10 feet with one-foot shoulders on each side. ARCHITECTURE 1. The massing of each house should be simple, relating the house to the natural topography. 2. Buildings should be a minimum of 1.5 stories and a maximum of 3 stories. 3. Building massing should be appropriate to pre-1940 traditional American Architectural forms, scale and massing of the surrounding buildings and setbacks. 4. Modern architectural styles will be reviewed by the UTRB on a case by case basis. 5. Simple gabled roof forms and dormers are encouraged. Flat roofs are allowed only with highly detailed or decorative cornices. 6. Front porches are encouraged. 7. Side-loaded and rear entry garages are encouraged. As shown below on Figure 18, when a garage faces the street, the garage must be setback a minimum of 5 feet from the front facade of the house. 8. The maximum width of a garage door, which faces the street, is 10 feet. 9. Building materials should be traditional and natural in appearance, such as brick, stone, wood, or glass. 10. Any side of a building, which faces a public street right-of-way or green space, should be of the same materials as the other sides of the building. Figure 18 Garage Orientation Detail SIGNS 1. Coordinated entry and street signage is encouraged. 2. All entry signage should be ground mounted or set in an entry structure and natural in appearance. 3. Lighting, if appropriate, should be with direct illumination from a shielded light source. 4. Street signs should be simple and legible. PERMITTED LAND USE PERMITTED DENSITY STREETS 1. There is a hierarchy of streets including a collector, sub-collector and local streets (illustrated on the following page), and lanes as identified previously. 2. All buildings should be built to face the following front yard setback lines based on street type: New U.S. 42 100 feet
3. Narrower streets are encouraged where appropriate to promote a pedestrian friendly scale. 4. Alleys may be used as driving aisles to access parking. 5. Streets should be two-way with 5-foot wide sidewalks on both sides of the street setback 6 feet from the curb line within the right-of-way. 6. Approved species deciduous canopy street trees should be planted 24 to 30 feet on center in the tree lawn between the sidewalk and the street curb. 7. Street trees should be a minimum 2.5 inches caliper at breast height at installation. 8. Streets should be arranged in a simple interconnecting pattern. 9. Cul-de-sacs should be discouraged. If cul-de-sacs occur, access to adjacent open space needs to be facilitated. Figure 19 Moderate Density Residential Setback on Local Street PARKING 1. Parking for single family houses is encouraged to occur in side or rear-entry garages. On-street parking and designated off-street parking should be provided for visitors. 2. If a garage faces the street it must be 10 feet behind the front facade of the house. 3. Parking for single family houses can also occur in rear lot garages accessible by alleys. 4. All driveway curb cuts should be constructed to accommodate a maximum 12-foot driveway at the right-of-way line. 5. No parking or drive aisles should be permitted in any building setback other than in the case of drive aisles necessary to grant ingress and egress. CIVIC SPACE 1. Neighborhood open spaces and parks should be located within 1,200 feet from single family houses. 2. Neighborhood open spaces and parks should range in size from 1 to 10 acres. 3. A hierarchy of open spaces is encouraged. Each residential development is encouraged to have at least one open space near the center of development. SITE ORIENTATION 1. Single family houses should front onto public streets. 2. The maximum lot width should vary to work with the existing topography, minimize roads and create green space. 3. The single family lot should be a minimum of 6,500 square feet net. 4. When abutting dissimilar uses, a minimum 25-foot buffer zone should be maintained. OPEN SPACE 1. Neighborhood open space/parks should be located within easy walking distance of all dwelling units. 2. Open space is encouraged in the form of small common green spaces interconnected by a trail or path system. 3. The natural landscape and open space should be incorporated into residential design and development. 4. The UTRB will review site plans for each development to ensure development open space is provided. For developments of 10 acres or more, at least 5% of the gross developed land areas should be common open space. 5. Woodlands should be preserved and protected to the greatest extent possible. 6. Flood plain areas should be incorporated into the open space areas as much as possible. 7. All streams, creeks and drainage ways with a drainage area greater than 40 acres and their riparian corridors should be preserved in their natural state. The corridor should be a minimum width of 25 feet wide on each side of the stream or as depicted on the Land Use Plan. 8. Areas determined as wetlands and floodways should be preserved in compliance with all regulations. 9. Internal paths or sidewalks should be linked to external sidewalks or trails. 10. Sidewalks are required along all public right-of-way at a minimum width of 5 feet. 11. Leisure paths and trails should be constructed along drainage ways and roads in accordance with the plan as illustrated below. 12. Leisure trails to be used for bicycle and pedestrian traffic should be a minimum width of 10 feet with one-foot shoulders on each side. Figure 20 Site Orientation and Open Space Along Drainage Way ARCHITECTURE 1. The massing of each house should be simple and relate to the existing topography. 2. Building design should be based on traditional American style prior to 1940. 3. Modern architectural styles will be review by the UTRB on a case by case basis. 4. Buildings should be a minimum of 1.5 stories and a maximum of 3 stories. 5. Building massing should be appropriate to traditional American Architectural forms, scale and massing of the surrounding buildings and setbacks. 6. Simple gabled roof forms and dormers are encouraged as illustrated below. Flat roofs are allowed only with highly detailed or decorative cornices. 7. Side and rear entry garages are encouraged. When a garage faces the street, the garage must be set back a minimum of 10 feet from the front facade of the house. 8. The maximum width of a garage door, which faces the street, is 10 feet. 9. Building materials should be traditional and natural such as brick, stone, wood or glass. 10. Any side of a building, which faces a public street right-of-way or green space, should be of the same materials and styles as the other sides of the building. Figure 21 Example of Moderate Density Residential Architecture SIGNS 1. Coordinated entry and street signage are encouraged. 2. All entry signage should be ground mounted or set in an entry structure and natural in appearance. 3. Lighting, if appropriate, should be with direct illumination from a shielded light source. 4. Street signs should be simple and legible. The clustering of attached, garden houses, townhouses, detached single family and zero lot line residential uses in close proximity to each other is encouraged to promote a more compact single family residential environment. PERMITTED LAND USE Cluster residential is envisioned as an area of clustered single family detached homes and attached townhouses located as per the plan and/or within walking distance of the mixed-use town center and developed at a slightly higher density than other residential areas. Density: Six dwelling units per acre gross. STREETS 1. There is a hierarchy of streets including a collector, sub-collector and local streets, and alleys as identified and illustrated on the following page. 2. All buildings should be built to face the front yard setback lines established 5 to 10 feet from the right-of-way. 3. Streets should be two-way with 5-foot wide sidewalks on both sides of the street set back 6 feet from the curb line within the right-of-way. 4. Appropriate species deciduous canopy street trees should be planted 40 feet on center in the tree lawn between the sidewalk and the street curb. 5. Street trees should be a minimum 2.5 inches caliper diameter at breast height at installation. 6. All buildings should be built with a front build-to line of at least 10 feet from the right-of-way based on street type with the exception of the new U.S. 42 with a 100-foot setback. Buildings along the new U.S. 42 must front toward that road. No rear elevations should be designed toward the road. (See Figure 22) 7. Narrower streets are encouraged where appropriate to promote a pedestrian friendly scale. 8. Streets should be arranged in a simple interconnecting pattern designed to respect the topography and natural drainage systems. 9. Cul-de-sacs should be discouraged. If cul-de-sacs occur, access to adjacent cul-de-sac or open space needs to be facilitated. 10. Alleys may be used as driving to access parking garages as illustrated on the following page. Figure 22 Alleys with Utility Lines and Access to Garage Parking Behind House PARKING 1. Parking for cluster residential is encouraged in rear lot garages accessible by service alleys. 2. On-street parking may be provided for visitors and short term parking areas provided. 3. All driveway curb cuts should be constructed to accommodate a maximum 12-foot driveway at the right-of-way line. 4. No parking or drive aisles should be permitted in any pavement setback other than in the case of drive aisles necessary to grant ingress and egress. 5. If a garage faces the street it must be setback 10 feet further than the front facade of the house. 6. When abutting dissimilar uses, a minimum 25-foot buffer zone should be maintained. CIVIC/PUBLIC SPACE 1. Neighborhood parks should be located within easy walking distances of single family houses. 2. Neighborhood parks should range in size from 1 to 10 acres. 3. For developments over 50 lots, a minimum amount of space should be public/civic space. This requirement will be reviewed by the UTRB. OPEN SPACE 1. Neighborhood parks should be located within 1,200 feet of all dwelling units. 2. Open space is encouraged in the form of small common green spaces interconnected by a trail or path system. 3. The natural landscape and open space should be incorporated into residential design and development. 4. In developments of 20 acres or more, at least 20% of the gross developed land areas should be common open space. 5. Woodlands should be preserved and protected to the greatest extent possible. 6. Flood plain areas should be incorporated into the open space areas as much as possible. 7. All streams, creeks and drainage ways with a drainage area greater then 40 acres and their riparian corridors should be preserved in their natural state. The corridor should be a minimum of 25 feet wide on each side of the stream or as depicted on the Land Use Plan. 8. Areas determined as wetlands or floodplains, should be preserved in compliance with all regulations. 9. Internal paths or sidewalks should be linked to external sidewalks or trails. 10. Sidewalks are required along all public right-of-way at a minimum width of 5 feet. 11. Leisure paths and trails should be constructed along creeks and roads in accordance with the Plan. 12. Leisure trails to be used for bicycle and pedestrian traffic should be a minimum width of 10 feet with one-foot shoulders on each side. Figure 23 Aerial Perspective of Clustered Development and Primary Green Space SITE ORIENTATION 1. Cluster residential houses should front onto public streets and common open spaces. 2. The maximum lot width should vary in keeping with the existing topography, minimize road length and create green space. 3. The minimum lot size should be 4,000 square feet net. 4. When abutting dissimilar uses, a minimum shared 25-foot buffer zone should be maintained. ARCHITECTURE 1. The massing of each house should be simple and relate to the existing topography. 2. Building massing should be appropriate to traditional pre-1940 American Architectural forms, scale and massing of the surrounding buildings and setbacks. 3. Modern architectural styles will be reviewed by the UTRB on a case by case basis. 4. Buildings should be a minimum of 1.5 stories and a maximum of 3 stories. 5. All attached dwelling units must be of townhouse style. No flat style units or stacked units should be permitted. 6. Porches are encouraged. 7. Simple gabled roof forms and dormers are encouraged. Flat roofs are allowed only with highly detailed or decorative cornices. 8. Rear lot garages with access from a service lane are encouraged. Should a garage face the street, the garage must be set back a minimum of 10 feet from the front facade of the house. 9. The maximum width of a garage door, which faces the street, is 10 feet. 10. Building materials should be traditional and natural, such as brick, stone, wood, or glass. 11. Any side of a building, which faces a public street right-of-way or green space, should be of the same materials and styles as the other sides of the building. SIGNS 1. Coordinated entry and street signs are encouraged. 2. All entry signage should be ground mounted or set into an entry structure and natural in appearance. 3. Lighting if appropriate, should be with direct illumination from a shielded light source. 4. Street signs should be simple and legible. UTILITIES 1. It is recommended that all utilities be located underground. 2. All telephone, cable, electric lines and related transformers and service structures should be located along the alley right-of-way and screened. 3. Garbage collection should occur along the rear property line in the alley. The Town Center district includes a mixture of land uses. The land uses are characterized by a diversity of office, business, commercial and attached and detached residential uses in close proximity to each other. Over time, new buildings are recommended to be built as infill development within the existing Town Center area. PERMITTED LAND USE A wide variety of land uses are permitted in the Town Center including retail, commercial, restaurants, administrative, businesses, professional offices, personal services, consumer services, attached and single family residences. Buildings can be mixed-use in nature with residential or office located above a ground level office or commercial use. Additionally, mixed land uses can occur next to one another. COMMERCIAL/RETAIL DENSITY Density: On a per acre basis, no more than 80% of the site can be covered with impervious surfaces such as buildings and parking. The remaining 20% should be planted or green space. RESIDENTIAL DENSITY Residential uses may not exceed 50% of the mixed-use area. Gross base density should be a minimum of 3 to a maximum of 8 dwelling units per acre. The minimum lot size is 4,000 square feet. The types of residential envisioned for the Town Center includes: attached and detached single family houses, attached townhouses, zero lot line houses and second floor residential units above a commercial or office land use. STREETS 1. The maximum length of a block is 600 +- feet 2. Mt. Zion Road may be two-way with on street parking on the retail side of the street. 3. Narrower streets are encouraged where appropriate to promote a pedestrian friendly scale. 4. Alleys may be used for driving to access parking spaces. 5. The streetscape should include deciduous street trees planted 40 feet on center. 6. All lighting power and communication utility lines should be underground. 7. Decorative streetscape features such as street lighting, waste receptacles, furniture and landscaping should be coordinated. 8. Sidewalks, other than in retail areas, should be 5 feet wide and located in the right-of-way at a minimum of 5 to 10 feet from the curb. 9. In retail areas, the sidewalk should extend generally from walk area to the set back line for buildings to create a wide comfortable pedestrian zone. 10. The rural setback does not apply in this zone. PARKING 1. Parking areas should be located behind or along the sides of buildings. Diagonal on-street parking may occur in front of buildings for retail uses only as shown on Figure 24. 2. Parking should be consolidated between individual commercial, retail and residential uses in lots behind buildings. 3. The following parking ratio may be used as a general rule of thumb in designing parking areas for mixed-use development for which shared parking is encouraged to reduce the overall size of parking areas:
4. No drive-through uses are permitted other than for banking related activities. 5. Interior drives between parking lots for adjacent uses should be interconnected where possible. 6. Secure bicycle parking and storage should be conveniently provided as part of the parking plan to the rear or side of buildings. This could be shared by multiple businesses/buildings. 7. At least 75% of the parking should be at the rear of the building. 8. Parking areas located behind buildings should contain curbed landscaped spaces with deciduous trees. These landscaped areas should amount to at least 5% of the vehicular use area and be located throughout the parking area to minimize the parking lotís adverse visual impact. 9. Where parking lots occur in front of a building, they should be screened from primary streets, residential areas, and open space by 3.5-foot minimum evergreen hedge, fence or masonry wall. 10. No parking or drive aisles should be permitted in any setback area other than in the case of drive aisles necessary to grant ingress and egress. 11. All parking lots should be screened from view from adjacent public R.O.W.ís and residential uses. Figure 24 Town Center Street, Building and Parking Orientation CIVIC/PUBLIC SPACE 1. Common open spaces and/or public green spaces that are framed by buildings are encouraged as illustrated on Figure 25. 2. This open space should be fronted on at least 2 sides by public streets. 3. Civic/public space in the Town Center should incorporate natural features and open spaces. 4. Drainage way corridors should be part of the primary open space preserved in their natural state at a minimum of 25 feet wide on each side of the stream or as depicted on the Land Use Plan. 5. All street furniture, lighting, signage, and landscaping should support the theme of the area and be consistent. 6. Outdoor gathering spaces are encouraged. Figure 25 Example of Town Center Civic Architecture and Public Space SITE ORIENTATION 1. For retail uses along the existing and proposed Mt. Zion Roads, existing and proposed U.S. 42, a setback line should be established from the street right-of-way, which provides for a 20-foot setback with a sidewalk and street trees as illustrated on Figure 26. At least 80% of the building elevation must be constructed to the setback line. 2. Outdoor dining areas are encouraged along sidewalks or between buildings. 3. For office and residential uses, a setback line should be established 30 feet from the street right-of-way. 4. Attached and/or multi-tenant buildings are encouraged. 5. Excessive gaps and non-useable spaces between building areas are discouraged. 6. When open spaces between buildings occur, pedestrian connections should be established between the rear parking areas and the sidewalk in front of the building. 7. Buildings and individual establishments (i.e. shops, stores, and offices) should have convenient front and rear customer entrances to parking areas. 8. When abutting dissimilar uses, a minimum shared 40+- foot buffer should be maintained. Figure 26 Vibrant Town Center Sidewalk Life ARCHITECTURE 1. The massing and architectural detailing of buildings should be broken up to maintain a pedestrian village scale. 2. Building massing and scale should be simple and appropriate to traditional American forms as related to surrounding setbacks, surrounding buildings, the spaces which are created by the buildings. 3. Primary buildings should always front on a street. 4. All buildings should have their main entrance on the primary street with a prominently defined rear entry accessible from the parking area. 5. Building design should be more prominent at corner locations. 6. Storefronts should relate directly and clearly to the street. Extensive use of glass is encouraged for storefronts. 7. For non-residential buildings, the maximum use of see-through glass is encouraged on the street level. Reflective, opaque and non-translucent building materials are discouraged at street level. 8. Operable recessed windows on buildings are encouraged. This should apply to floors over street level. 9. Individual building facade lengths along the street should not exceed:
10. Building design should be based on traditional pre-1940 American styles of architecture. 11. Modern architecture design will be reviewed by the UTRB on a case by case basis. 12. Building materials should be traditional and natural such as brick, stone, wood and glass. Other material may be used only if approved by the Union Town Review Board. 13. All building heights should be a minimum of 1.5 stories and not exceed 3 stories as illustrated below. 14. Porches or overhangs are encouraged to the setback line. 15. Sloped or pitched roofs are encouraged. Flat roofs are allowed only with highly detailed or decorative cornices. 16. All rooftop or ground mounted HVAC equipment must be screened from public view with similar building materials or hedging. 17. The rear elevation of buildings facing the parking areas should be designed similar and/or complimentary to the front facade with high quality building materials, lighting and signage. 18. Any side of a building which faces a public street, pedestrian walkway, right-of way or green space, should be compatible materials and style as the other sides of the building. 19. Loading and refuse collection should be consolidated, shared and attractively and completely screened with solidly constructed walls treated the same as the building. 20. Building massing and scale should be simple and appropriate to traditional American forms as related to surrounding setbacks, surrounding buildings, the spaces which are created by the buildings. Figure 27 Examples of Mixed-Use Infill Building in the Town Center SIGNAGE 1. Signs should be integrated into a landscape feature, streetscape or incorporated into the building design. 2. Each commercial ground floor occupant may display one wall sign of up to 8 square feet. Upper level commercial occupants may do the same. 3. Signs on adjacent street fronts of the same building should be coordinated in height and proportion and are encouraged to use the same format. 4. Proportionate to the building, each building may have one freestanding sign of up to 10 square feet. 5. Colors should be chosen to compliment the facade color of the building. 6. The maximum height of a freestanding sign is 6 feet and it should be located a minimum of 5 feet behind the right-of-way. UTILITIES 1. It is recommended all utilities be placed underground. 2. All telephone, cable, electric lines, transformers and service structures should be located along the alley right-of-way and screened from view. 3. Garbage collection should occur along the rear property line or alley. 4. Garbage collection should be consolidated for multiple properties/businesses along the rear property line or alley. 5. Dumpsters should be screened by landscape or a masonry wall built in a complementary architectural style to the Town Center architecture. Neighborhood retail and office land uses should occur in designated areas in a campus-style setting where greens and landscaping play a prominent role in open space delineation. PERMITTED LAND USE Office uses and mixed office and retail uses are permitted. Office buildings should be sited in a campus-like manner fronting major roadways with parking located behind the buildings. Building arrangement should provide convenient and safe pedestrian connections between buildings and parking lots, and other civic or public uses. STREETS 1. Streets should be two-way. 2. Narrower streets are encouraged to promote a pedestrian friendly atmosphere. 3. All buildings should respect the following setbacks:
4. Streets should be arranged in a simple, connecting pattern with respect to the topography and natural drainage ways. 5. On-street parking is discouraged. 6. Deciduous canopy trees should be planted no less than 24 feet and no more than 36 feet on center. 7. Street trees should be a minimum 2.5-inched caliper diameter at breast height at installation. 8. Tree lawn and street tree planting zones of at least 6 feet in width should be provided. 9. Sidewalks should be provided within the right-of-way to encourage walking and should be setback a minimum of 10 feet from the curb. Parking 1. Primary parking as illustrated below, should be encouraged to be located behind office buildings and not between the primary street and office buildings. Minimal short-term visitor and "drop-off" parking can be provided at the front of the building. 2. Parking lots between buildings should be interconnected to encourage parking areas shared among buildings to reduce paved area. 3. Parking areas should be screened from view by evergreen landscape materials or masonry walls to a height of no less than 4 feet. 4. Parking areas located behind buildings should include curbed landscaped spaces with 1 deciduous tree planted for every 10 parking spaces. These landscaped areas should amount to not less than 5% of the vehicular use area and be evenly distributed throughout the parking area to minimize the visual impact of the parking areas. 5. Secure bicycle parking and storage should be conveniently provided as part of the parking plan to the rear side of buildings. This could be shared by multiple businesses/buildings. 6. The minimum amount of parking required is one space per 250 square feet. 7. No parking or drive aisles should be permitted in any setback other than in the case of drive aisles where necessary to grant ingress and egress. Figure 28 Office Building Orientation with Parking CIVIC/PUBLIC SPACE 1. Office buildings should be setback from the primary street right-of-way a minimum of 50 feet to maintain a natural greenway as a visual amenity. 2. Common open spaces or green spaces that are framed by buildings and that create a "campus-like" office environment are encouraged. 3. Drainage way corridors should be part of the primary open space preserved in their natural state at a minimum of 25 feet wide on each side of the stream/drainage way or as depicted on the Land Use Plan. SITE ORIENTATION 1. Buildings should be oriented to front the primary public or private roads as shown below. 2. Buildings should not back onto a public right-of-way: the rear elevation of the building is encouraged to have the same architectural treatment facing public open space and greenbelts. 3. Lot size should be varied to create green spaces. 4. When open space between buildings occurs, pedestrian connections as shown below, should be established between the rear parking area and the sidewalk in the front of the building. 5. When abutting dissimilar uses, a minimum 40-foot buffer zone should be maintained. Figure 29 Building Orientation Along Streets ARCHITECTURE 1. Office buildings should be sited in a campus-like manner that will produce a clear sense of place, identity and encourage interaction and ìcommunityî among users. Buildings should be sited in relationship to each other and open green spaces and squares to provide pedestrian connections between each building, to parking, and to any other civic or public uses within convenient distances. 2. Any side of the building which faces a public street, right-of-way, or green space, should be of compatible materials and style as the other sides of the building. 3. The maximum building height is 3 stories. 4. Front and rear building setbacks should increase 50 feet per 15 feet increase in building height after 45 feet. SIGNAGE 1. Signs should be integrated into a landscape feature, streetscape or incorporated into the building design. 2. Each ground floor occupant may display 2 signs; upper level occupants may display one. 3. Signs on adjacent street fronts of the same building should be coordinated in height and proportion and are encouraged to use the same format. 4. Colors should be chosen to compliment the facade color of the building. 5. Proportionate to the building, each building may have one freestanding sign of up to 10 square feet and one wall sign of up to 8 square feet. 6. The maximum height of a freestanding sign is 6 feet and it should be located a minimum of 5 feet behind the right-of-way.
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